Urban Design Delivery Work Plan

Aotea Station and Public Realm Reinstatement

Urban Design Delivery Work Plan

CRL-AOT-RME-LKA-RPT-800014

Revision: A04

Date: 29 October 2021

Aotea Station and Public Realm Reinstatement - Urban Design Delivery Work Plan

CRL-AOT-RME-LKA-RPT-800014

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

Revision Status Revision

A01 20/04/2021

for Urban Design Panel review

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

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 station1 . 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 Aotea Station and the surrounding public realm reinstatement (PRR) works This includes the design elements of the station (above and below ground), including entrance buildings at Wellesley Street and Victoria Street, utility buildings, and the works required to reinstate the permanent aspects of the Aotea Station Precinct (e.g., paving, landscaping, and installation of street furniture).

It is noted that the names of the stations are still to be confirmed, with Aotea, Karangahape and Mount Eden being placeholder names. The name Wai o Horotiu has been endorsed by the Mana Whenua for Aotea Station. This is yet to be confirmed by AT and the NZ Geographic Board.

Overview of Aotea Station and Precinct

Aotea Station is expected to be New Zealand’s busiest train station. Located primarily beneath Albert Street, the Aotea Station (refer Figure 1.1) connects the cut and cover tunnels to the north and the tunnel-boring-machine (TBM) tunnels to the south. The underground works are approximately 380m long by 18m wide, with CRL future-proofed for any future decision to construct a North Shore rail line.

The new Aotea Station will include the main entrance building on Wellesley Street, two additional entrance buildings on Victoria Street, a ventilation structure (also referred to as a plenum) on Kingston Street, along with platforms, lifts, escalators, and rooms for housing station and tunnel services equipment. The main station box is arranged over two levels – the lower level contains the train lines and platforms, and the upper level contains the main concourse and plant rooms to the north. Additional boxes branch off from the tunnel alignment at Kingston Street (to form the ventilation structure), Victoria Street (for two entrance buildings to the station) and Wellesley Street (to form the main entrance building to the station).

The PRR works for the Aotea Station Precinct extend along Albert Street from Wyndham Street to the southern end of the Aotea Station Designation 2500-1 located adjacent to 10 Mayoral Drive. This includes sections of intersecting roads at Victoria Street, Wellesley Street, Kingston Street, and Durham Street. The PRR works include the establishment of a forecourt at the main station entry, that connects to Wellesley Street Figure 1.2 shows the above ground station buildings, and the extent of the public realm reinstatement works for the Aotea Station Precinct addressed in this DWP. The design of the station and PRR works are described in detail in Sections 5 and 6, respectively.

1 2: Extent of the public realm works for the Aotea Station Precinct and above ground station buildings

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

• Five stages of early works (canopy removal, network utility relocation and site establishment work), being undertaken from October 2019 to March 2020 (Stages 1 to 3) and December 2019 through to August 2020 (Stages 4 and 5); these works were authorised by separate Outline Plans (Council ref. OPW60345651 and OPW60348747);

• Main construction works (the ‘Aotea Station main works’) involving construction of the station box, associated above ground structures, mined tunnels for the rail tracks, internal finishing’s, structural fitout, all Mechanical, Electrical, Fire and Hydraulic (MEFH) installation, and architectural finishing’s. The Aotea Station main works will be undertaken from early2020 through to late-2023; and

Figure 1.1: Location plan of Aotea Station and surrounding area

Figure

• Public realm reinstatement which is to be undertaken from mid-2022. These works are the subject of this Urban Design DWP (in addition to the urban design and architectural elements of the Aotea Station.

Objective and principles 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:

• The design details of the above ground and below ground elements of Aotea 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 plan 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 Aotea Community and Business Liaison Group (CLG) (Condition 7.5). Mana whenua have been actively involved in developing the design through design hui and the monthly CRL Mana Whenua Forum (Condition 8.3)

The DWP has also been commented on by the Auckland Urban Design Panel (Condition 47.5). Similarly, the Urban Design DWP has undergone <note: Greg & Lisa – written in ‘final’ tense> independent peer review (as required by Designation Condition 11) prior to submission to Auckland Council.

A record of consultation, including feedback from the above parties, 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

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;

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.

A summary of consultation undertaken with the CLG is contained in Section 4.8 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.

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 CRL works as well as other 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.

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

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.

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.

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 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

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.

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 for Aotea Station are detailed in Sections 3.5 and 3.6.

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: Britomart to Aotea Station

50.1 The Urban Design DWP shall include how the following are to be restored following completion of construction works:

(a) Queen Elizabeth Square and lower Queen Street

(b) Albert Street between Quay Street and Victoria Street

(c) Albert Street between Victoria Street and Mayoral Drive

(d) Kingston Street

50.2 The restoration plan shall demonstrate how street upgrades and public realm improvements have been considered when Albert Street and Mayoral Drive are reinstated.

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

The Urban Design DWP includes how the following are to be restored in the following sections:

(a) Not applicable to this Urban Design DWP (C2 works)

(b) Section 6.9 (Wyndham Street to Victoria Street (relevant to this Urban Design DWP)

(c) Section 2.3.3, Section 6.9, Section 6.11, Section 6.13

(d) Section 6.14

Refer to Section 6 and Appendix D regarding how street upgrades and public realm improvements have been considered.

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 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 Aotea Station Main Works Construction Environmental Management Plan2 (CEMP) for further detail on the review and updating process.

2 Aotea Station Main Works Construction Environmental Management Plan, prepared by the Link Alliance, rev 001 dated 8 May 2020 (ref.CRL-AOT-RME-LKA-PLN-800025)

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.

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 Aotea 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 Aotea Station and surrounding public realm;

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

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

• Section 6 – The public realm design for the Aotea 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).

2. Project Description

Overview

This Urban Design DWP is for the permanent works associated with the design of Aotea Station and public realm works within the project area as shown below in Figure 2.1. The project area falls within CRL Designation 2500-1 and extends along Albert Street form Wyndham Street to Mayoral Drive, including intersecting roads. The station entrances are located on the corner of Wellesley Street and Mayoral Drive, and at the intersection of Victoria Street West and Albert Street.

Albert Street is located at the civic heart of Auckland City, servicing a range of civic, commercial and residential activities. Extending between Quay Street and Mayoral Drive, Albert Street provides a key connection from the harbour to the city, is a major public transport corridor and, coupled with a future influx of pedestrians from Aotea Station, is an important pedestrian route.

The overall theme for the CRL project’s design concept is the Māori Creation Story (refer Section 3.4), with a more specific cultural narrative for Aotea Station and precinct being gifted by mana whenua. The gifted narrative is the ancient streamline of Wai Horotiu that ran near the project area. The stream is reflected throughout the architecture and public realm design, a reminder of the water that once flowed slowly towards the sea.

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

Figure 2 1: Extent of public realm reinstatement works (showing future projects in the surrounding area)

Design Journey

The design of Aotea Station and surrounding public realm 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 reference design stage in 2016 identified value engineering opportunities and further confirmed the design required for the construction and operation of the CRL Project. This included further investigations into the station box design, resulting in the repositioning of a station entrance in Victoria Street West and the ventilation plant into Albert Street and Kingston Street. These design changes allowed the retention of the heritage building at 51-63 Victoria Street (known as Martha’s Corner), previously to be removed The changes were formalised by an alteration to Designation 1 –Aotea Station which was confirmed in January 2017, and included:

• Ventilation stacks placed in front of 87-89 Albert Street and in Kingston Street beside the Auckland District Court;

• Relocation of the Aotea Station entrance from Martha’s Corner to Victoria Street West in front of 99 Albert Street;

• An expanded Aotea Station entrance in Victoria Street West (beside 106-108 Albert Street);

• Relocation of the Bluestone Wall up to 1.5m east of its current position;

• Permanently removing two vehicle ramps (from the top of the Bluestone Wall) which provide secondary vehicular access to Albert Street from 76-84 and 92-96 Albert Street; and

• An expanded Wellesley Street Aotea Station entrance.

In 2018, to reflect revised Auckland population and passenger growth projections, City Rail Link Limited (CRLL) revised the CRL reference design (which was based on a ‘6 car’ train station platform design) to enable the station platforms to accommodate 9-car trains. The 2018 CRL reference design was based on dialogue and approval from Auckland Transport and Auckland Council. This design has formed the basis on which the Link Alliance has the developed the design further.

As the detailed design phase has progressed since the designation alteration was confirmed, the previous concept for two ventilation stacks in Kingston Street has been replaced with a single stack design. This single structure design has a reduced footprint and consequently a reduced physical appearance within the streetscape3 In addition, the two ventilations stacks previously proposed within the footpath outside 87-89 Albert Street have also been removed from the design.

Further design changes have been made to the Wellesley Street building following feedback received from the Urban Design Panel (UDP) (refer Section 4.9), including to:

3 CRL Kingston Street Ventilation Structure – In General Accordance Assessment, prepared by the Link Alliance, dated 31 July 2020

• The service doors, which will be treated as part of the Earth Element (shown in Figure 5 4)

• The exterior columns, which will be treated in a dark colour to form part of the Fourth Element (shown in Figure 5 4)

• The Sky Element Façade, which will now include a poutama pattern to reflect a Mana Whenua narrative associated with the tears of Ranginui (refer Figure 5.3Error! Reference s ource not found.)

Refer to Appendix B for further detail regarding these the changes made as a result of the UDP feedback received.

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. Lower Albert Street

Lower Albert Street has already been reinstated with paving and street furniture as part of the CRL project’s Contract 2 (C2) works from Quay Street to Wyndham Street (refer Figure 2.2). This work has established an aesthetic that will be reproduced for the Wyndham Street to Mayoral Drive section of Albert Street.

This includes installation of granite paving, stone kerbing blocks, Auckland city centre furniture suite at strategic intervals, road name paving inlays, inscribed stone heritage pavers and other street devices to establish a high-quality city centre aesthetic that contributes to quality reinstatement.

dated 13 Nov 2018)

2.3.2. Victoria Street Linear Park

The Te Hā Noa / Victoria Street Linear Park Project, being delivered by AC and AT will create a linear park between Albert Park and Victoria Park along Victoria Street. The proposal comprises 2 x 3.2m traffic lanes and a 3.0m bi-directional cycleway separated by a continuous median island and 11m wide southern footpath and 5.4m wide northern footpath. The project is currently at detailed business case stage. Te Ha Noa relates to one of the transformational moves (‘the green link’) of the City Centre Master Plan (CCMP) 2020 (further discussed in Section 8).

Page 16 | Aotea Station – Public Realm Reinstatement

Figure 2 2: Project area in relation to C2 works on Lower Albert Street (source: C2 PRR Urban Design DWP,

It is intended that the Te Hā Noa / Victoria Street Linear Park project will significantly improve the pedestrian and cycle experience of the street corridor, creating a memorable pedestrian experience with linked aesthetic through various nodes from Albert Park to Victoria Park. The Aotea Station entrance area is one such node.

The station entrances on Victoria Street extend into the southern footpath and therefore their design has been developed in accordance with the Te Hā Noa/Victoria Street Linear Park team in order to align with the preferred spatial allocation for the Victoria Street Linear Park corridor (as described above). The public realm drawings provided in Appendix D reflect the Victoria Street Linear Park design.

The construction of Victoria Street Linear Park between Federal Street and Queen Street is planned to occur concurrently with the PRR works, to support the opening of the CRL and the new Aotea Station in 2024.

2.3.3. Oversite Development

An oversite development (OSD) is proposed on the Bledisloe House Carpark site4 , which is currently being used as the construction support area for the Aotea Station construction. Resource consent (Council Reference R/LUC/2016/2647) was previously obtained by Auckland Transport for an OSD in 2016 Since that time, further design development has been undertaken by the developer and we understand that a new resource consent will be sought for the new design at some point in the future5

The proposed development will be located above and adjacent to the Wellesley Street station entrance building The OSD is now being delivered by Panuku Development Auckland and Malaysian Resources Corporation Berhad (MRCB).

Panuku have stated that the OSD will be designed to revitalise mid-town and support what will be Auckland’s busiest train station.

“The new development will be a 21-storey building with a mixture of retail, commercial and residential space. Early concepts show a striking design with terraced planting being a key feature. As well as integrated access to Aotea Station, the development will connect to the surrounding area with laneways, offering places for people to meet and spend time” (Panuku Development Auckland)

4 The Bledisloe House carpark is currently being used as the construction support area (CSA) for the construction of the station, including public realm works. Once the CSA is no longer required, the area will be stabilised for the future OSD construction. This will be to an agreed state with the OSD developer. Construction of the OSD is programmed to commence August 2024 following the completion of the PRR works.

5 Confirmed by planning consultant, Tattico, email dated 28 May 2021.

Figure 2.3: Concept image of the future oversite development (Source: Panuku Development Auckland, March 2021)

The main street facing entrance to the OSD will be on Mayoral Drive (refer Figure 2.3). The OSD also includes a laneway connection adjacent to the western façade of Bledisloe house.

The Wellesley Street station building has been designed to accommodate the OSD in accordance with CRL Designation Condition 54.1(b)(x) (‘the station design should not inhibit wider development opportunities (e.g. above or around station entrances’)) The station building provides for the structural requirements to support the OSD, with the public realm design futureproofing the north/south laneway connection from Wellesley Street to Aotea Square The Link Alliance is constructing the station forecourt, which forms part of this future lane between Aotea Square and Wellesley Street (as discussed in Section 6.10)

The final design of the OSD has yet to be confirmed and will be subject to a future resource consent. Eke Panuku are working closely with mana whenua representatives as part of their design process. It is noted that a number of the mana whenua representatives are also part of the CRL Mana Whenua Forum.

2.3.4. Wellesley Street Bus Improvements

The design of Wellesley Street forms part of the future Wellesley Street Bus Improvements project being progressed by AT. This project seeks to improve bus facilities along Wellesley Street between Symonds Street and Victoria Park as the main cross-town bus route. The proposed design includes new bus lanes in both eastbound and westbound directions as well as major bus stop facilities at the key locations of Victoria Quarter, NZ International Convention Centre (NZICC) and CRL Aotea Station. This includes the restriction of Wellesley Street to bus and access only movements between Queen Street and Albert Street.

The reinstatement of Wellesley Street as part of the CRL project will recognise the future intent for the Wellesley Street Bus Improvements, by ensuring the reinstatement does not preclude the future installation of shelter, seating and bus infrastructure. Street furniture elements proposed on Wellesley Street are minimal, to allow for the future installation of infrastructure for the Wellesley Street bus interchange.

2.3.5. Federal Street Transformation

The Federal Street Transformation is a joint AT and AC upgrading project which seeks to create a vibrant, people friendly space, with accessible walking and cycling connections. The project is being implemented in four stages.

• Stage one is already complete, which upgraded the area between Victoria Street and Wellesley Street;

• Stage two focuses on the section of Federal Street between Mayoral Drive and Wellesley Street, with construction to commence in 2021;

• Stage three and four will develop Federal Street from Victoria Street to Fanshawe Street. This is currently at a preliminary concept design stage with construction timelines not yet determined.

Coordination with AC has occurred to ensure finished levels of both Kingston Street and Victoria Street have been communicated to ensure there is cohesion where the CRL and Federal Street projects interface.

Construction Programme

The Aotea PRR works are programmed to commence mid-2022 and be completed mid-2024 and are anticipated to take 18 months to complete. This construction methodology is addressed via the Construction Environmental Management Plan (CEMP) Addendum – Public Realm Reinstatement.

The architectural fit out of the station falls within Phase 5 of the Aotea Station Main Works described in the CEMP.

3. Design Framework

Overview

The design of the station and public realm has been guided 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.

In addition, 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 and influence the design of the Aotea Station and the public realm reinstatement of the Aotea Station Precinct.

3.2.1. Mana Whenua Principles

CRL designation Condition 49 include 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 of 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 Ka – 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 20126

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 Aotea 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 Aotea 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 Aotea 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 deign 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, to 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)

• 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)

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

• 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 Aotea Station and public realm. These include, but are not limited to:

• Auckland Plan 2050

• Auckland City Centre Masterplan, 2020 (CCMP) – 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 Aotea Station and precinct design aligns with the CCMP is provided in Section 8 of this report.

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).

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 station 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.

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 Aotea 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 façade of the station building. 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 natural 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, 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 pattern based on a mana whenua narrative specific to each station is also to be included in the Sky Element to provide a local identity 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 station building. 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 inscribed with the station’s name in an act that inextricably links the built artefact to its place.

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

3.4.3.

Threshold Element

The Threshold Element represents the station’s individual atua (deity). Each station’s Threshold Element is a three-dimensional, integrated art element interpreting the Mana Whenua narratives, and their relationship to Ranginui and Papatūānuku, and incorporating dynamic lighting, expressive materials and responsive, kinetic elements.

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

Figure 3 1: Artists design depicting the Creation Story

3.4.4. Fourth Element

The Fourth Element represents Te Whaiao (to the glimmer of dawn) 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.

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.

Figure 3 2: Aotea Station Wellesley Street Building depicting the four elements

Aotea Station Cultural Narrative

The station integrates several narratives in its design in addition to the Māori Creation Story as described in Section 3.4 Further details of how these narratives are portrayed in the station design are included in Section 5.

Aotea Station lies adjacent to an ancient stream, Wai Horotiu. The stream is reflected throughout the architecture, a reminder of the water that once flowed slowly towards the sea. Subtle variations in the floor tile finish represent flowing water.

A poutama pattern is included within the Sky Element facade, representing the tears of Ranginui, connecting to the Māori Creation Story (refer Section 5.2).

The proposed Albert Street skylights (refer Section 5.4) represent the Matariki, the Seven Sisters including the brightest star Matariki, and six sister stars - Tupua-rangi, Waipuna-a-rangi, Waiti, Ururangi, Tupu-a-nuku and Waita. The skylights reflect the importance of the constellation in the progression of seasons and food production and collection.

Concrete X-props (refer Section 5.6) which stitch together the concourse and platform are integrated into a single volume like the raupo reeds, reminiscent of the woven patterning of food baskets.

The Wellesley Street building Threshold Element undulating patterned rods and dappled light represents the Wai Horotiu Stream, and Horotiu who guarded it (refer Figure 3.3). These have designed around the value of guardianship in this space. This is to remind us of our obligations to the long-term preservation our environment with any further developments with the Auckland area.

The design of the Kingston Street ventilation structure represents the narrative of Matāoho’s breath (volcanic breath). Matāoho is the volcanic atua (deity) who has association with many of the volcanic features of Tāmaki Makaurau. The narrative speaks to the role of the structure, that ‘breathes’ for the tunnels.

Figure 3 3: Artwork of the Waihorotiu and wai (water) (Graham Tipene) (refer Section 5.2.4)

The Victoria Street Entrance Threshold is an adaptation to the architectural ceiling finish The adaptation shown on the following page transforms the battened ceiling into a Whakarare pattern, representing change or deviation from a path (refer Figure 3.5).

Figure 3 4: Concept images of Matāoho’s breath (Mana whenua artist Johnson Witehira)

Figure 3 5: Sketches showing the Whakarare pattern and potential ceiling features (artist Graham Tipene)

Aotea Station Precinct Cultural Narrative

The design philosophy of the Aotea Station Precinct seeks to draw on the relationship with Wai Horotiu Stream (refer Figure 3.5) through design narratives that intrinsically draw on the essence of wai (water) to inspire design outcomes.

4. Victoria Street East Entrance

5. Victoria Street West Entrance

6. Kingston Street Vent

7. Bluestone Wall

This historic place-based connection to the gifted pūrakau / narratives of Haumia-tiketike, atua of fernroot and uncultivated food, and Rongo-mā-Tāne, atua of the kumara and cultivated food, offers a rich narrative that connects physical landscape features and pūrakau / narratives to provide a sitespecific landscape reference - that is drawn on in the development of public realm works associated with the Aotea Station entrances.

Haumia-tiketike, atua of fernroot and uncultivated food, can inspire design aesthetics of energy, wildness, koru, bracken fern, irregularity, organic. In contrast, Rongo-mā-tāne, atua of the kumara and cultivated food, can develop ideas of abundance, peace, hospitality, generosity, linearity, planned, structured, with human intervention (refer Figure 3 7).

Figure 3 6: Aotea Station – Relationship to Wai Horotiu Stream and the City

Figure 3 7: Design Diagram: Mahi Toi – Atua

Key

1. Wellesley Street Building

2. Main Station Entrance

3. Albert Street Skylights

Both are narratives from the earth, so it is not to contrast them in conflict as there is harmony, but to note the presence of human input in cultivation that creates order and a likeness can be drawn from the movement of people to and from the station. The train network and the architecture of the station structures have a linear regularity about them, fitting well with the more ordered characteristics of Rongo-mā-tāne, whereas the wild, energetic and random nature of the city precinct beyond the station begins to characterise that of Haumia-tiketike. This concept lends itself to representation through pavement treatments.

In addition, from the Māori Creation narrative represented by the architectural concept, Papatūānuku (earth) protected Rongo-mā-tāne and Haumia-tiketike from Tāwhirimātea (atua of winds and storms) and Tūmatauenga (atua of war, represents humankind) within the earth, this establishes a synergy between the architectural languages that will be interpreted on the facades and elements that appear in the station forecourt. Creating notions of protection and anchoring within the forecourt space that draw into the station.

Further details of how these narratives are portrayed in the public realm design are included in Section 6.

4. Consultation and Engagement

Introduction

The design of the Aotea Station and the reinstatement of the surrounding area has been developed in consultation with numerous parties, including (but not limited to) the following key groups:

• Mana whenua (CRL project partners)

• Auckland Council and Auckland Transport

• Capital Project Accessibility Group

• Community and Business Liaison Group (CLG)

• Community groups (including Heart of the City and the City Centre Residents Group)

• Kingston Street property owners

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 Waiohua

• 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 2014 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 to Section 3.6).

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 has been established from the mana whenua forum members which specifically focuses on cultural design aspects, providing the ability for greater discussion. These meetings also allow for interaction between mana whenua, architects, urban designers and

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

In respect of this particular Urban Design DWP, various presentations have been made to the CRL Mana Whenua Forum. On the 6th of April 2021 a presentation on the Mana Whenua principles, and design response to these was given. The purpose of this meeting was to seek their feedback and gain support on the draft responses. Feedback has been collated and captured in the table provided in Appendix B This only resulted in the need for a minor change to the wording of one mana whenua design principle (Condition 49.1(a)(v) Mauri tū). One mana whenua forum member stated that “…through the process of engagement, mana whenua are now inextricably entwined within the whakapapa and thence the DNA, of the CRL project and its reach throughout Tāmaki Makaurau….”

In May 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. In September 2021 feedback was sought from mana whenua artist Graham Tipene on the cultural narrative text described in Section 3.5 and 3.6 (which was subsequently updated in response to feedback received).

As described in Section 5.2.3, changes have been made to the sky element since the Urban DWP was provided to the Forum. The Sky Element now incorporates a poutama pattern to reflect a mana whenua narrative associated with the tears of Ranginui. This has been designed in collaboration with Mana Whenua artist, Graham Tipene. The pattern was endorsed by the Mana Whenua Forum on the 5th of October 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 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 Further engagement with AC will occur to confirm the final species selection

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© 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, Crown Plaza access, electric bike connections and the Harvey Tree.

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 Aotea 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. Recommendations on Aotea Station were provided by the CPDRP, which included a statement that “the entrance location, universal access, and connection to surrounding destinations are seen as critically important” These recommendations are provided in Appendix B along with the Link Alliance response.

4.3.5. Auckland Council/Auckland Transport Workshop

A workshop was held on the 25th of February 2021 with representatives from Auckland Council and Auckland Transport. The purpose of this workshop was to get consensus on public realm design elements, which require AT approval. In addition, a number of discussions/agreements occurred leading up to this workshop, resulting in some decisions being made ahead of the workshop (including the agreement of the location of bus stop locations and the parking and loading strategy) Refer to meeting notes of items discussed and agreed in Appendix B. This includes agreement on the Crown Plaza interface design.

4.3.6. Te Ha Noa/Victoria Street Linear Park

Coordination has occurred with the Te Hā Noa /Victoria Street Linear Park project team to ensure the proposed public realm works are consistent where they interface on Victoria Street.

Consultation with the project team has occurred on numerous occasions and is still ongoing. On the 25th of March 2021, the detailed business case for Te Hā Noa was completed. The agreed approach to the design and extent of the CRL works on Victoria Street is encapsulated in this Business Case.

4.3.7. 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 is supported by CPAG.

City Centre Residents Group

A meeting took place on the 7th of December 2020 with the City Centre Residents Group (CCRG). A presentation on the Aotea Station Precinct was provided and feedback sought. The representatives of the CCRG noted that their priority for the area is that it should provide a sense of place. There was a strong request for more greenery, but the CCRG understands that there are restrictions where planting is possible as a result of the station box and underground utilities. Some CCRG requests were outside the project’s ability to implement, such as installing climbers on light poles and not using the city centre benches (which are frequently damaged in their opinion). It was recommended that these suggestions were discussed further with Auckland Transport.

They liked the idea of reusing basalt for the purpose of constructing seats. It was also suggested by the CCRG that rather than stormwater being directed to the harbour, it could be used for irrigation. The design allows for overland runoff on footpaths to flow into in ground tree pits in some cases. But generally, all rainwater is flowing to gutters then stormwater pipes, being cleaned on route to the harbour. Irrigation is through metered water supply.

Heart of the City

A number of meetings have been held with the Heart of the City (HOTC) to discuss the Aotea Station Precinct. This includes a meeting on the 10th of December 2020 and a more recent meeting in 2021. Heart of the City also provided feedback on the draft Urban Design DWP that was submitted to the CLG. They requested their feedback on the Urban Design DWP replace the feedback from previous meetings described in the draft document At their request, we have removed commentary on these earlier meetings that took place.

Their feedback and responses are contained in Appendix B as part of the CLG feedback received. In summary concerns were raised around the lack of strategic guidance on drop off/pick up provisions as well as loading and servicing.

Other topics raised including the suggestion of use of multi-stack racks, the request for public toilets to be provided outside of the station, as well concerns around the quality of the CBD furniture that is proposed to be used.

Community and Business Liaison Group

The Aotea 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.

A meeting was held with the Aotea CLG on the 25th of February 2021, which presented on the station and precinct design, as well as including updates on construction Questions raised by CLG members in relation to design matters, and responses provided by the Link Alliance are included in Appendix B.

A further meeting was held with the CLG on the 20th of May 2021, which presented on the station and precinct design and the PRR phase of construction works. 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.

Kingston Street Properties

A meeting was held on the 14th of December 2020 with a number of local property owners/tenants in Kingston Street7. The minutes from this meeting are included in Appendix B. The purpose of this engagement was to consult with these parties to update them and seek their feedback on the Kingston Street design, and in particular the Kingston Street ventilation structure, reflecting the changes and design development since the reference design where two vents were originally proposed (as discussed in Section 2.2 and 5.7).

Feedback provided at the 14th of December meeting included comments on security, building design, accessibility and streetscape. It was suggested that the proposed parking for police vehicles could also provide loading bays. Support for lighting to make the street safer was raised, as well as a strong preference for no seating. There was preference to reduce the height of the vent as much as feasible and for the southern footpath width to be increased.

Attendees were advised that the height of the exhaust vent is based on meeting the fire safety requirements, but no more. Seating is to be provided, which responds to the CPTED review of the design and recommendation to activate the space with limited seating. However, as a response to the concerns raised at this meeting, only one city centre bench is proposed at the Federal Street end and two basalt slabs adjacent to the ventilation structure.

As agreed with AT, the parking spaces can serve as loading generally instead of just for police vehicles. The southern footpath will maintain the existing kerb and footpath width, recognising the generous width of the northern footpath to cater for pedestrian flow.

Specific feedback on the draft Urban Design DWP was also provided by the property owner of 4 Kingston Street following the 20 May 2021 CLG meeting. That feedback, set out in two letters, is contained in Appendix B A meeting was held with the owner on 21 June 2021 to discuss issues

7 Owner representatives for 4 Kingston Street,6 – 12 Kingston Street and 83 Albert Street, referenced in Condition 15.3(xi) and (xii), were invited to and attended this meeting.

raised and a subsequent meeting convened for 5 August 2021, but not held. Further correspondence with the owner will occur to respond to the issues raised.

Auckland Urban Design Panel

The evolving design of Aotea Station and surrounding public realm reinstatement was presented to the UDP on two 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 December 2014 and October 2016, a briefing session took place on the 6th of April 2021 prior to the draft Urban Design DWP presentation on the 27th of April 20218 . The UDP feedback is provided in Appendix B.

As a result of the Panel’s 27 April 2021 feedback a number of design refinements have been made to the Wellesley Street station building. This includes the following:

• The service doors will be treated as part of the Earth Element (shown in Figure 5.4)

• The exterior columns will be treated in a dark colour to form part of the Fourth Element (shown in Figure 5.4)

• A poutama pattern is now included within the Sky Element Façade to reflect a Mana Whenua narrative associated with the tears of Ranginui (refer Error! Reference source not f ound.Figure 5.3).

The Panel’s feedback and Link Alliance responses are recorded 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.

8 A further session on 10 August was also held to provide clarification on design constraints

5. Station Plan

Overview

Aotea Station consists of a two-level underground station box running along Albert Street, in addition to a four-storey building at the corner of Wellesley Street and Mayoral Drive The main station box includes a concourse at Basement 1 (B1) level with large voids down to an island platform at B2 level. These large voids provide visual connection between the two levels and seven skylights that pop up along the Albert Street median island to allow daylight into the entire space.

The station entrances are situated at each end of the main box, corresponding to the main bisecting roads of Wellesley Street and Victoria Street, approximately 220 metres apart. The location of the station entrances facilitates intuitive orientation, being located at highly visible locations and along main pedestrian routes.

The Wellesley Street building ground floor accommodates the southern end entrance whereas a glazed entrance shelter characterises the northern access from Victoria Street West (western side of the Victoria-Albert Street intersection). Additionally, at the northern end, an open ramp gently slopes down to the B1 concourse from the eastern side of the Victoria-Albert Street intersection, providing a third access to the underground station. The addition of wayfinding signage and bespoke patterning around the station entrances (addressed in Section 6) also aids in directing patrons to these entrances.

The Back-of-House (BOH) areas are accommodated at both ends of the station. The northern area beyond Victoria Street includes an above ground ventilation structure on Kingston Street. The southern plant rooms are accommodated within the Wellesley Street building on above ground and below ground levels. Refer to Figure 5.1 and Figure 5.2 which provides an overview of the station layout.

Figure 5 1: Overview of Aotea Station

The design of Aotea Station includes meeting functional requirements to operate and maintain a railway station. This includes but 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.

Aotea 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 design9 .

The station design is described in this chapter and should be read in conjunction with Section 6 which describes the surrounding public realm design. The associated station plan drawing set is in Appendix C.

9 An independent CPTED review was undertaken by Peak Ltd, dated 6 September 2021.

Figure 5 2: Image showing the two levels of the station box and main pedestrian points

Wellesley Street Building

The Wellesley Street station entrance building is positioned at a prominent location on the corner of Wellesley Street and Mayoral Drive and will provide the main entry to Aotea Station

A new station forecourt will also be provided at the main entrance on the eastern edge of the station, forming part of the future pedestrian laneway connection to Aotea Square (further discussed in Section 6.10). The Wellesley Street entrance is wide and open to the forecourt allowing unobstructed views into the station. In addition, a retail unit faces onto the plaza, activating the space. The Wellesley Street building has been designed to accommodate a future OSD (as discussed in Section 2.3.3) which will be built from the station entrance roof level and adjacent to the station building A second entrance to the Wellesley Street building is provided from Mayoral Drive.

The station entrance incorporates the network wide themes of Sky, Earth and Fourth Element, with the unique threshold element within the entry. The Wellesley Street Façade is made up of the following elements from the ground up. The Earth Element is in the form of precast panels to reference the Waitemata sandstone colour and texture. Separating the Earth and Sky Element is the horizontal strip of ‘Fourth Element’ which exists in the form of a continuous glazed canopy around the perimeter of the building.

Frameless glazing extends around the corner of Mayoral Drive and Wellesley Street as well as above the main forecourt entrance and retail. The glazing allows natural daylight and visibility from the public realm into the concourse. Above the ‘Fourth Element’ is the Sky Element which is designed to be a continuous aluminium shingle system representing the colours of the sky with a precast backing. In addition, a poutama pattern is to be included within the Sky Element facade, representing the tears of Ranginui10 . The four elements are described further below.

The detailed Station Plan drawings for the Wellesley Street building are found in Appendix C, drawing references CRL-AOT-ARC-LKA-DRG-161003-161006.

10 The poutama design incorporated into the Sky Element has been endorsed by mana whenua at the Mana Whenua Forum dated 5th October 2021

5.2.1. Earth Element

The Earth Element precast panel is specified to have a textured finish with horizontal rebates to resemble the Waitemata Sandstone. The design was presented to the Mana Whenua Forum on 6th July 2021 and has been endorsed.

Figure 5 3: Wellesley Street station entrance showing the interface with the Aotea Station forecourt (refer to Figure 5.6 for the poutama pattern to be included within the Sky Element)

Figure 5 4: Wellesley Street entrance on the corner of Wellesley Street and Mayoral Drive

5.2.2.

Fourth Element

The Wellesley Street Building has a canopy on the western, northern and part of the eastern facades. It is designed at a consistent datum and cantilevers from the building façade. The canopy is supported from within the ‘Fourth Element’ channel which combines feature lighting fittings and the gutter whilst providing an architectural break between the Earth and Sky elements. The two dark columns facing Mayoral Drive (as shown in Figure 5.4) also form part of the Forth Element separating earth and sky.

This canopy provides rain angle cover for both the Wellesley Street and Mayoral Drive entrances. The canopy across the Bledisloe Lane entry provides a 45-degree rain angle to the start of the drained matwell

5.2.3.

Sky Element

The sky element is a textured, ephemeral veil with changing appearances from various vantage points. The materials proposed are anodised aluminium, in three colour variations and reflectance levels aiming to express the variations in the sky. There are a number of vents that sit behind the sky element (refer Figure 5.5). As such the screens respond to mechanical requirements by positioning shingles at 45-degree angle, aligning the majority of shingles in front of vents in the same direction.

As part of the feedback provided by the UDP, changes have been made to the Sky Element to include a poutama pattern to reflect a mana whenua narrative associated with the tears of Ranginui (refer Figure 5.3 and Figure 5.4). The patter will be visible on all sides of the façade.

Figure 5 5: Sky element, highlighting vents behind the screen

5.2.4. Threshold Element

The Wellesley Street building Threshold Element with undulating patterned rods and dappled light represents the Wai Horotiu Stream, and Horotiu who guarded it. This has been developed by artist Graham Tipene. This three-dimensional element is suspended over the gateline and primary concourse of the Wellesley Street entrance.

The concept for the Horotiu Threshold is a dense mass of rods hanging from the Sky Element. The rods are patterned and set at different lengths and create a dappled light effect. The underside has a curved contour that mimics water and creates an oscillation as the traveller passes underneath. Within the centre of the rods and concourse rests the Taniwha of Waihorotiu (Figure 5.8).

“Horotiu stream runs in a south to north direction. The rod pieces run across the opposing direction. This tells us to think more about the tributaries of water to the Horotiu stream and the importance the smaller parts play in a whole sum” (Graham Tipene).

The artwork will also incorporate an audio/visual display viewed in the form of augmented reality capturing the Taniwha with the soundscape of natural sounds of birds, running water.

Whilst being an engaging and activating feature artwork within the Wellesley Street entrance/street level concourse, the integrated lighting will provide the necessary LUX levels at concourse level to avoid additional task lighting in this area.

Figure 5 6: View from the Wellesley Street entrance showing the Threshold Element

Figure 5.7: Threshold Element (artwork of water through the rods)

Figure 5 8: Threshold Element (artwork of the Taniwha of Waihorotiu)

5 9: Cross section of the Wellesley Street building showing the location of the main entrance and the Threshold Element

Victoria Street Entrances

The secondary station entry points are positioned along Victoria Street to the north and consist of two entries, being the west glazed entry and east ramped entry. These entrances are located at prominent locations on either side of Albert Street, in areas with high pedestrian movement.

Both entrances lead to the Victoria Street concourse located at B1 level

The Victoria Street Entrance Threshold is an adaptation to the architectural ceiling finish. The adaptation transforms the battened ceiling into a Whakarare pattern, representing change or deviation from a path. This narrative aligns well to a new railway entrance representing a new mode of travel for Auckland’s future.

Further opporunities are being explored included feature lights within the ceiling with patterns designed by the artist to depict stories and cultural narratives relating to the area of the station.

Figure

Figure 5.10: Victoria Street Threshold Element showing the two entrances

Figure 5 11: Threshold ceiling render

In addition, the Victoria Street end of the concourse includes the incorporation of a mosaic of children’s artwork, integrated into the wall cladding system. This represents the story of change connecting children from across the country to this public space in the heart of the city. This location was chosen to give ready access and visual impact to the collective artwork It also helps to activate the space and create a visual link to the concourse.

The detailed Station Plan drawings for the Victoria Street entrances are found in Appendix C, drawing references CRL-AOT-ARC-LKA-DRG161005-161006

5.3.1. Victoria Street Entrance – Western Side

This entrance on the western side of Victoria Street forms part of the Fourth Element and comprises of a glazed façade and a floating canopy above. The extent of glazing has been maximised to enhance passive wayfinding to and from the station entry to the surrounding areas (refer Figure 5.13). The westernmost tip of the pavilion houses a passenger lift down to B1 level and mechanical intake and exhaust risers. These are screened behind a façade of louvres that provide a backdrop to feature signage The entrance is located on the southern side of the pavilion and provides access to the B1 concourse through one lift and two escalators.

Directly in front of the escalator lies the alternative entrance to the ticket hall, being the entrance on the eastern side of the Victoria Street-Albert Street intersection (refer Figure 5 14).

The roof extends around the entrance at a consistent datum, set by the lift overrun at the far west whilst being sympathetic to the existing canopies adjacent. The roof design consists of integrated a gutter at the perimeter and a ridge running along the centre. It also integrates the structure, glazing head detail, lighting and ceiling finish into one volume. The roof profile is designed to be consistent across all station canopies to maintain a network wide identity.

Figure 5 12: Children Art Panel embedded into the cladding system

Figure 5 13: Victoria Street Entrance (western side)

Figure 5 14: View after coming down the escalators from the Victoria Street entrance (western side of intersection) looking towards the second entrance on the eastern side of the intersection

5.3.2. Victoria Street Entrance – Eastern Side

Passengers can access Victoria Street ticket hall through an accessible ramp (1:12 gradient) located on the east side of Albert Street. The ramp structure is clad in bluestone tiles with a glazed balustrade above. The ramp itself is also finished in bluestone, matching the public realm design for the surrounding streetscape (refer Section 6.13).

The Threshold Element of the ticket hall (see Figure 5 16) wraps up onto the face of the ramp envelope to provide an enrichment to the streetscape and a marker of the station entrance.

Figure 5 15: Victoria Street Entrance (eastern side) (showing the Victoria Street western entrance in the background)

Figure 5 16: Victoria Street entrance (eastern side) - conceptual image of the proposed threshold element wrapping up the outer face of the ramp entry.

Figure 5 17: View after coming down the ramp from Victoria Street entrance (eastern side of intersection) looking towards the second entrance on the western side of the intersection.

Albert Street Skylights

The median strip of Albert Street will contain seven skylights that conceptually portray the Matariki star cluster, as well as providing natural light and connectivity with the underground levels. In the mana whenua narrative skylights bring light into the darkness. There is no patterning to the glass as the intention is for users to view the natural night sky stars as they journey through the station at night.

Functionally the skylights will be designed so that all elements protruding above the road surface fit within the new 1800mm wide median strip, whilst providing a robust kerb structure to reduce the risk of vehicles mounting the glazed section of the skylights. Refer to Section 6.9.4 which provide further detail in relation to how these skylights fit within the public realm.

The Station Plan drawings for the skylights are found in Appendix C. Refer drawing reference CRLAOT-ARC-LKA-DRG-140500 as an example of where the skylights will be located along Albert Street.

Concourse Arrangement

Once in the B1 concourse (refer Figure 5.19), passengers will enter a long concourse area between the Wellesley Street and Victoria Street entrances. Four large voids connect the B1 concourse with the lower B2 platform level, enforcing passive wayfinding by providing passengers direct visual connection to the platforms. All lifts and balustrades are glazed to avoid visual obstruction and to reinforce this connection.

Station concourses have been designed to be unobstructed and have safe access paths into and through the station. Stairs and escalators on the concourse and to the platforms have glass balustrades for visual permeability. Lifts are visually connected to circulation spaces and employ glazing where possible to maximise passive surveillance.

Passengers will experience natural light and visual connection to the exterior brought to the concourse through seven skylights distributed among the avoids (as discussed in Section 5.4). The detailed Station Plan drawings for the concourse are found in Appendix C. Refer to drawing reference CRL-AOT-ARC-LKA-DRG-140100 for the overall drawing of the B1 concourse.

Figure 5 18: Typical section through concourse showing Albert Street skylights

Platform Arrangement

The B2 level platform at Aotea Station is a single island configuration with an operational length of 203m to support the future capacity of 9-car trains arriving via the north-south oriented tracks (see Figure 5.20). Trackside cladding is provided to absorb and reduce the level of noise. Integrated with the trackside cladding, eight digital advertisement panels are provided (four on each platform). Platforms have been designed to have end to end visibility to meet CPTED principles.

Passengers will access the platform level through the eight escalators and two lifts located at the voids. Natural light is provided at this level though the seven Albert Street skylights Centred on each void, concrete X-props provide a high-quality architectural feature, conveying the weave concept derived through mana whenua engagement. The detailed Station Plan drawings for the platforms are found in Appendix C, drawing references CRL-AOT-ARC-LKA-DRG-140100-140200.

Figure 5 19: B1 Concourse between the Wellesley Street and Victoria Street entrances

Kingston Street Ventilation Structure

North of station tunnel ventilation will be through a plenum/ventilation structure located on Kingston Street, outside the Auckland District Court. The fans and attenuators in the northern plant room will be replaced using this ventilation structure. Refer to drawing reference CRL-AOT-ARC-LKADRG-141003 and CRL AOT-ARC-LKA-DRG-161003

As the detailed design phase has progressed since the designation was confirmed, two ventilation structures have been replaced with a single structure design. This is a result of the two originally proposed single structures not having sufficient width for fan replacement. The single vent structure design has a reduced overall footprint, and as a result a reduced physical appearance within the streetscape11 This change was the subject of an ‘in general accordance’ assessment prepared by the Link Alliance and provided to Auckland Council (and confirmed 25 August 2020).

Design development on the ventilation structure has continued since the ‘in general accordance’ assessment Mana Whenua artist Johnson Witehira has designed an artistic treatment to the structure. The cultural narrative behind the design is Matāoho (described in Section 3.5) The vent is a motif of Matāoho ’s volcanic breath with the vent form resembling a shard of rock. A concept image of the vent is shown in Figure 5.22. The concept design has been endorsed by the Mana Whenua Forum. The final arrangement for the ventilation structure will be aligned to fall generally with the footprint shown on the drawings in Appendix C.

The ventilation structure will be integrated into the new streetscape through paving pattern, furniture placement and lighting as discussed in Section 6.14.

11 CRL Kingston Street Ventilation Structure – In General Accordance Assessment, prepared by the Link Alliance, dated 31 July 2020.

Figure 5 20: Platform level showing a concrete X-prop above the escalators

Figure 5 21: Concept pattern

Figure 5 22: Concept design of the Kingston Street ventilation structure

Retail

A retail unit is proposed in the Wellesley Street building. This has been strategically located 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 Aotea Station forecourt (refer Section 6.10), improving CPTED.

The tenancy could be occupied by a broad range of retail tenants such as a newsagency, coffee shop or florist. This retail space also has an adjoining toilet for exclusive use by the tenant due to the availability of adjacent space

Figure 5 23: Placement of the retail allocation within the Wellesley Street building

Public Facilities

Aotea Station accommodates public toilets within the ‘paid’ area (i.e., on the paid side of the ticket gate line). The arrangement and quantity are informed by detailed calculations and consultation with AT.

The public toilets open into a central corridor, which has a visual connection with the concourse, to provide visual connectivity and passive surveillance.

Back of House Accommodation and Plant Rooms

The Back-of-House Areas are located at both ends of the station, accommodating staff areas and plant and mechanical rooms

The Station Control Room (SCR) and Fire Control Room FCR) (which are combined) will be located at the ground floor of the Wellesley Street building.

The main station plant rooms are located within the northern end of the station box, and within Wellesley Street Building. All plant rooms have been located away from main passenger areas and where possible located in levels that are only accessible by station staff.

Accessibility

Aotea Station has been designed to grant universal access for passengers around the public areas, including public toilets and egress routes. Accessible routes are fully integrated with station passenger flows to ensure inclusion of all patrons. 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 24: Integration of the retail frontage onto the Aotea Station Forecourt

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”.

Wayfinding Signage

Aotea station has been designed based on the principles of intuitive wayfinding, with clear visual connections between the entrance, concourses and platforms. Likewise, the vertical transport elements are evident from the platforms granting passengers alighting from trains an intuitive way out.

In addition, 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.

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 Aotea 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 Albert Street from Wyndham Street (end of the C2 works site boundary) to the southern end of the CRL Designation 2500-1 located adjacent to 10 Mayoral Drive. This includes sections of intersecting roads at Victoria Street, Wellesley Street, Kingston Street, and Durham Street. The extent of the public realm works is shown in Figure 6.1.

Section 6.2 to Section 6.8 of this Urban Design DWP provide an overview of the public realm elements that are applicable to the whole Aotea Station Precinct. Specific design elements applicable to each street are described further in Sections 6.9 to 6.15.

Road and Transport Environment

The road layout on Albert Street and intersecting roads 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 changes from the existing environment are noted:

• Victoria Street will be reduced from four to two lanes (as part of the Victoria Street Linear Park project). The reduction from four to two lanes forms part of the CRL project where construction works are being undertaken, between Elliot Street and Federal Street.

• Kingston Street will have a single one-way lane, maintaining a left turn out only, exit onto Albert Street, for vehicles. There will be dedicated formal loading space, with the remainder of the road reserve dedicated to footpath and pedestrians.

Figure 6.1: Extent of the public realm works for the Aotea Station Precinct

6.2.1. Bus Stops

The following bus stop locations have been agreed with AT:

• The northbound bus stop on Mayoral Drive will be reinstated in its original location The northbound bus stop on Albert St between Victoria St and Wellesley Street will be reinstated

• The bus stop on Mayoral Drive located outside the station entrance will be reinstated.

Provision (by others) to install new westbound bus stop on Wellesley Street West between Mayoral Drive and Elliott Street outside the station entrance in conjunction with Wellesley St Bus Infrastructure project designs.

• Provision (by others) to install new eastbound bus stop on Wellesley Street West between Albert Street and Elliott Street opposite station entrance in conjunction with Wellesley St Bus Infrastructure project designs

All bus stop signage, trees and lighting columns have been located a minimum of 1.0m from the face of the kerb within the bus stop extents. Kassel kerbs and transitions have been provided for the length of the bus stop bays.

6.2.2. Parking

The following parking has been agreed with AT:

• On Kingston Street the design includes the provision for four parking spaces for loading and police cars.

• On Mayoral Drive one large parking space will be provided for authorised maintenance/emergency vehicles only outside the station entrance

Pedestrian Environment

A ‘circulation zone’ is a portion of the footpath dedicated to the unobstructed movement of people. To keep this area free from obstruction, a separate ‘furniture zone’ where landscaping and furniture can be placed, has been incorporated into the design.

All intersections are to incorporate ‘Barnes Dance’ (all directions) pedestrian crossings with specific paving and traffic signal requirements, using smart poles where signals, lighting and push buttons are all incorporated in the same post. A mid-block crossing over Albert Street (between Victoria Street and Wellesley Street) to support universal access through adjacent buildings will be reinstated. This will be it in a new location to suit the new street layout.

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

Pedestrian modelling has been undertaken by the Link Alliance (memo dated 14 April 2021). This modelling has assessed the Fruin Level of Service (LoS) and ATCOP minim requirements at the station entrances and along footpaths, crossing waiting areas, and bus stops outside the station entrance up to and including the nearest intersections. 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. This is based on 9-car train capacity, with 40% of passengers using the Wellesley Street entrance, 42% of passengers using the Victoria Street eastern entrance, and 18% of passengers using the Victoria Street western entrance.

The modelling has demonstrated that all station entrances (including adjacent footpaths to these entrances) have sufficient width to achieve Fruin Los C during peak periods.

Paving

Streetscape paving must provide a practical and safe ground surface whilst also providing an attractive background for a range of activities, designed in a way that compliments the existing and desired character of the city and space. Paving therefore impacts on the use, look, and feel of the environment.

While pavement and kerbing specifications vary within the Aotea Station Precinct, paving will be largely consistent with that already provided by C2 to match the established design aesthetic on lower Albert Street. This is detailed below, with details of bespoke paving, particularly around station entrances described in later sections and detailed in the drawings in Appendix D.

The C2 Albert Street paving suite (refer Figure 6 2) includes granite paving, stone kerbing blocks, road name paving inlays, inscribed stone heritage pavers and other street devices to establish a high-quality city centre aesthetic:

• Pedestrian area/footpaths will consist of basalt/granite pavers

• Carriageways will consist of asphalt finish

• Street names will be engraved in pavers on the footpath of intersections, as per city centre standard practice

• Tactile ground indicators are bright yellow pavement features that consist of a series of raised studs or bars. Tactile ground surface indicators are located at all intersections and road crossing points

• Basalt heritage mats are to be set outside heritage buildings to inform public of the city’s history

• Kerbs stones include 300mm wide stone kerbs between the footpath and carriageway

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.

The street furniture proposed for the precinct provides for a range of uses within the station surrounds. Using the Auckland city centre suite of street furniture (as shown in Figure 6 2) which is a range of AT approved amenities, creates a language that is synonymous with Lower Albert Street and the public realm works around Britomart Station.

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. The seating will be an AT approved standard city centre suite bench or seat.

In addition, bespoke seating elements have been designed in partnership with mana whenua to reflect the design narratives for this area at the Aotea Station forecourt (Section 6.10.4) and on Victoria Street (Section 6.13.1).

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 three locations as set out below for a total of 30 racks (60 spaces):

• Victoria Street – 14 racks (28 spaces) (This provision includes space proofing for 6 e-bike charging stations.)

• Aotea Station forecourt – 11 racks (22 spaces)

• Mayoral Drive – 5 racks (10 spaces)

The cycle racks are conveniently located adjacent to station entrances, highly visible whilst not impacting on the flexibility of the spaces. Refer to Figure 6 2 for a typical example of the bike rack proposed.

6.5.3. Rubbish bins

Eight city centre suite twin bins (such as that shown in Figure 6.3 below) are proposed to be provided within the Aotea Station Precinct area.

Figure 6.2: Auckland city centre furniture palette

6.5.4. Bollards

Removeable traffic bollards will be provided within footpaths adjacent to station entrances and buildings. This is to prevent errant vehicles mounting the kerb and colliding with the station building envelope. Bollards will have a maximum spacing of 1500mm and will be implemented to AT standards. Bollards are proposed at the pedestrian entrance at Mayoral Drive, and the pedestrian ramp on Victoria Street and the Aotea Station forecourt.

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

Due to the urban environment, including location of underground services and the underground station structures, there are limited opportunities for planting within the Aotea Station Precinct. However, effort has been made to replant as many trees as possible within the precinct. The proposed tree locations have taken into consideration existing and potential future canopy locations and traffic sight lines.

The design includes provision of 21 trees to be planted12, including

• The Harvey Tree (Platanus orientalis, Oriental Plane) which was removed during the early works phase of construction has been propagated from cuttings of the original specimen and will be planted on Albert Street, close to its original location;

• Three taraire (Beilschmiedia tarairi) trees on the western edge of Kingston Street (refer Figure 6 3);

• One puriri (Vitex lucens) tree on Victoria Street at the western end of the station box (refer Figure 6 3);

• Nine large (500-1000Ltr) tulip trees (Liriodendron tulipifera) are to be replanted on Mayoral Drive to replace those removed during station construction and utilities realignment; and

• Seven native fern trees at the Aotea Station forecourt. This will be comprised of mamaku (Cyathea medullaris), wheki ponga (Dicksonia fibrosa) and wheki (Dicksonia squarrosa) (refer Figure 6.4).

The native specimen trees proposed on Kingston Street, Victoria Street and at the Aotea Station forecourt will be New Zealand natives, at a minimum 800L grade. It is expected that all tree species will be eco-sourced from within the Auckland Ecological Region (the exception to this being the Harvey Tree and the tulip trees)

Formal tree pits are proposed due to the numerous services in close proximity and to ensure the long-term integrity of structures and pavements is maintained. These will align with those already installed within the C2 portion of works and will feature either automated or manual irrigation to aid in tree establishment and over periods of drought. Tree grates and frames will also be to match those already installed within the C2 portion of works and be from the city centre suite. All tree pits

12 A minimum 1:1 replacement ratio is required as mitigation by CRL designation 55 (Trees and Vegetation Delivery Work Plan). The Aotea Station Precinct provides 21 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.

will be designed to achieve a minimum of 15m³ internal volume utilising a high-quality proprietary tree pit mix. Opportunity will also be investigated to incorporate ‘site won’ topsoil within tree pits.

In addition to the listed tree species, native shrub planting is proposed on Albert Street, Victoria Street, the corner of Wellesley Street and Mayoral Drive, and the Aotea Station forecourt. Mixed native shrub planting is to all be minimum 3L grade and planted at 500mm centres (four plants/m²).

Species selection will be site specific for the particular environmental conditions encountered and seek to reduce on-going maintenance beyond the contract maintenance period. The species identified in this report were selected following presentations to AC (2.11.2020) and mana whenua (10.11.2020). The final selection of species will be agreed with mana whenua and AC.

Refer to the planting schedule and plans in Appendix D, drawing references CRL-AOT-URB-LKA-DRG160001 to 160005

Figure 6.3: Tree species selected for Kingston Street and Victoria Street respectively

Figure 6 4: Species selected for the Aotea Station forecourt

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

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

• Video surveillance

A CPTED review13 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 and night. The use of smart poles provides cohesion with the rest of the city, including lower Albert Street.

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) and will be in English and te reo Māori.

The CRL precinct signage will consist of a systemwide 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 (refer to Figure 6 5).

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 (ref CRL-SYWSWF-LKA-DRG-100001 to CRL-SYW-SWF-LKA-DRG-11009).

13 CPTED Review for City Rail Link Design Aotea Station, prepared Sally Peake, dated 6 September 2021.

Albert Street

As previously discussed in Section 2.3.1, lower Albert Street has been reinstated with paving and street furniture as part of the C2 works from Quay Street to Wyndham Street. This work has established an aesthetic that will be reproduced north of Wyndham Street The material palette is described in Section 6.4

Reinstatement of Albert Street is to continue south from the Wyndham Street intersection to the southern end of Albert Street, where it will transition to a design aesthetic defined by the proximity to the Wellesley Street station building and Mayoral Drive. Street furniture elements will include Auckland city centre style bench, seat and twin bins, consistent with C2 (see Section 6.5).

The detailed public realm drawings for the Albert Street area are found in Appendix D, drawing references CRL-AOT-URB-LKA-DRG-150001 to 150028.

Figure 6.5: Examples of CRL wayfinding proposed, including a bespoke station identification pylon sign (left image)

6.9.1. Bluestone Wall

The Bluestone Wall is located on Albert Street, near the Durham West intersection. To enable the construction of the Aotea Station the Bluestone Wall has been deconstructed and will be subsequently reconstructed 1.5m further to the east once the necessary station construction works are complete (approximately between July and November 2022). The feature lighting concept for the reinstated bluestone wall is intended to be outreach arms from Albert Street light columns that light the lane below. Bollards are to be installed to protect the wall from errant vehicles as agreed with AT (meeting held on 25 February 2021). (As of the 28th of July 2021, discussion is still being had with AT regarding the final approach This includes the likelihood that the stair to the heritage wall will be sealed off from use, with an appropriate heritage style response)

The reconstruction of the Bluestone Wall does not form part of this Urban Design DWP and has been approved as part of the Aotea Station Main Works Outline Plan and Bluestone Wall Management Plan14 .

6.9.2. Landscaping

Landscaping along Albert Street includes replanting the ‘Harvey Tree’ in proximity to its original location on Albert Street (refer Section 6.6). A location has been created on Albert Street directly opposite the Harvey Tree’s previous location. It remains in full view of Martha’s Corner, to which the tree has the relationship.

In addition, to providing for the Harvey Tree, an upstand garden bed will achieve target soil volumes (15m³) above the station box and will also incorporate incidental seating to the retained edges to contribute to seating opportunities at regular intervals along Albert Street. The original plaque (held

14 Management Plan for the Bluestone Wall, prepared by the Link Alliance, dated 27 May 2020

Figure 6 6: Spatial Allocation Diagram – Typical Albert Street Conditions

in safety by the Council Heritage team) will also be relocated to this location. Underplanting with native species will supplement the installation of the tree (refer Figure 6.8).

6.9.3.

Crown Plaza Interface

AT and AC have approved the reinstatement of the original airbridge over the Albert Street service lane that connects the Crowne Plaza Hotel to Albert Street and vehicle access points from Albert Street (refer to memo in Appendix B regarding this decision).

Figure 6 7: Albert Street looking South – Harvey Tree on Albert Street

Figure 6 8: Harvey Tree garden bed – plant species

The proposed scheme implements a safe system approach, ensuring pedestrians have a continuous footpath condition that is cued by material choices and vehicles are contained within well-defined ATCOP standard vehicle entrances. It reduces the number of vehicle crossings (from other proposed options) to one entry / one exit, in order to reduce vehicle movements across the bus lane to reduce network impacts and bus/car safety. It also selects materials to clearly articulate pedestrian vs. vehicle realm to establish universally recognised cues between high quality stone finishes and asphalt vehicle surfacing.

The reinstated bridge and adjacent voids will require a vehicle rated fall from height solution. The design intent (refer Figure 6.9) is for a concrete barrier to the minimum dimension required for vehicle crash prevention, with a visually permeable pedestrian barrier to top it to meet the required height for fall protection.

6.9.4. Albert Street Skylights

The skylights (previously described in Section 5.4) will be integrated into the urban context through use of median island garden beds (refer Figure 6 10) The design allows for in ground retaining elements to form retained edges to the garden bed within the median that will transition to a kerb profile above ground.

The design includes a 150mm deep drainage layer, perforated draincoil and connection to the stormwater network. Between 700mm and 900mm depth of planting media will be available to installed plants. Plant species will be selected to consider minimisation of maintenance, tolerance of extended shade and drought tolerant and targeting species that have proven resilience in highly adverse road conditions (refer Figure 6 11)

Figure 6 9: Crowne Plaza Bridge / Albert St fall from height design intent

Aotea Station Forecourt

The Wellesley Street station building has key interfaces with Mayoral Drive and Wellesley Street West, with the main entrance on the eastern edge of the station, opening onto the rear of Bledisloe House at the Aotea Station forecourt. Universal access from the forecourt to the entrance is provided via a footpath ramp.

The forecourt design has responded to the average demand to/from the station, which is extracted from the LEGION dynamic pedestrian microsimulation models for AM and PM peak normal operations. This is based on 9-car train capacity, with 40% of passengers using the Wellesley Street entrance, 42% of passengers using the Victoria Street eastern entrance, and 18% of passengers using

Figure 6 10: Albert Street showing the location of the skylights within the planted median

Figure 6 11: Skylight garden beds – plant species

the Victoria Street western entrance. The dimensions proposed cater for these projections as determined by the pedestrian modelling undertaken.

The station forecourt is the bookend to what will be a future pedestrian laneway connection. Therefore, while there are pragmatic requirements for how this space supports station access and pedestrian use, the design has also been developed to futureproof the north/south laneway connection from Wellesley Street to Aotea Square which will be completed by the future OSD to the south.

This station forecourt, while having clear rail associated functional requirements for pedestrian, cycle and maintenance infrastructure, has the opportunity to draw on rich landscape-based mana whenua narratives and landscape features. There is also the opportunity to support the architectural station concept that draws on the Māori Creation Story by expressing a supporting contextual landscape narrative, that gives a sense of place and belonging to the architectural form15 .

Spatially the proposed arrangement prioritises key pedestrian movements in and out of the stations 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 cycle parking, integrated seating, pause point opportunities and moments for self-orientation with cues from signage and way finding, all in a manner that will not impede peak pedestrian flows.

A final overlay of narrative embellishment, paving design, specimen trees and amenity planting enhance user experience and deliver the subtle nuance’s that elevate the space to something befitting the status of what will be the busiest entrance to the CRL network.

The detailed public realm drawing for the Aotea Station forecourt area is found in Appendix D, drawing reference CRL-AOT-URB-LKA-DRG-150045.

15 The forecourt design was the subject of a Mana Whenua Design Hui (27th October 2020), where full endorsement was received.

6.10.1. Paving

Pavement design for the Aotea Station forecourt and surrounding pavements will make use of over ordered basalt paving from the C1 contract This also allows some cross over in material palette to the C1 station precinct, which aids in developing a network wide aesthetic The pavement design will draw on the contrasting characteristics of Rongo-mā-tāne and Haumia-tiketike to order the entry and exit experience to the station (refer Figure 6.14). The pavement will consist of 630 x 310mm

Figure 6.12: Wellesley Street building spatial allocation zones

Figure 6 13: Aotea Station Forecourt: Looking South towards the future laneway

stone units, laid stretcher bond through the space, supplemented with 100 x 100 stone setts where required. Three colour variations will be used as a base design to highlight the pattern, with additional formats as required to rationalise the paving pattern. The design concept is shown in Figure 6 15

6.10.2.

Bike Racks

The forecourt will provide 11 ‘Sheffield’ cycle racks with a capacity for 22 cycles. Spatially the forecourt has been separated from cycle racks to mitigate conflicts between key pedestrian throughroutes and cycle storage.

For commuter cyclists the zone provided allows for surveillance of stored bikes, space to lock and secure bikes out of the main pedestrian zone, adjacent seating to set luggage down and change footwear before leaving the forecourt.

Figure 6 14: Design Diagram – Rongo-mā-tāne and Haumia-tiketike paving contrast development

Figure 6 15: Design Concept – Pavement Design Station Forecourt

6.10.3. Future OSD Connection

The OSD development includes a future laneway connection adjacent to the western façade of Bledisloe house. As such, the design of the public realm has developed to futureproof the north/south laneway connection and subsequent level reconciliation from Wellesley Street to Aotea Square. Levels adjacent to the station that will connect to the OSD, are set as those approved under the OSD resource consent

The proposed station forecourt design steps the forecourt in two levels to support the station design narrative and achieve better cycle parking outcomes. This reduces the height of the retaining element to border the western edge of this laneway from approx. 2.2m to 1.6 m and softens the edge with planting at a lower level. If this laneway connection proceeds as part of the OSD scheme this improves design outcomes, CPTED and user experience.

The proposed station forecourt cycle terrace (3.4m wide) also allows an option to establish a connection at this level (RL21.64) if required to support terracing down to the east of the OSD site and connect through to Aotea Square.

6.10.4.

Furniture

All stairs are stone clad to match the adjacent pavements. The stone tread will be bush hammered to increase slip resistance and increase visual contrast to the adjacent pavement

In addition, 450(h) x 750(w) basalt blocks, of varying lengths, are proposed to be used to provide seating opportunities at the ends of each structure and will receive timber elements to address mana/mauri of the stone and user comfort (see Figure 6.17).

Figure 6 16: Aotea Station Forecourt: Looking West (showing bike racks in the background)

The remnant pillar fragment from the former Kaiapoi Woollen Manufacturing Company building is being installed on site in a garden bed at the Aotea Station forecourt very close to where it was originally constructed. This is shown in Figure 6 16. This will be accompanied by a plaque which will tell the viewer a bit of important information about the fragment.

6.10.5. Landscaping

Key considerations were given the appropriate type of tree species to be located at the Aotea Station forecourt. This includes being shade tolerant (with the space largely being in shade most of the day) and low maintenance (due to expected high patronage and to minimise interruption). Seven tree ferns are proposed to be located here as well as shrub planting. Shortlisted species are show in in Figure 6 18

Figure 6 17: Basalt Slab with timber seating overlay

Figure 6 18: Station forecourt plant species

Wellesley Street

Wellesley Street footpaths will be reinstated with paving and street furniture as per the C2 established design aesthetic.

The reinstatement will recognise the future intent for the Wellesley Street Bus Interchange, by ensuring the reinstatement will not preclude the future installation of shelter, seating and bus infrastructure. Street furniture elements proposed on Wellesley Street are minimal, to allow for the future installation of infrastructure for the Wellesley Street Bus Interchange.

The eastern tie in of Wellesley Street ensures the existing pocket park to the northern façade of the Bledisloe House building remains integral and the connections reflect the existing spatial arrangement. The detailed public realm drawings for the Wellesley Street area are found in Appendix D, drawing references CRL-AOT-URB-LKA-DRG-150039-150044.

Mayoral Drive

Mayoral Drive is the termination point of the Aotea Station box. This has meant that there is the inground space to reinstate the avenue of tulip trees (Liriodendron tulipifera) that had been removed to allow for station construction and utilities realignment (as discussed in Section 6.6). The tulip trees will occupy a 2.1m furniture strip, of which 1.4m only will be non-trafficable (pedestrian) at the base of each tree, affording generous pedestrian footpaths. Paving and street furniture will be installed to align with the C2 Albert Street established design aesthetic.

72 | Aotea Station – Public Realm Reinstatement

Figure 6 19: Wellesley Street spatial allocation zones

A kerbside rubbish bin collection area is to be located on Mayoral Drive outside the service door, in the pavement furniture zone and will be large enough to hold the eight required 240 litre bins. The detailed public realm drawings for the Mayoral Drive area are found in Appendix D, drawing references CRL-AOT-URB-LKA-DRG-150012 to 150017.

73 | Aotea Station – Public Realm Reinstatement

Figure 6 20: Mayoral Drive spatial allocation zones

Figure 6.21: Corner of Wellesley Street and Mayoral Drive – Image showing the reinstalment of the tulip trees near the station building (refer to Figure 5.4 for the updated architectural finishing’s of the Wellesley Street building)

The corner of Wellesley Street and Mayoral Drive has a rock garden inset into the building. This is a fern and basalt feature area, requiring minimal maintenance and seating.

The Link Alliance coordinated with the Auckland Council Arts team in the first instance to explore any opportunity for a permanent or rotating art piece for this prominent space, however there was no interest. AT were also approached with regard to using this space for retail activation, however there was no interest.

Further to exploring opportunities for this space with AT and the Council Arts Team rock garden space with seating that continued the design language from the station forecourt was designed. This was then subsequently presented to Mana Whenua for endorsement which was received.

Victoria Street

Two station entrances are to be located on Victoria Street, east and west of the Albert Street intersection as described in Section 5.3. The western entrance has lift and escalator access and the eastern entrance has a 5.5m wide pedestrian ramp (1:12 gradient) and are both universally accessible. The station entrance structures are located within the southern footpath, and therefore the design has been coordinated with the Te Hā Noa / Victoria Street Linear Park team (refer Section 2.3.2).

It is intended that the Te Hā Noa / Victoria Street Linear Park project will significantly improve the pedestrian and cycle experience of the street corridor, with the intent to stretch a common aesthetic from Albert Park to Victoria Park.

There is opportunity to overlay feature paving, furniture strips and some planted areas to elevate the aesthetic in proximity to the station entrances. This is described further below. The detailed public realm drawings for the Victoria Street area are found in Appendix D, drawing references CRLAOT-URB-LKA-DRG-150031 to 150038.

Figure 6 22: Spatial Allocation Diagram – Typical Victoria Street Condition which shows the two station entrances

6.13.1. Street Furniture

Street furniture elements to be used on Victoria Street include Auckland city centre style seat, twin bin, tree grate, and tree guards. These have been located spatially to support the general arrangement of the street and work into the future Linear Park design vision.

In addition, 450(h) x 750(w) basalt blocks, of varying lengths, are proposed to be used to provide secondary informal vehicle impact attenuation to the station structures within the footpath (refer Figure 6 17) These also allow for incidental seating opportunities at the ends of each structure and will receive timber elements to address mana/mauri of the stone and user comfort. The stone proposed for use came from material not used as part of C1.

Figure 6.23: Victoria Street western entrance looking east

Figure 6 24: Victoria Street eastern entrance looking west

6.13.2. Paving

The Victoria Street northern footpath will follow the C2 Albert Street paving suite. The southern footpath will have feature paving to elevate the street aesthetic and cue pedestrians to the station entrances. The design for this draw’s inspiration from the significant topography of Victoria Street, which drops from the ridgeline at approximately Federal Street and cascades down to Queen Street, where the Wai Horotiu Stream course ran down to the harbour (see Figure 6 25 and Figure 6 26).

The station entrances physically excavate penetrations into the ground and the concept of these openings deviating the course of water as it flows down the Victoria Street will be drawn upon to formalise pedestrian desire lines in and out of the station, while maintaining a linearity along the Te Hā Noa / Victoria Street Linear Park corridor and reflecting the influence of the Wai Horotiu Stream and the topography of its catchment.

This patterning has been developed using over ordered basalt paving from the C1 contract. These dimensions vary slightly from the product being specified on Albert Street and are therefore being confined to use on Victoria Street, Wellesley Street, Mayoral Drive and Station Forecourt. This also allows cross over in material palette to the C1 station precinct which aids in developing a system wide aesthetic

Kerbs on Victoria Street will transition to an Auckland heritage style kerb at the intersection to Albert Street. This is in line with the Te Hā Noa commitment to reuse existing stone for sustainability and will align with the corridor wide initiative. It also allows the existing portions of heritage kerb that will be uplifted from Victoria Street to be recycled.

Figure 6 25: Design Diagram – Victoria Street West paving design drivers

6.13.3. Bike Racks

The furniture zone adjacent to the western station entry will provide 14 ‘Sheffield’ cycle racks with a capacity for 28 cycles, with a space proofing allowance for six E-bike charging stations alongside the cycle racks.

Given the changing nature of bike and scooter use in the city centre footpaths and building entrances become littered with scooters and bikes, it is intended that this designated space will allow for end of journey in close proximity to the station entry, without devices being discarded in key pedestrian through routes.

6.13.4. Landscaping

The footpaths surrounding the station structure are highly constrained with existing or diverted utilities and shallow cover to the station box structure. This considerably reduces the potential for installation of inground trees. One Puriri is proposed to be planted at the western of the station box (refer Section 6.6).

This will be accompanied with two garden beds (total: 17m²) to provide companion underplanting and increase the visual amenity of the entrance and contribute to the Linear Park street greening.

Figure 6 26: Victoria Street paving

6.13.5.

Wayfinding Signage

At the eastern entrance there will be a Station Identification Pylon sign (4m tall) to identify which station you have arrived at and a Gateway Plinth (2.5m tall) to identify the current location, provide directional wayfinding, and mapping information about the immediate area.

At the western entrance there will be a Seeker Plinth (2m tall) to identify the current location, provide directional wayfinding, and mapping information about the immediate area and Bike Park Identification sign (2.4m tall) to identify the bike parking when entering and exiting public transport facilities. Refer to Figure 6.6 for examples of these signs.

Kingston Street

Kingston Street is to be reduced to a single lane with the provision for four parking spaces for loading and police cars at the western end. The paving, along with the inclusion of a generous raised table will provide a pedestrian friendly feel to the street, signifying the low traffic use of the street and future desire to activate the space as part of the future Federal Street Transformation project.

Street furniture elements have been located spatially to support the general arrangement of the street. This includes capitalising on amenity provided by additional street trees (refer Section 6.6) and generous spatial allocation to the eastern end of the street to provide public amenity adjacent to the ventilation structure. This includes one city bench seat at the Federal Street end and two basalt slabs as seating adjacent to the ventilation structure.

The detailed public realm drawings for the Kingston Street area are found in Appendix D, drawing references CRL-AOT-URB-LKA-DRG-150029 to 150030.

Figure 6 27: Victoria Street shrub species

6.14.1. Kingston Street Ventilation Structure

As described in Section 5.7, a ventilation structure is to be located on Kingston Street, outside the Auckland District Court. Sitting relatively detached to the main station, this piece presents a unique opportunity to create a special public realm feature that contributes to the surrounding streetscape. Refer to Section 5.7 for further detail on the design.

6.14.2. Paving

Kingston Street is to be reinstated with new granite / bluestone paving to align with the C2 Albert Street established design aesthetic. The exception to this is the area surrounding the ventilation structure where a feature paving may be added.

Kerbs will transition to an Auckland heritage style kerb at Kington Street. This is in accordance with the existing characteristics of the street and will allow for reuse of existing stone uplifted from the street.

The flush condition at the raised table will be delineated with a stone sett rumble strip using 90x90 black granite setts with a pitched and hand-pointed finish to increase tactility and contrast to assist with wayfinding along the edge of the carriageway. This will also form the surface finish to the proposed channel drain.

Lower Albert Street Service Lane/Durham Street

Lower Albert Street Service Lane and Durham Street West are to be reinstated to achieve aesthetic, spatial and pedestrian outcomes that align with the pre-existing conditions. No additional street furniture elements are proposed on account of the existing narrow footpaths.

Asphalt pavements will be reinstated for Lower Albert Street Service Lane and Durham Street West footpaths. The Albert Street portion of the footpath adjacent to the Bluestone Wall now has

Figure 6 28: Kingston Street looking west– showing street trees, carparking and ventilation structure (refer to Figure 5 22 for the latest concept design of the Kingston Street vent)

sufficient width to be promoted as the better connection along Albert Street and will therefore be presented this way through use of the high-quality stone finishes, while the laneway and Durham Street aesthetic is maintained as a like for like reinstatement.

Kerbs will transition to an Auckland heritage style kerb at the raised table transitions at both entry and exit of the Lower Albert Street Service Lane. This will continue to tie into the existing heritage kerb stones at Durham Street. This is in accordance with the existing characteristics of the street and will allow for reuse of existing stone uplifted from the street.

The detailed public realm drawings for the Lower Albert Street / Durham Lane area are found in Appendix D, drawing references CRL-AOT-URB-LKA-DRG-150001 to 150004

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 Plan principles (Condition 54.1).

In accordance with CRL Condition 47.3, and 54.1, this chapter of the Urban Design DWP describes how the proposed 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.

These principles have been used to guide and influence the design and the following sections appropriately respond to the requirements of the designation conditions.

Mana Whenua Principles

Condition 49 of the CRL designation conditions sets out the seven Mana Whenua principles. These principles 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 response addresses both the station design (i.e. Condition 54.1(b)(xiii)) and the public realm design (i.e. Condition 47.2(a)).

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

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

Table 7.1: Design Response to Mana Whenua Principles

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 precursorto actualising the other 6 principles.

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.

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. This includes the Kingston Street ventilation structure.

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

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 – Wai Horotiu – has been gifted by the CRL Mana Whenua Forum and endorsed at each governance level for each Iwi. This name reflects the proximity of the station entrances to Wai Horotiu Stream and visual connection (from Victoria Street entrance) east to Horotiu Pa site (Albert Park). 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.

For the Aotea Station forecourt, the narrative of Haumia-tiketike and Rongo-mā-Tāne relating to food sources in the area and the relationship these atua have, together with the creation narrative, have been incorporated into the design.

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.

At Aotea Station, the Wai Horotiu Stream is the particular tohu selected by mana whenua as the landmark of local cultural significance. CRLL has worked with mana whenua to explore opportunities to maximise connection to Wai Horotiu through expression in the station architecture and urban design. The Wai Horotiu design elements are described in detail in sections 3.5 and 5.2.4 of the Urban Design DWP.

Wai Horotiu Stream which once ran roughly parallel to the Aotea Station site, closer to the bottom of the valley, near where Queen Street is now, holds significance due to its proximity and the flow downhill of water from the site and the significance of this water movement.

The stream and its tributaries are reflected throughout the architecture, being a reminder of the water that once flowed slowly towards the sea. This includes subtle variations in the floor tile finish representing flowing water. The Threshold Element within the station references the organic movement of water from the Wai Horotiu Stream and has been developed in collaboration with Mana Whenua artist, Graham Tipene.

The design of the public realm reinstatement seeks to acknowledge this tohu, and the notion of an upper catchment Wai Horotiu Stream draining down Victoria Street has been expressed through paving design. In addition, the use of locally sourced karā (basalt) will be used for street feature street furniture, emphasising and maintaining key connections to landscape features of significance.

The Kingston Street ventilation structure is tucked away behind buildings, but long ago this area had people living here, with an easy stroll down the ridge to the Waitematā. Mana whenua want the treatment of this vent structure to reflect a Matāoho narrative in keeping with its purpose rather than a narrative about the past village.

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, where possible, 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 will be agreed with Mana Whenua.

There has been the opportunity to establish narrative that expresses mahinga kai concepts through the exploration of Haumia-tiketike and Rongo-mā-Tāne. This has been expressed with paving design, stone stacked retaining elements, plant selection, furniture and embellishment.

The Wai Horotiu Stream is reflected through the station architecture and paving design. The skylights within Albert Street represent the Matariki constellation - the Seven Sisters including the brightest star Matariki, and six sister

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 / 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.

stars – Tupu-ā-rangi, Waipuna-ā-Rangi, Waitī, Ururangi, Tupu-ā-nuku and Waitā. The concourse and platform are integrated into a single volume, stitched together like the raupo reeds, reminiscent of the woven patterning of food baskets. All this has been developed in partnership and with the full support of the CRL Mana Whenua.

The design includes the establishment of 21 trees within the Aotea Station Precinct. Native specimen tree and vegetation species will be utilised where possible, 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 will be agreed with Mana Whenua. Where the urban setting allows, under-story or companion planting to specimen trees to reflect the intrinsic earth connections of all living vegetation will be established. In addition, water sensitive design solutions within planted zones are being explored. NB. The exceptions to the use of natives is in the replacement of the Harvey Tree, a specific Platanus orientalis (Oriental Plane tree) and the heritage listed avenue tree planting on Mayoral Drive which is required to be replanted with the same species- Liriodendron (Tulip Trees). These exceptions have been ‘reluctantly accepted’ by Mana Whenua. 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 design of the station has been developed to a high level of detail through collaboration with the CRL Mana Whenua Forum and design hui. Discussions through the forum regarding the design of the CRL stations and public realm have been ongoing since 2016. Endorsement has been provided by Mana Whenua on the design narrative and how this should be portrayed across the project.

As noted above in Section 4.2, one member of the Forum has stated (through reviewing the Urban Design DWP) that “…through the process of engagement, mana whenua are now inextricably entwined within the whakapapa and thence the DNA, of the CRL project and its reach throughout Tāmaki Makaurau….”. 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 network 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. The threshold element draws on the Wai Horotiu Stream and its tributaries.

In addition, since presenting at the Panel, changes have been made to the sky element to incorporate a poutama pattern to reflect a mana whenua narrative associated with the tears of Ranginui. This has been designed in collaboration with Mana Whenua artist, Graham Tipene.

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.

This pattern will be unique to Aotea 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 The pattern was endorsed by the Mana Whenua Forum on 5th of October 2021 (refer Section 4.2).

In earlier consultation with Mana Whenua, the pūrakau / narratives gifted for the Aotea Precinct was that of Haumiatiketike, atua of fernroot and uncultivated food, and Rongo-mā-Tāne, atua of the kumara and cultivated food – children of Rangi and Papa. Continued engagement with Mana Whenua has supported the contrasting of these atua through paving and element design to enrich a narrative that transitions from the energetic and wild aspects of Haumia to the peaceful and linear notions of Rongo. This is also enriched by the creation pūrakau expressed through the architecture, sitting alongside Papatūānuku, architectural earth element as the protector of these atua of the ground. 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 these principles have guided and influenced the design of the public realm works.

Table 7.2: Design Response to Movement and Connections Principles

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.

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.

Entrance buildings of Aotea Station and the ventilation building located on Kingston Street will not interrupt or adversely change the function of existing open space, street networks and infrastructure.

The Wellesley Street entrance faces the new station entrance plaza, separate to the existing road network. This ties into the existing public realm on Wellesley Street and Mayoral drive with minimal landscape components to allow functional requirements and pedestrian movement.

The Victoria Street entrances will be located within the future Victoria Street Linear Park project area as discussed in Section 2.3.2 and 6.13. This project will reduce the number of traffic lanes from four to two, incorporating a 3m wide bi-directional cycle lane and increasing the widths of both the northern and southern footpaths. This will provide greater pedestrian movement area.

The ventilation structure to located on Kingston Street will not adversely change the function of the street. It is noted that the carriageway is to be reduced a single lane, including a generous spatial allocation to the eastern end of the street to provide public amenity adjacent to the Kingston Street ventilation structure

The Wellesley Street building and Victoria Street station entrances (refer Sections 6.10 and 6.13) are conveniently located, sitting adjacent to the main pedestrian through flow. The building design as well as visual cues support the access and approach to each entry which will appropriately lit and identified through signage.

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.

The station design embodies intuitive wayfinding, reducing the reliance on signage and visual clutter.

The station has been designed with clear entry and exit points to aid orientation For example, the extent of glazing of the western entrance at Victoria Street has been maximised to enhance passive wayfinding to and from the station entry to the surrounding areas (refer Figure 5 13).

The design and location of structures makes them clearly visible on approach, with entrances accessible from a number of locations - Victoria Street, Mayoral Drive and from the Aotea Station forecourt (accessed from Wellesley Street) The Wellesley Street building and Victoria Street station entrances are conveniently located, sitting adjacent to the main pedestrian through flow.

47.2

(b)

(iv) Way Finding

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

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.

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.

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.

Bus stops and parking spaces on Mayoral Drive (discussed in Section 6.2.1 and 6.12) have been integrated into the public realm reinstatement works, allowing for maximum reinstatement of tulip trees to maintain streetscape character. Refer drawing Ref. CRL-AOT-URBN-LKA-DRG-140003. (It is noted that kiss and ride parking previously proposed has been omitted at the request of AT). The bus stops were agreed with AT at a workshop in February 2021 (refer Section 4.3.5).

The reinstatement of Wellesley Street as part of the CRL project has recognised the future intent for the Wellesley Street Bus Improvements, by ensuring the reinstatement does not preclude the future installation of shelter, seating and bus infrastructure (refer Section 2.3.4). Proposed bus stops along Wellesley Street are yet to be confirmed by AT, however the design has proposed the maximum available pedestrian space, utilising the station canopies for bus stop covers to future proof AT requirements.

Bicycle parking is provided as part of the public realm design and is described in Section 6.5.2. This includes a total of 30 racks/ for 60 bike spaces adjacent to station entrances. Six 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.

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.

All controlled intersections within the public realm area are to be Barnes Dance (all pedestrians may cross in all directions at once) (refer Section 6.3).

A mid-block crossing over Albert Street (between Victoria Street and Wellesley Street) to support universal access through adjacent buildings will be reinstated. This will be it in a new location to suit the new street layout.

Generous footpath widths are provided around the station entrances. The station entrances on Victoria Street fall within the southern footpath. Footpath widths are to be widened and have been coordinated with the Victoria Street Linear Park team.

At the Mayoral Drive entrance, the tulip trees occupy a 2.1m furniture strip, of which 1.4m only will be nontrafficable (pedestrian) at the base of each tree, affording generous pedestrian footpaths.

The Aotea Station forecourt has been designed to provide ample space for pedestrian through flow. The forecourt design has responded to the average demand to/from the station, which is extracted from the LEGION dynamic pedestrian microsimulation models for AM and PM peak normal operations. The analysis shows that the forecourt has sufficient width to accommodate passenger volumes and provides in excess of necessary offsets for pedestrian flow. (Modelling has considered peak flow plus 20%).

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.

The footpath widths have been tested against pedestrian flow projections and meet the criteria set for the project. Refer to Section 6.3 for further information.

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.

Table 7.3: Design Response to Public Realm and Landscape Principles

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.

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

Aotea Station has been designed sympathetically to the surrounding environment The largest of the structures is the four-storey Wellesley Street building, noting that this is significantly smaller in scale than the future OSD development that will be directly above and adjacent (refer Section 2.3.3 and Section 5.2).

The Wellesley Street building and Victoria Street station entrances are conveniently located, sitting adjacent to the main pedestrian through flow. The Victoria Street entrance buildings are small single level structures, easily integrating within the surrounding public realm (refer Section 5.3).

The Kingston Street ventilation structure (refer Section 5.7) has been replaced with a single structure design as the detailed design has progressed, which has a reduced overall footprint within the public realm. Mana Whenua artist Johnson Witehira has designed an artistic treatment to the structure. The ventilation structure will be integrated into the new streetscape through paving pattern, furniture placement and lighting as discussed in Section 6.14.

Reinstatement of Albert Street is to continue from the C2 portion of works at the Wyndham Street intersection to the southern boundary of Albert Street where it will transition to a design aesthetic defined by the proximity to the main station building and Mayoral Drive.

The primary access off Wellesley Street is provisioned with a 1:20 footpath, with a crossfall of 2%. This ties into the footpath at Wellesley Street, which has approx. 10% longitudinal fall due to the topography of Auckland. There are potential conflicts with cyclists on this sloped footpath access, and this has been mitigated through the spatial arrangement to design out any intended cycle access to this level. The Aotea Station forecourt includes a footpath ramp the entrance for universal access.

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 optimised by division into two flights and offset from the back of footpath to ensure that disappearing steps do not occur, therefore reducing this hazard form the environment. Splitter handrails also allow user choice for right side/left side dominant support options.

The Victoria Street station entrances are both universally accessible. This is provided via a lift at the western entrance and an accessible ramp at the eastern entrance (refer Section 5.3).

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. (Refer to Section 5.11 for further detail regarding accessibility within the station).

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.

The Link Alliance team have been meeting consistently with the Capital Projects Accessibility Group (CPAG) over the last 18 months to address their concerns as detailed in Section 4.4.

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) (refer Section 6.3 regarding pedestrian modelling undertaken to determine footpath widths are sufficient)

• Video surveillance

The station design has also applied CPTED principles (refer Section 5.2 and 5.8)which includes the following at interfaces with the Aotea Station forecourt:

• The Wellesley Street entrance is wide and open to the plaza, allowing unobstructed views into the station

• The two-storey height of the Wellesley Street building provides sightlines to the plaza and to Mayoral Drive. This provides a level of surveillance, giving a sense to security to passengers.

• A retail unit faces onto the plaza activating the space, providing passive surveillance

A CPTED review of the station and public realm design has been undertaken by Peake Design Ltd, dated 6 September 2021

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.

The design and construction of the reinstated streetscape will be coherent with the public realm reinstatement for C2 (i.e., lower Albert Street north of Wyndham Street), and at the southern end will transition to a design aesthetic defined by the proximity to the main station building and Mayoral Drive. This is discussed in Sections 2.3 and 6.4 in particular shown on the drawings in Appendix D.

There are ongoing coordination meetings between AT and AC to ensure that interfacing shall align.

The Aotea Station forecourt has achieved coherence with the wider area by utilising the same material palette for paving, furniture suite and planting. Paving detailing is bespoke around the stations and transitions into adjacent footpath paving to provide intuitive connection. Refer Section 6.10 for further detail.

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.

47.2

(c)

(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.

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.

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.

Allowances within the public realm design have been made to future-proof any requirements for public art. This includes designated spaces and ducting for any associated electrical requirements.

It is noted that immediately east of the station plaza are the Matahorua and Tainui anchors, by sculptor Russell Clark. These are located at the northern end of the Bledisloe Building and therefore the plaza may not require further public art.

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 AC to achieve a ‘right tree-right place’ selection that incorporates cultural narrative. Tree species will be selected with approval from Mana Whenua.

NB. The exceptions to the use of natives is the replacement of the Harvey Tree, a specific Platanus orientalis (Oriental Plane tree) and with the heritage listed avenue tree planting on Mayoral Drive which is required to be replanted with the same species- Liriodendron (Tulip Trees) these exceptions have been acknowledged by Mana whenua.

The Victoria Street entrances extend into the southern footpath as described in Section 2.3.2 and 6.13. The design has been coordinated with the Te Hā Noa / Victoria Street Linear Park Project in order to align with the preferred spatial allocation for the Victoria Street Linear Park corridor. This includes the reduction of traffic lands, a bidirectional cycleway and increased footpath widths.

Typical street corridor arrangement affords footpath widths that achieve compliance with the ATCoP requirements. This achieves appropriate spacing for throughflow of pedestrian movement, as well as movement into the station entrances.

The ventilation system at the southern end of the precinct has been integrated into the Wellesley Street building. These sit behind the sky element façade.

The ventilation system at the northern end if via the Kingston Street ventilation structure. The width of the above ground vent structures shown at reference design stage was insufficient to facilitate fan replacement via this route.

A single vent shaft structure of 3.2m internal width is now proposed to resolve this issue. The reduction of ventilation structures from two to one along Kingston Street (and a reduction from four to one overall – refer

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).

Station Plan Principles

Section 2.2) creates a material reduction to both the above and below ground footprints in addition to CPTED benefits. The use of CPTED principles as drivers for design will ensure the ventilation structure sits safely within Kingston Street.

The ventilation structure will be integrated into the new streetscape through paving pattern, furniture placement and lighting (refer Section 6.14.1). As described in Section 5.7, Mana Whenua artist Johnson Witehira has designed an artistic treatment to the structure. The cultural narrative behind the design is Matāoho (described in Section 3.6). The vent is a motif of Mataaho’s volcanic breath with the vent form resembling a shard of rock.

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

Designation Condition 54.1(b) sets out the Station Plan principles. These are listed below in Table 7.4, along with a response regarding how the principles have guided and influenced the design of Aotea 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.

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

Aotea 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.

Table 7.4: Response to Station Plan Principles

Ref Station Plan Design Principle

Response

54.1

54.1 (b) (ii)

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

The Aotea 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.

54.1

(b)

(iii)

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

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 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).

The consistent network wide approach developed for the CRL has Mana Whenua principles at its heart, aiming to create distinctly Tamaki Makaurau / Aotearoa architectural identity (refer Section 3.4). 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.

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 (refer Section 5.2.4) 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 (refer Section 5.2.3)

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, the Wai Horotiu Stream is reflected throughout the architecture of the station. The public realm design has drawn from the lower Albert Street 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.

The built environment within the immediate vicinity of the station is characterised by an eclectic mix of historic commercial buildings of small or medium scale. There is also a collection of ‘Character Buildings’ extending east and west from the intersection of Victoria Street West and Albert Street.

It is noted that at the time the NOR application was submitted, it was proposed to demolish the building at 51-53 Victoria Street West (Martha’s Corner.) Condition 41.2(d)(iv) requires the exploration of the adaptive re-use of the building, with complete demolition only considered as a last resort. The Aotea Station design no longer requires the demolition of this building, therefore being a positive outcome in terms of preserving built heritage.

To enable the construction of the Aotea Station the Bluestone Wall has been deconstructed and will be subsequently reconstructed 1.5m further to the east once the necessary station works are complete (refer Section 6.9.1). A Bluestone Wall Management Plan has been prepared in accordance with Condition 45 to manage the adverse effects on the heritage values of the wall.

The remnant pillar fragment from the former Kaiapoi Woollen Manufacturing Company building is being installed on site in a garden bed at the Aotea Station forecourt very close to where it was originally constructed. This is shown in Figure 6.13. This will be accompanied by a plaque which will tell the viewer a bit of important information about the fragment.

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.

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

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.

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.

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 four-storey Wellesley Street building (refer Section 5.2), noting that this is significantly smaller in scale than the future OSD development that will be directly above and adjacent (refer Section 2.3.3)

The Victoria Street entrance buildings are small single level structures, easily integrating within the surrounding public realm (refer Section 5.3).

Aotea Station building frontages correspond with the road reserve boundary, which includes the Mayoral Drive entrance. The main entrance from the Wellesley Street building is from the forecourt (plaza).

Actives frontages are provided by the Aotea Station design as discussed in Section 5:

• The Wellesley Street building accommodates the southern entry to the station with active frontage to the Aotea Station forecourt, Wellesley Street and Mayoral Drive.

• A glazed entrance shelter in the footpath zone characterizes the western side access from Victoria Street.

• Additionally, an open ramp gently slopes down to the B1 concourse from the footpath at the eastern side access from Victoria Street, along the proposed linear park, providing a third access to the underground station.

• The retail unit within the Wellesley Street 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 Wellesley Street building has a canopy on the western, northern and part of the eastern facades. 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. Refer to drawing reference CRL-AOT-ARC-LKA-DRG-141511.

The entrance on the western side of Victoria Street has a floating canopy above the glazed walls. The roof extends around Victoria Street at a consistent datum, set by the lift overrun at the far west whilst being sympathetic to the existing canopies adjacent.

Weather protection is provided via the threshold overhang at the entrance on the eastern side of Victoria Street

The overhang is designed to provide weather protection for the pedestrian movements between interior & exterior interfaces. Refer to drawing references CRL-AOT-ARC-LKA-DRG-161006 (B00).

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 station entrances).

54.1

(b)

(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.

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.

The station design incorporates the requirements of the OSD located above and beside the Wellesley Street station entrance building as discussed in Section 2.3.3

Aotea Station has been future-proofed for any future decision to create a North Shore rail line. The station concourse has been future proofed for the width of a connecting access into the Wellesley Street B1 concourse to achieve the spatial requirements for the future projected patronage. In addition, it 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.

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 and throughout Section 5. The design philosophy of the Aotea Station draws on the relationship with Wai Horotiu Stream. 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.

The stations 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.

The inclusion of the poutama pattern (reflecting the tears of Ranginui) in the Sky Element also adds to the unique identity of the station.

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 Aotea 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.

54.1 (b) (xiii) Mana Whenua Principles – see Condition 49. Response to mana whenua principles has been provided in Table 7.1

8. 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).

An overview of how the Aotea Station and precinct design aligns with the outcomes, A4E and the relevant transformational moves envisaged under the CCMP is provided below.

Outcomes

The ten outcomes present the overall strategic direction for the city centre and waterfront. They critically support the eight transformational moves. How the design of Aotea Station and precinct supports these outcomes is summarised below.

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

CCMP Outcome Response

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 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.

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.

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

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

The Aotea Station forecourt will provide a space outside the station entry for people to sit and enjoy the space. This has been designed in accordance with CPTED, with retail facing the forecourt to assist with activating the space.

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 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

Not applicable to the CRL Aotea Station.

The Aotea 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.

As stated in the CCMP Albert Street is emerging as a major commercial office spine associated with CRL.

The design of the Wellesley Street building supports the OSD which will provide further residential/commercial development within the city centre.

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 Aotea 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

One of the goals for A4E is to achieve a traffic circulation system where private vehicles access city centre zones from the city’s edge. Under A4E, Mayoral Drive will remain the one route providing general traffic access across Queen Street. The ring road is designed to facilitate traffic flow through removal of on-street parking and simplified traffic signal operations. The design of the Aotea Station Precinct does negate this outcome from occurring in the future.

Transformational moves

8.3.1.

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

Mana Whenua have suggested the station be named Wai Horotiu, reflective of the Wai Horotiu Stream. Supporting this name would respond to the Māori names for spaces, features and developments outcomes sought in the CCMP.

8.3.2. 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

• Enabling the Aotea Quarter to benefit from proximity to the new CRL station.

As stated in the CCMP, Auckland's city centre connectivity is being transformed by rapid transit. The CRL stations will concentrate access and activity along the Wai Horotiu / Queen Street Valley, supporting new buildings and enhanced public realm. CRL stations at Britomart (downtown), Aotea

Quarter (midtown), Karangahape Road (uptown), Mt Eden and Dominion Road Junction (city fringe) will become key development areas.

As described in Section 2.3.3, Aotea Station has been designed to cater for the future OSD. This is a multi-storey mixed-use development over and adjacent to the Wellesley Street entrance. In addition, the location of the Wellesley Street station building is directly adjacent to the Aotea Quarter, therefore providing benefits for the area in relation to its proximity. The Aotea Quarter Framework Plan sets out key outcomes envisaged for the area, strengthening its role as a civic and cultural hub and enabling key development opportunities on council-owned land.

The design of the Aotea Station Precinct provides a high quality, highly accessible public realm. This is achieved through the following:

• 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.

• Adaptive signal priority to give transit vehicle automatic green light through intersections.

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

8.3.3. The Green Link

This vision seeks to deliver a connected network of green parks and streets across Auckland city centre. This includes the Victoria Linear Park as a future opportunity for Auckland, which is discussed in Section 2.3.2. The CCMP notes that two station entrance portals will be located within the Linear Park.

Collaboration with the Victoria Street Linear Park team has occurred throughout the design process to ensure the design of the station and precinct, aligns with the concept design for the Linear Park. This includes wider footpaths, trees and cycle parking around the station entries, in line with proposed linear park.

Appendix A: Relevant CRL Conditions

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 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 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.

Section 4.8 and Appendix B

Section 4.8 and Appendix B

Section 4.2 and Section 7.2

Section 4.2 and Section 7.2

Section 4.2

Section 4.10 and Appendix B

Appendix B

Appendix B

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 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.

Section 4 and Appendix B

Section 2.3

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.

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).

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.

47.5 The Requiring Authority shall request the Auckland Council to refer the Urban Design DWP to the Auckland Urban Design Panel (or

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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

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Section 7

Section 4.9 and Appendix B

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.

Section 4.9 and Appendix B

Section 4.9 and Appendix B

Appendix B

Appendix B

Section 4 and Appendix B

Noted 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 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.

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

Section 4.2 and Section 7.2

Section 7.2

Section 7.2

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 50 - Specific Area Requirements: Britomart to Aotea Station 50.1 For this designation the Urban Design DWP shall include how the following are to be restored following completion of the City Rail Link construction works:

a. Queen Elizabeth Square and lower Queen Street between Quay Street and Customs Street;

Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 4.2 and Section 7.2

Already completed as part of C2

b. Albert Street between Quay Street and Victoria Street; and Section 6.9 (Wyndham Street to Victoria Street)

c. Albert Street between Victoria Street and Mayoral Drive including those part of Victoria and Wellesley Streets, the Council owned land on the southeast corner of Albert and Wellesley Streets which is to be used as a construction area, affected by surface construction works; and

Section 2.3.3, Section 6.9, Section 6.11, Section 6.13

d. Kingston Street.

50.2 The restoration plan for this designation shall demonstrate how street upgrades and public realm improvements have been considered when Albert Street and Mayoral Drive are reinstated. This should include as a minimum how the design and construction utilises material palettes, planting schedules and street furniture that are coherent with the surrounding streetscape character.

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 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.

Section 6.14

Section 6 and Appendix D

Section 5 and Appendix C

Section 5 and Appendix C

Section 7.5

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Section 7.5

• 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 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

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.2

Section 7.2 and Section 7.5

Section 4.2 and Section 7.2

to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan.

Appendix B: Record of Engagement

Table 1: Urban Design Panel – Feedback from December 2014 and October 2016 (i.e. prior to this Urban Design DWP)

Meeting Details Review Comments /Recommendations Response

Project: Aotea Station

Location: 35 Graham Street

Date: 1 December 2014

Time: 12pm - 5pm

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

General Comments:

• The panel is of the view that a clear overall design strategy needs to be developed that provides a framework for station-specific outcomes. This is necessary to aid understanding of the relationship between the various station elements proposed.

Mana Whenua Design Principles:

• The panel reiterates its previous recommendations but in addition notes the lack of an overarching strategy for these principles demonstrating the way in which the stations are treated both individually and collectively.

• In relation to Aotea, the panel questions the abstraction of themes which appear more relevant to Queen Street.

Movement and Connections:

Wellesley Street Access:

• The panel is of the view that an additional access off Wellesley Street to the west is necessary.

Concourse

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

• We noticed the panel questioned a lack of design strategy for the overall project and specifically the mana whenua principles. We believe this is inaccurate and does not acknowledge the significant work contained within the NoR submission – specifically the CRL Urban Design Framework, the issued design reports highlighting the architectural principles for the project and the subsequent work with mana whenua on the development of the narratives for each station. We believe that this offers a strong framework and basis for design development, particularly as we are at the start of the process.

• Our objective for CRL is to ensure that the narratives agreed with mana whenua are integrated within the design of the station and the immediate station public realm – they are not to be seen as an addon. The CRL team has met with mana whenua representatives over a dozen times in the last six months to specifically discuss and define the mana whenua themes, the emerging station mood boards and their development and integration into the station designs.

• During our presentations we demonstrated how the place specific themes and the more generic requirements of the stations may work together. As each station design develops each narrative will naturally become more refined.

• Issues regarding the functional operation of the station (number of entrances, function of the concourse, co-locating stairs etc) are beyond the purview of the AUDP.

• The panel is not at this point clear as to the benefit and function of the concourse.

Cycles and Taxis

• The panel considers insufficient provision has been made for cycles and taxi drop-off.

Station Portals

• The panel recommends further consideration of weather protection at the Victoria Street East entry is required.

• The design of the Wellesley Street building does not make the station entrance legible or obvious. One way of improving this might include modifying the amount of retail frontage so as to allow transparency and access from the street into the station.

Accessibility

• The panel suggests that in principle the elevators, stairs and escalators (including emergency egress) should be located together

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.

Albert Street

• The panel questions the benefit of providing a central median and suggests options be provided that redistribute the space to the pedestrian footpaths. Whilst the panel understands the desire to provide natural light, in the context of such a constrained street cross-section other priorities should Victoria Linear Park

• The panel recommends that the Victoria Street portals be delivered as part of an integrated public space from (as a minimum) Elliot to Federal Street.

• The panel does not see that it is necessary to base portal design on a literal landscape interpretation.

Distribution of Vents and Service Structures

• The panel is at this point unsupportive of the range

• Provision for taxis & cycles near the station entrances – this was not properly identified on our drawings. We will amend and re-present later in 2015.

• Station portals – Weather protection to the Victoria Street East entrance is not practicable as we need to ensure that in the event of a fire smoke can escape at the earliest opportunity. This will remain open to the air.

• Retail unit Wellesley St - We want to activate the ground floor on the corner of Wellesley / Mayoral Drive this is in accordance with NoR Condition 54.1b (viii) ‘where structures should present an active frontage towards streets’. Views will still be permitted from Wellesley St. This unit will be removed in the future when the North Shore Line (which is currently unfunded) will be built.

• Removal of the median – we are looking at options how this may be improved and better used.

• Linear Park integration – we agree that the public realm design must tackle how the design can be integrated in a wider context (Elliot to Federal). Although this implementation would be beyond the scope of the CRL project and its NoR designation.

• Vents – we will not be consolidating them within Martha’s Corner as this would result in the demolition of the heritage buildings. This is counter to Designation Condition 41.2d(iv) which states ‘complete demolition only considered as a last resort’. We will investigate options to minimise impact on the public realm.

• Reducing physical separation between Bledisloe and station building

– We disagree. The 12m separation will be needed to deal with the pedestrian run off from the station and to avoid the overshadowing effect of the OSD. It is also council’s view that the ground floor of Bledisloe would feature double sided retail uses.

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

and location of vents and other structures proposed. The panel recommends a reconsideration of aggregating services on the Martha’s Corner site as a potential solution that enhances the public realm.

Bledisloe West

• The panel is unconvinced of the need for a pedestrian lane on the west side of the Bledisloe building and also considers a 13 metre dimension overly wide that separates people from the station.

Wellesley Street Building:

• In conjunction with the above bullet, the panel considers the approach and entry to the station would be improved by the station building extending east to the Bledisloe boundary.

• The panel supports the intention to present an honest functional well-designed building; and

• The panel considers redevelopment of the remnant Bledisloe site and air rights above the proposed station building should be advanced at the same time as the station.

• The panel questions the provision of staff on-ground parking on the south side of the building.

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 Papatūānuku and Ranginui. This is supported, provided that it is appropriated in a holistic way including the supporting elements of their children i.e Rūaumoko or Tane etc.

• The Panel notes that in the earlier presentations made to it, the applicant emphasised the importance of the diversity between the station locations and their conditions. This appears to have changed through the course of the presentations without clear justification.

No comments provided

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 CRL 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 Papatūānuku and Ranginui [as a core part of that expression.] So long as it is treated in a holistic way to include supporting elements

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.

Victoria Street

• The Panel strongly recommends that if a primary portal is to exist within Victoria Street, that it be designed in an inclusive manner to incorporate the long term public space (Victoria Street Linear Park) vision for this key street.

• The Panel questions the need for the lift if a ramp is otherwise provided particularly given the impact of the lift structure as currently proposed. The Panel, as a general principle supports and encourages the incorporation of such structures into adjacent buildings, so as to minimise street clutter and the loss of public realm.

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.

• We agree with the Panel that a primary portal to the station within Victoria Street needs to be designed in an inclusive manner to incorporate the long term aspirations to transform Victoria Street into a linear Park [ more aptly referred to as a linear plaza] And we have taken great pains to do so in the reference design.

• Although the Panel has questioned the need for lift as well as a ramp they may have misunderstood that the level of service the station is seeking requires a lift. In any case the lift offers the opportunity for universal access from the west side of Victoria Street in the rather flat area of the Street. Where as the ramped access on the east side arrives/is entered from part of Victoria Street with a less forgiving grade.

Albert Street

• The Panel is supportive of the Albert Street median with skylights, and considers it should also offer an informal street crossing opportunity.

• We thank the Panel for their support of the median with skylights and believe this reflects their understanding of what the skylights offer to the station.

• Although the Panel suggests the median above the station should offer an informal street crossing opportunity, there are controlled, safe and regular crossing opportunities at either end of the median. So in the interests of safety and design options we are not intending to insist the median is accessible for informal crossing. We may be required to ensure it does not provide easy access to deter people from using it as an informal crossing point.

Wellesley Street

• The Panel considers that the station building and consented over station building are not yet fully integrated and further resolution is required. For example, the sky element could project forward, or preferably the over station building should be recessed back.

• The Panel considers the eastern main entry to the building relies on a successful safe lane condition on the west side of Bledisloe House. The Panel recommends that the portion of the lane related to the station entry be designed as one space. In the interim, potential CPTED issues in the re-entrant space will need to be addressed.

• The Panel is supportive of the opening up of the ground level corner to reveal the station entry. However, the canopy and structural columns do not relate to the overall design concept and diminish the strength of the underlying earth/sky design narrative. For example, the ‘sky’ element could pull forward to provide the canopy’s shelter and achieve the visual differentiation of the ‘sky’ element from the overstation building discussed below.

• The success of the ‘sky’ element relies on depth of the façade, which the Panel believes can be achieved with a sense and presence of the phenomenal services contained within it. If the ‘sky’ element is expressed as a flat façade, it will lose visual richness and be an inappropriately banal response to the visual

• In regards the Panels concern on the not yet integrated station building and oversite development, the design team is looking at what outcomes the successful Contractor design team will be measured against to get the best design outcomes that includes both the Station building component and future oversite development.

• The portion of the lane on the west side of the Bledisloe building outside the eastern entry of the station will be part of the design development and delivery of the station under the CRL project.

• Further work is being undertaken on the relationships between the building elements-sky, threshold, earth, canopies before the reference design will be completed. How the plan relates to the Sky element and how this might affect the look of the sky, and the station is also being considered.

prominence and importance of this corner. To this end, the Panel considers that the scale and complexity of plant required should be expressed as part of a layered façade. The threshold appears as a pare (lintel) above a doorway that may tell a story. It is unclear whether this is intended. The Panel does not oppose this, but recommends that the simplicity of the creation myth remains the predominant story and is concerned whether any additional narrative will detract from this.

Review Comments /Recommendations (dated 3 June 2021) Response

General

Other than as set out below, the Panel accepts that the design appropriately addresses the designation conditions and balances the many technical constraints as well as stakeholder preferences that have had to be managed.

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.

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. CRLL 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.

Accordingly, our response below addresses both the Panel’s observations on the design, but first addresses how the matters required under the designation conditions apply and how these have been addressed through the design development process (where applicable).

Table 2: Urban Design Panel – Feedback from April 2021 on Draft Urban Design DWP

Station Building Design

Without questioning the iwi narrative and mana whenua principles that have been agreed, the Panel does not support the principal station building design, with the design also not sufficiently providing a distinct and clear narrative articulation of the mana whenua CRL theme that was established, i.e. “the ‘Creation Story’ informs the architectural design of the CRL stations and 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”

Response on designation conditions:

This response is appliable to all station design comments/recommendations relating to the earth, sky, fourth and threshold elements which follow.

Condition 49.1(a) (i) to (vii) sets out the mana whenua principles. Mana whenua engagement in relation to this DWP and the design development process is detailed in Section 4.2. The mana whenua principles described in Condition 49.1(a)(iii) and (vi) require the DWP to acknowledge the wider mana whenua cultural landmarks and their ability to inform the design of the station, to explore opportunities to enhance cultural landscape connections, and to creatively reinscribe mana whenua narratives into architecture, interior design and urban design.

CRLL has worked with mana whenua to understand and incorporate narratives into the station architecture and urban design. This has been achieved through both an overarching cultural narrative that has been carried through all stations (the Māori Creation story), along with reference to local tohu identified by mana whenua as being of cultural significance and which have been incorporated into the station specific designs:

Māori Creation Story

The creation story narrative carries through and informs the design at all stations. The narrative of the Māori Creation Story is expressed through four architectural Concept Elements – Sky, Earth, Threshold, and a Fourth Element, Te Whaiao, which together form the overall network wide concept theme for the CRL project. This is described in Section 3.4 of the Urban Design DWP. This narrative has been developed with mana whenua and creatively inscribes an mana whenua narrative into the station building architecture.

In addition, Condition 54.1(b)(iv) requires that the station plan describe how the station design has taken into account an expression that contributes to the context and local identity and responds to an appropriate network wide identity. The Creation Story narrative in the Aotea Station building architecture represents both a station specific individual narrative, reflecting the local context and identity through the incorporation of Wai Horotiu (as well as other narratives described in Section 3.5), and also represents a common network wide identity seen and recognisable across all three stations.

While the UDP may see further opportunity for development of the creation story, the details presented in this DWP fully satisfy the requirements of the designation conditions. Neither the mana whenua principles nor the station plan principles define or prescribe specific design outcomes, such as those sought by the Panel; rather they establish principles to guide and inform design. These principles have been followed and appropriately applied and the matters set out in this DWP appropriately respond to the requirements of the designation conditions.

Tohu

At Aotea Station, the Wai Horotiu Stream is the particular tohu selected by mana whenua as the landmark of local cultural significance. CRLL has worked with mana whenua to explore opportunities to maximise connection to Wai Horotiu through expression in the station architecture and urban design. Of significance, the Threshold Element of the Wellesley Street Building, with undulating patterned rods and dappled light represents the Wai Horotiu Stream, and Horotiu, the taniwha who resides there. The Wai Horotiu design elements are described in detail in sections 3.5 and 5.2.4 of the Urban Design DWP.

The Panel has largely ignored the importance of the Wai Horotiu tohu and narrative in their comments on the DWP. Conditions 49.1(a)(iii) and (vi) have been given effect to at Aotea Station through incorporation and particular emphasis on the Wai Horotiu narrative, which is evident throughout the Aotea Station design. These mana whenua principles have been used to guide and influence this design development process.

Partnership with mana whenua

The design of the station has been developed to a high level of detail through collaboration with the CRL Mana Whenua Forum and design hui. 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.

In addition, a separate design hui has been established from the mana whenua forum members which specifically focuses on cultural design aspects, providing the ability for greater discussion and co-design. These meetings also allow for interaction between mana whenua, architects, urban designers and mana whenua appointed artists. The design hui began in September 2019 and are still ongoing. These occur on a semi-regular basis, depending on the status of the design and key matters to discuss.

There is a strong, collaborative relationship with the mana whenua forum members through the design process, which is well summed up by one member who stated (through reviewing the Urban Design DWP) that “…through the process of engagement, mana whenua are now inextricably entwined within the whakapapa and thence the DNA, of the CRL project and its reach throughout Tāmaki Makaurau….”.

The engagement undertaken with mana whenua through the design journey address the requirements of Condition 8.3 (mana whenua consultation) and Condition 49.1 (mana whenua principles).

As a result of the feedback received from the panel, but not withstanding the commentary above on designation conditions, the Link Alliance has made changes to the design to further enhance the Māori Creation Story. This relates to the expression of the Sky Element, the Fourth Element and Earth Element of the Wellesley Street building. These are described further relating to the specific elements in the sections below.

Further, and of relevance, there are a number of design considerations which have influenced the station design. These include the CRL Designation conditions, technical constraints, functional and spatial requirements, Mana Whenua led narratives, and ultimately also,

The Earth Element Papatūānuku – is visually and metaphorically undermined by the service / maintenance doors to Mayoral Drive; the articulation of the retail glazing to the plaza; the reduced height of the element on Mayoral drive (from the reference design); the introduction of a new ‘ground’ element that forms a skirting to the glazing and a planted garden; the planted garden; and, the discontinuity of finish between the external faces and internal faces of the element.

budgetary limitations. The CRL Mana Whenua are supportive of the current design. It is articulating their narrative/s to their satisfaction, given all the competing factors that need to be accounted for in delivering the design of the station.

Response on designation conditions:

As noted above, the Earth Element forms part of the Māori Creation Story and part of the network wide concept theme for the CRL project. Condition 54.1(b)(iv) requires that the station plan describe how the station design responds to an appropriate network wide identity. This is provided for through the expression of the Māori Creation Story and detailed in the Urban Design DWP accordingly.

The Earth Element represents Papatūānuku (mother earth) and occupies the lower façade of the station building. 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 inscribed with the station’s name in an act that inextricably links the built artefact to its place. This narrative has been developed with mana whenua.

The Panel’s recommendations reflect observations on design outcomes rather than an assessment of the degree to which the DWP responds to the principles. As noted above, CRLL 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. This noted, the opportunity identified by the Panel has been further explored and changes to design made, as described below.

Response on design matters:

The form of the Wellesley Street building has a number of key physical constraints that set parameters for facade element articulation. The footprint is constrained by public footpaths to two sides, bus stops on Wellesley Street, the adjacent OSD and proposed public plaza to the south edge and the maximum height to the underside of the OSD above.

The breakdown of external form is constrained by the complex interaction between the highly coordinated public and back of house facilities within a tight three-dimensional spatial form. Constraining requirements and key actors driving the resultant form and facade element articulation are:

• The Reference Design set the baseline for spatial arrangement of entrances, public and back of house areas, fire escape exits, street level maintenance access, retail unit, etc;

• Significant level variance at the building perimeter;

• Flood level protection and vehicle barrier requirements to the Mayoral Street elevation;

• Roof required below the OSD, as the OSD is a separate building;

• Large tunnel vent intake & extract fans must be vent to street boundaries which sets floor to floor heights from roof down. Numerous arrangements were considered through multi-discipline design coordination. The optimal solution provides higher floor to floor over the main entrance and lower floor to floor at the secondary Mayoral Drive entrance.

Response to specific comments are set out below:

The service/ maintenance doors to Mayoral drive are required for functional purposes to open onto Mayoral Drive as other building faces are not available for this purpose. In response to UDP comments we have clad the doors in the earth element to maintain an unbroken earth element to this facade zone.

The retail glazing is restricted by other design elements (floor level adjacent to the concourse entry, super structure, station entrance door and allowance for food & beverage exhaust above glazing and required commercial signage).

The height of the earth element on Mayoral Drive is due to a number of previous described functional constraints (eg. TVS and MEF requirements, superstructure, threshold element). The earth element corresponds to the constraints in order to maximise uniformity and solidity. If the element was higher it would be visually broken and weakened by spatially fixed elements such as large louvres and introduce a lack of clarity between Earth & Sky elements. Design optioneering was undertaken in relation to the earth element throughout the design in conjunction with mana whenua with the current design endorsed as the preferred option.

We have considered your comment regarding the ‘introduction of a new ‘ground’ element that forms a skirting to the glazing and a planted garden’. In response to the feedback, we have further developed the design and articulated the horizontal elements as a visually recessive fourth element, accentuating the column and its ground connection. The sill is required for flood mitigation purposes and also serves as barrier to forced vehicular entry. As part of design development, the team investigated the sill relationship to footpath and escalator bulkhead internally and determined that a horizontal sill provided a better outcome.

With regard to the planted area, although other proposals for the small area at the corner of Wellesley Street and Mayoral Drive were considered and offered up to the asset owner and Council, none were supported. Along with use as retail space and other ideas, this location was offered as an opportunity to the Council Public Arts team with potential for both standalone and curated art in this location. Although the Arts Team took time to consider this opportunity, they were ultimately not interested.

The current design is the optimised response for this area. The agreed design offers public seating to its edge and further response to the Mana Whenua narrative. In addition, it provides functional set back from glazing, storm water control, pleasantness, removes potential left-over space and is covered by intensive station maintenance for removal of rubbish etc.

As a response to CPTED principles the space provides a meaningful use and clear ownership of space. The clean line of sight into the building is created by simple unobtrusive design language of the forecourt. The addition of the planted garden and informal seating area to the front edge provides an intuitive response to wayfinding.

There is continuity of finish between the external faces and internal faces of the earth element articulating continuity of sky and earth elements from external to internal faces. It is not considered that the earth element is undermined by this design feature. Design optioneering was undertaken in relation to the earth element throughout the design in conjunction with mana whenua with the current design endorsed as the preferred option.

The Sky Element Ranginui - is visually and metaphorically undermined by the introduction of a consistent datum where the Sky element meets the Earth element; and the reduction in contrasting height between where Earth and Sky meet and where they are separated.

There is inadequate information to comment on the proposed construction and in turn the suitability of the cladding proposed to express the “Sky” Element, but the Panel confirms that the current design is difficult to differentiate from the screening that would cover car parking levels and when considered in light of the current over station development concept, that is what it will read as.

Response on designation conditions:

The Sky Element is designed to convey and respond to both the physical and mythological qualities of the sky. It creates an ephemeral veil above the primary entrances that responds to the natural 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, 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. This narrative has been developed with mana whenua.

The sky element elements provides personality and identity to the station entrance in line with the station plan principles (refer Conditions 54.1(b)(iv) and 54.1(b)(xi)). The Sky Element forms part of the Creation Story and the network wide identity (refer Conditions 54.1(b)(iv)). In addition, since presenting at the Panel, changes have been made to the sky element to incorporate a poutama pattern to reflect a mana whenua narrative associated with the tears of Ranginui. This pattern will be unique to Aotea 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 (refer Condition 49.1(a)(vi)).

With regard to the OSD, we understand that the developer will be seeking a new resource consent to enable their development (due to a number of design changes since a proposed development was approved). Accordingly, it is not possible to consider the OSD when it is only at early concept design stage, and still subject to change. It is expected that the OSD will need to take into consideration the Aotea Station design (noting that Council will have the opportunity to assess the OSD design as part of the resource consent process for that development).

The Panel’s recommendations on this matter reflect observations on design outcomes rather than an assessment of the degree to which the DWP responds to the principles. As noted above, CRLL 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. This noted, the opportunity identified by the Panel has been further explored and changes to design made, as described below. Mana whenua are supportive of this change and endorsement of the final design will be sought from mana whenua.

Response on design matters:

The form of the Wellesley Street building has a number of key physical constraints that set parameters for facade element articulation (as described in the response above). Response to specific comments is set out below:

The design intentionally introduces a consistent datum at the junction of the earth and sky where practicable, to support the narrative expression of the datum/canopy line being the cracking open of a gap between the earth, Papatūānuku and the sky, Ranginui. The

The Threshold Element Atua – where pg. 19 of the document refers to a “focus on Waihorotiu and Rongo-mā-Tāne, it is assumed that these are the Atua for this station. The external expression of this element and local identity has inadequate scale to successfully demarcate entry to either Mayoral Drive or the Plaza. The Plaza (Bledisloe House) side is likely to be hidden / obscured by the canopy. On the Mayoral Drive / Wellesley Street corner the legibility of the Atua is reduced by the introduction of raised sill to the glazing. The result is an ‘element’ that sits within the building and behind glazing (rather than having a presence and extending into the public/exterior realm) and does not successfully act as a threshold element. In the Panel’s view this element needs to be made more visually prominent in the building elevations, and as a guide the proportions and

consistent canopy line provides functional cover, reduces clutter to façade articulation and avoids creating a discontinuity in the Earth element. The canopy is a joining element defining a clear separation between Earth & Sky elements and provides clarity of elements.

Following the feedback received, the option of removal of the canopy was discussed with Auckland Transport. They expect a canopy to the street corner. This support the A4E outcomes and is best practice for the provision of shelter for general pedestrian movement and the customers of the transport system.

The canopy forms the separation between Earth & Sky. The 'contrasting height' is of similar proportions to the reference design. The canopy separation between Earth & Sky is 600mm compared to reference design 400mm. Mana whenua has been involved in design development and has endorsed the canopy and separation between Earth & Sky.

The sky element is a ventilated façade to support significant tunnel ventilation intakes and exhaust, and to ‘cloak’ areas of solidity such as the superstructure (refer Figure 5 5 of the Urban Design DWP). Similar facades can be seen on numerous buildings across Auckland including the ASB building, North Wharf and AUT EDT (Engineering, Design, Technology) building.

Optioneering of Sky Elements occurred with Mana Whenua artist involvement who had endorsed the design. However, as a result of the Panels strong views on the sky element, the Link Alliance have revisited the design. A poutama pattern is now included within the Sky Element Façade to reflect a mana whenua narrative associated with the tears of Ranginui.

As a clarification, page 19 (of the UDP presentation) relates to the design philosophy of the public realm, rather than the design of the station buildings. The Station Design Philosophy is described in Section 3.5 of the Urban Design DWP. This states that the stream (Wai Horotiu) is reflected throughout the architecture (including the Threshold Element).

Response on designation conditions:

The Threshold Element represents the station’s individual atua (deity). Each station’s Threshold Element is a three-dimensional, integrated art element interpreting the Mana Whenua narratives, and their relationship to Ranginui and Papatūānuku, and incorporating dynamic lighting, expressive materials and responsive, kinetic elements.

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

At Aotea Station, the Wai Horotiu Stream represents the stations individual atua. CRLL has worked with mana whenua to explore opportunities to maximise connection to Wai Horotiu through expression in the station architecture and urban design. The Threshold Element of the Wellesley Street building represent Wai Horotiu, and Horotiu who guarded it as described in detail in sections 3.5 and 5.2.4.

Conditions 49.1(a)(iii) and (vi) have been given effect to at Aotea Station through incorporation and particular emphasis on the Wai Horotiu narrative. These mana whenua principles have been used to guide and influence this design development process.

scales shown in the earlier reference design were more appropriate.

The Fourth Element Te Kore – The prosaic “fourth elements” provide some function but no poetics to the personality of the station. For the Victoria Street Station the lack of resolution of the canopies, columns and glazing undermines the expression of the station’s personality. This includes:

• The selection of a single datum for the canopy that also aligns with the junction of Earth and Sky undermines any expression of the two elements

In addition, station plan principles relating to ‘personality’ (Condition 54.1(b)(iv) and ‘identity’ (Condition 54.1(b)(xi) require the station plan to describe the station design provides an expression that reflects their context and local identity. This is achieved through the Threshold Element. This is not only through its physical appearance, but also through the audio/visual display viewed in the form of augmented reality capturing the Taniwha with the soundscape of natural sounds of birds, running water.

It is noted that the UDP recommendation relates to specific design changes to make the Threshold Element more visually prominent. This change is not required to meet the relevant design principles. As noted above, CRLL 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.

Response on design matters:

The scale of the Threshold Element takes into consideration allowance for the station entry sign (which will sit above the Threshold Element). A client directed requirement for the canopy to extend beyond the facade by 4.5m for rain protection, increases the offset between the threshold and canopy edge when compared to the reference design. Further to this, the station enclosure gate requires structural tracks above the gate for technical reasons. The canopy & gate structure give the appearance of the threshold diminishing even though the scale and proportion is similar to the reference design. In response to feedback received, the design has been revised and the enclosure gate changed from top to floor mounted. This has resulted in reduced support structure, thereby increasing legibility of the Threshold Element.

The sill doesn't obscure the Threshold Element when viewed from Wellesley Street and Mayoral Drive. Reducing the height of the sill does not make this element more visually prominent but would increase the overall visually permeability. The raised sill is required for flooding mitigation. Multiple flood studies and options were investigated including raising floor levels (which would reduce the legibility of the Threshold).

The current design is similar in proportion and scale to the reference design threshold as described in the reference design plans, sections and elevations. It is important to note that the reference design renders inaccurately interpret the reference design drawings by significantly increasing the threshold proportion and scale in relationship to the earth & sky elements.

Although the comment by the Panel refers to the Victoria Street Station, it is assumed that reference is meant to be in relation to the Wellesley Street building based on the comments.

Response on designation conditions:

The Fourth Element represents Te Whaiao (to the glimmer of dawn) 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. 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. As noted previously, the Creation Story narrative and how this is represented through the station building design has been developed with mana whenua.

being split. The canopy to the downhill side is also so high that its ability to provide any meaningful shelter is highly questionable.

• Many of the columns are painted a light colour, in contrast to the black / reflective finish (to the glimmer of dawn) proposed in the line wide concept (page 9). Even if in black, this would not mitigate the poor proportion, spacing and position of these columns – which do not work cohesively with the other elements

Condition 54.1(b)(iv) requires that the station plan describe how the station design has taken into account an expression that contributes to the context and local identity and responds to an appropriate network wide identity. As described in previous sections the representation of the Creation Story provides a network wide identity, consistent with this condition. As noted in the design response below, the Fourth Element provides a contrasting unifying interplay that strengthens the stations personality by not contending with Sky, Earth & Threshold elements. The Threshold element provides the expression of the local context as described above.

Neither the mana whenua principles nor the station plan principles define or prescribe specific design outcomes, as those sought by this recommendation. Appropriate responses to the design principles have been provided in the Urban Design DWP.

Notwithstanding this, as noted in the design response, a decision has been made to impart a dark tone onto the columns to form part of the fourth element. Although not applicable to the designation conditions, this will further strengthen the representation of the Fourth Element.

Response on design matters:

The Fourth Elements provide a contrasting unifying interplay that strengthens the stations personality by not contending with Sky, Earth & Threshold elements.

The consistent canopy line provides functional cover, reduces clutter to façade articulation and avoids creating a discontinuity in the Earth element. This promotes a balanced proportion of Earth to Sky on the Wellesley St downhill façade.

The canopy is a joining element defining a clear separation between Earth & Sky elements and provides clarity of elements. The canopy, on the downhill side, is over 4.5m wide providing significant direct overhead shelter, larger than the reference design. AT kerb offset clearances set a maximum canopy width.

The space, proportion and position of the main entrance columns are dictated by spatial and technical requirements of numerous disciplines as well as including supporting the loads OSD building above. In response to comments regarding the colour of the columns, these will now be painted black to form part of the fourth element.

The extent of transparent glazing is maximised to the Wellesley and Mayoral Drive façade, providing visual connection and permeability into the entrance hall. The transparent glazing extent in this location is constrained by:

• Superstructure

• Back of house facilities

• Flood level protection and vehicle barrier requirements to the Mayoral Drive elevation;

• Large tunnel vent intake & extract fans

• Floor to floor levels

• Maintenance access

• Fire egress exit/entry

The Over Site Development (OSD) - the resolution of how the oversite development visually, formally and conceptually sits on top of the station is unclear, unresolved and unsympathetic. The reference design implied a setback on the Wellesley Street elevation and a shift in the planes / position of the two buildings facades on the Mayoral Drive Façade. While acknowledging the limited control of the design of the oversite development, the CRL team should consider what can be done to the station design (in particular façade position and form) to improve this relationship.

The Panel is unconvinced that the lack of an escalator or lift from the station entry level to Mayoral Drive is appropriate.

Bledisloe Plaza

The Panel accepts that the Bledisloe Plaza in front of the station entrance is a contested space including other public projects. But the Panel has serious concerns about the workability and safety of this space given the (at least peak period) volumes of pedestrians that will wash out from the station and over it. It is not suitable for that purpose. The

Numerous arrangements were considered through multi-discipline design development and coordination. The current design is the optimal solution given the constraints and integration with adjacent elements such as the canopy, threshold, earth and sky.

Designation Condition 54.1(b)(x) states the station design should not inhibit wider development opportunities (e.g. above or around station entrances). In order to provide for the OSD the station building has been designed to support the development above and adjacent to the Wellesley Street entrance. In particular, the building has been designed to accommodate the loads and structure requirements for a future OSD.

We note that CRLL does not have an influence on the look and feel of the OSD, which is being developed separately by Panuku Development Auckland and Malaysian Resources Corporation Berhad (MRCB). The OSD design is still at a concept design stage.

As mentioned above, there is an existing resource consent for the OSD (R/LUC/2016/2647), however we have been made aware by the developers planning consultant (Tattico) that the developer does not intend to rely on this consent (due to the design evolvement since consent was granted). They will apply for necessary consents in due course, however the timing of this is unknown. Based on the status of the OSD design it is not possible to assess the relationship of the facade design of the two buildings. Also, as the design 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 Aotea Station which will form part of the 'existing environment').

Response on designation conditions:

It is noted that there are no conditions which outline specific access arrangements at station entrances.

Condition 54.1(b)(ii) ‘function’ states that ‘stations will provide safe, functional and clear transport solutions’. In the context of the Panels comment, this condition has been appropriately responded to by providing main access routes which are accessible to all members of the community. The Wellesley Street building provides universal access at the main station entrance (accessed from the forecourt).

Response on design matters:

The entry configuration, without direct lift or escalator access off Mayoral Drive, was agreed and set out in the 2018 Reference Design. That design was agreed by CRLL and Auckland Transport and became the basis for the design outcome the Contractor was to achieve.

Response on designation conditions:

It is noted that there are no specific conditions which relate to the size required for the station plaza area. The condition which relates specifically to ‘station plazas’ (Condition 47.2(c)(v) is about the design being coherent with the wider area (which the design meets).

Condition 47.2 (c) (iii) ‘safe environments’ is of relevance, which states that ‘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’. With regard to this condition, it is highlighted that

combination of grade changes, ramp, steps, and landscape features are overly cluttered and the Panel foresees much tripping and collisions resulting from tightly-packed groups of pedestrians navigating the various features. The Panel strongly recommends that the Bledisloe Plaza adjacent to the station entry be fundamentally redesigned so as to give primacy to the operation of the CRL station. This should include a much larger flat area in front of the entrance and clearer access paths and stair sections. It should be treated as a movement and access space, not one to linger in or observe landscaped planters.

sufficiently wide and unobstructed footpaths have been provided as explained in the design response below. In addition, the forecourt design has applied CPTED principles, promoting a safe environment, as well as being universally accessible (refer Condition 47.2(c)(ii)).

Condition 47.2(viii) states that ‘footpaths surrounding stations need to be adequate to provide for pedestrians entering and existing the stations’. This condition has been adequately met through the pedestrian modelling undertaken, and is addressed in the design response below.

CRLL 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.

Response on design matters

The station forecourt has been designed to give primacy to the operation of the station and the station entry, while considerate of connections to Wellesley Street (bus interchange location) and a future pedestrian lane to Aotea Square.

A larger area in front of the station would only increase the opportunity for congregation whilst the current design focuses on connectivity, throughway and line of sight to and from the station entry.

The current design of the station forecourt (threshold to first steps) provides 6.4m width, with an additional 8.5m distance between the gate line and threshold making a 14.9m distance of decision making and orientation. This allows ample space for pedestrian through flow. The forecourt design has responded to the average demand to/from the station, which is extracted from the LEGION dynamic pedestrian microsimulation models for AM and PM peak normal operations. The analysis shows that the forecourt has sufficient width to accommodate passenger volumes and provides in excess of necessary offsets for pedestrian flow. (Modelling has considered peak flow plus 20%). Figure 6 provides the Wellesley Street building entrance dimensions.

In addition, the design has also been coordinated with CPAG. Workshops with CPAG directed removing disappearing steps where they explained preference of a steeper arrival to steps with a level step design to remove trip hazards. No arrival to the steps is steeper than previous / existing conditions. Further, ancillary safety components such as balustrades, tactile pavers, lighting area to NZS-4121 & AS/NZS1428 to ensure access and mobility compliant design. The two-tier design away from the station allows for more universally directional movement from the entrance, whilst future proofing a laneway along Bledisloe house to Aotea Square.

From extensive optioneering the alternative solution is an arrangement of a single level forecourt with a flight of stairs and large retaining element to the edge of the Wellesley Street footpath accompanied with a ramp at the building façade. This creates a large barrier to north/south movement to the Wellesley Street footpath which compromises the future use of Wellesley street as a bus interchange whilst also not considering future use of a laneway to Aotea Square - promoting access east to Queen Street only.

We disagree with the Panels assertion that the station forecourt area is unworkable, unsafe and not suitable as a station entry. Nor do we agree that there will be ‘much tripping and collisions’ due to the layout of the space.

In-station signage

The Panel considers the strength of the iwi narrative through the station entrances and concourses and then down to the platform levels will offer an important opportunity for visitors to interact with these stories, and to otherwise interact with the scale and architectural quality of the CRL structures. The Panel promotes active promotion of these important attributes, including additional material to aid interpretation and explanation so that visitors (especially from outside New Zealand) can optimally engage with them and ‘take home’ a unique station experience that can be distinguished from contemporary MRT / subway stations around the world.

The Panel considers that commercial signage across these walls and panels would be unacceptable. Commercial signage should be limited to platform-level walls behind the train set-downs.

Victoria Street station entrance

The Panel regards this structure as inappropriate and unsympathetic to the Victoria Street linear park. In its current state the building is tentative and stuck ‘half way’ between being a solid and eye-catching statement, and a discrete occupant of the street akin to a temporary building or service structure.

The Panel recommends that the structure should either be more recessive, such as being a very plain and simple (highly glazed) ‘glass box’ with minimal clutter or roof overhangs, or be more expressive, possibly with a greater roof overhang across the street and general presence within the street, and greater architectural richness.

The panels promotion of aided material 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).

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.

Response on designation conditions:

The Panel’s recommendations relate to design outcomes, rather than how the DWP has responded to the Station Plan principles. There are a number of Station Plan principles which guided and influenced the design in this context, which are commented on below.

Bulk, Scale and Massing:

Condition 54.1(b)(vii) states that the 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. The Victoria Street entrance buildings are small single level structures, easily integrating within the surrounding public realm. This design principle is appropriately responded to through the design.

Weather Protection:

Where practicable, station entrances should provide some weather protection along their frontage and these should be considered as part of the design pursuant to condition 54.1(b)(ix). The inclusion of canopies (albeit with restricted widths due to the proximity of buildings) provides for a level of weather protection.

Personality and Identity

Stations will provide an expression that contributes to their context and local identity and will respond to an appropriate network wide identity pursuant to condition 54.1(b)(iv); and the design of the station entrances should provide an expression that reflects their respective context and local cultural identity pursuant to condition 54.1(b)(xi).

The consistent network 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, noting a similar station entrance design is proposed at the Beresford Square entrance to the Karangahape Station, creating a network wide theme, in accordance with this design principle.

As noted in the design response below, the Victoria Street entrance forms part of the Fourth Element of the Creation Story. 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. This defines the stations personality. In addition, the ceiling incorporates the Threshold Element (refer Section 5.3 of the Urban Desgin DWP), which will be visible from outside the station due to the highly glazed structure, providing a unique local identity to the entrance.

As noted above, CRLL 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.

Response on design matters

The Victoria Street station entrance design is constrained due to functional requirements, which includes the provision of a lift & multiple services (eg. multiple services vents, electrical & mechanical & fire risers, roof drainage, air intake & exhausts & fire inlet valves and mimic panels).

Contextually the entrance is located adjacent to existing building canopies, on the footpath and within the Linear Park route.

We agree there should be a high degree of visual permeability to this entrance.

In response to the context and narrative, the entrance is designated as a fourth element which defines its personality.

There are numerous constraints associated with this entrance, such as the existing building canopies, footpath width, footpath falls, errant vehicle barriers, lift and escalator and numerous supporting services. The lift & services are all located at one end of the entrance building in order to maximise transparency for the overall entrance with base upstands for flooding & errant vehicle protection. We have enclosed the lift & services to provide a visually clean external presence.

The roof design incorporates simple minimal roof overhangs for rain & solar protection so as not to compete or clash with immediately adjacent existing canopies. AT requirements don't allow greater roof overhang due to required setbacks for vehicles (e.g. buses & trucks).

A single datum for the base has been chosen to balance requirements for flooding, consistent construction elements, errant vehicle

protection, etc. Consideration was given to introducing a glazed lift car & shaft however due to spatial & technical constraints this was not possible.

The visible vertical structure dimensions are minimised whilst achieving technical requirements. The glazing panels have been chosen to the maximum available sizes suitable for maintenance and cleaning and to support the system wide design language of 1500mm centres. The glazing supports are required to align with the glazing joints and their dimensions are minimised to balance technical & cost parameters.

The presented design has been further developed in response to comments. We have pushed the design as far as possible to achieve maximum permeability.

Other comments

The Panel notes that the many planter boxes proposed associated with the scheme will likely require ongoing irrigation and maintenance. It is assumed that a suitable management regime will be in place.

The Panel is not convinced that sufficient cycle racks have been provided but has no information on which to take that further.

The Panel is hopeful that a stronger and bolder approach to the expression and inclusion of mahi toi will be employed and potentially shared in future rather than placeholders.

All planters and tree locations will be provided with automatic irrigation to ensure efficient use of water requirements. Selection of trees has been agreed with Auckland Councils Urban forester for ‘right tree, right place’ which also considers operations and maintenance requirements.

Condition 47.2(b)(vi) states that ‘appropriate numbers of safe bicycle storage or parking should be provided in each station environment’. This condition has been appropriately responded to in this DWP. A total of 30 racks/ for 60 bike spaces is proposed next to the station entrances. (Refer Section 6.5.2 of the UD DWP). This meets the number of cycle racks to each entrance as defined and required by Auckland Transport.

Mahi toi relates to Condition 49.1(a)(vi) ’harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe mana whenua narratives into architecture, interior design, landscape, urban design and public art’. As described earlier in this response, the design of the station has been developed to a high level of detail through collaboration with the CRL Mana Whenua Forum and design hui. Discussions through the forum regarding the design of the CRL stations and public realm have been ongoing since 2016. Endorsement has been provided by Mana Whenua on the design narrative and how this should be portrayed across the project.

As noted above, one member of the Forum has stated (through reviewing the Urban Design DWP) that “…through the process of engagement, mana whenua are now inextricably entwined within the whakapapa and thence the DNA, of the CRL project and its reach throughout Tāmaki Makaurau….”. Accordingly, CRLL strongly consider that the mana whenua principles have been fully given effect to in this DWP.

This noted, a number of the opportunities identified by the Panel on this matter, and throughout their recommendations, have been further explored and changes to design made, as described herein.

Conclusion

The Panel is supportive of the majority of the proposed works and recognises what has been a significant, sustained, and collaborative effort on the part of the Applicant, its stakeholders and the Council.

Given the significance of the CRL project to all Aucklanders, and that the stations will in particular be the key spatial focal points that people engage with, they need to be revered as key public landmarks rather than as utility or infrastructure spaces.

What is also being sought is the opportunity for patrons to feel a deep and connected sense of place through an urban cultural design and identity (54.1.B.XI) that is intentional and unashamedly Tāmaki Makaurau. Where the mana whenua principles may not be known but are felt. This is the pūrākau, the ancient narrative that yearns to be expressed.

With the changes identified above, the Panel is confident that this can be achieved and the designation conditions in turn satisfied.

Supporting Figures

CRLL thanks the UDP for their comment.

Noted. CRLL agree that the station buildings will be key public landmarks in the city and the design reflects this status accordingly.

As noted through our response, CRLL is of the view that the DWP appropriately responds to the principles listed in Conditions 47.2, 49.1 and 54.1. The principles have been used to guide and influence the design and the DWP appropriately responds to the requirements of the designation conditions.

However, we note that a number of the opportunities identified by the Panel have been further explored, as described, and several design amendments have occurred as a result of the feedback received. CRLL thanks the Panel for their comments and recommendations.

Figure 1. Sky Elements sketches/details - overview

Figure 2. Sky Elements sketches/details – sub frame and vertical rail fixings

Figure 3. Sky Elements sketches/details – Example Vertical Rail Set Out

Figure 4. Sky Elements sketches/details - Shingles

Figure 5. Sky Elements sketches/details – example shingle configuration

Figure 6. Wellesley Street station entrance dimensions

Figure 7. BIM model images of the Wellesley Street station forecourt

Feedback below is specific to review of the Urban Design DWP. Note Section 4.2 provides a summary of the extensive mana whenua engagement process.

Topic: Mana Whenua principles

Location: Chief Post Office, 12 Queen Street

Date: 6 April 2021

Time: 9.30am – 1.30pm

Comments were made that some of the wording of the mana whenua principles was outdated

It was noted by one mana whenua forum member that the replanting of non-native species (being the tulip trees and Harvey Tree) has been ‘reluctantly accepted’ by mana whenua.

It was clarified that we were not updating these principles, with the wording as per the designation conditions.

This was noted in the meeting. Draft response to Condition 49.1(a)(v) Mauri tū has been updated to reflect this wording from ‘acknowledged’ to ‘reluctantly accepted’.

Feedback provided by Te Ākitai Waiohua following the meeting in response to the draft principles was the following: “All good, nothing to offer other than to acknowledge that through the process of engagement, Mana Whenua are now inextricably entwined within the whakapapa- and thence the DNA, of the CRL project and its reach throughout Tāmaki Makaurau….”.

Location: Aotea Station Project Office

Date: 25 February 2021

Time: 4pm-5.30pm

• Question around what a plenum is and what it contains

• Question around trees and where they will be replaced and where they will not

• A plenum is an above ground stack that will be used for heating, ventilation, and air-conditioning of the station. The plenum will be constructed on Kingston St.

• All of the trees that were removed from the three Link Alliance station sites will be replaced, but some will need to go into new locations due to new utilities requirements.

Table 3: Feedback from Mana Whenua

Table 4: Feedback from Aotea CLG

Location: Tony Lords Nelson

Restaurant

Date: 20th May 2021

Time: 4pm – 5.30pm

• Question around birds and excrement around trees

• Wherever there are trees, birds and their excrement are potential issues. Any mess created will ultimately be managed by Auckland Council.

• Question around why trees are being permanently removed

• Question around loading zones for retail

• Heart of the City asked it be noted to the group they have been asking Auckland Transport for some time for a loading and servicing plan for the midtown area.

Overall, the plans are looking great and as a resident, I am excited for the station and CRL to come to life. My feedback is:

- The main station entrance doesn't look as 'grand' or quite have the wow factor of the renders currently on the CRL website. That's a shame, I was really excited about the design I saw in those renders.

- The landscaping on Victoria St doesn't look very green (i.e., what you would expect in a linear park).

• Certain trees on site were removed due to their roots being tangled in and around the key services in the area and would not have survived a transplant.

• There will be some loading zones in the surrounding station area. These locations will be made available during the upcoming Urban Realm public engagement process.

• Noted

There are a number of design considerations which have influenced the station design. This includes the CRL Designation conditions, technical constraints, functional and spatial requirements, Mana Whenua led narratives, and budgetary limitations. The rendered designs on the CRL website were not designed to the level of detail of the current design, and therefore did not consider all constraints and requirements

There is very limited space (both depth and width) in this whole area, due to location of many underground services, the massive underground station structures, need for uncluttered wide footpaths, provision of cycle-lanes and cycle parking, traffic lanes and minimum setbacks to traffic lanes and street lights. Consequently, there are limited opportunities for planting around the station on Victoria Street. Effort has been made to plant trees within the precinct, including the Harvey tree.

We would like to know how do you see the small retails business and what measures have been made for their better future with decisions made of how you see the city centre in making it better?

The bicycle and the scooter - We have seen many problems with bicycle regarding safety for the pedestrian. We have seen many problems with the E scooter regarding safety for the pedestrian. Why would Auckland council and AT not have thought of the

This statement isn’t relevant to this Urban Design DWP which relate to design matters only. The project is rebuilding the streetscape to a high-quality standard. The road layouts and requirements for the street are dictated by Auckland Transport as Roading Authority and Auckland Council’s- strategies, policy, guidelines and the CRL Designation Conditions.

This statement isn’t relevant to the Urban Design DWP. If there is concern around the use of bicycles and scooters, this should be discussed directly with Auckland Transport.

impact on all of us using the crossings and the footpaths before introducing more moving transport that has been a hazard to all of us. I would put it down to ignorance or tunnel vision.

Placing bicycle stands on the footpaths makes me think you really have no idea what it takes to run a retail business. Yes I understand convenience but to have the footpath taken up by bicycle stands and scooter bays has a direct impact on retail, why would AT and council not be looking at all the empty car parks for the bicycles to go making the footpaths more inviting to stroll on.

Auckland's population will never be like New York city for at least 100 -200 years, A city our mayor Phil Goff refers to many times comparing traffic, does he know how small New York city is compared to Auckland. If he wants to compare us look at Los Angeles, they are a better comparison.

Yes we want believe in a better future with AT and Auckland city councils ideas, but you have disappointed many of us far too long.

I am engaged by the St Patrick’s Cathedral Centre Board to monitor CRL developments that may affect the Cathedral community, and report back to the Board on a regular basis.

I have reviewed the ‘Aotea Station and Public Realm Reinstatement – Urban Design Delivery Work Plan’ dated 20 May 2021, on behalf of the Board, and note 2.3.5 Federal Street Transformation.

Several years ago, the Board provided input to Auckland Council re the upgrade of Federal St from Victoria St north to the waterfront.

This input was primarily associated with the planning for the new pedestrian crossing installed on Wyndham St, cycleway access through St Patrick’s Square and the addition of two sets of bollards in St Patrick’s Square to restrict vehicle access to the north side of the Square.

Cycle racks have been located in the Wellesley Street station forecourt and in the offset space created by the Victoria street station. This comment may relate to the lower Albert street works, already installed. Cycle parking has been clustered in areas that do not impact retail frontage, offsets from frontage have been allowed for (and in excess of) through pedestrian modelling. Cycle parking has been allowed for in line with AT requirements / quantities. The suggestion of placement of cycle parking outside of the CRL extent of works is not relevant to this response.

Feedback is not relevant to the scope of this project. No further comments are needed.

Regarding Stage 3 and 4 referred to in 2.3.5, the Cathedral would like to be consulted with, and provide input to, any preliminary concept design work that may impact on the Federal St, Wyndham St, St Patrick’s Square and Swanson St precinct. The material and structure of the document is exceeding formal and not designed for community feedback. That will undoubtedly reduce the quality and quantity of feedback received. CCRG are focussed primarily on what the streetscapes will look like once the CRL work is complete. The overall impression is of an uninviting concrete jungle which is the very opposite to what is required. That maybe a result of the report having to deal with an abnormal level of details but is non-theless disappointing.

CCRG would ask that green be the colour of choice for the streetscape remediation rather than grey. This can come in many forms and we would be happy to discuss these further with the landscaping team. Trees, plants and water are the three elements that turn city spaces into people spaces. We really like the proposed use of boulders and concrete slabs with the timber seating attached to it. They look great in the Auckland environment and the seating will damage vehicles, rather than vice versa, which is what happens across the city centre now.

Water needs to be much more of a feature so that we all get to see Wai Horotiu again. This can be in the form of fountains, rills, ponds and/or waterfalls on various walls i.e. the north wall of the somewhat ugly Bledisloe House sounds like a huge improvement. We are aware that CRL have a 1 for 1 replacement category for trees removed/replaced in the city centre and we could not find reference to this in the report. We would appreciate the opportunity to also discuss how the CRL meets their obligations under this requirement.

The majority of the extent of works for CRL sits directly over the subterrain structure and therefore we are limited with where trees can go into the ground. BIM modelling has allowed for the placement of trees in all possible spaces as described in the Urban Design DWP, providing 15m3 tree pits for good growth.

Retrofit or temporary planters have been discouraged through AT / AC due to potable water requirements.

Water features are not included in the scope of works. The interface of the Link

Alliance extent of works with Bledisloe house is limited to the station entrance only. The major interface with Bledisloe house would come through the remaining laneway to Aotea Square or through the Oversite Development.

Reference is made to the 1:1 replacement in Section 6.6 ‘Landscaping’. A minimum 1:1 replacement ratio is required as mitigation by CRL designation 55. The Aotea Station Precinct will replace 21 of the 77 trees removed from the Aotea Station Precinct. The total number of trees to be replaced for the CRL project is 126. 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.

Comments are noted.

Table 5: Feedback from Capital Projects Design Review Panel

Meeting Details Review Comments /Recommendations

Location: 135 Albert Street

Date: 7 December 2020

Time: 2pm-3.30pm

• In general, additional details are required for accessible routes from Aotea Station entrances to key destinations including Aotea Square and Centre, proposed bus links and accessible pick up /drop off locations, Queen St and Sky City

• Ensure there is enough space on the entrance area to accommodate the volume of people arriving on Mayoral Drive and ensure the canopy structure stops before the trees

• Wellesley Street entrance - consider safety and maintenance issues relating to raised planters and people on skateboards; clarify the function of the signalised pedestrian crossing shown in front of the Crowne Plaza.

Response

This is now part of access diagrams and details of Stage B and C design.

• Kingston Street – explore creative opportunities with respect to the plenum structure, including play and recreation elements, with the Northern Precinct project team.

The projected numbers of people are allowed for at the entrances and canopies do not encroach on tree canopies.

• Victoria Street entrance – note that the Victoria Street Linear Park project team has provided comprehensive feedback on the Stage B Civil Works Package for the Aotea Station via a memo addressed to Joe O’Brien (Link Alliance), dated 20 October 2020. This feedback should be considered in addition to any CPDRP feedback.

Safety and maintenance are considered in relation to planters and skateboarders as part of a wider consideration of safety and maintenance matters.

The purpose of the crossing, is to get to the other side, in a location that more directly feeds into the universal access route through the buildings either side of Albert Streets. This route takes a person down to Elliot Street or up to Federal Street.

Although this was asked of us, there is no Northern Precinct team up and running at present. That project awaits further funding security before it can be kicked off again. That project has not carried out stakeholder engagement beyond a for information session with the Local Board. The idea of play and recreation within Kingston Street has not been explored with the directly affected owners and occupiers. Based on our consultation on Kingston Street owner and occupants were alarmed about this and not at all supportive of creating play space the in street

This feedback has been considered. In addition, we have and continue to work directly with the Linear Park team.

Table 6. Feedback from Independent Peer Review

Review Recommendations Response

Recommendations from Lisa Main (Mein Urban Design and Planning Ltd) dated 7 October 2021

Mana Whenua Principles

I would recommend that the design response to Mana/ Rangatiratanga within Table 7.1 in section 7.2 should include the establishment of the mana whenua forum for the CRL, as that has been the principal vehicle for engagement with mana whenua and gives effect to condition 49.1(a)(i).

I note mana whenua have gifted a name for the new train station - Wai Horotiu, reflective of the stream. 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 place, the historic stream, the narrative expressed in the station building and surrounding public realm, and its significance to mana whenua. The principles within conditions 49.1(a)(iii)-(v) are well expressed and I have no further recommendations.

According to section 4.2 of the Urban Design DWP, various presentations have been made to the CRL mana whenua forum, this includes a presentation in April 2021 on the mana whenua principles and the design response. In May 2021 a copy of the Urban Design DWP was provided to mana whenua forum members for comment with no suggested amendments to the design. It is my understanding that further engagement was undertaken following recommendations of the Auckland Urban Design Panel in August 2021 and subsequent amendments made to the sky element of the station building, it would be more robust if this was also documented or cross-referenced within section 4.2, Table 3 in Appendix B as well as explicit reference to the engagement that influenced the changes to the sky elements with respect to condition 49.1(a)(vi) in Table 7.1 of section 7.2.

The response to condition 49.1(a)(vii) Ahi kaa seems a bit weak and requires further articulation in terms of how this principle is being addressed.

Additional text has been added to the design response which includes the establishment of the CRL Mana Whenua Forum.

Additional text has been added to the DWP to address the recommendations made.

The current response is considered appropriate, noting is largely does not relate to the design of the station or precinct.

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 are clearly identifiable, I consider it would be helpful if more information be included about the entrance locations relating to pedestrian numbers, which will have influenced these entrance locations. For example, the Wellesley Street east entrance location relates to a popular pedestrian connection between Aotea Square and the shared space of Elliott Street via Bledisloe Lane as well as the new laneway to the west. A new station forecourt will also be provided at this entrance, which will form part of the laneway and further enhance the public realm. In terms of the secondary entrance to this station building on the corner of Wellesley Street and Mayoral Drive, more information of the likely numbers using this entrance and the size required would assist with the response to this condition. These two locations enable these entrances to be clearly visible when approaching the station from either the east or west on Wellesley Street.

Similarly, more detail could be provided on the Victoria Street entrances, located either side of Albert Street outlining that these are located at prominent locations at the junctions of Victoria and Albert Streets, in areas of high pedestrian movement around the Sky Tower and the bus stops on Albert Street.

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 5.12 of the Urban Design DWP, Aotea station has been designed based on the principles of intuitive wayfinding, this section is more focused on the internal aspects of the station design. It is equally important for the interface with the public realm, particularly if this is supporting a legible street network.

While the report references the location and design of the station entrances both on Wellesley Street and Victoria Street, more explicit information could be provided on this condition within the body of the document, in particular

Specific detail on pedestrian numbers to determine entrance locations is not considered necessary in response to this condition, noting that the locations are clearly identifiable and located on main pedestrian routes. In addition, the location of these entrances were determined as part of the CRL NOR process.

Information on pedestrian modelling undertaken has been added to Section 6.3 to demonstrate sufficient entrance widths at station entrances has been provided.

Additional text regarding the location of the Wellesley Street and the Victoria Street entrances as suggested has been added to Section 5 and 6, to more clearly convey they are located in prominent locations along main pedestrian routes.

The response to this condition in the DWP is considered adequate, and addresses the points raised by the peer reviewer already. However, further detail has been added to Section 5.1 to strengthen the response.

that the entrances are located on key corner or highly visible locations, with large openings and the extent to which paving treatment (in addition to signage) signals the entrances.

WAY FINDING

47.2(b)(iv) - coherent signage should be utilised to aid intuitive orientation and way finding

Recommendation

Way finding signage will be critical to ensure that all patrons can readily identify the station, route information, destinations and connections to other locations amongst other things. While some information is provided in sections 5.12, 6.8 and 6.13.5 and the graphics within the document, more detail on the specifics of the sizes, locations and level of information within the way finding signage should be provided within the Urban Design DWP to clearly articulate how this will aid intuitive orientation and way finding.

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

Section 6.2.1 of the Urban Design DWP details the bus stop locations that have been agreed with AT as outlined under 4.3.5 engagement with AT. Presumably given that bus stop locations have been agreed with AT and are depicted on plans, there could be greater reference within the table to the engagement with AT around bus stop locations, with reference to where these are included within the plans (i.e. which plan numbers) and reference to the integration with the Wellesley Street Bus improvements referred to in sections 2.3.4 and 6.11 of the Urban Design DWP.

Similarly, this table could reference engagement with HOTC and the CLG around drop off/pick up locations, loading and servicing and whether that has influenced parking locations. This would assist with quick reference.

Drawings have been added to Appendix D which include the sign typologies and allocations with the public realm. Final locations are still to be finalised.

Amendments have been made to the DWP in accordance with the recommendations made.

Parking locations have been an AT decision. As such we haven’t not included reference to HOTC and CLG meetings.

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 30 racks (for 60 bicycles) are provided in three locations, including e-bike charging stations. I am of a similar opinion to the Urban Design Panel that the cycle parking numbers seem very low to achieve an objective of encouraging more people to cycle. 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

This is clearly articulated in section 6.3 of the Urban Design DWP and the table in section 7. No further information is required, however suggest section 6.3 is cross-referenced in the table.

FOOTPATHS

47.2(b)(viii) – footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations

Recommendation

Information on the various widths (i.e. what are the widths?) of footpaths at the station entrances (separate to the forecourts/ plazas) should be provided to clearly demonstrate this condition is being met.

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

In my view demonstrating how this condition is being met requires reference to both the structures and their relationship to the public realm. This is

Total number of cycle racks is the number set by AT in accordance with their requirements.

The response to this condition has been updated in accordance with the recommendation.

The pedestrian modelling undertaken has demonstrated that all station entrances and adjacent footpaths have sufficient width to achieve Fruin Los C during peak periods. This is considered more important that stating specific widths. This has been added to Section 6.3 to address this recommendation.

included within the body of the document but it would be helpful to provide greater cross-reference to those sections (e.g. 5.3.1, 5.3.2, 5.7) in the table for clarity.

UNIVERSAL ACCESS

47.2(c)(ii) – station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces)

Recommendation

Universal access was raised as critically important by the CPDRP. This is well documented within the body of the Urban Design DWP (sections 4.4, 5.1, 5.11, and section 8) and the table. No further detail is required however, it would be helpful to cross reference the sections within the table.

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

A lot of reference is made throughout the Urban Design DWP to CPTED principles and I understand a separate CPTED audit was undertaken. It would be useful to draw from the audit and provide excerpts within the DWP to better articulate how safe environments are being promoted.

In addition, the table should reference section 6.7 relating to lighting of public spaces.

The response to this condition has been updated in accordance with the recommendation. This includes adding text regarding the ventilation structure which was missing in error.

The design response has been updated to cross reference to relevant sections where deemed applicable.

While active frontage is a condition within Greg Boyden’s review, I note a retail unit is proposed within the Wellesley Street building, with openings onto the new laneway, according to section 5.8 of the Urban Design DWP. In my opinion this will enhance the safety and visibility of pedestrians on the laneway and therefore it is critical that this is retained as the design progresses. Ideally this would have a direct opening from the street, as well as from within the station.

A CPTED review was undertaken by Peake Design Ltd, (report dated 6 September 2021). It is not considered necessary to include details of the audit in the DWP, but rather acknowledging that the appropriate process has been followed and that the review has been undertaken. Reference to the report is now included in the DWP, including Section 6.7.

The response to this condition has been updated to cross reference Section 6.7. Noted

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 Urban Design DWP in sections 2.3, 6.4, parts of 6.9, 6.14.2, 6.15 as well as the public realm drawing package. It is recommended that cross-reference is made to these sections within the table.

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

According to section 4.3.7 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 arts team decided not to pursue any of these opportunities. It seems that this would be the appropriate response within the table, rather than what has been articulated, while also noting that to the immediate east of the new station plaza are the Matahorua and Tainui anchors, by sculptor Russell Clark, located at the northern end of the Bledisloe Building and therefore the plaza may not require further public art.

It might also be appropriate to separate out integrated station design art and community art from the public art condition.

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 articulated within the Urban Design DWP and cross-referenced within the table in terms of other modes of movement including cyclists,

The response to this condition has been updated in accordance with the recommendations to cross reference relevant sections.

The response to this condition has been updated in accordance with the recommendations.

motorists, buses and pedestrians. My only recommendation would be to make explicit reference to footpath widths to demonstrate due consideration to expected pedestrian patronage.

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.

The modelling has demonstrated that all station entrances (include adjacent footpaths on Victoria Street, Mayoral Dive and Wellesley Street West) have sufficient width to achieve Fruin Los C during peak periods. This has been added to Section 6.3 to address this recommendation.

Responses to conditions have been updated to cross reference relevant sections as per the above the comments.

Recommendations from Greg Boyden (Director and Boyden Architects and Bud Living) dated 14 October 2021

Condition 49.1(a)(i) Mana / Rangatiratanga

The DWP has good coverage of the relationships and consultation which has been carried out. Further explanation could be added to Appendix B, Table 3, Mana Whenua meeting details, to cover off the recent acceptance of the designs and installations which are guided by the cultural narratives by Manu Whenua.

Condition 49.1(a)(ii) Whakapapa

The comments made on page 81 of the DWP are supported. There could be more historic references to people involved with site, but given the number of other design references, this exclusion is probably acceptable

The information provided in Section 4.2 is considered adequate for the DWP. As stated in this section, monthly forums have been ongoing since 2014. In addition, design hui also take place on a semi-regular basis when there are key design matters to discuss.

No further changes have been made based on the recommendation.

Condition 49.1(a)(v) Mauri tū

Page 83 of the DWP covers most aspects of this principle.

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 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 construction and running of the station? The DWP should probably clarify this.

Condition 49.1 Ahi kaa

It is not clear how this principle is represented in the design. It may be more to do with the ongoing management and involvement of Mana Whenua in how the station is run, including the day to day activities within the station. The DWP does not articulate well how this will be achieved. Further explanation is needed in this area.

Condition 47.2(b)(ii) Entrance Location

The four public entrances appear to be sensibly located to serve the surrounding city. The entrances serving the city to the west of the station are both relatively small in scale, these being the West Victoria St entrance and the entrance into the Wellesley St building from Mayoral Drive. See further comments regarding functionality under 54.1 (b) ii below.

Condition 47.2(c)(iii) Safe Environments

• The West Victoria St entry/exit and both entries/exits from the Wellesley St building appear to be quite tight in terms of footpath width and plaza dimensions. The DWP does not provide any summary information in regard to pedestrian flow modelling, both to and from the station entrances at peak times. It also does not cover off the expected flows for non-station users. Further information regarding pedestrian modelling should be added to the DWP to cover off these peak load situations. It should also summarise how station users merge with non-station users such as those heading to buses, departing or arriving the Over Site Development or leaving the Town Hall and Aotea Centre events. This information should be added to provide confidence that safe footpath and plaza environments will be provided.

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.

Construction of the station is dealt with via the Main Works Outline Plan.

The current response is considered appropriate, noting is largely does not relate to the design of the station or precinct. It is agreed that is relates more to the ongoing management of the station, which is outside of scope of the Urban Design DWP.

Noted.

As noted earlier, pedestrian modelling has been undertaken. The modelling has demonstrated that all station entrances (including adjacent footpaths to these entrances) have sufficient width to achieve Fruin Los C during peak periods. This has been added to Section 6.3. In addition, there is text in Section 6.10 that states the forecourt dimensions caters for expected patronage.

•The DWP does not include a summary of any CPTED reviews which have been carried out. This should be added to give confidence the station has been designed in accordance with the appropriate CPTED principles and that the layouts have been scrutinised to ensure there are no potential problem areas.

•It is noted that the lift from the Victoria St West entry arrives at the B1 concourse level in an area where there is only one way out down a long corridor. This appears to be a potential entrapment area and information should be included to show how this area will be managed from a CPTED point of view

Condition 54.1(b)(ii) Function

• As raised in 47.2(c) iii above, there is no summary information in regard to pedestrian flow modelling assumptions and how these were arrived at. There is a paragraph in section 6.10 of the DWP that mentions the LEGION models, where it says the station is designed for average demand. Generally stations would be designed to cope with peak load demands so this does raise concerns. More information should be added to the DWP to show how the station will cope with peak load demands and how these key modelling assumptions have been derived, to ensure the Station is going to function satisfactorily.

•In section 1.1 of the DWP it is mentions the Station design has been future proofed for the creation of the North Shore rail line. However there is no further information included to show how this could be done. It would be useful to see initial layouts to show how this would be achieved and at a high level what the effects there will be on the pedestrian flows through the current station. This would ideally show some high level modelling to give confidence the current station design can be adapted to deal with this future requirement.

Condition 54.1(b)(iii) Performance

•The DWP has very little information in regard to the sustainable aspects of the design and station running. More information could be added to show how material selections, construction processes and the long term running of costs have been taken into account to provide a modern sustainable rail station.

An independent CPTED review has been undertaken. This has now been referenced in multiple locations in the DWP to address this recommendation. In addition, further text has been added in relevant sections in section 5 to further note where CPTED principles have been applied.

The independent CPTED review also comments on this matter and provides an assessment of the mitigation. A significant artwork is provided along the wall adjacent to the escalators with associated lighting to activate the space and create a visual link to the concourse.

Similar to above comments, pedestrian modelling has been undertaken with detail now added in Section 6.3 of the DWP to address this recommendation.

The station concourse has been future proofed for the width of a connecting access into the Wellesley Street B1 concourse to achieve the spatial requirements for the future projected patronage. This text has been added to the design response.

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.

•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.

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

•The size and scale of the buildings are well described in the DWP and appear 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 DWP mentions the Over Site Development (OSD) above the Wellesley St station building and the design and consent process involved. This description raises some concerns in regard to how compatible the final OSD design will be with the Station building design.

•It is unclear whether the OSD designers are aware of the Maori Creation Story used to inform the design of the station building and that their building will be resting on top of the sky element. 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 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.

Condition 54.1(b)(viii) Active Frontage

• The station does not have a lot of opportunities to present an active edge to the public realm. The Wellesley St building is the only location where this comes into play. The north face of this building is blank along the east section of the elevation but on balance, this is acceptable given the functions required within the station. The canopy over the corner of Wellesley St and Mayoral Dr hinders the activation of this view of the station and should either be removed or modified as per the comments in 54.1 (b) xiii

Section 1.5 ‘sustainability’ has now been added to the DWP to address this recommendation.

The benefits of the station have been addressed as part of the CRL Notice of Requirement.

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 Aotea Station which will form part of the 'existing environment').

The OSD designers are 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. This is now noted in Section 2.3.3.

Detail around how the design coordination will be achieved is considered outside of scope of the DWP.

Noted. There is a bus interchange immediately adjacent to the Wellesley street entrance that activates the east side of the building. Further to this the north face of the building is activated by the adjacent drop-off zone on Mayoral Drive. The canopy is required for protection from rain with its dimensions and height balanced against the minimum heights, positioned between the Earth & Sky elements. The option of removal of the canopy was discussed with Auckland Transport. They expect a canopy to the street corner. This support the A4E outcomes and is best practice for the provision of shelter for general pedestrian movement and the customers of the transport system.

• The retail south of the east entrance of the Wellesley St building (figure 5.3) is slightly removed from the general flow of pedestrians and will potentially depend on the traffic flow to the OSD to survive. The DWP should provide further information to indicate why it is considered this retail space will be commercially viable, along with how the design of the OSD will be coordinated to ensure customers pass by this space.

• The west elevation of the Wellesley street building has a relatively blank southern section which is probably acceptable given the functional requirements of the building. However it should be ensured the design of the OSD has an active frontage adjacent to the station building, so as not to create a long stretch of inactive frontage. A description of how this design coordination will take place, should be included in the DWP.

Condition 54.1(b)(ix) Weather Protection

• The weather protection described in the DWP seems to be acceptable. There are areas where users will emerge without cover such as the Victoria St east entry, but this is acceptable.

• As discussed in 54.1 (b) xiii and 54.1 (b) viii, serious consideration should be given to removing the canopy at the corner of Wellesley St and Mayoral Dr, or an alternative solution found which reduces its visual impact on views into the station building.

Auckland Transport has provided a retail strategy for commercially viable retail businesses for the use of this retail unit. Commercial viability and future coordination with the OSD developer is considered outside of scope of the DWP.

The OSD is only at early concept design stage. We understand that they will apply for the necessary consents in due course, however the timing of this is unknown. Based on the status of the OSD design it is not possible to assess the relationship of the facade design of the two buildings. It is expected that the OSD will need to take into consideration the Aotea Station design (noting that Council will have the opportunity to assess the OSD design as part of the resource consent process for that development).

Future coordination with the OSD developer is considered outside of scope the DWP.

Noted.

Condition 54.1(b)(x) Adaptability

• The DWP provides very little information on adaptability, but this is perhaps a big ask for such a specialised building. It rightly mentions the ability to provide the OSD at the Wellesley St building.

• As mentioned previously the DWP does not have sufficient information on the design’s ability to adapt and accommodate the Northshore rail line as covered in 54.1 (b) ii

The canopy is a joining element defining a clear separation between Earth & Sky elements and provides clarity of elements. The consistent canopy line provides functional cover, reduces clutter to façade articulation and avoids creating a discontinuity in the Earth element.

The canopy to Wellesley St and Mayoral Dr boundaries is a client directed requirement. Further to this AT has re-confirmed the canopy is required.

Consideration was given to stepping the canopy element to follow the sky element’s lower edge however the reduction in weather protection was considered too significant.

Noted.

The station concourse has been future proofed for the width of a connecting access into the Wellesley Street B1 concourse to achieve the spatial requirements for the future projected patronage. Further information regarding this is not considered necessary in the DWP.

Condition 54.1(b)(xiii) Mana Whenua Principles

The overall principles used have been well documented in the DWP. The Maori Creation story is well explained, and Te Whaiao and the glimmer of light let in by Tane can be seen represented in the Wellesley St building.

There are however some questions around how well the design has responded to the Maori creation narrative. Given the degree of emphasis placed on the Mana Whenua principles and narratives it is important the quality of their expression is followed through with conviction. The following comments are made in relation to how well these principles have guided and influenced the design.

In relation to the Wellesley St building the following responses are of concern;

• The canopy design which is understood to be part of the elements which are a representation for Te Whaiao , a glimmer of light and the fourth element, is under whelming. Its design seems very conventional (figure 5.3), when it could be made to shimmer, sparkle and refract light. Consideration should be given to revising the canopy design so that it reflects and refracts light on to the adjacent walls and footpath, and better reflects the creative spirit of Te Whaiao and the idea of to a glimmer of light.

• It is also unfortunate that this canopy cuts across the glazed north west corner of the building, obscuring views of the threshold element (figure 5.8) and the station interior. Consideration should be given to stepping the canopy element to follow the sky element’s lower edge. While this may reduce the weather protection, the benefits of making the station interior clearly visible while also resolving what seems to be a conflict between the Te Whaiao canopy and the Wai Horotiu threshold element.

• Along the eastern section, of the northern façade facing Wellesley St, the separation between the Ranganui element and Papatuanuku element is very minimal, and the recess is black. On such a prominent façade, consideration should be given to glazing and lighting of the horizontal slot that is the separation between the sky and earth elements. Given this is such a highly viewed façade there should at least be a glimmer of light to

As a clarification, 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.

Noted. The Fourth Element is a specific design response to the Te Whaiao narrative. The specified canopy glass reflects and refracts light on adjacent walls and footpath. Design revision is not considered necessary.

Noted. Consideration was given to stepping the canopy element to follow the sky element’s lower edge however the reduction in weather protection as considered too significant.

Noted. The sky element is backlit which provides a visual separation between Sky & Earth. The Threshold Element is chosen element to be viewed from the inside & outside incorporating a sound and feature lighting.

represent Tane’s efforts, so it can be seen from both inside the station and outside at night.

• It is good to see the development of the sky element in relation to the Urban Design Panel’s comments and the endorsement of this design by the Mana Whenua reference group. The introduction of the Poutama pattern provides a much stronger cultural reference, and given the nature of these screen’s construction, it is important the pattern comes into focus at the appropriate locations. It is recommended that the DWP is updated to identify where the Poutama pattern will be clearly visible from, and that these are locations which will engage the highest numbers of passers-by.

• Mention of the Poutama pattern should be added to the Maori Creation story or cultural narratives section of the DWP.

In relation to Victoria St East entry;

• The Victoria St entry refers to a threshold element and a Whakare pattern but there is no mention of this in the DWP Aotea Station Cultural narratives. A section to describe this and why it is appropriate should be added.

In relation to the West Victoria entry;

• This is the only entrance building which appears not to have a Mana whenua narrative overlay and the design of this entrance does not seem to be guided by these principles or narratives. A narrative should be developed and applied to this station entrance design to maintain a consistent approach for the CRL station entrances. If a narrative is not to be used to guide the design of this entrance, then this should be clearly stated in the DWP with a sound reason as to why this is the case.

In relation to the Albert St Skylights, X props and Kingston St vent;

• There are a number of isolated references to Manu Whenua themes or designs in the DWP which need further coverage in section 3.5 Aotea Cultural Narrative. It would be useful to also understand how these narratives relate to each other. The following is a list of these but there may be others;

Noted. It is intended to update the DWP with the Mana Whenua endorsed Sky Element incorporating the poutama pattern. The poutama pattern will be visible on all sides of the façade which is now stated in the Urban Design DWP.

The poutama pattern has been added to Section 3.4.1 Section 3.5 as recommended.

A description of the Whakarare pattern has been added to Section 3.5.

The design and materiality of Victoria Street Entrance reflects the Mana Whenua gifted Fourth Element narrative. This has now been made clearer in Section 5.3.1. In addition, the ceiling on the entry includes the Whakarare pattern, representing change or deviation from a path. This narrative aligns well to a new railway entrance representing a new mode of travel for Auckland’s future (refer Section 5.3 and 5.3.1).

In response to the specific comments regarding the skylights and X props.

o There are references to the sky lights portraying Matariki, but DWP does not say how this will be achieved, presumably glass patterns. This should be explained more clearly in section 5.4. and this portrayal mentioned in section 3.5

o There is mention of the X props (page 48) having a weaving pattern on them but no explanation of what this is or how it ties into the cultural narratives.

Further explanation could be added to Appendix B, Table 3, Mana Whenua meeting details, to cover off the recent acceptance of the designs and installations which are guided by the cultural narratives by Manu Whenua

• The skylights represent the Matariki constellation - the Seven Sisters including the brightest star Matariki, and six sister stars - Tupua-rangi, Waipuna-a-rangi, Waiti, Ururangi, Tupu-a-nuku and Waita. This has been added to Section 3.5. There is no patterning to the glass as the intention is for users to view the natural night sky stars as they journey through the station at night.

• The X props stitch together the concourse and platform integrated into a single volume like the raupo reeds, reminiscent of the woven patterning of food baskets. This has been added to Section 3.5

The information provided in Section 4.2 is considered adequate for the DWP. As stated in this section, monthly forums have been ongoing since 2014. In addition, design hui also take place on a semi-regular basis when there are key design matters to discuss.

Condition 54.1(b)(xiii) Engagement with mana whenua

Aotea Station precinct Parking & Loading Strategy discussion - pre-workshop

Tuesday, 16 February 2021 3:44 p.m.

Meeting Date: 15/02/2021 12:00 p.m.

Location: Microsoft Teams Meeting Link to Outlook Item: click here Invitation Message

Participants

Suresh Patel (AT) (Meeting Organizer)

Alan WHITELEY

Simon LOUGH (Accepted in Outlook)

Ian Howell (AT)

Adrian Grant (AT) (Accepted in Outlook)

Amir Kayal (AT) (Accepted in Outlook)

Chaya Mohit (AT) (Accepted in Outlook)

Johnny Falder (AT) (Accepted in Outlook)

Jonathan Levell (AT) (Declined in Outlook)

Pete Moth (AT)

Ted Massey (AT) (Accepted in Outlook)

Dee Deswal (AT)

Alok Vashista (AT)

Pippa Mitchell

Liz Nicholls (Tentative in Outlook)

Oliver Smith (Accepted in Outlook)

Twan van Duivenbooden (AT) (Tentative in Outlook)

Andy Irwin (AT) (Accepted in Outlook)

James Wickham (Accepted in Outlook)

Kent Lundberg (Accepted in Outlook)

Coby Joseph (Accepted in Outlook)

Andrew Taylor (Accepted in Outlook)

Russell COOPER (Accepted in Outlook)

Geoff Heaton (LKA)

Notes

• Minimum requirement for four short-term parking spaces at each station entrance to be removed.

• On Mayoral Dr southbound outside Wellesley St entrance - provide one large space (~12m) for Authorised Maintenance / Emergency vehicle parking only (and LZ between 24:00 & 06:00). Remainder of space between here and next driveway to reinstate southbound bus st op with appropriate ingress and egress. Cantilevered shelters to be installed near head of stop along with power, PIDs, lighting. Act ual design and location of all is dependent on location of trees and Authorised vehicle space. Kerb at rear of this space to be squared up t o right-angle with main kerb. LKA to provide detailed design. - Geoff

• Other bus stops within CRL Aotea Station designation to be reinstated or installed as per instruction from Bus Stop location & requirements meeting notes (16/2/21). Agreed stop locations shown on drawing below.

• Designated Mobility parking proposed to go on Federal St near Victoria St as this will provide the safest and closest access, with the least gradient, to an Aotea Station entrance. This will require agreement to change design of vehicle exit from Federal St at Victo ria St intersection. It is also possible for mobility drop off in Shared Spaces (e.g. Federal St & Elliott St). Amir to discuss options with Dee offline and present to CPAG. LKA to draw up this option for discussion (rough sketch below) - Russell

• Coach parking to be relocated to existing eastbound bus stop on Wellesley St West between Hobson St and Federal St. This will enable coaches to access Federal St for Sky City and Sky City Hotels. Coach parking must not be in Bus Lane or create impediment to this busy bus corridor.

• Proposals to be tabled at workshop for wider approval.

• Once agreed AT to issue Change Request to LKA.

Bus stop locations & requirements for Aotea Station precinct

Monday, 15 February 2021 10:23 a.m.

Meeting Date: 15/02/2021 10:30 a.m.

Location: Microsoft Teams Meeting

Link to Outlook Item: click here

Invitation Message

Participants

Suresh Patel (AT) (Meeting Organizer)

Ian Howell (AT)

Adrian Grant (AT) (Accepted in Outlook)

Chaya Mohit (AT) (Accepted in Outlook)

Johnny Falder (AT) (Accepted in Outlook)

Pete Moth (AT)

Pippa Mitchell

James Wickham (Accepted in Outlook)

Alan WHITELEY

Geoff HEATON

Andy Irwin (AT)

Andrew Taylor

Simon LOUGH

Simon Milner

Daniel Newcombe

Miguel Menezes (AT)

Lewis Thorwladson

Russell Cooper (LKA)

Notes

Bus stop locations within CRL Aotea Station designation have been agreed to be as shown follows:

• Reinstate northbound stop on Mayoral Dr (opposite Civic carpark exit), in original location with shelter. Note, both bus stop markings and shelter have been removed or damaged during CRL construction phase

• Reinstate northbound bus stop on Albert St between Victoria St and Wellelsley St. Geoff Heaton has provided a drawing for this stop. No shelter needed as adequate building canopies. No PID as penultimate inbound stop. Need RP5 sign. Double dustbin (tbc).

• Reinstate southbound bus stop on Mayoral Dr outside station. Provide one large space for Authorised Maintenance / Emergency vehicle parking only (LZ between 24:00 & 06:00). Remainder of space between here and next driveway to become bus stop with appropriate ingress and egress. Cantilevered shelters to be installed near head of stop along with power, PIDs, lighting. Actual design and location of all is dependent on location of trees and Authorised vehicle space. LKA to provide detailed design. - Geoff

• Provision to install new westbound bus stop on Wellelsley St West between Mayoral Dr and Elliott St outside station entrance in conjunction with WSBI (Wellesley St Bus Infrastructure) project designs

• Provision to install new eastbound bus stop on Wellelsley St West between Albert St and Elliott St opposite station entrance in conjunction with WSBI project designs

• LKA to provide footpath gradients at all stops for accessibility information. - Geoff

• These changes will be tabled at the AT-LKA-AC workshop on Monday for wider approval then submitted as a Change Request to CRL / Link Alliance

Memorandum

To: Link Alliance – Joe O’Brien, Geoff Heaton, Simon Lough

From: Auckland Transport –Suresh Patel, Ian Howell, Mitchell Tse

Date: 1 March 2021

Subject: Decision on changes to Crowne Plaza and Atrium carpark airbridge and interface with Albert Street.

Decision

Auckland Transport and Auckland Council approve the reinstatement of the original airbridge over the Albert St service lane that connects Crowne Plaza to Albert St and vehicle access points from Albert St with modifications as set out below.

Background

Prior to construction works commencing on Albert St for the City Rail Link project (CRL) there were two vehicle access points from Albert St to the Crowne Plaza Porte Cochere and Atrium carpark complex that continued across an airbridge over the Albert St service lane below.

The CRL Reference Design for Albert St allowed for a reinstatement of the original configuration.

CRL construction works are now underway and involve the removal of the existing airbridge and vehicle access points to enable construction of the underground Aotea Station.

Following consultation with Crowne Plaza, Link Alliance have proposed a number of design options that are significant modifications to the original design

Auckland Transport (AT) and Auckland Council (AC) are required to assess the options and approve a design for inclusion in subsequent construction drawings and future construction.

Considerations and priorities

Auckland Transport is the council-controlled organisation and designated authority responsible for the transport network throughout the Auckland region (apart from the State Highway network). Auckland Council and Auckland Transport work in tandem to ensure development of the city aligns with joint vision, plans, strategies and priorities for each part of the city.

Albert St is a key corridor for the city centre and its location at the heart of the new Aotea Station means it will become a dominant path for access to the adjoining three station entrances Pedestrian use of Albert St will increase considerably. As the city has become more focussed on providing for pedestrians and active-mode users, the top priority for Albert St is for pedestrian safety and amenity.

Another strategic priority for Albert St is to provide one of the main north-south corridors for public transport. High-frequency bus services will operate constantly along the length of Albert St in bus lanes installed along much of the road.

Network efficiency based around the modal priorities is at the heart of transport network operations throughout the city centre to ensure movement of people and goods is optimised.

Auckland’s adopted Vision Zero strategy insists the safety of all users is paramount. This is an essential consideration for transport network design and operation.

Taking these priorities and considerations in account, and after considerable discussion, AT and AC approve the following improvements to the design of the Crowne Plaza and Atrium carpark interface with Albert St

Memorandum

Approved design

Option 5c shown below reinstates much of the original design and will provide the best safety and amenity measures with the inclusion of the modifications stated hereafter

Mid-block signalised pedestrian crossing

A mid-block signalised pedestrian crossing across Albert St as shown in drawing Option 5c will be included in the design to provide a safe and comfortable place for pedestrians to cross the street. The mid-block crossing will be placed in line with the hotel entrance to follow the natural desire line of people going into and coming out from the Crowne Plaza hotel. The hotel entrance is also freely used as a public throughfare and accessible pathway between Elliot St and Albert St The constraints of the placement of station skylights somewhat dictate the actual placement of the mid-block crossing, however the width of the mid-block crossing must be approved by AT. Placement of the crossing in the location shown will also discourage a large number of pedestrians from crossing the road entry point into the Crowne Plaza Porte Cochere and carpark.

Wider footpath with pedestrian separation

A widened and fully separated footpath along the east side of Albert St between the entrance and exit to the Crowne Plaza complex provides a safer and more pleasant environment for pedestrians Originally some of this area contained a long, enclosed island with trees and other vegetation. Pedestrians previously shared a vehicle accessway into the carpark with no delineation which discouraged pedestrians from using the space and made it unsafe for all users.

In order to further highlight the priority of pedestrians along Albert St there must be measures that improve safety and amenity along the footpath These include:

• Physical (vertically delineated) and visible separation of the footpath from the carpark entry lane, for example using bollards or something similar

• Physical (vertically delineated) and visible separation of the footpath from the road entry and exit points, for example through a continuous raised footpath without vehicle aprons

Pedestrian safety between hotel entrance and Albert St footpath

The pedestrian path between the hotel entrance that leads towards the mid-block crossing and footpath should be clearly delineated. For safety it is suggested a raised table be installed along the length of this pedestrian desire line to alert drivers that people may be walking along here. The crossing point over the airbridge must provide a safety measures for pedestrians that is acceptable to AT and AC.

Limit to pedestrian conflict points with vehicles

The Option 5c design allows for a single combined vehicle entrance to the Porte Cochere and carpark for coaches, shuttles, taxis and general traffic. The single entry then branches off to the right for vehicles entering the carpark and to the left for the hotel Porte Cochere. Pedestrians using the Albert St footpath will only encounter this as a single crossing point. The angle at which vehicles approach this entry crossing point will be made more acute than the original angle of approach. This will be done to force vehicles to significantly reduce speed and make drivers more aware of approaching pedestrians. This option provides a queuing area for vehicles wanting to enter the car park that is off the road and therefore will not impede the movement of high-frequency buses travelling in the kerbside bus lane.

Vehicles leaving from the Porte Cochere and carpark also merge prior to the exit point onto Albert St. Once again this is provides a single and safer crossing point for pedestrians

Memorandum

These designs are similar to the arrangement previously outside the Crowne Plaza complex but with noticeable safety improvements.

Recent design options submitted to AT have shown a second and separate carpark entry point from Albert St. This option is not approved as it would create a third conflict point for pedestrians with vehicles within a very small area

Vehicle turning movements to exit the Crowne Plaza complex

Option 5c removes the need to signalise the exit of the Porte Cochere and car park facility due to the relocated mid-block pedestrian crossing. With the removal of the traffic signal control for exiting vehicles, to minimise exiting vehicle conflicts with the multi-lane approaches on Albert Street the right turn movement will be prohibited.

Prohibiting the right turn exit from the car park and Porte Cochere entrance will minimise delays for motorists exiting as they will only need to give way to two lanes of approaching traffic depending which lane they wish to access on Albert Street when turning left.

Maintaining the right turn exit movement will likely create extensive delays to motorists wishing to exit due to the right turning vehicle having to give way and seek a gap across at least 3 lanes. The kerbside lane will be a designated Bus Lane and due to the size of the bus, they will limit the motorist’s visibility of vehicles in the adjacent lane, hence requiring more time to identify a safe gap to exit with a right turn.

Memorandum

Aotea Station - Community Liaison Group Meeting - Minutes – May 2021

DATE Thursday, 20 May 2021

TIME 4.00pm – 6 00pm

LOCATION Tony’s Lord Nelson Restaurant 37 Victoria Street West, Auckland

MEETING Aotea Station Community Liaison Group Meeting

ATTENDEES Link Alliance presenters:

Shaun Sutton – Community Manager

Matt Sinclair – Aotea Station Manager

Alexandra Scouller, Planner

Alan Whitely - Urban Realm Lead

Cameron Ritter – Architecture Lead

Auckland Transport:

Suresh Patel, Network Integration Manager, Alliances

Agenda

• Introductions

• Presentations on Urban Design DWP feedback and submission process (Alexandra Scouller)

• Presentation on the Aotea Station design from Alan Whitely (public realm), and Cameron Ritter (station architecture)

• Overview of the construction phase of works for the public realm reinstatement with Station Manager Matt Sinclair.

• Q&A

• Break up and opportunity to talk with subject matter experts.

Presentations

Presentation from Link Alliance is published with these minutes.

Response from Auckland Transport included with these minutes in appendix

Questions/feedback to Link Alliance following presentation

• The consultation process for the Urban Realm Design has been ongoing since 2015, and now there is only a 10-day feedback period. How does this process comply with the consent conditions?

- The CRL designation conditions defines the process that the Link Alliance is required to undertake in relation to consultation. This includes giving the CLG the opportunity to provide feedback on the development of the DWPs. The feedback received is collated, including detail regarding the degree to which this feedback has been considered and where applicable incorporated into the design. This feedback is included in the UD DWP that will be submitted to Auckland Council.

- There has been no breach of consent conditions as the correct process has been followed, including prior engagement with the community and other key stakeholders. This includes a CLG meeting in February 2021 to present on the urban realm design and gather feedback.

• No rubbish bins can be seen in the renders. What is the plan for refuse management such as bins on the street? There are concerns that the lack of rubbish bins and refuse management could impact health and amenities, rough-sleepers, and those providing support through pop-up meals, combined with heavy public transport use in the area.

- Rubbish bins have been designed and will be included in the final street design.

• On the design it shows a Victoria Street East and Victoria Street West entrance names; this will cause considerable confusion – has there been any consideration around the entrance names?

- The names used in the document are working names only. They will not be the final name for these entrances. LA agree that those names would be confusing.

• Renders do not look particularly green on Victoria Street West considering the proposed Linear Park.

- Design team has worked with Auckland Council to develop the area in line with the proposed Linear Park. The current designs show the maintaining of line of sight and clear pathways from the Victoria Street West entrances to facilitate the large number of passengers entering and leaving. The renders do not currently show or reflect the linear park design.

• There is concern that the streetscape work will further affect businesses on top of the impact from COVID-19, particularly the impact on foot traffic and customer numbers.

- Pedestrian access will always be maintained to buildings and businesses. Please be aware that routes may change as works progress.

- Link Alliance has implemented a small business support plan within its mandate, including business wayfinding, hoarding design, and additional lighting along the pedestrian corridors.

Appendix: Auckland Transport response to Aotea Station Community Liaison Group (CLG) questions, 20 May 2021

• Is Intercity going to use Wellesley St bus Interchange?

o The strategy for future coach operation is not determined and subject to future business case appraisal.

o Issues with connections between intercity coaches and the wider public transport network have been identified, however there are more than 70 inter-regional coaches arriving & departing each day. Providing a high-quality connection point is a key consideration for Auckland Transport.

• Want more electric buses in city centre – remove diesel buses faster

o Four more e-buses will be added to services terminating in CC by the end of 2021.

o More e-buses to CC are subject to commercial agreements with private bus operators (who own and operate fleet) and lead times to implement electricity network high voltage upgrades and installation of bus charging infrastructure at depots where buses serving CC are based.

o Currently AT is negotiating with bus operators, Vector and other third parties to implement next tranche of electric buses at the end of 2022 and in 2023.

o More e-buses are dependent on funding. Current funding proposed in LTP will enable about 450 e-buses to replace diesel fleet by 2030. Work is underway to identify other funding sources to transition remaining fleet by 2030.

o More information on the project can be found: https://at.govt.nz/media/1985010/aucklands-low-emission-bus-roadmap-version-2october-2020.pdf

• We have been told there will be more buses coming into city centre

o As the population increases the number of buses arriving in the city centre is expected to rise by a further 25% within a decade to meet growth requirements.

o

• Need strategy for bike and scooter parking. Want scooters etc. removed until there is a solution.

o This is a feedback that Auckland Transport is aware of. AT’s Sustainable Mobility Team, who are responsible for active modes, are investigating the strategy for bike parking in the city centre. This will consider where scooters can be parked, but the decision will be dependent on Auckland Council’s decision as they are the agency to license e-scooters.

• Uber and taxi strategy for where to PUDO (pick up / drop off)

o This is identified as an issue but there is no current workstream to address this. This feedback has been expressed to AT’s Planning and Investment department.

• Loading and servicing critical needs now. Strategy & plan urgently needed. Not happy with what is on Albert St north of Wyndham.

o There is currently a City Centre Servicing & Loading plan being initiated that will address managing curbside space in the city centre. If a business has specific feedback about a site on servicing and loading, they can log this through the AT Website.

• Diesel buses creating lots of fumes from idling and queueing on Wyndham St.

o While Albert St and Mayoral Dr are closed, this is the only route these bus services can use during the period. In a few years, buses will use the length of Albert Street and not use Wyndham Street.

• Are residents still going to be able to use the southern end of Federal St (between Wellesley & Mayoral) as a cul-de-sac and have access from Wellesley St as previously?

o Access to federal street will vary depending on the time being considered – If it is about the current CRL urban design then no change. Plans for longer term Wellesley Street bus corridor may change this, but this has not been decided. Consultation for the future Wellesley Street

o The Federal Street streetscape removes parking and narrows carriageway giving wider footpaths. The Federal Street project makes no changes to allowed traffic movements in or out.

o There are temporary movement bans that may be needed to facilitate construction through 2021.

MINUTES

DATE 20.12.14

TIME 2:00-3:00 pm

LOCATION 22 Durham Lane West-

Stakeholders

Dean Shields – Silverstone Group; Michael Fisher – Owner of 6 Kingston Street; Mark Devereaux – Auckland District Court ; Jamie Haynes – Auckland District Court ; James Nolen – K3 Legal Limited ; Steve- Chief of Security Auckland District Court

• Design Team Carmel Lapwood – Link Alliance ; Simon Lough – Link Alliance

Apologies

•

•

Clare Cheesman – Auckland District Court ; Nicole Dannhauser –Auckland District Court ; Alan Whiteley – Link Alliance ; Shaun Sutton – Link Alliance

• SUBJECT Kingston Street Stage B design- for presentation and feedback

Agenda

1. Welcome

2. Presentation and discussion

3. Close.

Agenda items

No Item

Discussion, decisions and actions arising

1. Feedback will go into Stage B review.

2. Support for lighting that makes the space less attractive for nefarious activity. Generally, means lighting needs to be bright, so people cannot hide in shadows.

Soundscape could also be provided to support this deterrent focus.

Document no: CRL-XXX-XXX-XXX-MOM-XXXXXX

Document template no: CRL-SYW-PMT-LKA-TMP-800006

MINUTES

3.

8.

Document

Strong preference for no seating. [ This is because stakeholders do not want people hanging around the space, unless they have legitimate business on the street. Public seating provides place for anyone to hang out. Courts provides seating inside. F&B will provide seating for paying customers.

Preference to reduce bulk of vent where feasible. Is it possible to create vent so height is as low as possible and consistent with the street grade?

It is important to provide loading facilities in the street, not just provision for police parking. Parking for police vehicles and loading- suggested that these be combined. Sort out timing of parking spaces with Auckland Transport via signage/road marking.

Swapping the alignment of the vehicle lane to the north side of Kingston Street, was discussed. but it was agreed that the current location makes the most sense- stick to what is proposed.

Consider bringing raised area of the carriageway further back towards Federal Street, to better support outside dining opportunities at No. 4 and No.6 Kingston Street. Will need to be tied into Street Licensing and possibility of managing access through the street- removing vehicles access at times(?)- if possible. To be actioned with Auckland Transport and Council to see what is possible and what can be supported by them.

Trees supported. Tree canopies to be raised with no permanent seating.

Avoid creating cavities where small items can be stowed. It was discussed and although complete elimination of such crags

MINUTES

might not be possible, at least being aware of this as an issue when designing the vent surround, was important.

Can the southern footpath width be increased? Any increase would be welcome.

9. Close No Action Responsibility [who]

1. Place feedback into relevant ‘DRR’ for Stage B. Simon Lough

2. Draw up minutes and provide via Communications team to stakeholders- along with copy of the presentation.

Simon Lough

Document no: CRL-XXX-XXX-XXX-MOM-XXXXXX

Document template no: CRL-SYW-PMT-LKA-TMP-800006

Date: 3 June 2021

To: Link Alliance

Abel-Pattinson Feedback on Aotea Station and Public Realm Reinstatement

1. As I set out in detail below:

(a) The design of the ventilation arrangement for the Aotea Station, as shown in the draft Urban Design Delivery Work Plan (dUD-DWP) is not in general accordance with the information and material referred to in Condition 1.1(b)(i) of the City Rail Link (CRL) Designation 2500;

(b) The removal of the Albert Street vents has significantly changed the role and function of the Kingston Street shaft with the effects associated with that change have not been assessed;

(c) The Alliance is failing to properly consult with John Abel-Pattinson;

(d) The location and design of the Kingston Street shaft is problematic, but could likely be resolved if the Alliance properly consulted with Mr Abel-Pattinson; and

(e) The on-street loading spaces on Albert Street, south of Wyndham but uphill of the Barclay Hotel frontage which Auckland Transport committed to provide in 2015 and 2016 are not shown on the dUD:DWP and must be reinstated.

2. In the event this matter is not swiftly resolved to Mr Abel-Pattinsons’ satisfaction, I have instructions to apply to the Environment Court for enforcement orders under s314(1)(a) of the Resource Management Act 1991 to require you to cease contravening the CRL Designation and under s314(1)(b) requiring you to consult with Mr Abel-Pattinson as required by the CRL Designation.

NOR to alter CRL Designation

3. A Notice of Requirement to alter the CRL Designation 1 was lodged in March 2016. It relocated the ventilation plant associated with the Aotea Station from Martha’s Corner to locations within Albert Street and Kingston Street:1

(f) The Albert Street vent structures were located in front of 87-89 Albert Street and contained an intake for air return and exhaust ventilation fans for the “northern subsurface over track”.

(g) The Kingston Street shaft was to be located “adjacent” to the Auckland District Court building.

1 AEE, 2.3.2.

John

4. This configuration was chosen following a multi-criteria analysis (MCA) for the ventilation arrangements that tested 12 options.2

5. John Abel-Pattinson lodged a submission in opposition. He questioned the need for the vent in Kingston Street, asked that it be moved to abut the District Court and be shifted to align with the boundary between 2 and 4 Kingston Street and requested further consideration of its design.

6. As recorded in the Section 42A Report,3 Mr Abel-Pattinson requested to be heard.

7. In the evidence presented at hearing, Auckland Transport clarified the Kingston Street vent was “primarily for use in the unlikely event of a fire occurring within the operational railway.”4

8. Mr Abel-Pattinson attended the hearing and presented evidence. The Commissioners summarised his evidence at paragraph 24 of the Recommendation. The matters he included the need for the structures, their location and design.

9. AT responded by confirming that the direct reference to 4 Kingston Street in Condition 15 would result in the “opportunity for [his] direct involvement in the project” as it progressed 5

10. The “design and location of the Kingston Street ventilation shafts” was one of only two issues in contention at the hearing.6 The issue is discussed in paragraphs 74 – 76, where the Commissioners agreed that the conditions should ensure that any adverse effects on amenity associated with the ventilation structures “will be addressed in consultation with interested parties”7 with Kingston Street to be “restored”.8 They concluded the conditions “take account of matters raised by the submitters.”9

11. Mr Abel-Pattinson understood, and reasonably so, that the vent on Kingston Street was for emergency purposes only and that it would not be directly outside the full length of his property, would be close to the District Court side of Kingston Street and would have a transparent façade and an attractive design when viewed from above.

Draft Urban Design Delivery Work Plan

12. The draft Urban Design Delivery Work Plan (dUD-DWP) proposes one ventilation shaft on Kingston Street. The vent structures to be located in front of 87-89 Albert Street containing the exhaust ventilation fans have been removed from the design.10 This is a significant change to the ventilation arrangements for the Aotea Station and track. Rather than being simply an emergency vent “primarily for use in the unlikely event of fire”, the Kingston Street structure now provides “the tunnel ventilation system (TVS) and draft relief ventilation to the northern end of the station”.11 It is proposed that all functions intended for the Albert St vents be relocated to the proposed Kingston St vent.

2 AEE, 4.2.

3 Page 16.

4 Fellows, para 24.

5 Recommendation, para 25(a).

6 Recommendation, para 31.

7 Recommendation, para 76.

8 Recommendation, para 75(c).

9 Recommendation, para 88(d).

10 dUD:DWP, page 15.

11 dUD:DWP,section 5.7.

13. This significant change appears to rely on Auckland Council’s confirmation that the change in design “is in general accordance with the confirmed CRL Designation (decision dated 25 August 2020).”

14. I have reviewed both the Link Alliance memo titled” CRL Kingston Street Ventilation Structure – In General Accordance Assessment” dated 31 July 2020 and the Auckland Council’s confirmation of 25 August 2020. There are two fundamental and fatal problems with the Link Alliance memo and Council’s confirmation of “general accordance”:

(a) The Alliance memo refers to the NOR submissions relating to the ventilation structures before stating “the submissions received did not provide comment on the visual appearance or form of the above ground structures to be provided as part of the ventilation infrastructure within Kingston Street.”12 This is clearly wrong.

(b) The Alliance memo is completely silent on the removal of the Albert St vents. It refers to the installation of TVS fan equipment13 but does not address the change in role or functionality of the Kingston St shaft with the removal of the Albert St vents. It is clear the Council was unaware of this change as it specifically considered the “scale, intensity and character” recording that the “purpose … of the structure will remain as anticipated in the designation”.14 This is clearly wrong.

15. In the absence of that assessment, the removal of the Albert St vents and the consequential change in role and function of the Kingston St shaft cannot reasonably be seen as “in general accordance” with the material and plans referenced in Condition 1.

Consultation

16. The Designation conditions require the Alliance to consult with Mr Abel-Pattinson in his capacity as the owner of 4 Kingston Street15 and as a member of the Community Liaison Group. The comments provided by Mr Abel-Pattinson must be provided to the Independent Peer Reviewer,16 and the UD-DWP submitted to Council must clearly document the comments and inputs, explain anything that has not been included and provide reasons why.17 He also has the ability to provide comment direct to Auckland Council with Condition 11.4 requiring Council to take those comments into consideration when reviewing the Outline Plan of Works.

17. In this context, it is impossible to understand why the Alliance representatives at the CLG meeting on 20 May 2021 advised they were seeking feedback on the dUD:DWP but were not consulting on it, and that no changes would occur to it as a result of any feedback received.

Substantive Issues

18. Mr Abel-Pattinson has no issue with the two shafts on Kingston Street being replaced with a single shaft. His concern is with the removal of the Albert Street vents and the implications for the role and function of the Kingston Street shaft and the associated effects on the environment. If the Kingston Street shaft is no longer “primarily for use in the unlikely event of

12 Page 4.

13 Page 5.

14 Council Memo assessing Link Alliance memo, page 4.

15 Condition 15.4, specifically (c) and (e).

16 Condition 11.2.

17 Conditions 10.2, 11.2 and 47.6(c).

a fire occurring within the operational railway”,18 and is instead providing ventilation to the Aotea Station and track there will be significantly different effects to those assessed at the time of the NOR. Mr Abel-Pattinson attempted to raise the potential for this scenario during the NOR process. He was told it was not included in the application nor the submission and that as it was not a conceivable outcome it would not be considered by the Panel. That very scenario cannot simply be “slipped through” now under guise of the “in general accordance” condition.

19. Turning to the location and design of the Kingston Street shaft:

(a) He is concerned that the single shaft has moved westward and is now squarely outside the building at 4 Kingston Street. He requests it be moved eastward, to align with and fairly straddle the boundary between 2 and 4 Kingston Street.

(b) He is also concerned that the single shaft has moved southward and is now more centrally located in Kingston Street rather than being adjacent the District Court. He requests it be moved northward, to minimise the effects on the amenity of his property and the potential for vehicle access.

(c) He is also concerned with the lack of visual transparency of the proposed structure, and the fact that the external design of the shaft is being further delayed to a later date. In light of the failures in consultation to date, he is wary that his concerns and requests (consistently expressed since he lodged his submission in 2016) will continue to be overlooked.

20. All three of these points were raised in the NOR process and worked through and resolved to Mr Abel-Pattinson’s satisfaction It is incredibly disappointing and frustrating that all of these agreed changes have reverted back to near or at what was originally proposed

21. These location and design issues could be worked through if the Link Alliance would properly consult with Mr Abel-Pattinson as required by the Designation Conditions.

Loading spaces

22. As a separate issue, the replacement of on-street loading spaces on the eastern side of Albert Street south of Wyndham Street was a key concern of Mr Abel-Pattinson at an early stage in the process.

23. On 2 October 2015 Auckland Transport confirmed in writing that the on-street loading spaces outside the Barclay Hotel would be maintained. This alleviated Mr Abel-Pattinson’s concerns.

24. On Friday 28 October 2016 Mr Abel-Pattinson learnt the Bluestone Wall was proposed to be moved by 1.5m. He contacted Auckland Transport on the Monday morning. Auckland Transport responded immediately, confirming “there will be no parking, but as a result of the previous discussions I have had with [you], the current urban realm design has two loading bays on your side, a little uphill from [the Barclays’] frontage.”

25. Copies of these emails are attached

26. This commitment is consistent with the Recommendation on the NOR which records that AT proposed to replace the on-street loading spaces.19 It is also consistent with Condition 27.2.(c)(v) which requires the Traffic Access and Parking DWP to demonstrate the access for loading and unloading of goods between Wyndham Street and Victoria St West.

27. The on-street loading spaces uphill from the Barclay Hotel frontage at 70-74 Albert Street promised by Auckland Transport in October 2015 and reconfirmed in October 2016 are not currently shown in the dUD:DWP. These need to be reinstated.

Yours faithfully

Bronwyn Carruthers Barrister

19 Recommendation, para 53.

Date: 1 July 2021

To: Link Alliance

Aotea

Station and Public Realm Reinstatement

1. John Abel-Pattinson provided feedback on the draft Urban Design Delivery Work Plan for the Aotea Station (dUD-DWP) on 3 June that:

(a) The design of the ventilation arrangement for the Aotea Station, as shown in the draft Urban Design Delivery Work Plan (dUD-DWP) is not in general accordance with the information and material referred to in Condition 1.1(b)(i) of the City Rail Link (CRL) Designation 2500;

(b) The removal of the Albert Street vents has significantly changed the role and function of the Kingston Street shaft and the effects associated with that change have not been assessed;

(c) The Alliance is failing to properly consult with John Abel-Pattinson;

(d) The location and design of the Kingston Street shaft is problematic, but could likely be resolved if the Alliance properly consulted with Mr Abel-Pattinson; and

(e) The on-street loading spaces on Albert Street, south of Wyndham but uphill of the Barclay Hotel frontage which Auckland Transport committed to provide in 2015 and 2016 are not shown on the dUD:DWP and must be reinstated.

2. We subsequently met on 21 June to discuss Mr Abel-Pattinson’s evidence.

3. At that meeting you acknowledged the Designation conditions require the Alliance to consult specifically with Mr Abel-Pattinson in his capacity as the owner of 4 Kingston Street,1 and that the Communications and Consultation Plan is deficient in this respect The Link Alliance has not consulted with Mr Abel-Pattinson to date. Our understanding from the 21 June meeting is that consultation will now occur.

Ventilation Arrangement

4. At the 21 June meeting you confirmed that the changes to the ventilation arrangement for the Aotea Station were not addressed in the Link Alliance memo titled” CRL Kingston Street Ventilation Structure – In General Accordance Assessment” dated 31 July 2020 and the Auckland Council’s confirmation of 25 August 2020. You also confirmed they had not been addressed in any other In General Accordance assessment.

1 Condition 15.4, specifically (c) and (e).

5. understanding of your position was that either:

(a) The discharges were authorised by the related resource consents; or

(b) The discharges are now permitted activities under the Auckland Unitary Plan (AUP).

6. You subsequently provided material relating to the resource consents. I have reviewed the material provided. It is abundantly clear that the air discharge permit does not authorise the discharges now proposed at the Kingston Street shaft. It is clear from Appendix H: Air Quality Assessment to the AEE that the shaft was to vent 0.9km of south-bound track2 and provide draft relief. It did not include any Over-Track Extraction.3 The emissions were assessed on this basis, and this basis only. Mr Chilton’s response to Mr Abel-Pattinson’s submission is at paragraphs 90 – 93 of his evidence. The dispersion modelling referenced in that evidence4 was based on the Kingston Street shaft venting 0.9km of south-bound track.5

7. I have also reviewed the relevant provisions of the AUP. It is similarly abundantly clear that the discharges now proposed at the Kingston Street shaft are not a permitted activity. While Appendix H was prepared on an assumption that the discharges may become permitted “if AC confirms the amendment in its decision”,6 the evidence of Mr Chilton confirmed it remained discretionary under the decision version of the AUP.7

8. The change in role and function of the Kingston Street shaft is not in general accordance with either the Designation nor the Air Discharge Permit. The discharge is not a permitted activity. The effects have not been assessed. This remains a key concern for Mr Abel-Pattinson.

Location of Shaft

9. Mr Abel-Pattinson has been consistently raising his wish for consultation on the street and parking layouts in his meetings with the Alliance and has been consistently told that the release of the dUD-DWP would be his opportunity for consultation.

10. At the 21 June meeting you advised Mr Abel-Pattinson that the location of the Kingston Street shaft could not be moved. In particular you stated that it could not be moved eastward, nor could it be moved northward.

11. As recorded in the 3 June feedback and emphasised at the 21 June meeting, it is incredibly disappointing to and frustrating for Mr Abel-Pattinson that he has had to wait until now to be consulted on the shaft, that all of the agreed changes reached during the NOR process have reverted back to what was originally proposed (with no consultation with him despite the issues raised in his submission) and that you now claim it is too late to move the structure.This matter will be pursued with Auckland Council and/or the Environment Court in the event the Alliance maintains this position.

12. In the meantime, please provide tracking curves to demonstrate there is no impact on vehicle access to the carpark on the ground floor at 4 Kingston Street. This is shown as PU2 on the attached Harrison Grierson plan of the Ground Floor.

2 Confirmed on page 12, Table 3.

3 See page 9 for description of function for each of the five vents.

4 Paragraph 91.

5 Confirmed on page 12, Table 3.

6 Page 25.

7 Chilton evidence, paras 33(b) and 34.

Design of Shaft

13. As you are aware, Mr Abel-Pattinson is concerned with the lack of visual transparency of the proposed structure, and the fact that the external design of the shaft is being further delayed to a later date. In light of the failures in consultation to date, he is wary that his concerns and requests (consistently expressed since he lodged his submission in 2016) will continue to be overlooked.

14. You have since confirmed that the detailed architectural and urban design features of the vent structure are still in design development and have offered Mr Abel-Pattinson the opportunity to meet the design team to progress this issue.

15. I confirm Mr Abel-Pattinson wishes to take you up on this opportunity to ensure the agreed level of transparency is delivered (among other matters)

Loading spaces

16. We understand you have (or will) forward Mr Abel-Pattinson’s demand for the reinstatement of the on-street loading spaces uphill from the Barclay Hotel frontage at 70-74 Albert Street (promised by Auckland Transport in October 2015 and reconfirmed by Auckland Transport in October 2016) to Auckland Transport.

17. As noted in the 3 June 2021 feedback, this commitment is consistent with the Recommendation on the NOR which records that AT proposed to replace the on-street loading spaces.8 It is also consistent with Condition 27.2.(c)(v) which requires the Traffic Access and Parking DWP to demonstrate the access for loading and unloading of goods between Wyndham Street and Victoria St West.

18. We look forward to working with you to achieve the reinstatement of the on-street loading spaces into the dUD:DWP.

Yours faithfully

Bronwyn Carruthers Barrister

8 Recommendation, para 53.

PLANATLEVEL1

Appendix C: Station Plan Drawings

Appendix D: Public Realm Drawings

URBAN REALM DRAWING INDEX 01

100000URBAN REALM COVER SHEET - SHEET 01NTSC0028/04/2021

100010URBAN REALM INDEX SHEET - SHEET 01NTSC0028/04/2021

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100020URBAN REALM GENERAL NOTES - SHEET 01NTSC0028/04/2021

100021URBAN REALM GENERAL NOTES - SHEET 02NTSC0028/04/2021

100025URBAN REALM KEYNOTES - SHEET 01NTSC0028/04/2021

100026URBAN REALM KEYNOTES - SHEET 02NTSC0028/04/2021

100027URBAN REALM KEYNOTES - SHEET 03NTSC0028/04/2021

100029URBAN REALM HAZARD REGISTER - SHEET 01NTSC0028/04/2021

100030URBAN REALM 3D PRECINCT OVERVIEW - SHEET 01NTSC0028/04/2021

100040URBAN REALM DRAWING KEY PLAN 1/250 - SHEET 011 : 750C0028/04/2021

100050URBAN REALM DRAWING KEY PLAN 1/50 - SHEET 011 : 750C0028/04/2021

140001URBAN REALM GENERAL ARRANGEMENT PLAN SHEET 011 : 250C0028/04/2021

140002URBAN REALM GENERAL ARRANGEMENT PLAN SHEET 021 : 250C0028/04/2021

140003URBAN REALM GENERAL ARRANGEMENT PLAN SHEET 031 : 250C0028/04/2021

150001URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 011 : 50C0028/04/2021

150002URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 021 : 50C0028/04/2021

150003URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 031 : 50C0028/04/2021

150004URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 041 : 50C0028/04/2021

150005URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 051 : 50C0028/04/2021

150006URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 061 : 50C0028/04/2021

150007URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 071 : 50C0028/04/2021

150008URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 081 : 50C0028/04/2021

150009URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 091 : 50C0028/04/2021

150010URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 101 : 50C0028/04/2021

150011URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 111 : 50C0028/04/2021

150012URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 121 : 50C0028/04/2021

150013URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 131 : 50C0028/04/2021

150014URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 141 : 50C0028/04/2021

150015URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 151 : 50C0028/04/2021

150016URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 161 : 50C0028/04/2021

150017URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 171 : 50C0028/04/2021

150018URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 181 : 50C0028/04/2021

150019URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 191 : 50C0028/04/2021

150020URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 201 : 50C0028/04/2021

150021URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 211 : 50C0028/04/2021

150022URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 221 : 50C0028/04/2021

150023URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 231 : 50C0028/04/2021

150024URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 241 : 50C0028/04/2021

150025URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 251 : 50C0028/04/2021

150026URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 261 : 50C0028/04/2021

150027URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 271 : 50C0028/04/2021

150028URBAN REALM DETAIL ARRANGEMENT - ALBERT ST - SHEET 281 : 50C0028/04/2021

150029URBAN REALM DETAIL ARRANGEMENT - KINGSTON STSHEET 011 : 50C0028/04/2021

150030URBAN REALM DETAIL ARRANGEMENT - KINGSTON STSHEET 021 : 50C0028/04/2021

150031URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST WEST - SHEET 011 : 50C0028/04/2021

150032URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST WEST - SHEET 021 : 50C0028/04/2021

150033URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST WEST - SHEET 031 : 50C0028/04/2021

150034URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST WEST - SHEET 041 : 50C0028/04/2021

150035URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST EAST - SHEET 011 : 50C0028/04/2021

150036URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST EAST - SHEET 021 : 50C0028/04/2021

150037URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST EAST - SHEET 031 : 50C0028/04/2021

150038URBAN REALM DETAIL ARRANGEMENT - VICTORIA ST EAST - SHEET 041 : 50C0028/04/2021

150039URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST WEST - SHEET 011 : 50C0028/04/2021

150040URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST WEST - SHEET 021 : 50C0028/04/2021

150041URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST EAST - SHEET 011 : 50C0028/04/2021

150042URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST EAST - SHEET 021 : 50C0028/04/2021

150043URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST EAST - SHEET 031 : 50C0028/04/2021

150044URBAN REALM DETAIL ARRANGEMENT - WELLESLEY ST EAST - SHEET 041 : 50C0028/04/2021

150045URBAN REALM DETAIL ARRANGEMENT - STATION FORECOURT - SHEET 011 : 50C0028/04/2021

160001URBAN REALM - PLANTING SCHEDULE - SHEET 01NTSC0028/04/2021

160002URBAN REALM - PLANTING PLAN - HARV 01 & VIC 01 - SHEET 01As indicatedC0028/04/2021

URBAN REALM DRAWING INDEX 01

160003URBAN REALM - SKYLIGHT GARDEN BEDS - TYPICAL PLANTING ARRANGEMENT - SHEET 01

160004URBAN REALM - PLANTING PLAN - WELLESLEY/MAYORAL CORNER GARDEN BEDSHEET 01 125C0028/04/2021

160005URBAN REALM - PLANTING PLAN - GARDEN BED - BLED 01 & 02 - SHEET 01150C0028/04/2021

300001URBAN REALM DETAIL 3D VIEWS - SHEET 01NTSC0028/04/2021

300002URBAN REALM DETAIL 3D VIEWS - SHEET 02NTSC0028/04/2021

400001URBAN REALM TYPICAL SECTION 01 - KINGSTON STREET150C0028/04/2021

400002URBAN REALM TYPICAL SECTION 02 - ALBERT STREET HARVEY TREE150C0028/04/2021

400003URBAN REALM TYPICAL SECTION 03 - VICTORIA STREET WEST150C0028/04/2021

400004URBAN REALM TYPICAL SECTION 04 - ALBERT STREET SKYLIGHT GARDEN150C0028/04/2021

400005URBAN REALM TYPICAL SECTION 05MAYORAL DRIVE150C0028/04/2021

400006URBAN REALM TYPICAL SECTION 06 - MAYORAL DRIVE TULIP TREE150C0028/04/2021

400007URBAN REALM TYPICAL SECTION 07 - WELLESLEY STREET ENTRANCE125C0028/04/2021

400008URBAN REALM TYPICAL SECTION 08 - WELLESLEY STREET ENTRANCE125C0028/04/2021

400009URBAN REALM TYPICAL SECTION 09 - WELLESLEY STREET ENTRANCE125C0028/04/2021

400010URBAN REALM TYPICAL SECTION 10 - WELLESLEY STREET ENTRANCE125C0028/04/2021

400011URBAN REALM TYPICAL SECTION 11 - WELLESLEY STREET ENTRANCE125C0028/04/2021

600001URBAN REALM DETAIL - TREE PIT TYPE 01- SHEET 01120C0028/04/2021

600002URBAN REALM DETAIL - TREE PIT TYPE 01 - SHEET 02120C0028/04/2021

600003URBAN REALM DETAIL - TREE PIT TYPE 02 - SHEET 01120C0028/04/2021

600004URBAN REALM DETAIL - TREE PIT TYPE 07 - SHEET 01125C0028/04/2021

600005URBAN REALM DETAIL - TREE PIT TYPE 04 - SHEET 01125C0028/04/2021

600006URBAN REALM DETAIL - TREE PIT TYPE 05 - SHEET 01125C0028/04/2021

600007URBAN REALM DETAIL - TREE PIT TYPE 06 - SHEET 01125C0028/04/2021

600008URBAN REALM DETAIL - TREE PIT TYPE 06 - SHEET 02125C0028/04/2021

600009URBAN REALM DETAIL - TREE PIT TYPE 02 - SHEET 02120C0028/04/2021

600010URBAN REALM DETAIL - TREE SURROUNDSAs indicatedC0028/04/2021

600011URBAN REALM DETAIL - TREE PIT TYPICAL DETAILSAs indicatedC0028/04/2021

600020URBAN REALM DETAIL - TYPICAL PAVING LAYOUT - SHEET 01As indicatedC0028/04/2021

600021URBAN REALM DETAIL - FEATURE PAVING - SHEET 01As indicatedC0028/04/2021

600022URBAN REALM DETAIL - FEATURE PAVING - SHEET 02As indicatedC0028/04/2021

600023URBAN REALM DETAIL - FEATURE PAVING - SHEET 03As indicatedC0028/04/2021

600024URBAN REALM DETAIL - TYPICAL REPEATING PAVING AND JOINTING MODULESHEET 01 As indicatedC0028/04/2021

600025URBAN REALM DETAIL - PRAM RAMP AND RAISED TABLEAs indicatedC0028/04/2021

600027URBAN REALM DETAIL - TYPICAL PAVING JOINTING DETAILS - SHEET 01As indicatedC0028/04/2021

600028URBAN REALM DETAIL - KERB REPEATING MODULE - SHEET 01As indicatedC0028/04/2021

600030URBAN REALM DETAIL - STONE UNIT SCHEDULE - SHEET 01NTSC0028/04/2021

600031URBAN REALM DETAIL - PAVER ISOMETRIC - SHEET 01NTSC0028/04/2021

600032URBAN REALM DETAIL - PAVER ISOMETRIC - SHEET 02NTSC0028/04/2021

600033URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 01NTSC0028/04/2021

600034URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 02NTSC0028/04/2021

600035URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 03NTSC0028/04/2021

600036URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 04NTSC0028/04/2021

600037URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 05NTSC0028/04/2021

600038URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 06NTSC0028/04/2021

600039URBAN REALM DETAIL - KERB ISOMETRIC - SHEET 07NTSC0028/04/2021

600050URBAN REALM DETAIL - TYPICAL SERVICE COVERSHEET 01As indicatedC0028/04/2021

600051URBAN REALM DETAIL - TYPICAL SERVICE COVERSHEET 02As indicatedC0028/04/2021

600052URBAN REALM DETAIL - TYPICAL SERVICE COVERSHEET 03As indicatedC0028/04/2021

600053URBAN REALM DETAIL - TYPICAL SERVICE COVERSHEET 04As indicatedC0028/04/2021

600054URBAN REALM DETAIL - TYPICAL SERVICE COVERSHEET 05As indicatedC0028/04/2021

URBAN REALM DRAWING INDEX 02

600060URBAN REALM DETAIL - TYPICAL FURNITURE SETOUT - SHEET 01As indicatedC0028/04/2021

600061URBAN REALM DETAIL - TYPICAL FURNITURE SETOUT - SHEET 02As indicatedC0028/04/2021

600062URBAN REALM DETAIL - TYPICAL FURNITURE SETOUT - SHEET 03As indicatedC0028/04/2021

600063URBAN REALM DETAIL - TYPICAL FURNITURE SUITESHEET 01As indicatedC0028/04/2021

600064URBAN REALM DETAIL - FURNITURE DETAILS - SHEET 01As indicatedC0028/04/2021

600065URBAN REALM DETAIL - RAILING STANDARD - SHEET 01As indicatedC0028/04/2021

600066URBAN REALM DETAIL - RAILING SPLITTER - SHEET 01As indicatedC0028/04/2021

600067URBAN REALM DETAIL - TIMBER BENCH HORIZONTAL - SHEET 01As indicatedC0028/04/2021

600068URBAN REALM DETAIL - TIMBER BENCH VERTICAL - SHEET 01As indicatedC0028/04/2021

600069URBAN REALM DETAIL - TIMBER SEAT HORIZONTAL - SHEET 01As indicatedC0028/04/2021

600070URBAN REALM DETAIL - TIMBER SEAT VERTICAL - SHEET 01As indicatedC0028/04/2021

600071URBAN REALM DETAILUPSTAND FEATURE WALL - SHEET 01As indicatedC0028/04/2021

600072URBAN REALM DETAIL - BOLLARD - SHEET 01As indicatedC0028/04/2021

600073URBAN REALM DETAIL - FEATURE SEAT BLOCK - SHEET 01As indicatedC0028/04/2021

600074URBAN REALM DETAIL - STAIR STONE CLADDING AND STEEL EDGESHEET01 As indicatedC0028/04/2021

600075URBAN REALM DETAIL - STAIR EDGE AND HANDRAIL FIXING - SHEET 01As indicatedC0028/04/2021

600076URBAN REALM DETAIL - SEATING EDGE - SHEET 01As indicatedC0028/04/2021

600090URBAN REALM DETAIL - TYPICAL PLANTING DETAILS - SHEET 01As indicatedC0028/04/2021

8.THE CONSTRUCTOR SHALL BE RESPONSIBLE FOR CONFIRMING THE LOCATION OF ALL UNDERGROUND SERVICES ON SITE PRIOR TO COMMENCING WORK.

9.REFER TO CIVIL DOCUMENTATION FOR WORKS 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.

AS/NZS 4671STEEL REINFORCING MATERIALS AS/NZS 4680HOT DIP GALVANISED (ZINC) COATINGS ON FABRICATED FERROUS ARTICLES AS/NZS 4855WELDING CONSUMABLES -COVERED ELECTRODES FOR MANUAL METAL ARC WELDING OF NON-ALLOY AND FINE GRAIN STEELS -CLASSIFICATION

NZS 3109CONCRETE CONSTRUCTION

NZS 3114SPECIFICATION FOR CONCRETE SURFACE FINISHES

NZS 3104SPECIFICATION FOR CONCRETE PRODUCTION

NZS 3111METHODS OF TEST FOR WATER AND AGGREGATE FOR CONCRETE

NZS 3112METHODS OF TEST FOR CONCRETE

NZS 3121WATER AND AGGREGATE FOR CONCRETE

AS/NZS 3845ROAD

4121:

FOR ACCESS AND MOBILITY -BUILDINGS AND ASSOCIATED FACILITIES

AS/NZS 1428.4.1: 2009DESIGN FOR ACCESS AND MOBILITY PART 4.1: MEANS TO ASSIST THE ORIENTATION OF PEOPLE WITH VISION IMPAIRMENT

DRAWINGS b) PROJECT SPECIFICATIONS c)CRL MINIMUM REQUIREMENTS d) SUPPORTING STANDARDS LISTED BELOW (LATEST REVISION UNO)

13. ABBREVIATIONS ON THE DRAWINGS ARE AS FOLLOWS:

APPROXAPPROXIMATE

CLCENTRE LINE

CRSCENTRES

DDEFORMED BAR GRADE300E

DETDETAIL

DIADIAMETER

DIMDIMENSION

DRGDRAWING

EAEQUAL ANGLE

E&BEARTHING & BONDING

FGLFINISHED GROUND LEVEL

FLFINISHED LEVEL

FSLFINISHED SURFACE LEVEL

FPBWFULL PENETRATION BUTT WELD

FWFILLET WELD

FWARFILLET WELDALLROUND

GLGROUND LEVEL

HDDEFORMED BAR GRADE500E

HDGHOT DIP GALVANISED

HRPLAIN BAR GRADE 500E

IDINSIDE DIAMETER

ILINVERT LEVEL

MMESH GRADE 500E

MAXMAXIMUM

MINMINIMUM

MSMILD STEEL GRADE 300

NOMNOMINAL

NTSNOT TO SCALE

ODOUTSIDE DIAMETER

OHLEOVER HEADLINE EQUIPMENT

PFCPARALLEL FLANGED CHANNEL

RPLAIN BAR GRADE 300E

REFREFER, REFERENCE

REINFREINFORCEMENT

RLREDUCED LEVEL

RHSRECTANGULAR HOLLOW SECTION

SHSSQUARE HOLLOW SECTION

SSSTAINLESS STEEL

TBCTO BECONFIRMED

THKTHICK

TOFTOP OF FOOTING

TOKTOP OF KERB

TOSTOP OF STEEL

TOWTOP OF WALL

TYPTYPICAL

UAUNEQUAL ANGLE

UBUNIVERSAL BEAM

UCUNIVERSAL COLUMN

UNOUNLESS NOTED OTHERWISE

14.ALL SHOP DRAWINGS WHERE APPLICABLE ARE TO BE APPROVED BY THE DESIGNER PRIOR TO MANUFACTURE.

15.ALL MATERIAL SAMPLES

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

9.ALL STONE

10.ALL

2.WHERE

3.PROVIDE QUARRY (SHOP) DRAWINGS FOR TYPICAL AND SPECIAL STONE UNIT TYPES IN ACCORDANCE WITH THESPECIFICATION AND DRAWINGS FOR THE REVIEW OF THE DESIGNER

4.ALL

5.ALL STONE EDGES TO TOP (VISIBLE) SURFACE TO HAVE 1MM CHAMFER UNLESS OTHERWISE NOTED.

CONCRETE STRUCTURES

1.ALL CONCRETE STRUCTURES SHALL BE IN ACCORDANCE WITH CIVIL ROADING PACKAGE DRAWINGS CRL-AOT-ROA-LKA-DRG-231170 -231190

2.SCHEDULE

3.TOLERANCES TO BE AS PER STRUCTURAL SPECIFICATION (CRL-SYW-ROA-LKA-SPE-800000).

1.STEEL DESIGN SHALL BE IN ACCORDANCE WITH NZS 3404:1997.

2.MATERIALS

a)ALL STEEL MEMBERS SHALL CONFORM TO AS/NZS 3678, AS/NZS 3679.1 OR EQUIVALENT. STEEL GRADES TO BE 350 LO UNO.

b)ALL GUSSET

c)

3.STEEL DURABILITY SHALL COMPLY WITH SNZ TS 3404:2018.

4.FABRICATION AND ERECTION SHALL COMPLY WITH AS/NZS 5131

a)STRAIGHTNESS OF MEMBERS AFTER FABRICATION AND BEFORE ERECTION UNO SHALL NOT DEVIATE MORE THAN: STRUTS, COLUMNS= L/1000 OTHER MEMBERS= L/600

b)LENGTH SHALL NOT DEVIATE FROM THE TRUE LENGTH BY: STRUTS WITH END BEARING= ±1mm OTHER MEMBERS UP TO L = 9.0m= +0mm, -3mm OTHER MEMBERS OVER L = 9.0m= +0mm, -5mm

c)PLUMBNESS OF STRUTS/COLUMNS SHALL BE WITHIN L/1000 OF TRUE VERTICAL.

5.BOLTING

a)ALL HOLES SHALL BE DRILLED AND SHALL BE 2mm LARGER THAN THE BOLT DIAMETER FOR BOLTS NOT EXCEEDING 24mm DIAMETER. AND 3mm LARGER FOR BOLTS EXCEEDING 24mm IN DIAMETER UNO. HOLES IN BASEPLATES MAY BE 6mm LARGER THAN THE BOLT DIAMETER UNO. A PLATE WASHER MIN 4mm THICK SHALL BE PROVIDED UNDER NUT IF HOLE DIAMETER EXCEEDS BOLT DIAMETER BY MORE THAN 4mm.

b)ALL BOLTS SHALL HAVE AT LEAST ONE THREAD PROJECTING THROUGH BOTH SIDES OF NUT UNO.

c)UNLESS NOTED OTHERWISE ON THE DRAWINGS ALL BOLTS SHALL BE M20-8.8/TB COMPLYING WITH NZS 3404.

d)UNO ALL BOLTS, NUTS & WASHERS SHALL BE HOT DIP GALVANISED, OR PAINTED AS PER STRUCTURAL STEEL TO WHICH THEY CONNECT, TO CONFORM TO AS/NZS 4680 (HDG390 AS A MINIMUM).

e)TIGHTENING PROCEDURE SHALL COMPLY WITH AS/NZS 5131 AND NZS 3404.

f)THREADS MAY BE INCLUDED IN SHEAR PLANES.

6. WELDING SHALL COMPLY WITH NZS 3404 AND AS/NZS 1554

a)FOR WORK EXPOSED TO THE WEATHER, SEAL WELDS SHALL BE MADE WHETHER SHOWN ON THE DRAWINGS OR NOT (UNLESS SPECIFICALLY NOT REQUIRED BY THE DESIGNER).

b)ALL WELDING SHALL BE CARRIED OUT IN ACCORDANCE WITH AS 1554.1 -2014.

c)ELECTRODES SHALL BE EITHER AS 1553 -2000, AS 1858 -1976, AS 2203 -1990 OR AS 2717 -1984, AS APPROPRIATE UNLESS NOTED OTHERWISE.

d) THE WELD CATEGORY SHALL BE SP USING E48XX ELECTRODES IN ACCORDANCE WITH NZS 1554.1 -2014 OR APPROVED EQUIVALENT UNLESS NOTED OTHERWISE.

e) ALL BUTT WELDS SHALL BE COMPLETE PENETRATION BUTT WELDS CATEGORY SP TO AS1554.1 -2014 U.N.O. BACKING STRIPS ARE TO BE PROVIDED, AS REQUIRED.

f) THE WELDING OF HOLLOW SECTIONS SHALL INCORPORATE INTERNAL SECTIONS OR BACKING PLATES AS NECESSARY TO COMPLETE THE SPECIFIED WELD.

g) PROCEDURE AND WELDER CERTIFICATES TO BE PROVIDED TO THE DESIGNER FOR APPROVAL, PRIOR TO COMMENCING WELDING.

h) MINIMUM FILLET WELDS SHALL BE AS FOLLOWS:

-6mm CONTINUOUS FOR PLATE EQUAL TO OR LESS THAN 16mm THICK

-8mm CONTINUOUS FOR PLATE BETWEEN 16mm TO 32mm THICK

-10mm CONTINUOUS FOR PLATE THICKER THAN 32mm UNLESS NOTED OTHERWISE

i) WELDS SHALL NOT BE LARGER THAN THE THICKNESS OF THE THINNER PLATE.

j) NON-DESTRUCTIVE TESTING AND ACCEPTANCE CRITERIA SHALL BE IN ACCORDANCE WITH AS/ NZS 1554.1 -2014 AND THE SPECIFICATION.

k) WELDING SYMBOLS SHOWN ON THE DRAWINGS ARE AS PER LATEST EDITION OF AS 1101.3 -2005. THE MOST COMMON WELD SYMBOLS ARE SHOWN BELOW FOR REFERENCE.

WELD SYMBOLS

LOCATION FILLET V BUTT BEVEL BUTT

ARROW SIDE OTHER SIDE BOTH SIDES

WELD DIMENSIONS

SIZE OF

TO DRAWINGS FOR ORIENTATION LENGTH OF WELD IN mm FOLLOWS SYMBOL. IF NO LENGTH SHOWN THE WELD EXTENDS THE FULL LENGTH OF THE JOINT LENGTH OF WELD SHOWN UNBRACKETED. LENGTH OF GAP SHOWN

SERVICE COVERS

1.REFER

2.REFER

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.PRODUCT SELECTION PENDING AGREEMENT WITH THE PROJECT ENGINEER, NETWORK UTILITY OPERATORS,ÚUCKLAND TRANSPORT, CIVIL ENGINEER AND LANDSCAPE ARCHITECT.

7.ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

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.

4.ROAD LAYOUT:CRL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE:CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES:CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT:CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING:CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

STORMWATER AND DRAINAGE

1. FOR ALL LEVELS AND DRAINAGE ELEMENTS REFER TO THE CIVIL ROAD DRAINAGE CRL-AOT-ROA-LKA-DRG-231800 SERIES AND UTILITIES

DESIGN DRAWINGS AND SPECIFICATIONS.

2.

1.ANY

4.CARE

5.PLANTS

1.REFER

2.ALL

ISSUE THIS SHEET WITH ALL DRAWINGS:

PS05.A BASALT SETT - PRAM RAMP OVERSIZE MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE (mm): 295 x 145 x 80 LAYING

PC01 CONCRETE FOOTPATH - EXPOSED FINISH, GREY

MATERIAL: INSITU CONCRETE FINISH: U5E LIGHTLY EXPOSED AGGREGATE COLOUR: 4kg/m³ BLACK OXIDE MIX: 10mm GREYWACKE CHIP WITH FINES

JOINTING:

FOR STRUCTURAL PAVEMENT DESIGN

PS04.A RAISED TABLE BASALT SETT

PS06.A BASALT FLAGSTONE - OVERSIZE MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE (mm): VARIES x VARIES x 40 LAYING PATTERN: STRETCHER BOND JOINTING: JS01.A

PS17 SETT FEATURE PAVING - MID

MATERIAL: GRANITE G654

FINISH: SAWN AND FLAMED

SIZE (mm): 100 x 100 x 80 LAYING PATTERN: STACK

JOINTING: JS01.A

NOTES: WHERE UNITS NEED TO BE CUT TO

LESS THAN HALF A UNIT, USE OVERSIZED SETT UNITS

PS17.A AND CUT TO FIT

PS17.A SETT FEATURE PAVING - MID (OVERSIZE)

MATERIAL: GRANITE G654

FINISH: SAWN AND FLAMED

SIZE (mm): 100 x 100 x 80 LAYING PATTERN: STACK

JOINTING: JS01.A

PS18 SETT FEATURE PAVING - DARK TEXTURED

MATERIAL: ASIAN BASALT PURE BLACK

FINISH: SPLIT AND FLAMED

SIZE (mm): 100 x 100 x 80

LAYING PATTERN: STACK

JOINTING: JS01.A

PS19 SETT FEATURE PAVING - MID TEXTURED

MATERIAL: GRANITE G654

FINISH: SPLIT AND FLAMED

SIZE (mm): 100 x 100 x 80 LAYING PATTERN: STACK

JOINTING: JS01.A

PS20 STONE FEATURE PAVING HALF WIDTH - MID

MATERIAL: GRANITE G654

FINISH: SAWN AND FLAMED

SIZE (mm): 630 x 152.5 x 40

LAYING PATTERN: STRETCHER

JOINTING: JS01.A

NOTES: STONE TYPE AND FINISH TO MATCH FREE ISSUE

PS07.A BASALT FLAGSTONE - VEHICLE STRENGTH - OVERSIZE MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE (mm): VARIES x VARIES x 80 LAYING PATTERN: STRETCHER BOND JOINTING: JS01.A NOTES: VEHICLE KERB RAMPS 1:8 MAX. GRADIENT

SAWN AND FLAMED

(mm): 695 x 170 x 40 LAYING PATTERN: STRETCHER

JS01.A

WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED

PS08.A HALF-WIDTH BASALT FLAGSTONEOVERSIZE MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE (mm): VARIES x 170 x 40 LAYING PATTERN: STRETCHER JOINTING: JS01.A

PS09 STONE FEATURE PAVING - DARK MATERIAL: ASIAN BASALT PURE BLACK

FINISH: SAWN AND FLAMED

SIZE (mm): 630 x 310 x 80 LAYING PATTERN: STRETCHER JOINTING: JS01.A

NOTES: ISSUED FROM C1 OVER ORDER ANY NEW STONE REQUIRED TO MATCH

PS10 STONE FEATURE PAVING - MID

MATERIAL: GRANITE G654 FINISH: SAWN AND FLAMED SIZE (mm): 630 x 310 x 80 LAYING PATTERN: STRETCHER JOINTING: JS01.A NOTES: ISSUED FROM C1 OVER ORDER ANY NEW STONE REQUIRED TO MATCH

PS11 STONE FEATURE PAVING - LIGHT MATERIAL: GRANITE G623 FINISH: SAWN AND FLAMED SIZE (mm): 630 x 310 x 80 LAYING PATTERN: STRETCHER JOINTING: JS01.A NOTES: ISSUED FROM C1 OVER ORDER

PS16 SETT FEATURE PAVING - DARK

ASIAN BASALT PURE BLACK

SAWN AND FLAMED

(MM): 100 X 100 X 80 LAYING PATTERN: STACK JOINTING: JS01.A NOTES: WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED SETT UNITS PS16.A AND CUT TO FIT

PS16.A

STONE FROM C1 OVER ORDER

PS21 BASALT FLAGSTONE - TEXTURED MATERIAL: ASIAN BASALT G3027 FINISH: SPLIT AND FLAMED SIZE (MM): 695 x 345 x 40 LAYING PATTERN: STRETCHER BOND JOINTING: JS01.A

PF03.A

BOUND DECORATIVE AGGREGATE SURFACINGEXISTING TREES

MATERIAL: SITE-LAID RESIN BOUND AGGREGATE

FINISH: SLIP RESISTANT, GLASS QUARTZ SAND ADDITIVE

MIX: AGGREGATE: 6 10 mm ""VIKING SKULL""

SIZE (mm): x x 50 NOTES: BEDDING: 25mm MIN. PERMEABLE BASE COURSE (DEPTH TO SUIT PROPOSED FINISHED LEVELS). LAID OVER GEOTEXTILE MEMBRANE.

PF03.B RESIN BOUND DECORATIVE AGGREGATE SURFACING - NEW TREE

MATERIAL: SITE-LAID RESIN BOUND AGGREGATE

FINISH: SLIP RESISTANT, GLASS QUARTZ SAND ADDITIVE

MIX: AGGREGATE: 6 10mm ""VIKING SKULL""

SIZE (mm): x x 50

NOTES: 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 HERITAGE MAT

MATERIAL: TIMARU BASALT

FINISH: SAWN AND POLISHED FIRST RUB (LIGHTLY SANDBLASTED TO OBTAIN REQUIRED SLIP RESISTANCE FOLLOWING TEXT ETCHING)

SIZE (mm): 697.5(4x) x 347.5(4x) x 40

LAYING PATTERN: STACK BOND

JOINTING: JF03 BETWEEN HERITAGE MAT STONE UNITS, J01

SURROUNDING HERITAGE MAT

NOTES: 4 STONE UNITS PER PLACE MAT ALLOW FOR BLACK PAINT INFIL TO ENGRAVED TEXT

PF05.A HERITAGE MAT - MARTHAS CORNER

PF05.B HERITAGE MAT - BLUESTONE WALL

PF05.C HERITAGE MAT - HARVEY TREE

PF06. ROAD NAME MAT

MATERIAL: TIMARU BASALT

FINISH: SAWN AND POLISHED FIRST RUB (LIGHTLY SANDBLASTED TO OBTAIN REQUIRED SLIP RESISTANCE FOLLOWING TEXT ETCHING) SIZE (mm): 697 (2x) x 347 (2x) x 40 LAYING PATTERN: STACK

JOINTING: JF03 BETWEEN HERITAGE MAT STONE UNITS, J01

SURROUNDING HERITAGE MAT.

NOTES: 2 STONE UNITS PER PLACE MAT ALLOW FOR BLACK PAINT INFIL TO ENGRAVED TEXT

PF06.A ROAD NAME MAT

PF06.B

PF06.C

PF06.D

PF06.E

KERBS, CHANNEL AND EDGING

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 ROADING DRAWING CRL-AOT-ROA-LKA-DRG-231361 TO 231365 FOR KERB FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROA-LKA-SPE-800000

KS02 STANDARD KERB

MATERIAL: ZM ASIAN BASALT FINISH: BUSH HAMMERED TOP FACE. SAWN AND FLAMED FRONT FACE. COLOUR: ADJACENT CHANNEL OR NIB TO BE POURED CONCRETE WITH OXIDE TO MATCH THE STONE COLOUR. REFER C2 INSTALLATION SIZE (mm): 515mm, 690mm, 865mm (LENGTH VARIES) x 300mm WIDE x NOMINAL 200 (H) WITH 150mm UPSTAND (UPSTAND MEASURED FROM BASE OF CONCRETE CHANNEL) LAYING PATTERN: REFER TO GENERAL ARRANGEMENT PLANS JOINTING: JS04 NOTES: REFER TO STONE UNIT SCHEDULE FOR COMPLETE LIST OF STANDARD KERB UNITS. REFER TO CIVIL ROADING DRAWING CRL-AOT-ROA-LKA-DRG-231361 TO 231365 FOR KERB FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROA-LKASPE-800000

KS03 KASSEL KERB MATERIAL:

TO 231365 FOR KERB FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROA-LKASPE-800000

KS04 CYCLE BEVEL KERB

MATERIAL: ZM ASIAN BASALT

FINISH: BUSH HAMMERED TOP FACE. SAWN AND FLAMED FRONT FACE. COLOUR: ADJACENT CHANNEL OR NIB TO BE POURED CONCRETE WITH OXIDE TO MATCH THE STONE COLOUR. REFER C2 INSTALLATION

SIZE (mm): 515mm, 690mm, 865mm (LENGTH VARIES) LAYING PATTERN: REFER TO GENERAL ARRANGEMENT PLANS

JOINTING: JS04

NOTES: REFER TO STONE UNIT SCHEDULE FOR COMPLETE LIST OF STANDARD KERB UNITS. REFER ATDM TYPE 14 EXTRUDED CYCLE PATH BEVEL KERB

REFER TO CIVIL ROADING DRAWING CRL-AOT-ROA-LKA-DRG-231361 TO 231365 FOR KERB FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROA-LKASPE-800000

KS05 CYCLE MOUNTABLE KERB

MATERIAL: ZM ASIAN BASALT

FINISH: BUSH HAMMERED TOP FACE. SAWN AND FLAMED FRONT FACE. COLOUR: ADJACENT CHANNEL OR NIB TO BE POURED CONCRETE WITH OXIDE TO MATCH THE STONE COLOUR. REFER C2 INSTALLATION

SIZE (mm): 515mm, 690mm, 865mm (LENGTH VARIES) x 300mm WIDE x NOMINAL 200(H) WITH 65mm UPSTAND (UPSTAND MEASURED FROM BASE OF CHANNEL INVERT) LAYING PATTERN: REFER TO GENERAL ARRANGEMENT PLANS JOINTING: JS04 NOTES: REFER TO STONE UNIT SCHEDULE FOR COMPLETE LIST OF STANDARD KERB UNITS. REFER ATDM TYPE 15 EXTRUDED CYCLE MOUNTABLE KERB REFER TO CIVIL ENGINEERING DOCUMENTATION FOR INSTALL, STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KF01 SPEED TABLE CHANNEL DRAIN MATERIAL: (CHANNEL) - APPROVED PROPRIETARY

JOINTING (STANDARD)

FURNITURE AND STRUCTURES

REFER TO CIVIL ROADING DRAWING CRL-AOT-ROA-LKADRG-231171 FOR SEAT FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROALKA-SPE-800000

FP03.B SHEFFIELD STYLE' BIKE RACK WITH TAPPER BAR MATERIAL: 316 STAINLESS STEEL FINISH: TO MANUFACTURERES SPECIFICATION FOOTING FOUNDATIONS: REFER TO CIVIL ROADING DRAWING CRL-AOT-ROA-LKADRG-231171 FOR SEAT FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROALKA-SPE-800000

FP04 AUCKLAND CBD TWIN BIN NOTES: 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 ROADING DRAWING CRL-AOT-ROA-LKADRG-231171 FOR SEAT FOUNDATION DETAILS AND SPECIFICATION CRL-SYW-ROALKA-SPE-800000

FP07.(A, B, C, D) 900MM HIGH S6 BOLLARD MATERIAL: 316 STAINLESS STEEL FINISH: GARNET BLASTED WITH NEW MEDIA COLOUR: REFLECTORIZED BAND RECESSED INTO CHASE BELOW CAP SUPPLIER: BULLYBOY MODEL: 900mm HIGH S6 SHOP DRAWINGS: REQUIRED FOR ALL TYPES

FP07.A 900MM HIGH S6 BOLLARD (STATIC) MATERIAL: AS PER F09-A FINISH: AS PER F09-A NOTES: TO SUPPLIER MANUFACTURER'S SPECIFICATIONS AND CIVIL ENGINEERING DETAIL. BASE PLATE AND FASTENING DETAIL TO BE CONCEALED BELOW STONE PAVEMENT BEDDING.

FP07.B 900MM HIGH S6 BOLLARD (REMOVABLE) MATERIAL: AS PER F09-A FINISH: AS PER F09-A COLOUR: AS PER F09-A NOTES: AS PER F09-A 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.

FP07.D 900mm HIGH S6 BOLLARD (SOCKET ONLY) NOTES: ADDITIONAL 'GROUND POD' SOCKETS TO HOLD REMOVABLE BOLLARD WHILE VEHICULAR ACCESS IS REQUIRED.

FEATURES: - DRAINAGE TUBES

- REMOVABLE CENTRE STOOL FOR CLEANING - MAGNETIC COVER PLATE. FOOTING FOUNDATIONS: TO SUPPLIER MANUFACTURER'S SPECIFICATIONS AND CIVIL ENGINEERING DETAIL. TO BE DETAILED UPON CONFIRMATION OF IMPACT RATING REQUIREMENTS. SET GROUND POD 6mm LOWER THAN FINISEHED PAVEMENT SURFACE LEVEL TO ACCOMMODATE FOR MAGNETIC COVER PLATE. NOTES: DETAILS TO BE DEVELOPED BY THE BOLLARD MANUFACTURER AND REVIEWED AS A PART OF THE SHOP DRAWING PROCESS.

FP08 AUCKLAND COUNCIL STANDARD CBD TREE GRATE MATERIAL: CAST ALUMINIUM AA601 FINISH: GARNET BLASTED (TBC) TO ACHIEVED SLIP-RESISTANT COMPLIANT FINISH.

MATCH C2 NOTES: PRODUCT TO MATCH C2

FP09 AUCKLAND COUNCIL STANDARD CBD TREE GUARD MATERIAL: 316 STAINLESS STEEL FINISH: BEAD BLASTED NOTES: REFER AUCKLAND COUNCIL CBD SUITE FURNITURE DRAWINGS TO MATCH C2 PRODUCT

FF01 FEATURE BOULDER

MATERIAL: BASALT - MT EDEN 'SITE WON' MATERIAL OR ALTERNATE APPROVED SOURCE NOTES: BOULDER TO BE 1000-1500mm IN DIAMETER AND SET MAX 700mm AND MIN 450mm ABOVE FINISHED GROUND LEVEL. ENSURE NOMINAL 1/3 BOULDER IS BURIED BELOW GROUND. LANDSCAPE ARCHITECT TO CONFIRM BOULDER PLACEMENT AND SELECTION.

FF02 BASALT SLAB

MATERIAL: BASALT FINISH: PITCHED FACE, SAWN TOP AS PER RECLAIMED PRODUCT NOTES: RECLAIMED FROM C1 DOWNTAKINGS STORED AT SEART YARD. TO BE CLEANED AND STRIPPED TO STONE. EXISTING STONE CORE HOLES TO BE FILLED WITH APPROVED PRODUCT LANDSCAPE

FF02.A BASALT SLAB WITH TIMBER BENCH TYPE A

MATERIAL: BASALT AS PER FF02

TIMBER SLATS WITH HDG STEEL FRAME (PAINT FINISH TBC)

FINISH: STONE AS PER FF02

NOTES: RECLAIMED FROM C1 DOWNTAKINGS STORED AT SEART YARD. TO BE CLEANED AND STRIPPED TO STONE. EXISTING STONE CORE HOLES TO BE FILLED WITH APPROVED PRODUCT LANDSCAPE ARCHITECT TO APPROVE SELECTION AND LOCATION OF SPECIFIC STONES

FF02.B BASALT SLAB WITH TIMBER BENCH TYPE B

MATERIAL: BASALT AS PER FF02

TIMBER SLATS WITH HDG STEEL FRAME (PAINT FINISH TBC)

FINISH: STONE AS PER FF02

NOTES: RECLAIMED FROM C1 DOWNTAKINGSSTORED AT SEART YARD. TO BE CLEANED AND STRIPPED TO STONE. EXISTING STONE CORE HOLES TO BE FILLED WITH APPROVED PRODUCT LANDSCAPE ARCHITECT TO APPROVE SELECTION AND LOCATION OF SPECIFIC STONES

FF02.C BASALT SLAB WITH TIMBER SEAT TYPE A

MATERIAL: BASALT AS PER FF02

TIMBER SLATS WITH HDG STEEL FRAME (PAINT FINISH TBC)

FINISH: STONE AS PER FF02

NOTES: RECLAIMED FROM C1 DOWNTAKINGS STORED AT SEART YARD. TO BE CLEANED AND STRIPPED TO STONE. EXISTING STONE CORE HOLES TO BE FILLED WITH APPROVED PRODUCT LANDSCAPE ARCHITECT TO APPROVE SELECTION AND LOCATION OF SPECIFIC STONES

FF02.D BASALT SLAB WITH TIMBER SEAT TYPE B

MATERIAL: BASALT AS PER FF02

TIMBER SLATS WITH HDG STEEL FRAME (PAINT FINISH TBC)

FINISH: STONE AS PER FF02

NOTES: RECLAIMED FROM C1 DOWNTAKINGS STORED AT SEART YARD.TO BE CLEANED AND STRIPPED TO STONE. EXISTING STONE CORE HOLES TO BE FILLED WITH APPROVED PRODUCT LANDSCAPE ARCHITECT TO APPROVE SELECTION AND LOCATION OF SPECIFIC STONES

FF05 STEEL EDGE - STANDARD

MATERIAL: HOT DIP GALVANISED STEEL FINISH: PAINT FINISH (TYPE TO BE CONFIRMED) COLOUR: BLACK LENGTH: MANUFACTURER TO DETERMINE PANEL SIZE

WIDTH: 6mm OR SIMIALR APPROVED

HEIGHT: 350mm NOTES: FIXED AT 400mm CENTRES WITH M12 HILTI HUS3-H10 ANCHORS OR APPROVED EQUIVALENT. EPOXIED WITH HIT-RE500

CENTRES. BOLTS TO HAVE MIN 100mm EMBEDDED SHOP DRAWINGS REQUIRED FOR ALL STEEL EDGES TO CONFIRM PROFILE AND PANEL SIZES SITE MEASURE FOLLOWING INSTALL OF ALL PRIMARY STRUCTURES REQUIRED TO CONFIRM DIMENSIONS AND LOWER EXTENDS OF STEEL EDGES

FF06 STEEL EDGE - LIGHTING PROFILE MATERIAL: HOT DIP GALVANISED STEEL FINISH: PAINT FINISH (TYPE TO BE CONFIRMED) COLOUR: BLACK LENGTH: MANUFACTURER TO DETERMINE PANEL SIZE WIDTH: 6mm OR SIMIALR APPROVED HEIGHT: 350mm NOTES: FOLDED PROFILE TO BE CONFIRMED BY SHOP DRRAWINGS FIXED AT 400mm CENTRES WITH M12 HILTI HUS3-H10 ANCHORS OR APPROVED EQUIVALENT. EPOXIED WITH HIT-RE500 V3 100Y AT MAX 400 CENTRES. BOLTS TO HAVE MIN 100MM EMBEDDED SHOP DRAWINGS REQUIRED FOR ALL STEEL EDGES TO CONFIRM PROFILE AND PANEL SIZES SITE MEASURE FOLLOWING INSTALL OF ALL PRIMARY STRUCTURES REQUIRED TO CONFIRM DIMENSIONS AND LOWER EXTENDS OF STEEL EDGES ALL LIGHITNG INSTALL REQUIRMENTS AS PER CIVIL LIGHITNG DESIGN. MANUFACTURER TO CONFIRM PROVISION REQUIRED ALL DUCTING RUNS TO BE COVERED TO MATCH

FF07 STEEL EDGE - UPSTAND PROFILE

MATERIAL: HOT DIP GALVANISED STEEL

FINISH: PAINT FINISH (TYPE TO BE CONFIRMED)

COLOUR: BLACK

LENGTH: MANUFACTURER TO DETERMINE PANEL SIZE

WIDTH: 6mm OR SIMIALR APPROVED

HEIGHT: 350mm NOTES: FOLDED PROFILE TO BE CONFIRMED BY SHOP DRRAWINGS

FIXED AT 400mm CENTRES WITH M12 HILTI HUS3-H10 ANCHORS OR APPROVED EQUIVALENT. EPOXIED WITH HIT-RE500 V3 100Y AT MAX 400 CENTRES. BOLTS TO HAVE MIN 100mm EMBEDDED SHOP DRAWINGS REQUIRED FOR ALL STEEL EDGES TO CONFIRM PROFILE AND PANEL SIZES SITE MEASURE FOLLOWING INSTALL OF ALL PRIMARY STRUCTURES REQUIRED TO CONFIRM DIMENSIONS AND LOWER EXTENDS OF STEEL EDGES

TA01 MAYORAL DRIVE - DOUBLE TREE PIT SURFACE FINISH: AUCKLAND COUNCIL STANDARD CBD TREE GRATE (FP08)

STRUCTURE: CITYGREEN STRATACELL 60 SERIES SUPPLIED BY METROGREEN.

VOLUME: 20.808m³ (320 STRATACELLS)

TREE GUARD: AUCKLAND COUNCIL STANDARD CBD TREE GUARD (FP09)

PASSIVE IRRIGATION POINT: 4x (PER TA01) ALL PROOF GRATES

PASSIVE IRRIGATION PIPE: 65mm IRRIGATION PIPE "ROOTRAIN" TO BE LOCATED IN TOP LAYER OF STRATACELL

DRAINAGE: 150mm THICK TNZ F/2 DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65mm Ø PERFORATED DRAINCOIL CONECTED TO STORMWATER

NETWORK (REFER CIVIL ROAD DRAINAGE)

TREE ANCHOR: CITYGREEN ARBORGUY

NOTES: CELLS TO BE LAID ON 150mm OF AP40 COMPACTED TO 95% TO PROVIDE A LEVEL SURFACE AND SUPPORT FOR THE STRATACELLS.

TA02 MAYORAL DRIVE - DOUBLE TREE PIT SURFACE FINISH: AUCKLAND COUNCIL STANDARD CBD TREE GRATE (FP08)

STRUCTURE: CITYGREEN STRATACELL 60 SERIES SUPPLIED BY METROGREEN.

VOLUME: 27.05m³ (416 STRATACELLS)

TREE GUARD: AUCKLAND COUNCIL STANDARD CBD TREE GUARD (FP09)

PASSIVE IRRIGATION POINT: 4x (PER TA02) ALL PROOF GRATES

PASSIVE IRRIGATION PIPE: 65mm IRRIGATION PIPE "ROOTRAIN" TO BE LOCATED IN TOP LAYER OF STRATACELL

DRAINAGE: 150mm THICK TNZ F/2

DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65mm Ø PERFORATED

DRAINCOIL CONECTED TO STORMWATER NETWORK (REFER CIVIL ROAD

DRAINAGE) TREE ANCHOR: CITYGREEN ARBORGUY NOTES: CELLS TO BE LAID ON 150mm OF AP40 COMPACTED TO 95% TO PROVIDE A LEVEL SURFACE AND SUPPORT FOR THE STRATACELLS.

TA04 VICTORIA STREET - DOUBLE TREE PIT SURFACE FINISH: GARDEN BED VIC 01 STRUCTURE: CONCRETE WALLS AS PER CIVIL ROADING PACKAGE

VOLUME: 40.037m³ DRAINAGE: 150mm THICK TNZ F/2 DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65mm Ø PERFORATED DRAINCOIL CONECTED TO STORMWATER NETWORK (REFER CIVIL ROAD DRAINAGE) TREE ANCHOR: CITYGREEN ARBORGUY

TA05 ALBERT STREET- DOUBLE TREE PIT SURFACE FINISH: GARDEN BED HARVEY

CONCRETE WALLS AS PER CIVIL ROADING PACKAGE VOLUME: 25.503m³

DRAINAGE: 150mm THICK TNZ F/2 DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65mm Ø PERFORATED DRAINCOIL CONECTED TO STORMWATER

NETWORK (REFER CIVIL ROAD DRAINAGE)

TREE ANCHOR: CITYGREEN ARBORGUY

TA06 KINGSTON STREET- TRIPLE TREE PIT SURFACE FINISH: AUCKLAND COUNCIL STANDARD CBD TREE GRATE (FP08)

STRUCTURE: CITYGREEN STRATACELL 60 SERIES SUPPLIED BY METROGREEN.

VOLUME: 39.145m³ (602 STRATACELLS)

TREE GUARD: AUCKLAND COUNCIL STANDARD CBD TREE GUARD (FP09)

PASSIVE IRRIGATION POINT: 6x (PER TA06) ALL PROOF GRATES

PASSIVE IRRIGATION PIPE: 65mm IRRIGATION PIPE "ROOTRAIN" TO BE LOCATED IN TOP LAYER OF STRATACELLS

DRAINAGE: 150mm THICK TNZ F/2 DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65mm Ø PERFORATED DRAINCOIL CONECTED TO STORMWATER NETWORK (REFER CIVIL ROAD DRAINAGE)

TREE ANCHOR: CITYGREEN ARBORGUY NOTES: CELLS TO BE LAID ON 150mm OF AP40 COMPACTED TO 95% TO PROVIDE A LEVEL SURFACE AND SUPPORT FOR THE STRATACELLS.

TA07 WELLESLEY STATION ENTRANCE TREE PIT SURFACE FINISH: GARDEN BED BLEDISLOE 01

STRUCTURE: CITYGREEN STRATACELL 60 SERIES SUPPLIED BY METROGREEN.

VOLUME: 18.467m³ (284 STRATACELLS)

PASSIVE IRRIGATION POINT: 2x (PER TA07) ALL PROOF GRATES PASSIVE IRRIGATION PIPE: 65mm IRRIGATION PIPE "ROOTRAIN" TO BE LOCATED IN TOP LAYER OF STRATACELLÝRAINAGE: 150mm THICK TNZ F/2

DRAINAGEMATERIAL WRAPPED IN BIDIM A19. WITH 65MM Ø PERFORATED

DRAINCOIL CONECTED TO STORMWATER NETWORK (REFER CIVIL ROAD

DRAINAGE)

TREE ANCHOR: CITYGREEN ARBORGUY NOTES: CELLS TO BE LAID ON 150mm OF AP40 COMPACTED TO 95% TO PROVIDE A LEVEL SURFACE AND SUPPORT FOR THE STRATACELLS.

ISSUE THIS SHEET WITH ALL DRAWINGS:

SURFACE BOXES ('FH' AND 'METER' COVERS, 405x255mm)

SURFACE BOXES ('FH' AND 'METER' COVERS, 405x255mm)

CRL-AOT-URBLKA-DRG-150001

CRL-AOT-URBLKA-DRG-150002

CRL-AOT-URBLKA-DRG-150003

CRL-AOT-URBLKA-DRG-150004

CRL-AOT-URBLKA-DRG-150005

CRL-AOT-URBLKA-DRG-150006

CRL-AOT-URBLKA-DRG-150007

CRL-AOT-URBLKA-DRG-150008

CRL-AOT-URBLKA-DRG-150009

CRL-AOT-URBLKA-DRG-150010

CRL-AOT-URBLKA-DRG-150011

CRL-AOT-URBLKA-DRG-150012

CRL-AOT-URBLKA-DRG-150013

CRL-AOT-URBLKA-DRG-150014

CRL-AOT-URBLKA-DRG-150028

CRL-AOT-URBLKA-DRG-150027

CRL-AOT-URBLKA-DRG-150026

CRL-AOT-URBLKA-DRG-150025

CRL-AOT-URBLKA-DRG-150024

CRL-AOT-URBLKA-DRG-150023

CRL-AOT-URBLKA-DRG-150022

CRL-AOT-URBLKA-DRG-150021

CRL-AOT-URBLKA-DRG-150020

CRL-AOT-URBLKA-DRG-150019

CRL-AOT-URBLKA-DRG-150018

CRL-AOT-URBLKA-DRG-150017

CRL-AOT-URBLKA-DRG-150016

CRL-AOT-URBLKA-DRG-150015

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

4.

5.

CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200

SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

1.

2.

3.

4.

LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS

5.

SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING

CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES 6.

PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION

5.

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY

3.

OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

5.

SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000

ALBERT STREET

SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000

5.

CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6.

3.

4.

LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

1.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

3.

4.

MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6.

3.

4.

TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7.

3.

4.

MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION 7.

EXISTING TREE RETAINED AND PROTECTED AS PER UTILITY WORKS 03/2021.

TO BE PROTECTED AND HAVE SURROUNDS AND SURFACING INSTALLED AS PER DETAIL 01, SHEET CRL-AOT-URB-LKADRG-600090

EDGE TO ABUT FUTURE OSD CONSTRUCTION. UNDER REVIEW FOR RL's AND FINISH TO COORDINATED BEST OUTCOME FOR CONTRACT CROSS OVER

TO TIE IN EXISTING PEDESTRIAN PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY STATION UNDERGROUND EXISTING BUILDING CANOPY CUT PAVER KERB OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020,

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

STATION UNDERGROUND

EXISTING BUILDING CANOPY CUT PAVER KERB

OVERSIZED PAVER KERB VEHICULAR STRENGTH PAVEMENT NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE

STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020,

ALBERT STREET

CUT PAVER / KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020,

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020,

BOUNDARY

UNDERGROUND

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES

LEGEND

C3

DESIGNATION BOUNDARY

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND

VEHICULAR STRENGTH PAVEMENT

KERB

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE

C3 SCOPE OF WORKS LEGEND PROPERTY BOUNDARY

DESIGNATION BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE

1.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

PROPERTY BOUNDARY

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED.

PAVER KERB

PAVER KERB

STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

4.

5.

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7.

VICTORIA STREET

1.

3.

4.

5.

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO

C3 SCOPE OF WORKS

PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND

DESIGNATION BOUNDARY

SCOPE OF WORKS

BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH

PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES

10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY

1.

2.

3.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

OVERSIZED

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7.

STATION

OVERSIZED

NOTES:

1.

2.

3.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6.

NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI PACKAGES 10-AOT-020, LOCATIONS AND NUMBER OF LIDS MAY CHANGE BASED ON SITE CONDITIONS AS THEY ARE INSTALLED. FINAL POSITION AND CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

4.

5.

STREET EAST

DESIGNATION BOUNDARY

C3 SCOPE OF WORKS

PROPERTY BOUNDARY

STATION UNDERGROUND

EXISTING BUILDING CANOPY

CUT PAVER KERB

OVERSIZED PAVER KERB

VEHICULAR STRENGTH PAVEMENT

NOTES:

1. ALL DIMENSIONS ARE SHOWN IN MILLIMETERS UNLESS NOTED OTHERWISE.

2. THIS DRAWING SHOULD BE READ IN CONJUNCTION WITH THE GENERAL NOTES, KEY NOTES AND SPECIFICATION

3. PAVING HATCHES ARE INDICATIVE ONLY AND DO NOT ACCURATELY REPRESENT LAYING OR CUT PATTERNS.

4. ROAD MARKING, LAYOUT, LIGHTING, TGSI, DRAINAGE AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER 10.AOT.110

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS:

ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

6. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR ROADING SPECIFICATION

7. ALL UTILITY LIDS SHOWN FOR COORDINATION ONLY BASED ON LOCATIONS FROM UTI

10-AOT-020,

PLANTING SCHEDULE - SHRUB TOTALS

Asplenium oblongifolium HURUHURU WHENUAASP OBL1.5L80012

Astelia banksii WHARAWHARAAST BAN1.5L50013

Blechnum novae-zealandiae KIOKIOBLE NOV1.5L75014

Chionochloa flavicans HAUMATACHI FLA1.5L75021

Coprosma acerosa ‘Hawera’ -COP ACE1.5L7506

Coprosma kirkii -COP KIR1.5L6008

Coprosma repens ‘Poor Knights’ TAUPATACOP REP1.5L60019

Dianella nigra TURUTUDIA NIG1.5L60010

Doodia australis PUKUPUKUDOO AUS1.5L80012

rugosum PARATANIWHA, NZ...ELA RUG1.5L80019

Fuschia procumbens TOTARAFUS PRO1.5L50016

Haloragis erecta subsp. erecta TOATOAHAL ERE1.5L7506

Hebe diosmifolia AUTEHEB DIO1.5L60023

Leptinella dioica SHORE COTULALEP DIO1.5L50022

Libertia ixioides TUKAUKILIB IXI1.5L60014

Lomaria discolour PETIPETILOM DIS1.5L80016

Muehlenbeckia astonii SHRUBBY TORORAROMUE AST1.5L50020

Muehlenbeckia axillaris CREEPING PŌHUEHUEMUE AXI1.5L6009

Pimelia Prostrata PINATOROPIM PRO1.5L500119

Pomaderris edgerleyi KŪMARAHOUPOM EDG1.5L7507

Pteridium

RĀRAHU, BRACKEN FERNPTE ESC1.5L1000Pratia angulata PANAKENAKEPRA ANG1.5L500141

SAL1.5L10006

GARDEN BED PLANT NUMBER

REFER TO GENERAL ARRANGEMENT PLANS AND DETAILED PLANTING

COP KIR Coprosma kirkii 1 COP REP 2 HEB DIO Hebe diosmifolia 2 LIB IXI Libertia ixioides 2 MUE AXI Muehlenbeckia axillaris 2 Coprosma repens Poor Knights GARDEN BED - SKY 04

Dicksonia

Dicksonia

Elatostema

DETAIL 3D VIEW -STATION FORECOURTWELLESLEY STREET FOOTPATH LOOKING WEST

DETAIL 3D VIEW -STATION FORECOURTWELLESLEY STREET FOOTPATH LOOKING SOUTH

DETAIL 3D VIEW -STATION ENTRANCEMAYORAL DRIVE LOOKING SOUTH

DETAIL 3D VIEW -SKYLIGHT MEDIANALBERT STREET LOOKING NORTH

DETAIL 3D VIEW -HARVEY TREE GARDENALBERT STREET LOOKING SOUTH

DETAIL 3D VIEW -VICTORIA STREET FURNITURE ZONEVICTORIA STREET LOOKING EAST

DETAIL 3D VIEW -KINGSTON STREET TUNNEL VENTALBERT STREET LOOKING WEST

DETAIL 3D VIEW -VICTORIA STREET RAMP ENTRANCEVICTORIA STREET LOOKING WEST

5.

NOTES:

1. UTILITES SHOWN FOR COORDINATION ONLY USING MODEL CRL-AOT-UTI-LKA-MOD-138101 AT DATE 15/03/2021. REFER UTILITITES DESIGN PACKAGE FOR UTILITY TYPE AND DESIGN

2. SURFACE LEVELS AND ROAD LAYOUT INDICATIVE ONLY. REFER TO CIVIL ROADING DESIGN

3. LIGHT COLUMNS INDICATIVE FOR COORDINATION ONLY. REFER CIVIL ROADING DESIGN

4. REFER TO CIVIL ROADING PACKAGE FOR ALL CIVIL STRUCTURES, CIVIL PAVEMENTS AND DRAINAGE DESIGN

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

1.

2. SURFACE LEVELS AND ROAD LAYOUT INDICATIVE ONLY. REFER TO CIVIL ROADING DESIGN

3. LIGHT COLUMNS INDICATIVE FOR COORDINATION ONLY. REFER CIVIL ROADING DESIGN

4. REFER TO CIVIL ROADING PACKAGE FOR ALL CIVIL STRUCTURES, CIVIL PAVEMENTS AND DRAINAGE DESIGN

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

1.

2. SURFACE LEVELS AND ROAD LAYOUT INDICATIVE ONLY. REFER TO CIVIL ROADING DESIGN

3. LIGHT COLUMNS INDICATIVE FOR COORDINATION ONLY. REFER CIVIL ROADING DESIGN

4. REFER TO CIVIL ROADING PACKAGE FOR ALL CIVIL STRUCTURES, CIVIL PAVEMENTS AND DRAINAGE DESIGN

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

1.

TYPE AND DESIGN

2. SURFACE LEVELS AND ROAD LAYOUT INDICATIVE ONLY. REFER TO CIVIL ROADING DESIGN

3. LIGHT COLUMNS INDICATIVE FOR COORDINATION ONLY. REFER CIVIL ROADING DESIGN

4. REFER TO CIVIL ROADING PACKAGE FOR ALL CIVIL STRUCTURES, CIVIL PAVEMENTS AND DRAINAGE DESIGN

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

1.

2. SURFACE LEVELS AND ROAD LAYOUT INDICATIVE ONLY. REFER TO CIVIL ROADING DESIGN

3. LIGHT COLUMNS INDICATIVE FOR COORDINATION ONLY. REFER CIVIL ROADING DESIGN

4. REFER TO CIVIL ROADING PACKAGE FOR ALL CIVIL STRUCTURES, CIVIL PAVEMENTS AND DRAINAGE DESIGN

5. REFER TO FOLLOWING CIVIL ROADING DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT:C RL-AOT-ROA-LKA-DRG-231100 SERIES

ROAD MARKING AND SIGNAGE: CRL-AOT-ROA-LKA-DRG-231200 SERIES

ROAD KERB LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

ROAD PAVEMENT: CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES

ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

STONE KERBING TO BE DOWELLED TO THE CONCRETE SLAB ALONG LENGTH OF TREE GRILL. DOWEL TO BE CHEMSET INTO STONE BLOCK. REFER CIVIL ROADING DETAILS FOR KERB INSTALL

BACKFILL AND PAVEMENT SUB BASE AS PER CIVIL ROADIG DESIGN

25mm THICK STEEL PLATE SPANNING THE ROOTBALL CAVITY. IN-GROUND STEEL PLATE TO PROVIDE SEPERATION BETWEEN THE TREE PIT AND IN-GROUND

ROOTSTOP) AROUND SIDES OF PIT ONLY. OVERLAP JOINS BY 300mm & SEAL WITH PROPRIETORY TAPE.

65mm DIA NON-PERFORATED PIPE TO CONNECT TO AC STORMWATER SYSTEM. REFER TO STORMWATER DESIGN

STONE KERBING TO BE DOWELLED TO THE CONCRETE SLAB ALONG LENGTH OF TREE GRILL. DOWEL TO BE CHEMSET INTO STONE BLOCK.

SUBSOIL DRAIN

BACKFILL AND PAVEMENT SUB BASE AS PER CIVIL ROADING DESIGN

ROOT BARRIER (RS20 ROOTSTOP) AROUND SIDES OF PIT ONLY. OVERLAP JOINS BY 300mm & SEAL WITH PROPRIETORY TAPE.

STRATACELL 60 SERIES STRUCTURAL MODULE TO BE BE

65mm DIA NON-PERFORATED PIPE TO CONNECT TO AC STORMWATER SYSTEM. REFER TO ROAD DRAINAGE PACKAGE

65mm∅ PERFORATED DRAIN COIL.

UTILITIES ADJACENT. REFER TO UTILITY DESIGN AND CONFIRM ALL ADJACENT SERVICES ON SITE

AS PER CIVIL ROADING PACKAGE

STONE KERBING TO BE DOWELLED TO THE CONCRETE SLAB ALONG LENGTH OF TREE GRILL. DOWEL TO BE CHEMSET INTO STONE BLOCK. REFER CIVIL ROADING DETAILS FOR KERB INSTALL

3-10mm AGGREGATE (ROUNDED PEBBLE) INFILL UNDER TREEGRILLLEAVE NOM. 20mm GAP UNDER GRILL HAND SPREAD MATERIAL. DO NOT COMPACT.

DRAINAGE/AERATION CELL COLLAR INSTALLED AROUND TREE TRUNK - INSTALL WITH CELLS FACING TREE & GEOTEXTILE TO OUTSIDE. PLACEMENT AND EXTENT OF COLLAR TO BE CONFIRMED ON SITE WITH PROJECT ARBORIST. AUCKLAND COUNCIL STANDARD CBD TREE GRATE BACKFILL AND PAVEMENT SUB BASE AS PER CIVIL ROADIG DESIGN

300mm WIDE RIBBED ROUTE BARRIER

BACKFILL AND PAVEMENT SUB BASE AS PER CIVIL ROADING PACKAGE

UNDERKERB SUBSOIL. REFER CIVIL ROADING PACKAGE

ROOT BARRIER (RS20 ROOTSTOP) AROUND SIDES OF PIT ONLY. OVERLAP JOINS BY 300mm & SEAL WITH PROPRIETORY TAPE.

300mm WIDE RIBBED ROOT BARRIER

INDICATIVE UTILITIES ADJACENT. REFER TO UTILITY DESIGN AND CONFIRM ALL ADJACENT SERVICES ON SITE

BACKFILL WITH GAP65

65mm∅ PERFORATED DRAIN COIL. STRATACELL 60 SERIES STRUCTURAL

65mm DIA NON-PERFORATED PIPE TO CONNECT TO AC STORMWATER SYSTEM

150mm THK TNZ F/2 DRAINAGE MATERIAL WRAPPED IN BIDIM A19 CUT CLOTH TO ALLOW TREEPITS TO CLICK TOGETHER CELLS TO BE LAID ON 150mm OF COMPACTED AP 40 TO PROVIDE A LEVEL SURFACE AND SUPPORT FOR THE STRATACELLS.

STONE KERBING TO BE DOWELLED TO THE CONCRETE SLAB ALONG LENGTH OF TREE GRILL. DOWEL TO BE CHEMSET INTO STONE BLOCK.

ROOT BARRIER (RS20 ROOTSTOP) AROUND SIDES OF PIT ONLY. OVERLAP JOINS BY 300mm & SEAL WITH PROPRIETORY TAPE.

UNDERKERB SUBSOIL. REFER CIVIL ROADING PACKAGE

BACKFILL AND PAVEMENT SUB BASE AS PER CIVIL ROADING PACKAGE

65mm DIA NON-PERFORATED PIPE TO CONNECT TO AC STORMWATER SYSTEM. REFER TO ROAD DRAINAGE PACKAGE

MARTHA'S CORNER

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LINES: CRL-AOT-ROA-LKA-DRG-231300 SERIES

CRL-AOT-ROA-LKA-DRG-231400 SERIES STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES

TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

CRL-AOT-ROA-LKA-DRG-231400 SERIES

STREET LIGHTING: CRL-AOT-ROA-LKA-DRG-231500 SERIES TRAFFIC SIGNAL: CRL-AOT-ROA-LKA-DRG-231600 SERIES ROAD DRAINAGE: CRL-AOT-ROA-LKA-DRG-231800 SERIES

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.

SHRUB PLANTING AS PER SPECIFICATION. SUPPLIED AT MINIMUM HEIGHT OF 300MM

100MM DEPTH (MIN. 75MM CONSOLIDATED DEPTH) ORGANIC MULCH AS PER SPECIFICATION. GRADE MULCH AWAY FROM SHRUBS

PULL MULCH BACK FROM STEM TO AVOID COLLAR ROT

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.

MIN. 300MM DEPTH GOOD QUALITY TOPSOIL TO ALL PLANTING AREAS AS PER SPECIFICATION

SCARIFY THE SIDES AND BASE OF PLANTING AREAS AN ADDITIONAL 150MM

S.113C

S.114C

S.115D

Note: CRL plans are utilised where practicable for sign allocation.

Aotea Station Urban Realm Scope

Aotea Station Precinct Overview

Drawing Reference:

Wayfinding Strategy Scope

Drawing Reference:

Architectural Drawing Reference: