Urban Design Delivery Work Plan

Mt Eden Station and Public Realm Reinstatement

Urban Design Delivery Work Plan

CRL-MTE-RME-LKA-RPT-800006

Revision: A04

Date: 23 November 2021

CRL-MTE-RME-LKA-RPT-800006

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

Revision Status

A01 20/08/2021

Approval Status

Name/Title

Prepared by: Alexandra Scouller

Link Alliance - Planner 23/11/2021

Reviewed by: Alan Whitely

Link Alliance – Urban Realm Lead

Simon Lough Interface Design Manager CRLL

Stefan Geelen

Link Alliance – Architecture Deputy Discipline Lead 23/11/2021 23/11/2021 23/11/2021

Approved by: Peter Roan

Link Alliance – Consents Manager 23/11/2021

1. Introduction

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

This Urban Design Delivery Work Plan (Urban Design DWP) has been prepared to address the urban design and architectural elements of Mt Eden Station and the surrounding public realm reinstatement (PRR) works (including connections to the existing North Auckland Line (NAL)). This includes the design elements of the station building, the ventilation building, overpasses and the works required to reinstate the permanent aspects of the Mt Eden Station Precinct (e.g., walking and cycling bridges, road bridges at grade separation, paving, landscaping, and installation of street furniture). The areas which are the subject of this Urban Design DWP are described in Section 1.1.

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

Overview of Mt Eden Station and Precinct

CRL works in the Mt Eden area involve the construction of the southern section of the tunnel structures and the tie-in of the CRL railway to the existing North Auckland Line (NAL), including the construction of the redeveloped Mt Eden Station. The redeveloped Mt Eden Station will be constructed to form an interchange station between the proposed CRL West Facing Connection lines, MC20 and MC30, and the existing North Auckland, MC10 and MC40

The new CRL platforms are located in a 7m deep open trench on the western connection and the refurbished NAL platforms are at ground level. The two-storey station includes a single entrance off the Ruru Street extension, and includes overpasses linking the station building to the two platforms The works comprise platforms, concourse structures, lifts, escalators, equipment rooms housing station and tunnel services plant, spilt across a station building and a ventilation building located over the tunnel portal The works also include grade separated east and west facing connections, a rail overbridge on Normanby Road and pedestrian bridges at Fenton Street and Porters Avenue. New road linkages within the reinstated area post-construction form part of the PRR works

A large area of the wider Mt Eden Precinct is the subject of the ‘Maungawhau Precinct Development’, which is being delivered by City Rail Link Limited (CRLL) and Eke Panuku. This will include commercial and residential development. This is further detailed in Section 1.2. The Maungawhau Precinct Development area (referred to throughout this Urban Design DWP as the oversite development, or OSD) is not within the scope of this Urban Design DWP

The extent of the public realm works that form part of this Urban Design DWP are shown in Figure 1.1 Figure 1.2 and Figure 1.3 show the OSD area. Once the construction of the Link Alliance scope of works is complete, adjoining areas of OSD will be fenced to the kerb edge and reinstated to the surrounding road levels with a tidy finish of granular fill material.

Figure 1.1: Extent of public ream works that form part of this Urban Design DWP

Given the nature and scale of construction works at Mt Eden, works are being undertaken in a staged manner:

• Enabling and early works (demolition, network utility relocation and site establishment work);

• Main construction works (construction of the underground CRL cut and cover tunnels, grade separation structures and trenches, station building and platforms, pedestrian/cyclist bridges and tie-ins to the NAL) to be undertaken from mid-2020 through to 2024; and

• Public realm reinstatement: these works will involve establishing the final finishing’s and features that will comprise the completed Mt Eden Station and surrounds areas outside of the OSD and will likely be undertaken from mid-2022. These works are the subject of this Urban Design DWP.

Maungawhau Precinct Development Masterplan

The Maungawhau Precinct Development masterplan has been developed for redevelopment of the CRL construction site at Mt Eden (Figure 1.2) The area covered by the masterplan is shown in green in Figure 1 3

The masterplan includes a new roading layout for the local area. A new street, ‘Tunnel Street’, will extend from Mt Eden Road to Shaddock Street and become the main spine for entry to Mt Eden Station. This new layout replaces the indicative road layout represented on plan CRL-SYWRME-000DRG-0110 Revision 1 dated 26/7/16 (refer CRL Designation Condition 47.2(b)(xiii) The Tunnel Street connection to Mt Eden Road will be pedestrian and active modes only.

The Link Alliance scope of works includes delivery of the roading layout shown in grey on Figure 1.3. This includes a service lane to part of the new development and to the Station, which will run alongside the North Auckland Rail line. This service access will become a secured private access with driveway connection out onto Mt Eden Road, only.

The new Tunnel Street and other roading not being delivered by Link Alliance will be delivered separately by CRLL. CRLL is currently in the process of identifying the timing of the wider reinstatement. It is expected that re-development of the public areas of the OSD will be undertaken in accordance with the CRL Mt Eden designation and accompanying designation conditions, including conditions relating to urban design and the design principles embodied therein (and will see the preparation of a future Urban Design DWP)

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Figure 1 2: Maungawhau Precinct Development Masterplan

Figure 1 3: Extent of the Maungawhau Precinct Development masterplan (shown in green)

Purpose and Objectives of the Urban Design Delivery Work Plan

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

Designation Condition 47.2 specifies that the Urban Design DWP:

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

Condition 47.3 requires that:

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

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

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

• The design details of the above ground and below ground elements of Mt Eden 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 Urban Design DWP sets out a description of how the urban design, mana whenua, and station design principles have been used to guide and influence the design

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

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

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

It is noted that part of the land underlying the works described in the DWP is subject to the CRL designation (held by CRLL), and part to the designation for the NAL (held by KiwiRail). This is described in the Outline Plan. While the NAL designation is not subject to the urban design or station plan requirements set out in the CRL designation, a consistent design approach, relying on the principles set out in the CRL designation, has been adopted across the overall Mt Eden Station redevelopment area (i.e the scope of the DWP).

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 is provided in Appendix A

Table 1.1: Summary of designation conditions relevant to the Urban Design DWP No. Summary of Condition

Community Liaison Groups

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

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

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

Mana whenua Consultation

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

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

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

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.

A summary of consultation undertaken with the CLG is contained in Section 4.6 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 1.2 and 1 5 provides an overview of how the DWP Urban Design DWP integrates with adjacent OSD and Porters Ave overbridge public realm works respectively.

Section 4.9 details the peer review undertaken with the recommendations contained in Appendix B.

Urban Design Principles

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

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

a) Mana Whenua Principles (refer Condition 49)

b) Movement and Connections

c) Public Realm and Landscape

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

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

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

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

Details of the responses from the Auckland Urban Design Panel on the Urban Design DWP are contained in Section 4.8 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.

iv. Taiao

v. Mauri tu

vi. Mahi toi

vii. Ahi kaa

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

Specific Area Requirements:

North Auckland Line area

53.1 The Urban Design DWP shall include the following:

a. Restoration Plans showing how the worksite area will be maintained during the construction period.

b. Restoration Plans showing how the following are to be restored after construction completion:

i. The replacement of Mt Eden Road Bridge;

ii. The area used for the grade separation of Porters Avenue;

iii. The area used for the grade separation of Normanby Road; and

iv. The replacement of the pedestrian connection, to be provided over the railway, between Ngahura Street and Fenton Street, including a connection to the Mt Eden Station.

c. How the bulk, scale and massing of structures resulting from the City Rail Link at Mt Eden Station are integrated with the components of the Mt Eden Station located in the adjacent North Auckland Line designation.

a. This will be detailed in the Construction Environmental Management Plan (CEMP) for the PRR works

i. NA – Original Mt Eden Road bridge remains with an additional Mt Eden Road bridge proposed (details of the new bridge barrier are included in Section 6.10)

ii. NA – forms part of the Urban Design DWP for the Porters Ave bridge

iii. Section 6.18

iv. Section 6.13, 6.15 and 6.16

c. This document.

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.

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

Urban Design Delivery Work Plan Staging

To reflect the staged design and construction approach for the CRL in the Mt Eden area, a separate Urban Design DWP1 was prepared for the PRR works associated with Porters Avenue, Wynyard Road, Haultain Street and the Porters Avenue pedestrian and cycle overbridge (shown in Figure 1.4 and Figure 1.5 below). Accordingly, that portion of PRR works within the Mt Eden area is not included in the current Urban Design DWP.

The same aesthetic proposed under the Porters Avenue Pedestrian and Cycle Overbridge Urban Design Delivery Work Plan, has been maintained for the wider Mt Eden Precinct and NAL public realm works. This includes a consistent design narrative of all the bridges within the precinct and NAL area, which are based on the narrative of Matāoho (refer Section 0 for further detail). The Porters Ave Bridge narrative responds to the change of state of lava flow of Matāoho to form Karā (basalt), a fine-grained, dark charcoal-black stone that occurs when hot lava flow meets the earth’s surface or a mid-ocean ridge and is cooled. The Fenton Street bridge (which is between Porters Ave and Mt Eden Road) represents the fluid intermediary state. This is further discussed in Section 6.15.

1 Porters Avenue Pedestrian and Cycle Overbridge Urban Design Delivery Work Plan, dated 24 July 2020, Revision 000. This was confirmed by Auckland Council on 4 August 2020 (OPW60359489).

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Figure 1.4: Extent of PRR works subject to the Porters Avenue Urban Design DWP (blue)

Review and Updates

This Urban Design DWP will be reviewed if there is a material change to the design Refer to the Mt Eden Construction Environmental Management Plan (CEMP)2 for further detail on the review and updating process.

Sustainability

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

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

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 Mt Eden 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;

2 Mt Eden Main Works Construction Environmental Management Plan, prepared the Link Alliance, dated 29 June 2020, CRLMTE-LKA-PLN-800032 Rev 001.,

Figure 1 5: View from Porters Avenue looking south towards the Porters Avenue Pedestrian and Cycle Bridge

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

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

• Section 5 – An overview of the Mt Eden Station design;

• Section 6 – An overview of the public realm design;

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

• Section 8 – A summary of 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 Mt Eden Station and the PRR works within the project area, excluding the OSD area, and as shown in Figure 1.1. The project area falls within CRL Designation 2500-6 and KiwiRail Designation 6300.

Mt Eden Station sits at a key junction between the Central Business District (CBD), Newmarket, Dominion Road, and the ‘Up Town’ retail area of Newton and Eden Terrace (refer Figure 2.1).

Located in what was formerly an industrial area, the station, and the future OSD development site that sits adjacent to it, will be a catalyst for the intensification and revitalisation of the area.

The overall theme for the CRL project’s design concept is the Māori Creation Story (refer Section 3.4), with a more specific cultural narratives for Mt Eden Station and precinct being gifted by mana whenua. In particular, a narrative was gifted focusing on the volcanic atua (deity) Matāoho, who has association with many of the volcanic features of Tāmaki Makaurau and who resided in the crater of Maungawhau (Mt Eden). This is further described in Section 3.5, which describes how this narrative, along with other gifted narratives have been referenced through the design elements of the station and public realm

An overview of the design journey for the Mt Eden Station is described below.

Design Journey

Overview

The design of Mt Eden 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

Figure 2 1: Location Plan of Mt Eden Station

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.

Alteration to Designation 2500-6

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 extensions to and redevelopment of Mt Eden Station and the realignment of the North Auckland Railway based on the progression of the CRL Reference Design. This resulted in an alteration to CRL Designation 2500-6 which was confirmed in December 2017. The alterations to CRL Designation 6 included the following changes to the design:

• Removal of the requirement for full grade separation of vehicle traffic at Porters Ave over the NAL and CRL rail tracks, providing a cycle and pedestrian overbridge only;

• To provide for the construction, operation and maintenance of the redeveloped Mt Eden Station which includes a new platform to service the CRL, a plant building and portal headhouse/vent building3; and

• To provide for the construction of new roads to service the redeveloped Mt Eden Station, including extensions to Flower, Korari, Ruru and Nikau Streets and a new bridge at Ruru Street (see Figure 2 2) The changes to Ruru Street and Nikau Street were formalised by way of a new designation condition which references the indicative road layout (refer Figure 2.3). Condition 47(b)(xiii) states that “the extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL-SYWRME-000-DRG-0110 Revision 1 dated 26/7/16”. A response to this condition is provided in Section 7.3.

3 It has been confirmed that the current design of the ventilation building is in general accordance with CRL Designation 2500-6. Auckland Council letter ‘Mt Eden Ventilation Building – In General Accordance Request, dated 11 August 2020.

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Figure 2 2: Indicative road layout with proposed street extensions

Figure 2 3: Drawing referenced in Designation Condition 42.2(b)(xiii)

Nine-Car Train Design

In 2018, to reflect revised Auckland population and passenger growth projections, 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.

Maungawhau Precinct Development Masterplan

As detailed in Section 1.2, a revised OSD masterplan has been developed for the CRL construction site at Mt Eden since the reference design stage. This follows a comprehensive review of future development opportunities for this land as part of the CRLL Development Opportunities Programme (DOP). This review was undertaken on the basis of advice provided from a number of other major underground rail projects overseas. The revised layout has been developed in collaboration with AT as the road controlling authority.

The changes from the reference design stage (relevant to this Urban Design DWP) include:

• Korari Street to be extended to create a one-way clockwise road corridor starting from Korari Street, connecting the old Shaddock Street to Ruru Street and back to the intersection of Ruru Street and Nikau Street;

• The ‘Nikau Street Extension’ between Ngahura Street and Ruru Street will provide access for active modes, cycling and walking. See also response to Condition 47.2 (b)(xiii) in Section 7.3; and

• The ‘Ruru Street Extension’ will be a combined lane, with a distinct one-way 4m wide service lane and 3m wide footpath from Mt Eden Station to Mt Eden Rd.

The revised layout provides for the outcomes anticipated by the indicative layout (refer Figure 2.2), being connection through to Mt Eden Station. Importantly, the new layout also removes the risk of Ruru Street extension being used as a ‘rat run’ for traffic between Mt Eden Road and New North Road, which AT considers would be an undesirable outcome. The indicative road layout referenced in Condition 47.2 (b)(xiii) is therefore no longer considered feasible as AT does not want through vehicle access from/ onto Mt Eden Road

Urban Design Panel

Since the Urban Design Panel presentation on the 7th of September, design changes have been made to the Sky Element façade, to portray a mana whenua presence. The pattern chosen is an interpretation of Ranginui’s tears within the Creation Story The pattern was achieved through a collaborative process between the design team and mana whenua artist Tessa Harris and gives the Sky Element with a cultural identity specific to Mt Eden Station. The design was endorsed by the Mana Whenua Forum on the 2nd of November 2021.

Construction Programme

The Mount Eden PRR works are programmed to commence early in 2022 and be completed by late 2023 / early 2024 This construction methodology is described in the Construction Environmental Management Plan (CEMP) Addendum – Public Realm Reinstatement.

The construction of the station buildings (including bridges) has been authorised by the Mt Eden Main Works Outline Plan4 .

4 Mt Eden Main Works Outline Plan, prepared by the Link Alliance, dated 29 June 2020, Rev 001, (ref. CRL-MTE-RME-LKAPLN-800031) – Council reference OPW60359489

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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 the design and influence the Mt Eden Station and the public realm reinstatement of the Mt Eden Station Precinct.

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 tū - Environmental health

• Mahi toi - Creative expression

• Ahi kā – The living presence

The development of these principles drew on principles developed with mana whenua groups as part of the Te Aranga Māori Cultural Landscape Project and in the course of other AT projects. As part of consultation undertaken as part of the CRL NOR application, mana whenua agreed to the principles in July 20125

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

Movement and Connections Principles

The CRL designation conditions include 13 ‘movement and connection’ design principles which are relevant to the design of the Mt Eden 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. In addition, there are a number of principles which relate to the grade separated rail crossings required within the precinct

Public Realm and Landscape Principles

The CRL designation conditions include ten ‘public realm and landscape’ design principles which are relevant to the design of the Mt Eden 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.

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 Mt Eden 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

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

• Auckland City Centre Masterplan, 2011 (CCMP)

• Auckland Council Draft “Auckland Design Manual”

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

• The Auckland Plan, 2012

Since the preparation of the UDF, a number of the above listed documents have been superseded and there are now additional strategies and plans that influence the design of the Mt Eden 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 Mt Eden 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 line wide concept theme for the CRL project. Figure 3.2 illustrates the conceptual arrangement of the four elements, and how this relates to the Wellesley Street building as an example.

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 Mt Eden Station and surrounding precinct is detailed in Section 3.5.

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

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 an architectural cladding element that represents the realm of Papatūānuku in the creation story myth.

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: Artist’s design depicting the Creation Story

Fourth Element

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

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

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

Figure 3 2: Mt Eden Station Building depicting the four elements

Cultural Narrative

The Maungawhau/ Mt Eden Station, Precinct and NAL areas all lie on the northernmost slopes of Maungawhau, and early on, a desire was identified to more strongly locate the narrative within the local context of Maungawhau, which has a rich history to draw from.

A narrative was selected focusing on the volcanic atua (deity) Matāoho, who has association with many of the volcanic features of Tāmaki Makaurau and who resided in the crater of Maungawhau (Mt Eden). The main crater of Maungawhau is named Te Ipu a Matāoho‘Matāoho’s cup or bowl’. The entire volcanic field of Tāmaki Makaurau is also sometimes known as Nga Tapuwae a Matāoho, or the sacred footprints of Matāoho. Design elements seek to draw reference from the narratives surrounding Matāoho, linking back to the whakapapa of Maungawhau.

Cultural narratives which relate to specific elements of the station and public realm are described further below and referenced in Figure 3 3

Mt Eden Station Design

The Māori Creation Story informs the design and architectural treatment of the station building (refer Section 3.4) with a Maungawhau/Matāoho emphasis. Cultural narratives which relate to specific elements of the station are described further below.

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

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

Station Plaza

The narrative selected for the station plaza (described in Section 6.11) is wai Māori. Wai Māori originates from the separation of Ranginui from Papatūānuku. Their grief and yearning, presented by the rain and mist creating freshwater, which all life depends on. It was the union of Tāne-Te-waiora and Hinetuparimaunga that brought about Parawhenuamea, the guardian of freshwater. Wai Māori is a natural resource integral to the social, cultural, economic and environmental well being of community. This design describes the interaction Parawhenuamea has with karā, how the freshwater interacts with basalt (refer Figure 3.4).

Ventilation Building

The narrative selected for the ventilation building (described in Section 0) is the Ruaumoko korero and how this building is a conceptual Pito. Life essence is transferred between the two realms by way of this ventilation building. Above ground being Te Ao Marama and below ground is where the unborn child, Ruaumoko, lives. The design work at play here is the Whakarare design. This design doesn’t speak directly to the Ruaumoko korero but speaks to distortion, change and disruption. With that being said, the mana whenua artist Graham Tipene wanted a design that could be used in the pre-chosen panels but still had a connection to the changes that are happening and has a connection to the original narrative of the Creation Story. This has been achieved by referencing Ruaumoko as the unborn and still makes sense when we speak about this narrative in a current day context.

Waterwall

The giant wall design (described in Section 5.3.4references the deity Matāoho, the creator of the basaltic volcanic field here in Tāmaki Makaurau. A total of 53 lava coloured, cast glass triangles are organised to represents a map of these volcanic cones. The large main triangle is created from basalt triangle pavers and has water flowing over the surface of this section of the wall. This large triangle references Maungawhau, the basalt caverns, caves and water springs below ground. It pays respect to Parawhenuamea (Atua of freshwater) and how freshwater needs kohatu (stone/rock) to flow.

Figure 3 4: Wai Māori and interaction with karā

Bridges

The four new bridges proposed within the wider Mt Eden (Maungawhau) Precinct and NAL public realm (including the Mt Eden Road bridge) that radiate out from Maungawhau station over the rail line could be conceived of as thresholds or tomokanga moving towards / away from the station. Thus, marking the journey towards Matāoho. These bridges are conceived of as being a part of the ‘whānau’ of Maungawhau station and will all whakapapa back to the parent narrative of Matāoho and Matāoho‘s specific relationship to Maungawhau volcano and surrounding area.

Conceptually, the nature of the Fenton Street bridge’s location is an opportunity to be likened to the flow of Matāoho’s volcanic liquid state. Wedged in between an existing juxtaposition of residential and industrial buildings, the bridge is anchored from the ground as if the only way it could appear in place was if it erupted out of the soil itself. This narrative serves an overarching link to the Mt Eden Road Bridge that looks at the change of state of the lava flow of Matāoho to form Karā (basalt), a fine-grained, dark charcoal-black stone that occurs when hot lava flow meets the earth’s surface or a mid-ocean ridge and is cooled. The Fenton Street bridge narrative is further described in Section 6.15.2

The deity of Matāoho becomes the protagonist of the Maungawhau precinct. The new Maungawhau station at the centre, is the living source flowing out and connecting the dynamic fluid structure Fenton Street Bridge and on to Porters Ave Bridge on the west and Mt Eden Road and Normanby Road on the east.

The Mt Eden Road bridge bridges the rail line and also functions as a tunnel portal. The metaphorical flow of Matāoho occurs in the physical as the bridge creates a dual spatial and physical threshold that sees the constant ebb and flow under of unsuspecting commuters on the train.

All road bridge barriers include the same concrete impress to the railway-oriented face (refer Figure 6 11) but with a bespoke laser cut steel panel pattern to the roadside face. This helps to further deepen the narrative and tell the story of Matāoho for the wider context of Maungawhau and help conceptualise:

• the liquid state of Matāoho in the Mt Eden Road bridge design;

• the solid state in Normanby Road Bridge; and

• the living state (day to day resting/earth) in Ruru Street Bridge.

4. Consultation and Engagement

Introduction

The public realm design of the Mt Eden Station, Precinct and NAL areas has been developed in consultation with numerous parties, including the following:

• Mana whenua (CRL project partners)

• Auckland Council and Auckland Transport

• KiwiRail

• Capital Project Accessibility Group

• Mt Eden Community and Business Liaison Group (CLG)

• Community groups and individual stakeholders

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

• Auckland Urban Design Panel (UDP) and

• Independent Peer Reviewers (urban design and architecture)

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

Mana Whenua

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

• Te Ākitai Waiohua

• Te Kawerau a Maki

• Ngāti Maru

• Ngāti Paoa

• Ngāi Tai ki Tāmaki

• Ngāti Tamaoho

• Ngāti Te Ata Waioha

• Ngāti Whātua Ōrakei

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

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

In addition, a separate design hui 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.

Presentations at the CRL Mana Whenua Forum on the Fenton Street pedestrian and cycle overbridge and associated public realm reinstatement started in August 2019 and have been ongoing. Workshops at a separate design hui also occurred between September 2020-November 2020. At these hui the Link Alliance sought to ascertain a deeper understanding of the cultural narratives gifted by mana whenua for use across the CRL project.

A copy of the Urban Design DWP was sent to mana whenua for their review. The only feedback received related to amendments to the cultural narratives described in Section 3.5 (which has now been updated). In particular, mana whenua wanted a stronger narrative relating to the station plaza, which relates to Wai Māori. This was discussed at the Mana Whenua caucus on 31st August 2021.

It is highlighted here that mana whenua has endorsed all the design elements of Mt Eden Station. The Sky Element of the station became the last piece of the station to receive formal endorsement by Mana Whenua on the 2nd of November 2021.

Auckland Council

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.

A meeting took place on the 16th of March 2021 to discuss the Fenton Street bridge design, and to seek Councils view on whether the relevant design principles were achieved In particular, Councils view was sought on whether the design minimises loss on adjacent residential sites (Condition 42.2(b)(xiii)(a)).

The Council were generally supportive of the design and no concerns were raised that the design principles relating to the Fenton Street bridge were not met.

Auckland Council Parks Department

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

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

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

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.

A meeting was held on the 23rd of August 2021 where a presentation on the public realm design was given. Recommendations from the CPDRP are provided in Appendix B along with the Link Alliance responses.

Auckland Transport

A series of workshops were held with Auckland Transport where CPTED issues were raised along with SiD specific items for the Fenton Street Bridge. Focused workshops were held on 05/06/2020 and 12/06/2020 with outcomes agreed and incorporated into the Fenton Street Bridge design.

The road layout described in this Urban Design DWP (refer Section 6.2 in particular) has been confirmed by AT as the road controlling authority and the agency responsible for public transport.

Eke Panuku

A number of meetings have been held with Eke Panuku as the agency responsible for delivering the adjacent OSD. It is noted that the masterplan is at a business case stage. Engagement with Eke Panuku will be ongoing.

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.

KiwiRail

KiwiRail have been actively involved throughout the design process, due to the scope of works being both over and adjacent to the NAL. Design packages are sent to KiwiRail for review, as well as weekly meetings taking place to discuss any comments received.

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.

Community and Business Liaison Group

The Mt Eden 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. The Mt Eden CLG was established on 19 November 2015.

The design of the Fenton Street bridge was presented to the CLG on 24th November 2020 An overview of the design was presented, with feedback specifically sought on:

• Preferred opacity of the privacy screen at the lift entrance

• Height of the privacy screen at the lift entrance

CLG comments, and subsequent responses from the Link Alliance, are attached to Appendix B. This includes a consultation summary document that was prepared.

A meeting was held on the 23rd of June 2020, to present on the urban realm design of the precinct Topics of interest included the future development being delivered by Panuku, walking connections, cycling provision, maintenance and planting. Details of the feedback received, and responses provided by the Link Alliance is provided in Appendix B.

A further meeting was held with the Mt Eden CLG on the 8th of September to present on the Urban Design DWP. Questions raised by CLG members in relation to design matters, and responses provided by the Link Alliance are included in Appendix B.

[to be updated with presentation on UD DWP and feedback received]

Fenton Street Bridge

In addition to the CLG meeting in November 2020, two separate meetings took place with nearby residents regarding the Fenton Street Bridge design. This was to ensure that the design principles associated with the bridge were appropriately met. The purpose of these meetings was to provide an update on the design of the bridge, with feedback specifically sought on:

• Preferred opacity of the privacy screen at the lift entrance

• Height of the privacy screen at the lift entrance

These took place on the 16th and 17th of November 2020. Minutes of these meetings are provided in Appendix B.

Auckland Urban Design Panel

The Auckland Urban Design Panel (UDP) had previously provided comment on the Mt Eden Station and surrounding public realm reinstatement in October 2016 for the reference design Recommendations from the Panel, from that time, along with the subsequent responses from CRLL, are recorded in Appendix B.

Noting that a number of changes have occurred since the reference design, Link Alliance has reengaged with the UDP in a two-step process. Firstly, on the 24th of August 2021, the panel was provided with a presentation on: the design journey undertaken by CRLL, Link Alliance and stakeholders since the reference design; the relevant Designation Conditions; and the Link Alliance

scope of work in relation to the wider OSD area. The designs represented in the draft Urban Design DWP were presented to the Panel in a second presentation on the 7th of September 2021.

The Panel’s comments and recommendations 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.

5. Station Plan Overview

Mt Eden station is an above ground, interchange station servicing two platforms, NAL and CRL. A separate four storey ventilation building is located over the end of the M30 and MC20 tunnels (Refer Figure 5.1).

The front of house and back of house parts of the station building are separated by the central ‘spine’ created by the two overpasses that reach out to the platforms from both sides of the building. Clear wayfinding, as well as an open and inviting experience allows passengers to easily move to either of the two platforms which include clean canopies designed within the Fourth Element, including timber lined soffits.

The design of Mt Eden Station includes meeting functional requirements to operate and maintain a railway station. This includes, but is not limited to, design requirements associated with rail systems space proofing, tunnel ventilation, installation and replacement of equipment, fire and life safety, security, maintenance, and waste management. Crime Prevention Through Environmental Design (CPTED) principles have been implemented in the station design.

Mt Eden Station is designed for universal access for passengers, including public toilets and egress routes. Accessible routes are fully integrated with station passenger flows to ensure equitable inclusion of all patrons. Crime Prevention Through Environmental Design (CPTED) principles have been implemented in station design6

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

6 An independent CPTED review was undertaken by Peak Ltd, dated 5 August 2021.

Figure 5 1: Overview of Mt Eden Station

Passenger Space Requirements

Pedestrian modelling has been undertaken to ensure that the station design meets passenger space planning requirements7 The performance of the public circulation areas, vertical transport and ticket gatelines at Mt Eden Station has been assessed using LEGION dynamic pedestrian microsimulation models. This has been assessed for the AM and PM peak 15-minute demand during normal operations as well as other operational scenarios (including degrading operations and evacuation). Train frequencies are based on 18 trains per hour for CRL platforms and 6 trains per hour for NAL platforms

Fruin LoS criteria is used in the assessment of station performance under normal and degraded operations and is based on achieving Fruin LoS C. Fruin’s LoS provides different scales to assess comfort levels on walkways and within queues

The distribution of passengers throughout the station for the AM peak 15 minutes is shown Figure 5 3 below. This demonstrates that the passenger space elements will operate to the desired

7 Mt Eden Station, 40.MTE.040- Pedestrian Modelling Report for Architecture Main Works – Stage B, prepared by the Link Alliance, Rev B01, dated 22 October 2020

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

performance standards during the AM peak 15 minutes to facilitate passenger movements safely and comfortably.

Mt Eden Station Entrance Building

Overview

The main entrance for the station is located on Ruru Street within the new station plaza (described in Section 6.11) The front part of the station building houses the Level 0 concourse and public facilities.

Two retail units are located within the station façade to activate the station plaza (refer Figure 5.4) The retail units have been space-proofed and located to offer maximum visibility to approaching passengers and provide ease of access, without impeding passenger flow.

Inside the station, the light filled and open ground floor accommodates the concourse and ticket office Passengers access the CRL and NAL platforms through their respective overpasses that lead out from each side of the concourse.

Figure 5.3: AM peak 15 minutes cumulative mean space maps

Figure 5 4: Station design overview

Figure 5.5: Mt Eden Station main entrance

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

The basalt clad exterior façade of the station entrance, unique to Mt Eden Station, wraps around both sides of the wide station entrance into the station’s interior. This continuation of materiality connects the external public plaza space to the ground level station concourse. The cladding continues down past the ground line into a drainage channel so that the ‘Earth Element’ appears connected to the ground. The Threshold Element ceiling sits over the gateline and its front elevation welcomes passengers into the station In addition, a large basalt and precast waterwall is located within the entrance next to the Threshold representing volcanic flows that formed Maungawhau (refer Figure 5.7). These elements are further described below in Sections 5.3.3 and 5.3.4 below.

The horizontal strip of the ‘Fourth Element’ supports the glazed canopy and forms the gutter while separating the ‘Earth’ and ‘Sky’ elements. Ticket machines and ticket windows are located within the ‘Fourth Element’ black cladding on the station’s exterior. An architectural finish allowance has been made for the exterior panels at the ‘Back of House’ station area so that they’re part of the Fourth Element language. These panels contain oxide and are fluted so that they share the same language as those of the ventilation building (described in Section 0).

The glazed canopy stretches across the front of the front of the station protecting the retail units and station entrance. The glazed panes sit at one height across its length. At the station entrance this canopy prevents a 45-degree rain path from the leading edge to the entrance threshold drain.

Figure 5 6: Mt Eden Station Design

– showing the Threshold and Waterwall elements

Sky Element

The Sky Element is a textured, ephemeral veil that changes in appearance when viewed from various vantage points. This element is anodised aluminium and has three colour variations and reflectance levels to express the variations in the sky.

As part of the feedback provided by the UDP, changes have been made to the Sky Element to include a pattern that reflects Ranginui’s tears (as shown in Figure 5.6). The design was endorsed by the Mana Whenua Forum on 2nd of November 2021.

Figure 5.7: Mt Eden Station – Threshold Element and Waterwall locations

Figure 5.8: Inside the station entrance

This provides the Sky Element with a local identity, specific to Mt Eden Station.

Threshold Element

The Threshold Element references Maungawhau, the Auckland volcanic field and its creation. The Threshold Element was designed by artist Tessa Harris, who was selected by Mana Whenua The Architecture team worked collaboratively with Harris to take the Mt Eden Station narrative and develop a three-dimensional language that integrates the niho taniwha pattern.

Constructed from powder coated aluminum, the surface of the ceiling of the Threshold Element is constructed from rectangular, repeating modules and is highly perforated and patterned. The folds in the pattern provide strength, rigidity and visual interest across the surface of the ceiling. The perforations allow for lights to shine through to illuminate the pattern at night.

The modularity of the ceiling system allows for ease of fabrication and the opportunity to remove panels for maintenance purposes. The patterned, perforated and modular panels are replicated across the ceiling to the station shut- down line. At this line, the ceiling panels transition into smoother, embossed panels with the words Te Ipu-a-Matāoho (the bowl of Matāoho) scrawled across them. The lettering will be formed out of small, perforated triangles.

The design of the Threshold Element has been agreed in principle by Mana Whenua (Mana Whenua Forum dated 6th April 2021)

Figure 5 9: Sketch (Tessa Harris) and current panel design of Threshold Element ceiling panel

5

The arrival experience at Mt Eden Station is articulated by a large precast and basalt waterwall. Originally envisioned as being entirely basalt the construction of the wall was changed to precast panels with basalt inserts. This proposal was presented to the Mana Whenua CRL Design Hui on 26th May 2020 and was well received.

Due to the proximity of the Threshold element artist Tessa Harris was also appointed for the Waterwall. Tessa took the narrative of Matāoho and developed a three-dimensional language that

42 | Mt Eden Station and Public Realm Reinstatement

Figure 5 10: Reflected Ceiling Plan, Threshold Element

Figure

11: Elevations of the Threshold Element Waterwall

integrates water, basalt, glass and concrete. The pattern considers the panel sizes and precast joint locations with the aim of achieving a monolithic and seamless aesthetic. The basalt pieces are placed within the wall to control the waterflow and consign it to the areas that are away from the stairs.

The geometry and overall pattern is the triangle which pays homage to Matāoho and the many maunga that form Tamaki Makaurau. The main triangle form, Te Ipu a Matāoho is constructed from local Tamaki basalt triangles. These are inset into the wall and spaced in a pattern that controls where the water flows on the wall.

A total of 53 glass triangles will be inset into the precast panels. These red acknowledges the hot lava that once flowed. The triangle form speaks of strength, power and purity.

Figure 5 12: Waterwall elevation

Figure 5 13: Artist impression by Tessa Harris

Figure 5 14: Elevation and section, basalt inserts

Concourse Arrangement

Passengers access the paid concourse via the ticket gates at Level 0. The Level 0/Level 1 concourse acts as a central spine that runs through the station splitting the front of house public space from the back of house plant rooms. A double level void space, north facing glazing and large skylight maximise natural light into the Level 0/Level 1 concourses, this assists passengers in their navigation between the NAL and CRL lines. The waterwall (described above in Section 5.3.4) is the feature of this space (refer Figure 5.8).

The CRL and NAL overpasses share the same widths and ceiling heights to maintain visual proportions and structural consistency across the station. The Level 1 Concourse encompasses the overpass to the NAL platform and provides an entrance for staff into the Station Group Control Centre (SGCC).

The width of the central double height space that forms the Level 0/Level 1 Concourse is determined by the space-proofing of the vertical transport (lift, stair and escalators) that passengers use to access the NAL overpass/NAL platform.

Station concourses have been designed to be unobstructed and have safe access paths into and through the station. Lifts are visually connected to circulation spaces and employ glazing where possible to maximise passive surveillance.

Figure 5 15: Materiality and texture

Public Facilities

Seven public toilets comprising of two unisex accessible and five standard unisex, will be provided at Mt Eden Station. These toilets have been located on the paid side of the gateline and are close to the staff area

These toilets open directly from the concourse to provide visual connectivity and passive surveillance. The arrangement and quantity are informed by detailed calculations and consultation with AT.

Station Group Control Centre Bridge Arrangement

The Station Group Control Centre (SGCC) will be located on Level 1 above the station entrance. This facility is accessible via the L1 Concourse and an additional egress is provided via a glazed bridge to the BOH egress stair.

The SGCC bridge provides an additional egress route from the Station Group Control Centre and its auxiliary spaces. This bridge connects the SGCC to the egress stair in the L1 BOH area. This bridge is fully glazed on both sides to maximise daylight from the north into the double height Concourse.

Platforms

There are two platforms located at Mt Eden Station, CRL and NAL. The relationship between the platforms and the station is shown in Figure 5 17

Both platforms achieve the requirement of an active platform length of 203m and have been designed to have end to end visibility to meet CPTED principles. . At the CRL platform the active platform ends are determined by the start of the Ventilation Building (eastern end) and a minimum 5m minimum platform width requirement (western end).

The platforms include canopy coverage, which considers rain ingress at a 45-degree angle from the canopy edge. All overpass structures and road bridge are considered as part of the canopies because they will provide protection from the rain.

The CRL platform is located below ground in a u-shape in-situ concrete structure, made with a form liner, and is approximately 7m deep. The design team are working closely with the construction team to align the formwork of the platform trench walls to make a neat/regular pattern. The design

Figure 5.16: Concourse connection between NAL and CRL platforms

intent is to have a consistent and uniform surface, to provide a background for station signage and advertising panels.

Drawings of the platforms are provided in Appendix C (Package 40-MTE-404)

Figure 5 17: Mt Eden site plan showing platforms

Figure 5 18: CRL Platform Arrangement

NAL and CRL Overpass

Both the NAL and CRL overpasses have modular glazing systems. This glazing system adopts the language of the ‘Fourth Element,’ (transition from darkness into light). It shares the same palette of materials used in the other stations to promote a network wide design aesthetic. Both overpasses have vierendeel truss structures with exposed beams and columns which will be coated in intumescent paint.

The design of the glazing has been developed to incorporate a unitised façade system. This allows the overpass to present a simple aesthetic despite its complex floor plan. The unitised façade system incorporates high performance glass. The glass is body tinted and an e coating has been specified to reduce heat gain from the sun.

Figure 5 19: NAL Platform Arrangement

Figure 5 20: CRL Platform

Drawings of the overpasses are provided in Appendix C (NAL overpass - package 40-MTE-041, CRL overpass - package 40-MTE-040).

Figure 5 21: NAL Overpass

Figure 5 22: View from inside the concourse (Fourth Element palette with basalt flooring connecting to the external façade)

Ventilation Building

The Ventilation Building (refer Figure 5.23) is a four-storey building that is located over the end of the M30 and MC20 tunnels. This building houses plant rooms and the tunnel ventilation system (TVS). The Ventilation Building is treated in the language of the ‘Fourth Element’.

The design comprises of a solid base with equal graduating bands of fluted precast concrete above. The height of each band of concrete relates to the building level behind it. The density of the fluting on the precast panels increases from Level 1 to Level 3. This fluting is achieved through the addition of 50mm to the structural panels. As well as creating visual interest, this fluting acts to hide the joints between panels. Oxide will be added to the panels to achieve the dark coloration of the panel colour. This approach unifies the transition from the solid base to the functional porous areas above, with the transition from darkness to light The doors at the entrance level are colour matched to the adjacent concrete wall surfaces.

Artist Graham Tipene has been appointed to provide design input into the building’s façade. The narrative chosen is described in Section 3.5.3 Tipene provided the Whakarare pattern (refer Figure 5.24). This pattern is about Te Ha (the breath). It speaks to the Ventilation Building’s role in housing the Tunnel Ventilation System (TVS) that ‘breathes’ for the tunnels. The pattern has been integrated into the fluted panel design. Refer to the drawings (package 40-MTE-041) in Appendix C for further detail The ground level is at risk of being tagged, and therefore from a maintenance perspective we have chosen not to include the Whakarare pattern at this level to minimise maintenance.

Figure 5 23: Ventilation Building

Accessibility

Mt Eden 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.

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”

The Ventilation Building is not designed to be accessible as per NZS 4121 which does not require Plant Areas to be accessible. However, the egress walkway that wraps around the building is designed to be accessible as it caters for customers evacuating the CRL platform. The evacuation stairs are also designed to be “in accordance with the requirements established in NZS 4121 for Accessible stairs”.

Figure 5 24: Whakarare Pattern, Drawn: Graham Tipene (left), and precast panel mould (right)

Wayfinding Signage

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

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

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

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

6. Public Realm Design

Overview

The public realm works addressed by this Urban Design DWP (refer Figure 6.1) comprise the following within the Mt Eden Precinct and adjoining NAL area:

• The Ruru Street extension connecting to Mt Eden Road;

• Mt Eden Station plaza;

• The Korari Street extension;

• Reinstatement of Nikau Street, Shaddock Street (part), Flower Street and Korari Street;

• A connecting pedestrian/cycle path (‘Nikau Street extension’) to Ngahura Street;

• The Fenton Street Pedestrian and Cycle Bridge, including tie in works at Ngahura Street and Fenton Street;

• The design of boundary, balustrade, security and safety fencing corridor wide within the North Auckland Line;

• A new road over rail grade separation bridge at Normanby Road, as well as extensive works to the Normanby / Boston roundabout;

• The design of bespoke patterning, in collaboration with mana whenua appointed artists, for new Normanby Road, Ruru Street Bridge and Mt Eden Road bridge barriers; and

• All tie in works to the existing road and street networks

Generally, the focus of design within the public realm reinstatement lies at the Fenton Street Bridge and landing areas at Ngahura Street and Fenton Street, and the main pedestrian through-routes to Mt Eden Station along the southern edge of Ruru Street. The wider street network of the Mt Eden Precinct will be treated as ‘reinstatement’ only to Auckland Transport standard detailing. This is shown in Figure 6.2, coloured purple.

Figure 6 1: Extent of public realm works

Section 6.2 to Section 6.10 of this Urban Design DWP provides an overview of the public realm elements that are applicable to the whole Mt Eden Station Precinct and NAL area Design elements applicable to specific areas are described further in Sections 6.10 to Section 6.18.

Road and Transport Environment

The road layout described in this DWP has been confirmed by AT, the road controlling authority and the agency responsible for public transport. The following road layout and parking arrangements are noted:

• Ruru Street will extend from its existing alignment over a new rail bridge, the ‘Ruru Street Bridge’, across the CRL trench to Mt Eden Road. This will be a one-way only service lane (7 wide) from the Mt Eden Station to Mt Eden Road with restricted vehicle access and will include pedestrian and cycle access (being a 3m wide lane).

• Korari Street will be extended to a one-way clockwise road corridor starting from Korari Street, connecting the old Shaddock Street to Ruru Street and back to the intersection of Ruru Street and Nikau Street.

• A minimum of four (4) drop off / pick up bays are to be included on the Korari Street extension. These will be for both taxi and ‘kiss and ride’

• A zone will be allocated for Emergency Vehicle Parking between the Plaza space and the cycle parking area.

• Two ‘kiss and ride’ parking bays will be provided on Fenton Street.

• Bollards will be provided directly in front of the station to restrict vehicle access to MTE Station Oversize basalt (karā) boulders are also proposed as informal bollards. These have been received positively by Auckland Transport Capital Projects Accessibility group due to their visual bulk and contrasting apron of resin bound aggregate

• Bus stops will be immediately adjacent to the Mt Eden Road and Ruru Street extension interface, provide the bus interchange location for daily use and train replacement events. A controlled pedestrian crossing will be provided to create a safer crossing condition over Mt Eden Road to support these bus stop locations.

Figure 6 2: Reinstatement to prior conditions only vs new design solution

Pedestrian Environment

Pedestrian accessible routes to the station are provided from both the western and eastern catchment as shown in Figure 6 3, linking to Wynyard Road and Mt Eden Road These routes meet accessibility requirements, including the Fenton Street bridge, further detailed in Section 6.15

A raised table crossing point has been located directly in front of the station entrance, allowing for safe crossing of Ruru Street. There is also connection to Mt Eden Road with bus stop on both sides and a signalised pedestrian crossing point. There is a mid-block crossing point on Nikau Street. Tactile surface ground indicators will be placed at all intersections and crossing points.

Pedestrian modelling has been undertaken by the Link Alliance This modelling has assessed the Fruin Level of Service (LoS) and ATCOP minimum 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,

The pedestrian modelling analysis shows that the station entrance has sufficient width to provide Fruin LoS C service during peak periods. The entrance width is 14.9m, over and above the 6m required. Nikau Street, at 4m wide, achieves Fruin LoS C

Figure 6 3: Image showing accessible routes to the Mt Eden Station

Paving

Pavement finishes (refer Figure 6.4) are outlined within the design drawings. Basalt (karā) forms the base material providing reference back to Maungawhau (and Matāoho) and the wider Mt Eden heritage stone context. Concrete finishes with varying levels of black oxide and the inclusion of greywacke ‘black chip’ aggregate are selected to form a consistent and complementary palette referencing back to Basalt (karā).

Details of bespoke paving proposed around the station plaza, Ruru Street and the landing areas adjacent to the Fenton Street Bridge are detailed in later sections.

Street Furniture

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

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

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

Seating

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

‘Site won’ oversize basalt (karā) from tunnel excavations (from the Waitemata region sourced from the C1/C2 demolition works at Britomart Station) are to be utilised as landscape features reinforcing the wider Maungawhau material palette. These are utilised as informal seating, features or as vehicle deterrents. Specific details are provided within the drawings.

Figure 6.4: Pavement materials palette

Cycle racks

Well located, safe and secure bicycle parking is an important factor in encouraging more people to cycle. A total of 25 city centre style cycle racks (50 spaces) will be provided adjacent to the station entrance.

Cycle racks will feature tapping bars at the leading ends to assist navigation for visually impaired users. Refer to Figure 6 6 for a typical example of the bike rack proposed. In addition, there will be space proofing allowance for five E-bike charging stations in the future alongside the cycle racks

Rubbish bins

One city centre suite twin bins (such as that shown in Figure 6 7 below) is proposed to be provided within the Mt Eden Station Precinct area.

Figure 6 5: Basalt Rock Feature

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

Landscaping

Tree and shrub selections have been founded on references to former habitats present within the site adjacencies and have been endorsed by the Mana Whenua Forum.

Due to the urban environment, including location of underground services and Overhead Line Equipment (OHLE), there are limited opportunities for planting within the Mt Eden Station Precinct and NAL area. However, effort has been made to replant as many trees as possible within the project area

The design includes provision of 35 trees to be planted8, including:

• Three Kahikatea (Dacrycarpus dacrydioides) within the existing parallel parking zone along Boston Road; and

• Thirteen Tī Kōuka (Cordyline australis) will be positioned within the berm along Boston Road, between the footpath and rail corridor.

• Two Pohutukawa species at the Fenton Street bridge landing on Fenton Street

• Five Whau (Entelea arborescens) along Fenton Street

• Six trees at the Fenton Street bridge landing on Ngahura Street (three of these will be whau with the other specieis to be confirmed)

• Four trees at the station plaza (species to be confirmed)

• Two trees at the intersection of Nikau Street and Ruru Street (species to be confirmed)

Native planting is to be located at the Fenton Street bridge landing on Ngahura Street to match the Fenton Street planting design. The planting provides reference to the very rare remnant of Lava Rock Forest ecology located on Maungawhau. Adjacent to this, there is also a swale along the Nikau to Ngahura Street pedestrian connection. Climbers are proposed on chain linked fences that surround the future oversite development. There is also native planting along Boston Road corridor.

8 A minimum 1:1 replacement ratio is required as mitigation by CRL designation 55 (Trees and Vegetation Delivery Work Plan). The Mt Eden Precinct/NAL area provides 35 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.

Figure 6 7: Auckland CBD’ style litter bin

Reinstatement of landscaping within private properties will be as per existing prior to removal and in line with landowner approval

Seed collection for shrub species will seek to be eco-sourced from remaining habitats within the existing environment, however seed collection permissions are yet to be confirmed. At a minimum it is expected that all species will be eco-sourced from within the Auckland Ecological Region. Mixed native shrub planting is to all be minimum 1.5L grade and planted at 750 mm centres (2 plants/m²). Species selection will be site specific for the environmental conditions encountered and seek to reduce on-going maintenance beyond the contract maintenance period. All planting areas are to have a minimum of 400mm depth good quality topsoil and a minimum 100mm depth good quality pallet mulch, or approved equivalent. Opportunity is to be explored for re-use of ‘site won’ topsoil. Laboratory testing for quality will be necessary with amelioration as required to ensure the longterm health and survivability of all plant species.

It is expected that all tree species will be eco-sourced from within the Auckland Ecological Region. Formal tree pits are proposed due to the numerous services proximate and to ensure the long-term integrity of structures and pavements is maintained. The construction of these will align with those already installed within the Contract 2 portion of works and will feature manual watering tubes to aid in tree establishment and over periods of drought.

The surrounding treatment to tree pits will feature resin bound aggregate with 'Viking Skull' or similar approved black chip material to form a consistent and complementary palette referencing back to Basalt (karā). This is held in place with 316 stainless steel edge trim plates to form a clean delineation between materials and ensure the radial form is achieved to a high standard. All tree pits 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.

Figure 6 8: Typical tree pit

Final species selections for both tree and shrub species will be liaised with both Mana Whenua and Auckland Council arborist, as the ultimate asset owner for their endorsement/approval.

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 Figure 6 9)

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.

Wayfinding signage is also to be included aligning with ATDM standards providing a cohesive and legible suite across the station and public realm.

Refer to drawings in Appendix D which include the sign typologies and allocations (ref CRL-MTESWF-LKA-DRG-100001 to CRL-SYW-SWF-LKA-DRG-110012 and CRL-SYW-SWF-LKA-DRG-100005100006).

Figure 6 9: Examples of CRL wayfinding proposed, including a bespoke station identification pylon sign (left image)

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

• Design of bridge balustrades to meet surveillance requirements

A CPTED review has been completed on the public realm design9 .

The daytime aesthetic for street lighting within the wider project area has been considered and holistic and cohesive approach has been adopted across the Mt Eden area generally, both NAL and Mt Eden Precinct, to ensure legibility and continuity of elements across the public realm.

The proposed lighting design utilises Luminaires with no upward light component and uses designs tilts of 0° to prevent upward waste light, reducing the impact on the City Skyline and the installations contribution to sky glow. Careful consideration of column placement and luminaire aiming has sought to reduce the effects of obtrusive light onto the adjacent residential properties. The lighting design has been carried out to an appropriate Pedestrian Standard of AS/NZS 1158.3.1:2020 which reflects the shared use nature of the space and anticipated usage.

To contribute to ‘crime prevention through environmental design’ the proposed design uses white light, which has long been reported to reduce the fear and perception of crime. White light also adds to the amenity of the area by creating a lit environment with enhanced visual comfort. Where the proposed Fenton Street footbridge passes over the road reserve, areas are created which may lead to antisocial behaviour or promote homeless sleeping. Luminaires have been selected to push light into these spaces in the interests of crime prevention.

Fencing

Proposed fencing meets the requirements of the NZ building code, ATCoP and KiwiRail standards as well as ensuring consistency in design and finish. Fencing typologies provide clear boundary definition with appropriate typologies allowing delineation between areas not generally accessible to the public and freely accessible areas. Aligning with best practice Crime Prevention Through Environmental Design (CPTED) principles this approach provides a clear delineation between public and privately accessible areas removing any ambiguity and removing any criminal argument of ‘misunderstanding’. Four main fencing types are to be provided, with variations to each type due to foundation requirements. The four types includes:

• Boundary Fence (used to replace existing boundary fencing which is required to be removed during construction The fence is to be a standard ATCoP Type C, 1.8m high treated timber post and paling fence with paint finish).

• Security Fence - Public Realm (used in areas prominently facing the public realm).

• Security Fence – Operational (used in areas less visible from the public realm)

9 CPTED

• Safety Fence – Operational (used in areas accessible by operational and maintenance staff only as well as emergency egress routes)

6 10: Examples of fencing, being Security Fence - Public Realm Oriented (top left), Security Fence -Operational Oriented (top right) and Safety Fence - Operational Oriented (bottom)

Bridge Barriers

The amenity of the road bridge barriers (being the Normanby Road Bridge, Mt Eden Road bridge and Ruru Street bridge) is of importance given the visibility and significance of the structures on busy arterial and feeder roads. The bridge barriers and electrification screens will be visible from both the rail corridor and adjacent roads.

All road bridge barriers include the same concrete impress to the railway oriented face (shown in Figure 6 11 below) but with a bespoke laser cut steel panel pattern to the roadside face.

The Link Alliance has worked in a collaborative partnership with the mana whenua appointed artist, Graham Tipene, and a mana whenua design subcommittee comprising appointed kaitiaki from the CRL Mana Whenua Forum, to consider the narrative gifted by mana whenua and to work through appropriate mahi toi responses with the artist. Detail of the narrative is provided in Section 0.

The bridge barriers comprise the following three elements with design features as outlined.

Lower TL5 concrete barrier

• The design will incorporate a permanent concrete TL5 bridge barrier, meeting the required traffic level, but be vertical faced to the roadside, in fitting with the urban realm environment and as agreed by Auckland Transport.

• The barrier will have a tapered face to the rail corridor-oriented face. This is both to ensure a play of light and shadow to reinforce the horizontal lines of the bridge, balance it’s vertical and horizontal proportions and reduce the overall weight and structural requirements of the bridge sub-structure

Figure

• A cast in pattern is to be integrated within the rail corridor-oriented face of the barrier The cast pattern embodies the narrative gifted to CRLL by mana whenua surrounding the deity Matāoho. Refer Figure 6.11 below.

Upper OHLE protection screen

OHLE protection is provided by an upper screen of woven mesh with an aperture allowable under EN50122 for protection by obstacle and to maximise visibility through

Lower steel panelling

Steel panelling is proposed to the roadside oriented face of the barrier The narrative gifted to CRLL by mana whenua is to be embodied by way of laser cutting or punching the steel panel. The pattern will be bespoke for each bridge.

Figure 6 11: TL5 Concrete Barrier Cast Pattern

Figure 6 12: Concept image of the roadside facing barrier for the Ruru Street Bridge

Station Plaza

The station entrance will open onto a station plaza (adjacent to the Ruru Street extension), providing ample space for pedestrian movement in and out of the station This will be adjacent to the main retail area within the station and form the main area of activity during daylight hours. It will include bespoke seating, bollards, litter bins, trees and localised areas of shrub planting. The bespoke seating will be of a size and bulk to create informal social space for both groups and individuals.

Alternating bands of concrete, featuring differing oxides and aggregates, comprise the wider pedestrian pavement design. This applies to the Ruru Street extension also (described in Section 6.12). This materiality and arrangement of these seek to provide a visual language to express sense of place, raw materials, endemic natural forms and pattern language referencing wai Maori and the interaction with basalt (karā) - the underlying geology provided by Matāoho. The positioning and geometries of each finish type seeks to create a visual rhythm along the corridor reinforcing areas of ‘pause’ at seating points and areas of anticipated high pedestrian activity.

The station plaza will include a total of 25 Sheffield Style Racks (refer Section 6.5.2).

Figure 6 13: Station Plaza adjacent to the Ruru Street extension

Ruru Street Extension

The Ruru Street extension provides public access to the station. Motorised vehicle access is maintained as previously existed, as only possible from Nikau Street and the ‘Shaddock Street alignment’. This is managed via a one way clockwise single lane road, with pick up and drop off parking provision near the station forecourt.

Ruru Street will extend from its existing alignment over a new rail bridge, the ‘Ruru Street Bridge’, across the CRL trench to Mt Eden Road. This will be a one-way only service lane from the Mt Eden Station to Mt Eden Road with restricted vehicle access and will include pedestrian and cycle access This will be through a 3m wide footpath separated from the service lane by a 600mm wide v-dish channel surfaced with textured basalt setts to provide demarcation to the pedestrian ‘safe zone’ in line with the RTS 14 Guidelines. This approach is widely used across Auckland’s shared street network such as at Elliot St and Fort Lane in the CBD, Osbourne St in Newmarket and McCrae Way in New Lynn.

The design is in general accordance with recognised Auckland Transport standards, specifically Auckland Transport Code of Practice (ATCoP) and Auckland Transport Design Manual (ATDM).

The pavement design is consistent with the station plaza described in Section 6.11

Figure 6 14: Station plaza facing south down Ruru Street

Nikau Street Extension/Footpath

Nikau Street is to be extended from Ruru Street to Ngahura Street with a shared footpath only, providing a pedestrian and cycle condition to the Fenton Street bridge.

This footpath will be broad (4m wide), well-lit and users will be highly visible along it’s entire length between Ngahura and the current extent of Nikau Street. The provision of a shared footpath maintains the existing condition of no motorised vehicle access between Ngahura and Nikau, but allows active modes access and particularly provides access to and from the new Fenton Street bridge over the rail lines.

Paving will be as described in Section 6.4 The design includes a planted swale along the length of the footpath on the northern side. Based on the staging of development adjacent to Nikau Street (which will occur after the completion of CRL) the design is considered the best urban design outcomes, whilst leaving flexibility for the adjacent development.

Figure 6 15: Ruru Street extension, with the Mount Eden Station in the background

The wider precinct street network seeks integration with the wider Auckland Transport network being designed to meet both ATCoP and ATDM standards. This design of these streets is for reinstatement only, rather than betterment (refer Figure 6.2).

The design of these roads is of a ‘standard’ typology features an asphalt carriageway, replacement of ‘heritage’ basalt kerbs and lightly exposed aggregate concrete pavements. Details of the paving is provided in Section 6.4. This materiality aligns with the wider streetscape upgrades recently completed throughout Mt Eden as well as the wider NAL and Mt Eden Station Precinct public realm reinstatement designs.

Fenton Street Footbridge

Overview

The new pedestrian footbridge at Fenton Street is a curved footbridge that provides pedestrian access and connects Fenton Street and Ngahura Street over the new rail alignment at Mt Eden, as well as providing emergency egress from CRL and NAL platforms. The two-span curve bridge includes two lifts and two stairs cases for general use and a continuous electrification screen/barrier along the deck.

The bridge, it’s barriers and lift structure are painted steel. The colour of the bridge relates to the mana whenua narrative, being a deep black oxide red representing the colour of cooling volcanic rock. The design of the bridge in relation to the mana whenua narrative is described in detail in Section 6.15.2

The Fenton Street Footbridge access stairs are 2.5m wide and conform to NZ Building (Code D Accessibility). The stair design includes the requirement for a bicycle ramp incorporated within the

Figure 6.16: Nikau Street extension and the Ngahura Street landing Nikau Street, Korari Street, Flower Street, Shaddock Street

concrete stairs. The bridge has lifts provided at both ends of the footbridge at Ngahura and Fenton Streets. The design enables cyclists to enter and exit the lift car without the need to turn around.

A number of Safety in Design workshops were held specifically to address the potential risks of misadventure or suicide by the members of public. This has resulted in a non-perforated 1.8-metrehigh barrier throughout the length of the bridge. The design includes the use of translucent glass screens which satisfies the CPTED issue of clear sight along the bridge while also satisfying the requirement for privacy

Increased balustrade heights, an opaque finish to the glazing, frit patterning to the lift shafts and canopies at lift entries are provided striking a balance between privacy for neighbouring properties and visibility requirements for security and surveillance

The design of the bridge appropriately responds to the design principle of Condition 47.2(b)(xii), including that the design minimises loss on adjacent residential sites. As discussed in Section 4, multiple meetings with stakeholders has occurred to ensure this design principle is adequately met. Information shared with stakeholders on the design is attached in Appendix B.

After a series of Mana Whenua forums an approved narrative and corresponding expression of that narrative has been completed and the following words and images show the resultant design. Mana whenua were keen to develop an appropriate narrative which was contextual, robust and meaningful.

The significance of Matāoho to Maungawhau draws an interesting conceptual connection between the curved form of Fenton Bridge and the narrative which is being developed.

Figure 6 17: 3D view of Fenton Street Footbridge

Mana Whenua Narrative - Te Hurihanga a Matāoho.

The fluid nature of the bridge’s elements as it curves, twists and pulls, reveals an opportunity to be likened to the flow of the Matāoho volcanic liquid state.

This narrative serves as an overarching link to the Porters Ave Bridge that looks at the change of state of the lava flow of Matāoho to from kārā (basalt), a fine grained-grained, dark charcoal- black stone that occurs when hot lava flow meets the earth’s surface or mid-ocean ridge and is cooled.

The metaphorical flow of Matāoho occurs in the physical as the bridge creates a dual spatial and physical threshold that sees the constant ebb and flow under of unsuspecting commuters on the train.

The appointed artist Reuben Kirkwood gives the name to his design “Ahi Tipua “, Fire of the Deity, and this directly relates to volcanic activity and lava flow.

The design itself features forms that extend and broaden analogous to lava flow as it moves across land and cools to solid. The red represents the fire and heat of the lava flow that the Deity Matāoho utilized in forming nearby Maungawhau. The solid black represents the changes of the lava to black scoria or basalt. The white segments show the balance of creation when regrowth and health follow through from the land distorting influence of seismic or volcanic energy.

Bridge Design Elements

The follow image shows elements of the bridge and corresponding application of Reubens tessellation designs. In particular, this relates to the glass lift enclosures, privacy screening and lighting poles which are described further below.

Figure 6 18: The colour and form of vulcanism expressed through tessellations designed by Reuben Kirkwood

6 19: Diagram showing elements of bridge and corresponding application of Reubens tessellation designs

Both glass lifts will be adorned with Reubens artwork. Each panel will have a specific part of the pattern which once assembled will produce the overall artwork. The patterns will be incorporated by a method called ceramic enamel glass – often known as ‘fritted’ glass.

6 20: Diagram showing incorporation of Reuben’s tessellations for the lift enclosure

Figure

Figure

Using the glazed element of the electrification barrier, these panels will have Reuben’s ‘fine carving’ tessellation in degrees of opacity to provide privacy to the nearby Station R apartments.

The lighting poles along the bridge will incorporate a caving design with Toi Whakairo elements. Steel plate will be routed to the design shown then attached to the lighting stanchion by a series of countersunk screws.

Figure 6 21: View of Reuben’s artwork from Fenton Street approach

Figure 6 22: Reuben's fine carving design is to be applied to the glass electrification screen adjacent to Station R apartments.

Fenton Street Bridge Landing – Ngahura Street

A low concrete retaining wall deals with the level change at a ‘pinch point’ where the North Eden Apartments vehicle egress locates, maximising the available level pedestrian space. The wall will include a sacrificial clear semi-gloss anti-graffiti coating to not detract from the natural appearance of the concrete finish in respect of its colour, texture or sheen while still allowing maintenance efficiencies. The ramp from Ngahura Street to the lift entry has been designed at a maximum 1:33 over a distance less than 18m in line with NZS4121 definition of an ‘accessible footpath’ negating the

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Figure 6 23: Diagram showing technical interpretation of Reubens sketch (far left)

Figure 6 24: Render of bridge showing the lamp post with Toi Whakairo design

need for handrails. A 1.5m wide level entry with tactile ground surface indicators provides access to the lift.

Three specimen trees (Metrosideros excelsa ‘Māori) are provided fronting and adjacent to the pedestrian and cycle bridge. These are located to maximise clear pedestrian sightlines and have been coordinated with existing and proposed underground utilities.

The pavement pattern is consistent with the station plaza and Ruru Street extension design, based on the Wai Maori narrative.

‘Site won’ basalt (karā) is proposed as a finish to the planted areas to the batter slopes and under the stairs referencing the Lava Rock Forest ecology located on Maungawhau. Drainage from the bridge deck has been diverted to an at-grade spreader device to passively irrigate the planter beds located beneath the bridge deck and stairs. The same reference to the Lava Rock Forest ecology is also proposed at the Fenton Street landing.

The reinstatement of Fenton Street requires the creation of a shared space condition. This is achieved by removing the existing street typology, featuring a formal kerb and channel with grade separated pedestrian / vehicle zones, and replacing this with a continuous grade condition using design cues to reduce driver speed and provide areas of ‘comfort space’ for pedestrians.

A curved, raised speed table with detailed 95x95mm textured basalt sett paving in a stack bond arrangement atop forms the threshold indicating entry to the shared space.

Vehicle zones are minimally delineated with textured basalt sett navigational strips either side of the trafficable zone in line with the Shared Space in Urban Environments Guidance Note best practice. The textured basalt sett navigational strips also provide demarcation the pedestrian ‘safe zone’ in line with the RTS 14 Guidelines and as widely used across Auckland’s shared street networks such as Elliot St and Fort Lane in the CBD, Osbourne St in Newmarket and McCrae Way in New Lynn.

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Figure 6 25: Ngahura Street public realm looking south toward the stair and lift landing.

Fenton Street Bridge Landing – Fenton Street (West Facing Connection)

Due to the lack of a continuous built edge, number of vehicle crossings and possibility that heavy vehicles may inadvertently enter the street and be required to reverse out, a safe crossing point has been formalised with tactile ground surface indicators and a ‘break’ provided within the textured basalt sett navigational strip. The location of this crossing point provides for a clear line of travel both sides of Fenton Street to/from the pedestrian and cycle bridge while allowing clear lines of sight for drivers approaching both directions.

Widths for the vehicle trafficable zone are purposefully narrow to align with shared space best practice principles, being 5m wide between inner (roadside) edges of the basalt sett navigational strips and 6.2m including the width of the navigational strips.

A low concrete wall wraps around the lift enclosure providing protection from errant vehicle movements. The ramp up to the lift entry has been designed at a minimum 1:20 in line with NZS4121 definition of an ‘accessible footpath’ negating the need for handrails. A 1.5m wide level entry with tactile ground surface indicators provides access to the lift.

Two ‘kiss and ride’ parking bays are provided as agreed with AT. ‘Site won’ basalt boulders will be used as vehicle deterrents while doubling as informal seating, and sculptural elements.

The public realm reinstatement design at the Fenton Street bridge landing provides reference to the Lava Rock Forest Ecology that once shrouded the lava boulderfields of the Auckland Isthmus. This ecology is formed off the underlying fractured basalt geology (refer Figure 6 27), provided by Matāoho, that once cloaked specific area on the wider maunga. Over a very extended time period ash and other debris accumulate within the crags and crevices of the fractured basalt which has slowly been colonised by specific vegetation further weathering and displacing the basalt forming the basis for this ecology. Using this ecology, we have sought to develop a visual language to express sense of place, raw materials, endemic natural forms, pattern language and plant species.

Alternating bands of concrete, featuring differing oxides and aggregates, comprise the wider pavement with ‘fractured basalt’ detailing utilising sandblasting to expose the aggregates included.

Figure 6 26: Fenton Street landing of the pedestrian and cycle overbridge

The positioning and geometries of each finish type seeks to create a visual rhythm along the corridor reinforcing the idea of thresholds at areas requiring slower vehicle speeds due anticipated pedestrian activity or crossing points. Selected use of textured karā (basalt) sett paving and resin bound aggregate are proposed for both auditory and visual cues.

There is limited space to provide street tree plantings along Fenton Street, however two specimen trees are provided fronting the pedestrian and cycle bridge. These are located to maximise clear pedestrian sightlines and have been coordinated with existing and proposed underground utilities as well as the OHLE equipment adjacent. ‘Site won’ basalt (karā) is proposed as a finish to the planted areas to the batter slopes and under the stairs referencing the Lava Rock Forest ecology (seen in Figure 6 28)

Figure 6 27: Concept of fractured basalt rock

Figure 6 28: Fenton Street public realm looking west toward the vehicle turning head.

Normanby Road Area - East Facing Connection

Due to the works associated with the NAL and CRL rail alignment, a new road over rail grade separation bridge at Normanby Road is required, as well as extensive works to the Normanby / Boston roundabout. This area is referred to as the ‘east facing connection’ to the Mt Eden Station Refer to Section 6.10 for detail of the bridge barrier treatment proposed.

While much of these works is focussed on transitioning the new grade separated bridge into the surrounding streetscape there are numerous improvements to the pedestrian and cycle infrastructure with a focus on safety. Earlier iterations of the design included cycle lanes on all roundabout approaches and over the Normanby Road bridge. These have been removed as part of the current design, after consultation with Auckland Transport. This is due to a lack of connecting cycle facilities on adjacent streets. There are currently no plans forecasted to add cycle facilities to Normanby Road in the long term.

Instead, the footpaths have been constructed such that cycle facilities can be retrofitted at a later time if necessary. At present there are no cycle facilities provided for at the Normanby / Boston roundabout. Therefore, cyclists will continue to use the reinstated intersection as they do in the existing condition.

Given the limited width of footpaths and high frequency of vehicle crossings there is restricted opportunity for street trees or stormwater treatment devices. There is however some localised scope for additional shrub and specimen tree planting along the edges of the rail corridor which will add amenity, reduce visual dominance of fencing and visible carparks and yards while providing some mitigation for the loss of trees along Boston Road.

Street tree plantings are located back from intersections to allow clear sightlines and have been coordinated with existing and proposed underground utilities as well as OHLE equipment.

Three Kahikatea will feature within the existing parallel parking zone along Boston Road. Thirteen Tī Kōuka will be positioned within the berm along Boston Road, between the footpath and rail corridor. This berm area is heavily constrained by below-ground services, footpath envelope clearances and OHLE equipment clearances. The slim, upright growth habit of Tī Kōuka is well suited within this location as a result. The design seeks to establish a linear ‘grove’, reflective of the natural community for this species with a mix of 450L, 200L and 45L providing height differential for a more naturalised appearance. Smaller 1.5L grade Tī Kōuka are also proposed amongst the shrub planting mix to strengthen this. These trees coupled with a densely planted understory seek to create a planted ‘buffer’ between the pedestrian footpath and rail corridor.

It is noted that the scheduled Erythrina x sykesii (Flame Tree), located at the southeast corner of the Normanby Road and Boston Road roundabout, is to be retained and protected. The tree sits within an existing grassed traffic island.

The public realm finishes and materiality for Normanby Road and approaches is to be in general accordance with recognised Auckland Transport standards. This materiality will align with the wider streetscape upgrades recently completed throughout Mt Eden as well as the wider NAL and MTE Precinct public realm reinstatement designs.

7. Response to Design Principles

Introduction

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

• Mana Whenua principles (Condition 49)

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

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

• Station design principles (Condition 54.1)

In accordance with CRL Condition 47.3, and 54.1, 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.

Mana Whenua Principles 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 which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform

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

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

Table 7.1: Design Response to Mana Whenua Principles

Ref Mana Whenua Cultural Design Principle Design Response

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.

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 tunnel 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, including the new and old platform areas – Maungawhau- 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 Maungawhau. 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.

A narrative was selected focusing on the volcanic atua (deity) Matāoho, who has association with many of the volcanic features of Tāmaki Makaurau and who resided in the crater of Maungawhau. The main crater of Maungawhau is named Te Ipu a Matāoho - ‘Matāoho’s cup or bowl’. The entire volcanic field of Tāmaki Makaurau is also sometimes known as Nga Tapuwae a Matāoho, or the sacred footprints of Matāoho. Design elements seek to draw reference from the narratives surrounding Matāoho, linking back to the whakapapa of Maungawhau.

The narrative selected for the station plaza (described in Section 6.11) is wai Māori (refer Section 3.5.2). Wai Māori originates from the separation of Ranginui from Papatūānuku. Their grief and yearning, presented by the rain and mist creating freshwater, which all life depends on.

The use of karā (basalt) relates back to the narrative of Matāoho. The design of bridges (both road and pedestrian) embody part of the story of the ‘states’ of Matāoho (as in the stages of volcanic activity) (refer Section 3.5.5).

49.1

(a)

(iii) Tohu

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

49.1 (a) (iv) Taiao

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

49.1 (a) (v) Mauri tū

Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai / water (puna / springs), whenua / soil and air. In

CRLL is working with mana whenua on the naming of the Porters Avenue and Fenton Street pedestrian and cycle overbridges.

Mt Eden Station and adjacencies has a strong visual connection to Maungawhau. The maunga is considered to be tohu. This is described in detail in Section 3.5.

The design of the public realm reinstatement acknowledges this tohu through planting design, feature street furniture, including bridge barrier designs the use of locally sourced karā (basalt) and maintaining key viewshafts to Maungawhau. The design elements have been developed in partnership with mana whenua.

Te Ipu Pākore, the name given to the spring and pool that was for many years a reliable clean fresh water source for the area, holds significance due to its proximity and the flow downhill of water from the site and the significance of this water movement. This is also considered as tohu.

Site investigation to see if this water source was still available as clean water for use in the public realm was carried out. Unfortunately, the groundwater was found to be non-potable.

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

Plant palettes acknowledge each area specific pre-European ecology while increasing biodiversity

Plant species from the very rare remnant of Lava Rock Forest located on Maungawhau (Mt Eden) are proposed. These are to be eco-sourced from this remnant, where possible. This provides opportunity to increase biodiversity while acknowledging pre-European ecology. At minimum it is expected that all shrub species will be eco-sourced from within the Auckland Ecological Region (refer Section 6.6).

‘Site won’ oversize karā (basalt) spalls and boulders from tunnel excavations are to be utilised as landscape features reinforcing this ecology (refer Section 6.5.1).

Where possible, garden beds have been implemented to improve pervious surfaces and aid in softening the public realm. Only native specimen tree and vegetation species are to be utilised within the Mt Eden (Maungawhau)

Precinct public realm generally, in line with historical ecologies, and a ‘right tree right place’ mentality. Mana whenua support the use of native trees and final tree species have been agreed with mana whenua (refer Section 6.6).

The design includes the establishment of native trees within the Mt Eden Station Precinct and NAL area. 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 (refer Section 6.6).

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.

Proprietary storm water treatment devices in the form of Gross Pollutant Traps are proposed as opposed to rain gardens due to cost vs benefit within the constrained North Auckland Line environment.

Stormwater from the Fenton Street Bridge Deck is being re-used to passively irrigate the garden beds underneath the bridge.

The quality of the materials used forms an important aspect of mauri tū. Re-use of materials and the use of locally sourced material (such as timber/stone) aids in maintaining the local essence and the mauri. Existing heritage karā (basalt) kerb stones are to be re-used within the streetscape design while karā (basalt) spalls and boulders from the NAL and Maungawhau Precinct excavation works will be re-purposed as informal seating, vehicle deterrent, sculptural elements and garden bed feature (refer Section 6.5.1).s.

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 componentswhich form the line-wide theme for the CRL project.

The Threshold Element is a unique marker to each station and an opportunity for cultural and human expression within the city. The threshold element references Maungawhau, the Auckland volcanic field and its creation. In addition, a large carved basalt waterwall is located within the entrance next to the Threshold representing volcanic flows that formed Maungawhau. (Refer to Section 5.2.3 and 5.2.4 for further detail).

As part of the feedback provided by the UDP, changes have been made to the Sky Element to include a pattern to reflect the tears of Ranginui. This design was developed in collaboration with Mana Whenua artist Graham Tipene and was endorsed by the Mana Whenua Forum on the 2nd of November 2021. The design will provide the Sky Element with a local identity, specific to Mt Eden Station. This further adds to the personality and identity of the station through the representation of the Sky Element, as well as a greater expression of mahi toi.

In earlier consultation with mana whenua, the pūrakau / narrative gifted for the North Auckland Line area was that of the patupaiarehe Hui and Wairere that lived in Te Waonui o Tiriwa (the Waitakere Ranges) and Te Ngahere o Kohukohunui (the Hunua Ranges), respectively. Continued engagement with mana whenua identified a desire to more strongly locate the narrative within the local context of Maungawhau, as it has a rich history to draw from. The four bridges proposed within the wider Mt Eden (Maungawhau) Precinct and NAL public realm that radiate out from Maungawhau station over the rail line could be conceived of as thresholds or tomokanga moving towards / away from the station. Thus, marking the journey towards Matāoho. These bridges are conceived of as being a part of the ‘whānau’ of Maungawhau station and will all whakapapa back to the parent narrative of Matāoho and Matāoho‘s specific relationship to Maungawhau volcano and surrounding area (refer Section 3.5.5 for further detail).

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.

Bespoke patterns have been developed for the Mt Eden Road and Normanby Road bridge barriers. The Link Alliance has worked in a collaborative partnership with the mana whenua appointed artist, Graham Tipene, and a mana whenua design subcommittee comprising appointed kaitiaki from the CRL Mana Whenua Forum, to consider the narrative gifted by mana whenua and work through appropriate mahi toi responses with the artist. The narrative is encapsulated within the bridge barriers and electrification screens reference the concept that all of the bridges embody part of the story of the ‘states’ of Matāoho, as in the stages of volcanic activity (refer Section 3.5.5 and Section 6.10).

Locally sourced karā (basalt) is to be included as informal seating and vehicle deterrents and landscape features.

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.

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

The existing street network surrounding the station is being improved as a result of the public realm works proposed. It is highlighted here that these comments relate to the Link Alliance scope only (as defined in Section 1.1). A large area of the street network (Figure 1.1) is being delivered by City Rail Link Limited (CRLL) and Eke Panuku and is not addressed here

The Nikau Street extension is to be a shared footpath (refer Section 6.13). This footpath will be broad (4m wide), well-lit and users will be highly visible along its entire length between Ngahura Street and the current extent of Nikau Street. The provision of a shared footpath restores the existing condition of

Table 7.2: Design Response to Movement and Connections Principles

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.

no motorised vehicle access between Ngahura and Nikau Street, but allows active modes access and particularly provides access to and from the new Fenton Street bridge over the rail lines.

The Ruru Street extension provides public access to the station (refer Section 6.12). Motorised vehicle access is maintained as previously existed, as only possible from Nikau Street and the ‘Shaddock Street alignment’. This is managed via a one way clockwise single lane road (Korari Street extension), with pick up and drop off parking provision near the station forecourt.

There was no previous public motorised vehicles access onto Mt Eden Road and this condition is maintained. This limitation on public motorised vehicles is a requirement from the Roading Authority. But, active modes are able to traverse along the entire Ruru Street extension from Mt Eden Road to Nikau Street, in both directions. Service vehicle access between the station and Mt Eden Road, with a left turn out exit only, has been catered for and approved by the Roading Authority.

Bus stops immediately adjacent to the Mt Eden Road and Ruru Street extension interface, provide the bus interchange location for daily use and train replacement events. A controlled pedestrian crossing is provided to create a safer crossing condition over Mt Eden Road to support these bus stop locations.

The shared street design of Fenton Street improves upon the existing condition with a higher quality and safer pedestrian function with a more legible carriageway and parking zones while supporting the existing connectivity. The Fenton Street pedestrian and cycle overbridge retains a direct and linear connection between Fenton Street and Ngahura Street while improving safety by grade separating the crossing point (refer Section 6.15).

Both the new Mt Eden Road Bridge and Normanby Road Bridge improve existing vehicular and pedestrian access. The Normanby Road Bridge in particular provides for enhanced safety through grade separating the existing level crossing condition.

There is single broad opening into the Station building, conveniently and obviously located in the front facade of the Station building, addressing the station forecourt on the Ruru Street extension.

The main pedestrian routes will be along the Ruru Street extension and this will lead pedestrians directly to the Station entrance.

Landscape furniture has been located away from this entry to allow for open and legible access. The design around the station entry includes bespoke paving design, softscape design and cycle racks which all provide passive wayfinding cues to the station entry Supported by a vehicle limitation edge made up of robust bollards, furniture and basalt boulders to provide an area of safety for station users.

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.

Refer to Section 6.11 for further detail on the station plaza.

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

The design and location of the station building will make the station building prominent and clearly visible on approach, with the single entry becoming evident as a person moves closer to the station building.

The main pedestrian routes will be along the Ruru Street extension (refer Section 6.12) and this will lead pedestrians directly to the station entrance.

Landscape furniture has been located away from this entry to allow for open and legible access. The design around the station entry includes bespoke paving design, softscape design and cycle racks which all provide passive wayfinding cues to the station entry. Supported by a vehicle limitation edge made up of robust bollards, furniture and basalt boulders to provide an area of safety for station users.

The Fenton Street pedestrian and cycle overbridge (Section 5.15) retains a direct and linear connection between Fenton Street and Ngahura Street. This forms a legible pedestrian continuation of these streets. There is additionally a direct sightline to the Porters Avenue pedestrian and cycle bridge which provides for connectivity between Porters Avenue and Wynyard Road.

Both the new Mt Eden Road Bridge and Normanby Road Bridge provide for enhanced pedestrian and vehicle facilities from the existing condition in line with ATCoP requirements. A consistent materials palette using heritage basalt kerbing and lightly exposed aggregate concrete provide for a legible street network.

47.2 (b) (iv)

Way Finding

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

Way finding signage will be in accordance with AT’s Transport Design Manual (TDM) standard and will be installed at key locations within the station and areas of streetscape reinstatement. A hierarchy of wayfinding signage will be located around the station entrances, intersections and bike stations (refer to Section 6.6 and Appendix D for further information regarding wayfinding signage within the public realm.

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 Section 5.10).

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.

As part of integrated approach to multimode, we have provided the following (as detailed in Section 6.2):

- Four (4) drop off / pick up bays are included on the Korari Street extension. These are in a clear line of sight from the station entrance and are for both taxi and ‘kiss and ride’ purposes.

- In addition, a zone will be allocated for Emergency Vehicle Parking between the plaza space and the cycle parking area.

- Bus stops immediately adjacent to the Mt Eden Road and Ruru Street extension interface, provide the bus interchange location for daily use and train replacement events. A controlled pedestrian crossing is provided to create a safer crossing condition over Mt Eden Road to support these bus stop locations.

- Kiss and ride ‘5-minute loading / unloading’ parking is provided on Fenton Street tidily integrated within the high-quality shared street

Note that existing levels of pedestrian access across both the East and West Facing Connections are maintained, allowing continued access to bus routes on New North Road and Mt Eden Road via existing routes. Both New North Road and Mt Eden Road will have controlled pedestrian crossings to provide a safer condition for passengers to move between modes and for the community to move throughout the wider area.

47.2

(b) (vi) Bicycle Parking

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

Bicycle parking is provided as part of the public realm design and is described in Section 6.5.2. This includes a total of 25 racks/ for 50 bike spaces adjacent to the station building. This number has been determined by AT. Five outlets will be future proofed for installation of E-bikes in the future.

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.

A raised table crossing point has been located directly in front of the station entrance, allowing for safe crossing of Ruru Street. There is also connection to Mt Eden Road with bus stop on both sides and a signalised pedestrian crossing point. There is a mid-block crossing point on Nikau Street (refer Section 6.3).

Wide footpaths are provided in the immediate area of the station entrance, with continuous footpath movement without crossing the street being possible for many routes, once in this immediate vicinity of the station. Beyond that there are pedestrian refuges within the local lower speed neighbourhood streets, narrower intersections and controlled crossings over the arterials, New North Road and Mt Eden Road. Both New North Road and Mt Eden Road will have controlled pedestrian crossings to

47.2

(b)

(viii) Footpaths

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

provide a safer condition for passengers to move between modes and for the community to move throughout the wider area.

Within the West Facing Connection, the existing pedestrian level crossing linking Fenton Street to Ngahura Street and also Porters Avenue to Wynyard Road, are replaced by a grade separated purpose built pedestrian and cycle bridge (refer Section 6.14).

Within the East Facing Connection, Normanby Road (refer Section 6.17) has an existing level crossing which is replaced by a grade separated purpose-built road over rail crossing with integrated pedestrian facilities.

Fenton Street (Section 6.16) is designed as a high quality shared street condition with design cues promoting safe pedestrian movement. A designated safe crossing point delineated with tactile ground surface indicators is included following engagement with Auckland Transport’s Capital Projects Accessibility Group.

Generous footpath widths are provided around the station. The station entrance opens directly onto the station plaza, which is a pedestrian oriented environment. The section of Ruru Street that bisects the plaza is a narrow service lane, with footpaths on either side which should provide ample space for pedestrians to safely filter out into the wider network.

The footpath widths have been tested against pedestrian flow projections and meet the criteria set for the project. 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.

47.2

(b)

(ix) Grade separated rail crossings

Structures associated with grade separated rail crossings need to be carefully and sensitively designed and in accordance with crime prevention through environmental design principles to ensure appropriate amenity and safety are retained or achieved. Measures to achieve this may include:

The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments. A CPTED review has also been completed10 .

10 CPTED Review for City Rail Link Design: C3 Mt Eden Station Streetscape, prepared by Peake Design Ltd, dated September 2021

(a) Utilising permeable balustrades on overbridges;

(b) Maximising the width of the footpath at grade in street reserves;

Normanby Road Bridge, Ruru Street Bridge and Mt Eden Road Bridge comply with this condition. Mesh screening meeting the requirements of EN50122 for protection by obstacle due to the OHLE lines below are proposed which additionally provide good levels of visibility through. (Refer Section 6.9).

The Fenton Street pedestrian and cycle overbridge (Section 6.14.3) features glazed panels for the upper portion of the balustrade (above 1m) providing high levels of visibility through (creating visual permeability.) Physical permeability is not desirable and is required to be minimised by KiwiRail and ATto avoid physical interaction between bridge users and the high voltage rail network system below.

Existing footpaths are enhanced in both width and finish from existing conditions. Footpaths provided are to Auckland Transport Code of Practice recommended requirements as a minimum. Refer to the drawings in Appendix D for further detail regarding specific widths of footpaths.

(c) Orientating any steps parallel to overbridges; The Fenton Street pedestrian and cycle overbridge include stairs parallel with the curving bridge structure complying with this principle. Refer Section 6.15.3

(d) Providing appropriate levels of lighting (in accordance with the Auckland Transport Street Lighting Policy (Appendix 1) for “Pathways in high risk, high brightness areas”); and

(e) Treatment of the sides of ramps and footpaths to enhance visual amenity.

Lighting is provided to meet Auckland Transport Lighting Policy (Appendix 1) for “Pathways in high risk, high brightness areas”).

The lighting design has been carried out to an appropriate Pedestrian Standard of AS/NZS 1158.3.1:2020 which reflects the shared use nature of the space and anticipated usage. To contribute to ‘crime prevention through environmental design’ the proposed design uses white light, which has long been reported to reduce the fear and perception of crime. White light also adds to the amenity of the area by creating a lit environment with enhanced visual comfort, this is further compounded using 3000k luminaires which has a warmer feeling light to the standard 4000k fittings which further benefits pedestrians. Where the proposed Fenton Street footbridge passes over the road reserve, areas are created which may lead to antisocial behaviour or promote homeless sleeping. Luminaires have been selected to push light into these spaces in the interests of crime prevention.

The bridge designs have been treated in their entirety to improve amenity. Refer to Section 6.10and 6.15for further detail regarding designs.

47.2

(b)

(x)

Grade separated rail crossings

Permeable balustrades on overbridges should be required not only for crime prevention purposes but to enable views into the neighbouring sites. For clarity all balustrades comprised within Normanby Road grade separation works (as defined in condition 30.1(l) shall be permeable

47.2

(b)

(xi)

The Porters Avenue Bridge (lift and bridge structure above finished ground level) shall be located no closer than 3.5m from the property boundary of 5 Porters Avenue (ALLOT 236 SEC 10 Suburbs AUCKLAND). Foundation support (i.e. below finished ground level) for the bridge may extend closer but shall not cross the property boundary.

47.2 (b) (xii)

The design of the Porters Avenue and Fenton Street pedestrian/cycle bridges shall:

Normanby Road Bridge, Ruru Street Bridge and Mt Eden Road Bridge comply with this condition. Mesh screening meeting the requirements of EN50122 for protection by obstacle due to the OHLE lines below are proposed above the required solid concrete TL5 vehicle barrier, providing good levels of visibility through. Refer Section 6.10.

The Fenton Street pedestrian and cycle overbridge (refer Section 6.15.3) features glazed panels for the upper portion of the balustrade (above 1m) providing high levels of visibility through.

This principle is not applicable to this report. A separate Urban Design DWP11 was prepared for the PRR works associated with the Porters Avenue pedestrian and cycle overbridge. Refer to Section 1.5 for further information. Nb. The Porters Ave Bridge complies with this condition.

(a) Minimise loss of privacy on adjacent residential sites, including by locating the pedestrian/cycle bridge in the western half of the Avenue;

The responses below relate to Fenton Street pedestrian/cycle bridges only (Nb. The Porters Ave Bridge complies with these condition). Refer to Section 6.14 of the DWP for further detail.

The bridge incorporates perforated panels and glass as the primary materials to maintain transparency for safety and security reasons. Increased balustrade heights, an opaque finish to the glazing, frit patterning to the lift shafts and canopies at lift entries are provided striking a balance between privacy for neighbouring properties and visibility requirements for security and surveillance. (Nb the statement related to the western half of the avenue relates to the Porters Ave bridge).

It is noted that consultation on privacy concerns has occurred with both Auckland Council (Section 4.2). the CLG (Section 4.6) and adjacent residences (Section 4.7) to ensure that the design minimises the loss on adjacent residential as much as practicable. Images of the bridge shared with these stakeholders (which shows its relationship with adjacent apartments) is included in Appendix B.

11 Porters Avenue Pedestrian and Cycle Overbridge Urban Design Delivery Work Plan, dated 24 July 2020, Revision 000. This was confirmed by Auckland Council on 4 August 2020 (OPW60359489).

47.2

(b)

(xiii)

(b) Ensure the lifts are through lifts to carry bicycles; and

The pedestrian and cycle overbridge complies with this condition with both lifts allowing a through movement. Lifts are large enough to hold cargo bikes and electric mobility scooters.

(c) Incorporate bicycle push ramps into the side of the pedestrian stairways.

The extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL-SYW-RME- 000-DRG-0110 Revision 1 dated 26/7/16.

The pedestrian and cycle overbridge complies with this condition. An Auckland Transport endorsed runnel is included on both stairways.

Both the extension to Ruru Street and Nikau Street are in general accordance with the indicative road layout shown on drawing CRL-SYW-RME- 000-DRG-0110 Revision 1 dated 26/7/16 (refer Figure 2.3and have been agreed with AT as the road controlling authority.

The indicative road layout was included in the designation conditions to provide some direction as to how the areas within the designation are to be restored upon completion of the construction works. This included ensuring that, when restored, the area would have a more connected grid layout street network to support the proposed expanded CRL Mount Eden station. The NoR for alteration to designation 2500-6 was supported by an ITA which concluded that the proposed indicative road layout ‘will generally result in positive effects for both pedestrians and cyclists, by resulting in a more permeable neighbourhood with better connections to Mt Eden station and to Mt Eden Road’.

The revised layout provides for the outcomes anticipated by the previous layout, being connection through to Mt Eden Station. The new layout also removes the risk of an undesirable outcomes – being the use of the Ruru Street extension as a ‘rat run’.

The indicative road layout shows a connection between the existing Ngahura Street and Nikau Street, (the Nikau Street extension) where previously there was none. The extension to Nikau Street provides a connection between the existing Ngahura Street and Nikau Street. The Nikau Street extension is to be a shared footpath. The provision of a shared footpath allows active modes access and particularly provides access to and from the new Fenton Street bridge over the rail lines. This maintains the existing condition of no public motorised vehicle access between Ngahura and Nikau. This is intentional to better support the area as an active mode destination or short cut, but not a short cut to somewhere else by motorised vehicle.

The indicative road layout shows a connection between the existing Ruru Street and Nikau Street intersection and Mt Eden Road, where previously there was none. The extension to Ruru Street provides a connection between the existing Ruru Street and Nikau Street intersection and Mt Eden Road. The Ruru Street extension provides public access to the station. Motorised vehicle access is

maintained as previously existed, as only possible from Nikau Street and the ‘Shaddock Street alignment’. This is managed via a one way clockwise single lane road, with pick up and drop off parking provision near the station forecourt.

There was no previous public motorised vehicles access onto Mt Eden Road and this condition is maintained. This limitation on public motorised vehicles is a requirement from the Roading Authority. But, active modes are able to traverse along the entire Ruru Street extension from Mt Eden Road to Nikau Street, in both directions. Service vehicle access between the station and Mt Eden Road, with a left turn out exit only, has been catered for and approved by the Roading Authority. This is intentional. To better support the area as an active mode destination or short cut, but not a short cut to somewhere else by motorised vehicle.

Bus stops immediately adjacent to the Mt Eden Road and Ruru Street extension interface, provide the bus interchange location for daily use and train replacement events. A controlled pedestrian crossing is provided to create a safer crossing condition over Mt Eden Road to support these bus stop locations.

It is considered that the new layout better meets the principles and urban design requirements specified in Condition 47. The changes remove the potential for “rat running” and result in better traffic outcomes and better connectivity to the station for all transport modes rather than facilitating through traffic.

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.

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).

Mt Eden Station (refer Section 5.2) has been designed sympathetically to the surrounding environment. The main station building is two storeys as experienced from Ruru St entrance, noting that this is significantly smaller in scale than the future adjacent OSD development.

The Ventilation Building (refer Figure 5.8) is a four storey building that is located over the end of the M30 and MC20 tunnels. This building houses plant rooms and the tunnel ventilation system. While essentially a ‘back of house’ building, due to its height, mass and the geography of the site, this building will be of a similar scale to the planned adjacent OSD development. The future development will enclose two of the four sides with remaining sides facing the station building and proposed Korari St.

Bridge barriers provide safety from falling and an artistic response to Mana Whenua narrative that are a unique response to this place (refer Section 6.10

Where tying into existing streetscape, the public realm shall be reinstated to match. The entrance plaza shall have a striking paving design that adds character and gravitas to the arrival of the station (refer Section 6.10)

The Fenton Street pedestrian and cycle bridge landing necessitate a reconfiguration of the existing vehicular focused streetscape and provide an urban space opportunity. Existing footpaths are to be enhanced in both width and finish. Footpaths provided are to Auckland Transport Code of Practice recommended requirements as a minimum.

Station environments have been designed to be universally accessible. This includes the station entrance and station plaza providing ample space for pedestrian movement in and out of the station.

Pedestrian accessible routes to the station are provided from both the western and eastern linking to Wynyard Road and Mt Eden Road (refer Section 6.3).

The Fenton Street pedestrian and cycle bridge has been designed to AS/NZS 1428 and NZS 4121 requirements. Accessible stairs and large capacity lifts are provided with tactile ground surface indicators. An accessible footpath leads pedestrians to the lift entry on Fenton Street. Refer Section 6.15

Workshops with Auckland Transport’s Capital Projects Accessibility Group identified a desire to incorporate a formal crossing point within the Fenton Street shared space using tactile ground surface indicators.

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.

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 5.9 for further detail regarding accessibility within the station).

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 4.5.

The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments (refer Section 6.8). This includes:

• Sufficient lighting at night

• Passive surveillance by other users

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

• Video surveillance

• Design of bridge balustrades to meet surveillance requirements

A CPTED review has been undertaken on the public realm design, by Peake Design Ltd, dated September 2021

An assessment of the four key CPTED principals (surveillance, access management, territorial reinforcement and quality environments) was undertaken during all phases of detailed design. The Project has responded in an adequate manner to all CPTED issues raised during the iterative detailed design process. This has ensured that CPTED is ingrained within the Project and that it supports CPTED best practice principles. Techniques such as reinforcing passive surveillance, retaining lines of visibility, avoidance of sharp corners for concealment and removing opportunity for entrapment have been addressed and generally achieved. These are supported by and mitigated with appropriate active security measures including lighting and CCTV coverage. Monitoring and response times for CCTV are to be delivered by Auckland Transport to appropriate levels.

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

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

• The two-storey height of the main building provides sightlines to the plaza, Ruru St and other access routes beyond the station building. 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 has been undertaken on the station design, by Peake Design Ltd, dated 5 August 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.

The streetscape upgrades are in line with Auckland Transport Code of Practice standards and align with Auckland Council’s footpath renewal works occurring across the Mt Eden Precinct area. Kerbstones are to be basalt and, where feasible, will re-use existing aligning with the materiality already used across the Mt Eden Precinct area.The shared space condition of Fenton Street utilises detailing in line with Auckland’s wider shared street network. Textured basalt sett navigational strips also provide demarcation the pedestrian ‘safe zone’ in line with the RTS 14 Guidelines and as widely used across Auckland’s shared street networks such as Elliot St and Fort Lane in the CBD, Osbourne St in Newmarket and McCrae Way in New Lynn.

A consistent approach to finishes and detailing is used across both the North Auckland Line and Mt Eden Precinct areas.

47.2

(c)

(v) Station Plazas

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

47.2

(c)

(vi) Public Art

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

The station plaza has achieved coherence with the wider area by utilising the same material palette for paving, furniture suite, planting and an integrated cultural narrative Paving detailing is bespoke around the station plaza and adjacent Ruru Street footpath paving to provide intuitive connection. Refer Section 6.10 and 6.11 for further detail.

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

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.

Where possible garden beds have been incorporated to provide pervious surfaces and aid in softening the public realm. Only native specimen tree and vegetation species are to be utilised within the Mt Eden (Maungawhau) Precinct public realm generally, 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 and AC. Refer to Section 6.5 for further detail regarding landscaping.

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.

Not applicable -the station entrance will not be located in the road reserve

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 ventilation building is proposed adjacent to Korari Street (refer Section 5.8). The building façade will be integrated with the Whakarare pattern, designed by artist Graham Tipene and developed in collaboration with the design team.

This building is provided for by the CRL designation as a standalone building, as demonstrated in the NoR application and the evidence presented to the Environment Court: “A separate structure is provided at the northern end of the CRL platform that provides for the tunnel ventilation fans and equipment rooms for the tunnel section between Karangahape Station and Mt Eden Station. This structure also integrates the emergency escape from the north end of the CRL platform to street level”12

It is noted that the location of the ventilation building is adjacent to the OSD future development area. This land is zoned Business – Mixed Use”, and the AUP anticipates a range of possible building heights to occur in this zone, typically enabling heights of up to four storeys. In recognition of the character and amenity of the Eden Terrace area, a ‘Height Variation Control’ applies to the land which allows for a taller building form than that provided for by the standard control (21 m being provided for instead of the typical 18 m). Accordingly, the ventilation building is located in an area that anticipates a high density of built form.

The ventilation building will be lit so that it performs as a lowkey visual feature. The use of the Mana Whenua narrative in the design provides a station identity and create a sense of ownership for staff and users

High quality design and durable, robust and high-quality materials have been used to engender public ownership and reduce vandalism.

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).

Planting and landscape finishes within 61 Normanby Road, 32 Normanby Road and Mt Eden Correctional Facility will be reinstated to match existing. Consultation and approvals from landowners is ongoing. 32 Normanby Road planting selection and consultation is complete.

12 Statement of Evidence in Chief of John Fellows on behalf of Auckland Transport and KiwiRail Holdings Limited dated 10 July 2017, paragraph 31.

Station Plan Principles

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 Mt Eden Station. It is noted that a response to the mana whenua principles (which addresses both public realm and station design) is provided in Table 7.1.

54.1

(b)

(i)

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

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

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

54.1

(b)

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

(ii)

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

Mt Eden 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.

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:

Table 7.4: Response to Station Plan Principles

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.

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

The station designs have site specific expressions that reflect, respond, and contribute to their context and place. 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 individual theme of the station references the most dominant local feature Maungawhau (Mt Eden), and begins with the radiating forms of the landscape extending beyond the station. This reference is further expressed as one enters under the ‘Auckland volcanic field’ Threshold into a large, open, toplit volume with its spectacular carved basalt waterwall.

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

The original Mt Eden station was not a heritage building. As such, no adaptive reuse strategies apply.

The Mt Eden station will be situated within the new Mt Eden Precinct. Accordingly, there are no built heritage buildings adjacent to the station. It is noted that there are built heritage buildings in proximity to the area (such as the Mt Eden prison). It is not considered that the new station will have any adverse effect on the heritage value of these buildings.

54.1 (b)

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.

•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.

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.

The buildings in the underlying Business – Mixed Use Zone (under the Auckland Unitary Plan), typically enable heights of up to four storeys. Accordingly, the height and scale of the station buildings (including the entrance and ventilation building) is anticipated and will be commensurate with the adjoining OSD.

The new station directly fronts a new station plaza. The station frontage to this plaza is nearly an entirely active edge. There will be a small windowed coffee outlet directly onto the plaza, immediately next to the broad entrance. On the other side of the entrance, are a number of ticket machines, for use by passengers. Next to the ticket machines, and comprising a fair portion of the street elevation, is a retail outlet. This retail space is envisaged to be a café, with seating in the plaza as part of its offer. (Refer Section 5.2.1 and Figure 5.4).

Actives frontages are provided by the Mt Eden Station design (refer Section 5.2.1 and Figure 5.4):

• Mt Eden Station entrance which opens onto a station plaza is wide and open to the street, allowing clear views into the station from the street.

• The two retail units located in the station face onto the plaza, activating the space and encouraging social interaction. The retail units have been located to enhance precinct reactivation, with open views across the unit onto the forecourt, improving CPTED.

The ventilation building (Section 0) provides an active frontage towards Korari Street. It will be lit so that it performs as a lowkey visual feature. The use of the Mana Whenua narrative in the design provides a station identity and create a sense of ownership for staff and users.

The glazed canopy of the Mt Eden Station building stretches across the front of the station protecting the retail units and station entrance. The glazed panes sit at one height across its length. At the station entrance this canopy prevents a 45-degree rain path from the leading edge to the entrance threshold drain (refer Section 5.2.1)

The CRL and NAL platforms include canopy coverage, which considers rain ingress at a 45-degree angle from the canopy edge refer Section 5.6). All overpass structures are considered as part of the canopies because they will provide protection from the rain.

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.

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.

The placement and design of the station and vent buildings allows for the OSD to be delivered by others.

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.

Developing Mt Eden Station and Precinct will provide a reinvigorated urban realm and architectural response that uplifts the quality and character of the environment, encouraging a strong a sense of place. Creating an elegant and rich architectural form, expressive of a city vision, showcasing Mana Whenua narratives and mahi toi.

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.

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.

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.

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 Mt Eden 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

A Maintenance Strategy has been developed by the Maintainer and the design achieves the maintenance requirements. Durability and Whole of Life reports have been undertaken endorsing the design is highly durable and vandal resistant.

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. For the Uptown area, the CCMP envisages transitoriented development to create a new urban neighbourhood around City Mt Eden Station. This has the potential for more than 100,000 square metres of residential and commercial building in the immediate vicinity of the Mt Eden Station13 .

An overview of how the design for then Mt Eden Station, Precinct and NAL areas being delivered by the Link Alliance aligns with the outcomes 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 supports these outcomes is summarised below.

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

Outcome 1: Tāmaki Makaurau - Our place in the world

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

Outcome 2: Connected City Centre

The city centre in Tāmaki Makaurau / Auckland should have safe, healthy and sustainable travel 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 8.2.1).

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.

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.

13 The residential and commercial development referred to in the CCMP is being provided by Panuku and does not form part of the scope of this Urban Design DWP

Outcome 5: Public life

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

Outcome 6: Residential city centre neighbourhoods

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

Outcome

7: Quality built form

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

Outcome 8: Heritage defined city centre

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

Outcome 9: Sustainable city centre

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

The Mt Eden Station plaza 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.

The construction of CRL supports this outcome.

The Mt Eden Station and precinct has been thoughtfully designed, in line with the CRL designation design 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.

The design of the Mt Eden Station precinct supports the adjacent development being delivered by Panuku which will provide further residential/commercial development in the Mt Eden area.

Transformational moves

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.

A name for the new train station, including the new and old platform areas – Maungawhau- has been gifted by the CRL Mana Whenua Forum This name reflects the proximity of the station entrances to Maungawhau. Supporting this name would respond to the Māori names for spaces, features and developments outcomes sought in the CCMP.

Transit orientated development

The vision of this transformational move includes achieving the following:

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

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

As stated in the CCMP, Auckland's city centre connectivity is being transformed by rapid transit. 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 1.2, the development being delivered by Panuku will include residential and commercial development directly adjacent to the Mt Eden Station Precinct. This aligns with the CCMP vision, to provide for transit-oriented development.

The design of the Mt Eden 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 parking at transit stops for ease of first/last mile trips.

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 10 – Outline Plan Requirements

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

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

Condition 11 – Independent Peer Review of CEMP and DWPs

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

11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any

Section 4.6 and Appendix B

Section 4.6 and Appendix B

Section 4.2 and Section 7.2

Section 4.2 and Section 7.2

Section 4.2

Section 4 and Appendix B

Section 1.2 and Section 1.5

Section 4.9 and Appendix B

Appendix B

comments have not been incorporated, and the reasons why not. This information must be included on the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition.

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

Condition 47 - Urban Design Principles

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

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

a. Mana Whenua Principles – see Condition 49;

b. Movement and Connections

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

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

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

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

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

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

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

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

Appendix B

This document

This document

Section 7.2

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

ix. Grade separated rail crossings – Structures associated with grade separated rail crossings need to be carefully and sensitively designed and in accordance with crime prevention through environmental design principles to ensure appropriate amenity and safety are retained or achieved. Measures to achieve this may include:

(a) Utilising permeable balustrades on overbridges;

(b) Maximising the width of the footpath at grade in street reserves;

(c) Orientating any steps parallel to overbridges;

(d) Providing appropriate levels of lighting (in accordance with the Auckland Transport Street Lighting Policy Appendix 1) for “Pathways in high risk, high brightness area”); and

(e) Treatment of the sides of ramps and footpaths to enhance visual amenity.

x. Grade separated rail crossings - Permeable balustrades on overbridges should be required not only for crime prevention purposes but to enable views into the neighbouring sites. For clarity all balustrades comprised within Normanby Road grade separation works (as defined in condition 30.1(k) shall be permeable.

xi. The Porters Avenue Bridge (lift and bridge structure above finished ground level) shall be located no closer than 3.5m from the property boundary of 5 Porters Avenue (ALLOT 236 SEC 10 Suburbs AUCKLAND). Foundation support (i.e. below finished ground level) for the bridge may extend closer but shall not cross the property boundary.

xii. The design of the Porters Avenue and Fenton Street pedestrian/cycle bridges shall:

a. Minimise loss of privacy on adjacent residential sites, including by locating the pedestrian/cycle bridge in the western half of the Avenue;

b. Ensure the lifts are through lifts to carry bicycles; and

c. Incorporate bicycle push ramps into the side of the pedestrian stairways.

xiii. The extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL-SYW-RME-000-DRG-0110 Revision 1 dated 26/7/16.

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.

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.4

Section 7.4

Section 7.4

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 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;

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7

Section 4.8 and Appendix B

Section 4.8 and Appendix B

Appendix B

Appendix B

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

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

Condition 48 - Mitigation Planting Requirement

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

of DWP

Section 4 and Appendix B

Noted and included

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 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.

Section 4.2 and Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 7.2

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 53 – North Auckland Line Area

53.1 For this designation the Urban Design DWP shall include the following:

a. Restoration Plans showing how the worksite area will be maintained during the construction period.

b. Restoration Plans showing how the following are to be restored after construction completion:

Section 7.2

Section 7.2

Section 4.2 and Section 7.2

This is detailed in the CEMP

i. The replacement of Mt Eden Road Bridge; NA – Original Mt Eden Road bridge remains with an additional Mt Eden Road bridge proposed (details of the new bridge barriers are included in Section 6.10)

ii. The area used for the grade separation of Porters Avenue; Outside scope of this UD DWP

iii. The area used for the grade separation of Normanby Road; and Section 6.18

iv. The replacement of the pedestrian connection, to be provided over the railway, between Ngahura Street and Fenton Street, including a connection to the Mt Eden Station.

c. How the bulk, scale and massing of structures resulting from the City Rail Link at Mt Eden Station are integrated with the components

Section 6.13, 6.15 and 6.16

This document

of the Mt Eden Station located in the adjacent North Auckland Line designation.

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.

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

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

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

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

- Unless a specific station plaza area is intended.

Section 5 and Appendix C

Section 5 and Appendix C

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Ref Condition Relevant section of DWP

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

Section 7.5

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

Section

Appendix B: Record of Engagement

Table 1: Urban Design Panel - Feedback from October 2016 (i.e., prior to this Urban Design DWP)

Meeting Details Review Comments /Recommendations Response

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

Overall Project

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

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

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

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

• We agree with and appreciate the support of the Panel that this project is a wonderful opportunity to express and identify our culture for the city of Auckland [and visitors] and to use the creation story of Papatuanuku and Ranginui [as a core part of that expression.] So long as it is treated in a holistic way to include supporting elements of their children [at the relevant stations as described by the Mana Whenua.]

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

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

• Design of canopies will be built into the design of buildings; bike stand requirements will be as advised through Auckland Transport and are likely to be a standard response, with the bollards yet to be

accessory buildings e.g vent shafts. The Panel recommends a different approach be taken.

Mt Eden Station

• The Panel supports and endorses the proposed street network and connectivity improvements to be implemented at the time of the station construction.

• The Panel recommends reconsideration of the carriageway alignment of the extension to Ruru Street so that it better relates to the station entrance and pedestrian open space. The Panel considers that this could include: alignment parallel to the station building; creation of a tighter corner

• The Panel recommends that the south side foot path of Ruru Street be widened and encourages the station footprint to shift eastwards / forwards and align with the rest of the street so it is more visible from Nikau Street and New North Road.

• The Panel also recommends that the applicant considers moving and reorienting the entry to better relate to and be more visible from the Ruru Street approach from the southeast. This would also ensure the entry has a more successful relationship with the plaza and future development across the street.

• The Panel considers that if car parking must be required as part of the station building, there is no reason why it could not be accommodated in the new on street car parks being created as part of the new streets. The vehicle crossing indicated through the plaza’s widest part is, in the Panels view, unjustifiable.

• The Panel is supportive of the scale and proportion indicated for the separate services building, but suggests its materiality should be differentiated from the main station buildings.

• This station and its open trench offer a unique opportunity to reflect the volcanic geomorphology of Auckland and also reinforce the creation myth. The Panel sees as essential that the station building be an urban outcome with substantially more presence

determined but were security is required possibly also be standard that is tried, tested and proven.

• Thanks for stating your support of the proposed street network and connectivity improvements in this area.

• We will consider further refinement of the street layout and relationships to station and other built from through design development.

• The station building design is being refined as part of a need to enlarge it to support further demands on tis footprint. Becoming through this process less suburban in scale. Its relationship to it surrounds, orientation and placement, will be considered as part of this review.

• The vehicle access to the station is required to support a functional need to access the building and will remain in place.

• We agree with the Panel’s assessment that the service building should not read the same as the station building. We are reviewing the design of this and it is likely it will be part of the 4th element response.

• The trench walls are one of the integrated art opportunities we are promoting for the station. And the geomorphology is part of the brief supporting that.

including height and floor area. The current design is suburban in character and does not successfully reflect the strength of the earth sky concept or the numerous design precedents cited as inspiration.

• The Panel supports the future proofing of the tunnels for maximum future development opportunity and sees this as a key means through which the CRL project will revitalise this part of Auckland.

• The Panel also refers to previous comments regarding the integration of supporting elements (bollards, bike stands, hand rails, vents etc.) to the architectural narrative of the main buildings.

• The Panel notes that the residual spaces associated with the pedestrian bridge landings have not been fully resolved. In particular, the Panel recommends improvement of the Nga Hura street end of the Fenton Bridge including how it might relate to future development.

Table 2. Urban Design Panel – Feedback from September 2021 on Draft Urban Design DWP

UDP comments/recommendations

Introduction

The Panel thanks the Applicant for its presentation. The Panel also thanks the Applicant for the time and effort taken in briefing the Panel and providing information ahead of the Panel session.

The Panel wishes to record at the outset that it strongly endorses the suggestion of naming the station Maungawhau. This is locationally relevant but more importantly ties in very compellingly to the iwi narrative of this station and some of the key mana whenua design responses that have been proposed (including of note the water wall feature).

Response

City Rail Link Limited (CRLL) and the Link Alliance thank the Urban Design Panel (the Panel) for their review and comments.

The Panel’s support for naming the station ‘Maungawhau’ is noted.

The role of the UDP in relation to reviewing this Urban Design DWP is set out in CRL designation 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

UDP comments/recommendations

Response

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 prescribe specific design requirements, but rather provide direction to deliver high quality urban 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 responses 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).

Mana Whenua Narrative

Except as described below, the Panel is supportive of the interpretation and application of the mana whenua narrative across the station as proposed. The threshold and water wall features are particularly supported.

However, the Panel remains unconvinced of the sky element treatment as follows, and recommends further refinement be undertaken:

a.) Externally, the scale of the sky element feature is plainly the largest of all possible ‘canvases’ to incorporate the mana whenua narratives and to the Panel it is counter-intuitive that of all the areas where mana whenua concepts have been showcased this ‘show piece’ remains instead a randomised, and arbitrary, pattern of panels and fins. Although of lesser significance than was the case with the Aotea station, the Panel remains of the view that further refinement is needed to give this feature a much-needed design legitimacy.

b.) Internally, and without detracting from the importance and emphasis sought for the threshold and water wall features, the Panel considers that there is an opportunity to subtly incorporate concepts of the sky element into the wall and ceiling detail. In the Panel’s view, this would only strengthen

The Panels support of the Threshold Element and the water wall feature are noted.

Response on designation conditions:

CRLL is of the view that the mana whenua principles have been used to guide and influence the design and the DWP appropriately responds to the requirements of the designation conditions.

The sky element 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)).

Condition 54.1(b)(iv) ‘Personality’ requires that the station plan describe how the station design has taken into account an expression of personality that contributes to its context and local identity and responds to an appropriate network wide identity. The Creation Story narrative in the Mt Eden Station building architecture represents both a station specific individual narrative, reflecting the local context and identity (expressed by the Threshold Element and waterwall feature) and also represents a common network wide identity seen and recognisable across all three stations. The Sky Element forms part of the network wide identity, being a common element of the three stations, consistent with the station plan design principles.

UDP comments/recommendations Response

the sky element as a fundamental design principle for the whole station, and not just as an external façade device.

In terms of the wider redevelopment area around the station led by Eke Panuku, it is not for the Panel to determine what conditions of the designation might need to be implemented in full on ‘day 1’, and what might be acceptably left to others later (referring in particular to future streets and linkages to the station).

However the Panel has assumed, if such delegation is acceptable, that the mana whenua narratives successfully demonstrated to date would continue to be carried forwards including in the preparation of relevant business cases.

Station building and facilities

In addition, since presenting to the Panel, changes have been made to the sky element to incorporate a pattern that reflects a mana whenua narrative associated with 'Tears of Ranginui’. This pattern will be unique to Mt Eden Station. This further adds to the personality and identity of the station through the representation of the Sky Element, as well as providing a greater expression of mahi toi (refer Condition 49.1(a)(vi)).

The Panel’s recommendations on the Sky Element reflect observations on design outcomes rather than an assessment of the degree to which the DWP responds to the principles. Notwithstanding this, 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.

Design Response

Optioneering of Sky Elements occurred with Mana Whenua artist involvement, who had endorsed the design. However, as a result of the Panel’s strong views on the sky element, the Link Alliance have revisited the design (similar to Aotea Station).

Mana whenua artist Tessa Harris is in the process of further developing the sky narrative and design response with the design team. The sky narrative has been agreed with mana whenua who also support the design response referencing Maungawhau to be applied to the external facade. Tessa and the design team are now refining the design.

Regarding comments related to incorporation of the Sky Element within the station, it is noted that has already occurred, through the skylights reflecting the ‘here and now’ of Ranginui. The combination of this window to the sky, the enormous stone, concrete, and glass water wall and the overall space, including its scale and use, contribute to a memorable place that needs no further embellishment of pattern to the ceiling area outside the skylight.

Noted.

Noted. Eke Panuku have already been engaging with their own Mana Whenua forum and also the CRL Mana Whenua Forum. Mana whenua will ultimately make the decision for themselves as to what are the most appropriate narratives to be incorporated into the new development as part of the wider context – including any specific nuances or references to the CRL project.

UDP comments/recommendations

Other than as described below the Panel is supportive of the station and ventilation buildings and associated facilities.

In terms of the station building, the Panel does not support the approach taken to the scale and proportions of the front canopy. It is too high and not of an acceptable depth for people waiting or using the proposed ticket kiosks and based on information explained in the DWP document it seems likely that in wet weather conditions such users would likely be rained on. This is not in the Panel’s view acceptable in recognition of the significance of the CRL as the country’s premier passenger transport facility. The Panel recommends that the canopy be made at least 1m horizontally deeper, and be stepped downwards from the threshold feature above the ticket machine area (as shown on the earlier reference design) so as to substantially improve its performance

Response

Noted, however the Panel has not commented on the degree to which the DWP appropriately responds to the principles listed in the conditions. Responses to these comments are provided below.

Response on designation conditions

Designation condition 54.1(b)(ix) ‘weather protection’ states “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”.

The condition only requires ‘some’ weather protection and only ‘where practicable’ and does not prescribe that particular weather protection limits to be met. This condition has been met by the canopy provided along the station entrance as described below, which has been designed to industry standard and will provide adequate weather protection.

Design Response

The canopy along the entrance building is considered to provide adequate cover. The design of the canopy is based on an industry standard approach to use a 45-degree rain angle from the canopy outer edge. In addition, the entrance is well protected from the prevailing south-west wind by the 14m high main building. We are not convinced an extended canopy would protect against swirling rain commonly experienced as wind driven rain meets a building. Further to this, it is standard practice for suburban stations to not provide overhead cover beyond the station entrance.

Alternative ticketing facilities are available inside the building, which patrons could use in bad weather conditions.

It is noted that the reference design building offered less weather protection along the entrance and station forecourt from the prevailing south-west end. Accordingly, the current design is a preferred design response.

In terms of the ventilation building, the Panel does not agree with the thinking or justification for its ground level to be plain concrete. This part of the building will be closest to pedestrian eye level at the street and where the benefits of the proposed fluting / carving design would be greatest. The patterning proposed should continue to the ground level. In addition, the Panel does not agree with the visual emphasis placed on the

Response on designation conditions

The ventilation building is treated in the language of the ‘Fourth Element’, Te Whaiao. The narrative and the design of the building has been developed in partnership with mana whenua.

The ventilation building provides personality and identity to the Mt Eden Station Precinct in line with the station plan principles. The Fourth Element forms part of the Creation Story and the network wide identity, responding to Condition

UDP comments/recommendations Response

doors as shown on the plans. These doors will be for service access only and will not, and hence do not need to, stand out or be obvious to the general public. The Panel recommends that the doors be significantly ‘de-tuned’ so as to be as invisible as possible, allowing the building and its sculptural qualities to shine.

54.1(b)(iv). The inclusion of the Whakarare pattern in the facade provides a unique identity to the building, consistent with Condition 54.1(b)(xi)). The pattern designed by artist Graham Tipene speaks to distortion, change and disruption but still has a connection to the original narrative of the Creation Story.

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.

It is not considered necessary to include the Whakarare pattern on the ground level in order to appropriately respond to the design principles.

Design Response

To clarify, the ground level facade is not plain concrete. It has an oxide and acid etched finish.

The ground level is at risk of being tagged, and therefore from a maintenance perspective we have chosen not to include the Whakarare pattern at this level to minimise maintenance.

It is noted that the images of the ventilation building (in the Panel presentation and Urban Design DWP) suggest the doors will be dark in comparison to the building façade. These images are an incorrect representation, and it is confirmed the doors will be the same colour as the façade.

Pedestrian integration and connections, and facilities

Although the Panel understands and agrees with the many individual design decisions that have been made to and around the station, the result is a very monochromatic design outcome based on various shades of grey-tone. The only relief to this, other than the striking threshold feature within the building, is proposed landscaping and street trees.

The Panel recommends that additional ‘soft’ landscaping be used and integrated into the plaza patterning. There is also opportunity to use landscaped planters (or similar) to support some parts of the Ruru Street frontage where decorated concrete barriers and fences are otherwise proposed.

Response on designation conditions

Landscaping

As outlined in the design response below, the maximum number of trees that can practically be accommodated within the station plaza is proposed. The final species chosen will be agreed with mana whenua and Auckland Council.

Only native specimen tree and vegetation species are to be utilised within the Mt Eden (Maungawhau) Precinct public realm generally, in line with historical ecologies, and a ‘right tree right place’ philosophy.

The inclusion of trees within the station plaza appropriately responds to Condition 47.2(c)(vii) ‘landscaping planting’ and Condition 49.1(a)(iv) ‘taio’ “exploring opportunities to bring landscape elements back into urban/modified areas..” (refer Section 7 of the Urban Design DWP).

Ruru Street overbridge

UDP comments/recommendations Response

In any event, the Panel recommends that the concrete and steel barriers proposed for the Ruru Street overbridge (designed by Graeme Tipene) be reconsidered so as to be less visually defensive in form and appearance.

The Panel sees high-quality pedestrian and cycle connections to the station as an integrated and inherent part of the station. It can not at this time, and does not, agree with or support the proposed pedestrian connections along Nikau

The Link Alliance has worked in a collaborative partnership with the mana whenua appointed artist, Graham Tipene, and a mana whenua design subcommittee comprising appointed kaitiaki from the CRL Mana Whenua Forum, to consider the narrative gifted by mana whenua and work through appropriate mahi toi responses with the artist. The narrative is encapsulated within the bridge barriers and electrification screens. They reference the concept that all of the bridges embody the ‘states’ of Matāoho, as in the stages of volcanic activity.

Condition 49.1(a)(vi) ‘Mahi toi’ is of particular relevance, and this principle is about ”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”.

The Panel’s recommendations that the design should be less ‘visually defensive’ in form and appearance does not relate to the design principles. CRLL is of the view that the principles have been appropriately applied to guide and influence the design of the overbridge

Design Response

The Link Alliance will explore further opportunities for trees and understory vegetation. However, it is considered that opportunities for additional vegetation within the station plaza have been maximised, given the need to avoid conflict with underground network utilities.

Auckland Council have advised the Link Alliance against the use of planters, due to the operational costs of providing water

The bridge barriers are designed to meet specific requirements (refer Section 6.9 of the DWP). This includes safety and structural requirements which are not able to be altered. Mesh screening (to meet the requirements of EN50122 for protection of the OHLE lines below the bridge) is proposed above the required solid concrete TL5 vehicle barrier, and this screening will provide good levels of through-visibility.

The bridge has been designed to embody the narrative gifted by mana whenua, being the deity Matāoho and has been endorsed by mana whenua. It is also noted that the Ruru Street bridge is short in length and therefore will not be a dominant feature in the landscape.

Refer to responses below.

UDP comments/recommendations Response

Street or the Ruru Street connection. The Applicant has described each as satisfactory and temporary. The Panel does not agree with either statement as follows: a.) In terms of both connections, the Panel has no basis not to assume that the linkages might be in place for a semipermanent timeframe, and might well be permanent noting that there has been no evidence provided confirming that any future redevelopment would improve or enhance those linkages. The Applicant has explained that Auckland Transport has made a number of decisions in conjunction with Eke Panuku regarding what will or will not be provided on ‘day 1’, and that the Applicant has had to accept these restrictions on its scope of works. The Panel has not seen any basis to support the view that the designation conditions allow such a piecemeal or fragmented delivery of high-quality and wellplanned street-based pedestrian connections and at this time expresses significant concern with that approach.

Response on designation conditions

The Panel has been asked to comment on the scope defined in the Link Alliance’s current Urban Design DWP, and how the design has responded to the design principles set out in the CRL designation conditions.

The CRL designation conditions don’t require the public realm works to be delivered ‘all at the same time’, or within the context of a single Urban Design DWP. Designation Condition 10.3 states that the Requiring Authority may choose to give effect to the designation conditions “either at the same time or in parts” and “by submitting one or more DWPs” (noting that in the case of Mt Eden for example, a separate DWP was prepared for the Porters Ave Bridge). This allows development to occur in stages, which is a necessity in the case of Mt Eden – because construction of the bulk of oversite development cannot commence until construction of the new underground railway is completed.

It is also noted, however, that designation Condition 10.4 requires the different plans to show how different parts integrate with adjacent CRL construction works and integrated activities. As stated in the condition, this particularly applies “where the Urban Design DWP is submitted as a number of plans”.

Over and above the Link Alliance’s scope for public realm reinstatement (as embodied in the current Urban Design DWP), it is intended to reinstate the wider public realm in accordance with the Masterplan that was also shown to the Panel. CRLL is still in the process of identifying the timing of the wider reinstatement (including whether some elements of the streetscape could be delivered sooner rather than later) and the party responsible for constructing it.

The wider public realm reinstatement will, however, be undertaken in accordance with the CRL Mt Eden designation and accompanying designation conditions – including conditions relating to urban design and the design principles embodied therein. Amongst other things, the future Urban Design DWP for the wider public realm will demonstrate how it integrates with the public realm component being delivered by the Link Alliance – including the Alliance’s ‘interim’ treatment of the Nikau and Ruru Street connections. It is anticipated, for example, that the proposed ‘Tunnel Street’ shown in the Masterplan will replace the Ruru Street connection as the primary means of access to the redeveloped railway station from Mt Eden Road. The final form of the Nikau Street extension will be dependent on Panuku’s design of adjoining development, but it is anticipated that the connection will generally retain the currently proposed alignment.

b.) In terms of the Nikau Street linkage, a 4m-wide path with a tall chain-link fence either side, albeit it in a direct and straight alignment, will be an uninviting and unpleasant channel

Despite the Panels view, the design team is confident the four-metre-wide path is the best functional access route, direct and safe, for active users of this pathway, at this time in the sequencing of the development area. The path will be

UDP comments/recommendations Response

(noting already how generally inconvenient and circuitous the pedestrian route from the south-west will be). It is in the Panel’s view essential that if a temporary and more-functional link is to be provided, that it be demonstrated to be part of a long-term and spatially high-quality linkage that will in (a specified) time also have land uses engaging with and activating its length. At this time the information provided is well short of that.

c.) In terms of the Ruru Street linkage /service lane, the Panel cannot support a narrow laneway between the rail line and what would appear likely to be the backs of future buildings as being acceptable for what will be possibly the key pedestrian connection to the station. Although the Panel is supportive of the concept of an alternative street connection to the north being created as part of that land’s redevelopment (noting that streets are a land use organising structure and are not necessarily about car or vehicle access), demonstrable commitment to that and a timeframe are necessary for it to be agreed with as anything other than a good idea held by a group of employees. As it stands, the Panel sees far too much risk in the ‘alternative street’ scenario for it to be relied on, and prefers the indicative street shown in the designation plans and reference design along the Ruru Street extension alignment to the very inferior service lane and footpath now proposed.

adequately lit at night, with clear views along and out from the pathway. With the use of chain-link fence and some vegetation the pathway is not in danger of becoming a tagged hoarded route hidden from view.

The development options for this area are still being investigated by Panuku and the path shows the most pragmatic ‘interim’ response at this time, which allows for the greatest flexibility for the least outlay. Including the likely creation of new a public pathway and removal of this pathway link.

The Nikau Street extension is consistent with the relevant design principles. This includes Condition 47.2(b)(xiii) (further discussed below).

Response on designation conditions

As described in the DWP, ‘Tunnel Street’ will become the main spine for entry to Mt Eden Station. Tunnel Street will ultimately replace the service lane as the primary means of access to the redeveloped railway station from Mt Eden Road.

Tunnel Street and the wider development reflected in the masterplan being delivered by Panuku will ensure good urban design outcomes.

CRL designation Condition 47.2(b)(xiii) references indicative road layout CRL-SYW-RME- 000-DRG-0110 Revision 1 dated 26/7/16 that the Panel refers to in their comment. This condition is referenced as one of the ‘movement and connection’ design principles. The indicative road layout was included in the designation conditions to provide some direction as to how the areas within the designation are to be restored upon completion of the construction works. This included ensuring that, when restored, the area would have a more connected grid layout street network to support the proposed expanded CRL Mount Eden station.

The revised layout provides for the outcomes anticipated by the previous layout, being connection through to Mt Eden Station. The new layout also removes the risk of an undesirable outcome – being the use of the Ruru Street extension as a ‘rat run’ between New North Road and Mt Eden Road. The indicative road layout is no longer considered feasible, as Auckland Transport is no longer wanting any through vehicle access from/ onto Mt Eden Road.

The Panels comments on the road layout are noted, however, the road layout is an AT decision which they support.

Table 3. Mt Eden CLG

Meeting Details Review Comments /Recommendations Response

Topic: Fenton Street bridge

Location: 1 New North Road

Date: 24 Nov 2020

Time: 6pm-7.30pm

Topic: Urban realm

Location: 1 New North Road

Date: 23 June 2021

Time: 5.30 – 7pm

A number of questions were raised around the design of the Fenton Street bridge. A consultation summary was sent to CLG members following the meeting to respond to the questions received. In addition, separate responses were provided to individual members who followed up with questions. Refer to attachments.

Future Development

- Need for a joined-up discussion regarding future development.

- Desire for a masterplan for the area, given there will be an increase in people, jobs, apartments and businesses in the area in the future.

- Ensure the future development reflects the unique Uptown character i.e., art. Feel that current designs do not reflect this, and it is something that Panuku and Kainga Ora need to consider.

-The Uptown Business Association is advocating for a supermarket within the new development area

Walking connections:

- Opportunity for a more direct connection to Symonds Street and/or a clear walkway to the station from the main roads. Particularly as some of the streets up to New North Road/Mt Eden Road are quite steep.

- Concerns around safe public access between some of the narrower looking pathways (i.e., from Ruru Street to Ngahura Street).

- Concerned about a ’canyon effect’ along Nikau Street with no light due to tall buildings.

- Importance of safe pedestrian access and ensuring enough light and activity around walkways.

- Pedestrian access from Fenton St bridge into that station (note that this is not part of the Link Alliance scope to deliver).

Cycling provision:

- 25 Bike racks with capacity for 50 bikes is not considered enough.

- Noted

- Connection between Ruru Street and Ngahura Street will be highly visible and lit at night

- Noted. This is something for Panuku to consider as part of the adjacent OSD

- Agreed

- References potential new flight of stairs directly onto platform from Fenton Street bridge. AT is considering this

- The number of cycle racks meet the requirements agreed with AT.

- Space proofing allowance for five E-bike charging stations alongside the cycle racks.

This feedback will be passed onto Eke Panuku who are developing this area

Topic: Urban Design DWP

Location: Microsoft TEAMS

Date: 8 September 2021

Time: 5 – 6.30pm

- Sheltered and secure storage is important and cycle parking buildings are desirable, like what AT has near Aotea and Britomart.

- Could be a potential for advertising on cycle parking to make it more cost effective. Could partner with local businesses, and advertising could focus on the local area and align with Uptown Business Association.

- Mt Eden Station could be a cycling hub given its location. There are several established bike shops in the area that could provide more input.

- Support for EV charging spaces for scooters/bikes.

Utilities, planting and maintenance:

- Run down looking powerlines along Nikau/Ruru Street could be upgraded to ensure the area is tidy and in keeping with new development.

- CCTV should be centred around the station entrance.

- Importance of general tidiness and maintenance of the area.

- Neighbouring apartment block would like their planting to be in keeping with what is proposed in the future if a planting plan can be shared.

The proposed road into the station takes you up Ruru Street to Mt Eden Road, does this not take you to New North Road?

Does the proposed station covering allow for strong winds blowing across the tracks and carrying the rain?

In the last CLG, there was a comment about whether you would consider an entry to the Mt Eden Station from the Symonds Street corner, as that area is a social hub and natural heart to Uptown. Will Eke Panuku or Kainga Ora Development teams look at this further?

The Eastern facing connection on Boston Road previously had 17 Myrtle trees and currently only 3 trees have been proposed as a replacement. Is there any reason why the parking cannot be interspersed with tree planting, similar to the new developments at the viaduct where trees and parking coexist.

- Rest of comments noted, however outside of Link Alliance scope

- CCTV will be provided around the station entrance

Ruru Street extension is the service lane and cycle/pedestrian route that will connect from Ruru Street (which is off New North Road), past the Station entrance and up to Mt Eden Road.

The proposed canopy covers are the ‘normal’ type of coverage you currently get on existing rail networks. They do provide coverage, however in worse weather conditions you may need move to the other side of the platform.

Eke Panuku will look at this further in collaboration with the relevant agencies.

Link Alliance can only replace trees in their scope of works, and trees have been removed due to services underneath. The trees and landscaping are within the rail corridor which is not within the development sites for Eke Panuku, therefore this is more relevant for Auckland Transport who will look into this.

It looks like a long walk from the Fenton Street bridge to the Mt Eden station entrance, can the route be made more direct?

Please clarify the access to and from the Mt Eden Station using the Fenton Street bridge. The presenter said that it was a fire exit only, however I understand this is to be formal station access route.

Why does the commencement of construction retail and commercial have to wait until Mt Eden station is completed?

Auckland Transport is looking at the option of creating an additional stairway only connection, from the Fenton Street over bridge to the North Auckland Line platforms. This is a separate project led by Auckland Transport, who will provide an update in the future when they have more details.

The original designs were fire access only from the Bridge to the Station, however after hearing the feedback from the community the team have investigated further. As above, Auckland Transport are looking at creating a stairway only connection.

It is largely focused around how the site is needed to be used for construction. Once the TBM tunnels are finished, we still have civil construction activity that needs to occur which makes it difficult to share the land for construction of future development to begin.

The Eke Panuku slides show a different connection between Ngahura and Ruru street, have you considered a shorter journey instead of going up Ngahura Street just to go down Ruru Street.

I have reviewed the slides and think they give a sound and sufficient overview of the urban realm work. Nothing to ask from me, just to say thanks for the email follow up and keep up the good work.

There are further designs to be completed, Eke Panuku will keep working on this connection in the coming year to finalise the connection.

Thank you

There is a confused message regarding the access to the station from the Fenton St bridge.

The mockup below conflicts with the map. On the map I have added a blue line where I believe the best placement of access would be, and which matches the mockup.

Of note here, access to the station appears to be difficult from the south.

There is a large catchment to the south, and the route shown in the map would force patrons to go halfway up Ngahura, to cut across, then down half for Ruru.

Worse if they are on bike, as they would need to traverse the station forecourt to get to the bike racks, could be 5 minutes to get from Fenton to the bike racks, frustrating when you walk right over the station on the bridge.

Table 4. Feedback from Capital Projects Design Review Panel

Meeting Details Review Comments /Recommendations

Topic: Mount Eden Station

Location: TEAMS

Date: 23 August 2021

1. Mana Whenua Principles

The panel expressed its appreciation for the ongoing positive relationship with mana whenua; the commitment to integrate the cultural values and principles into the built environment; and the engagement of the Iwi artist. In addition, the panel noted specific opportunities for a ‘cultural infrastructure’ approach to maximise mana whenua design expression in structures, spaces, planting, naming and wayfinding. These include:

- Ensuring mana whenua involvement in delivery to see narratives and designs taken through to implementation.

- Providing an update on the use of reo Māori for the station names and other opportunities in the public realm design.

It is noted that this image was presented bo Eke Panuku, and that they are proposing a different layout. The Nikau extension proposed by the Link Alliance is a temporary solution, whilst Eke Panuku develop their master plan. This comment will be passed onto Eke Panuku.

Response

- Yes this is happening. Refer Section 4.2 and 3.5 of the Urban Design DWP.

- Mana Whenua have provided their preferred names for the station(s). This currently sits with Auckland Transport who will manage the process of all station naming across the network.

- Aligning form, function and maintenance of planting, lighting, and other street furniture to cultural narratives and /or artistic expression

2. Movement and Connections

All journeys to /from the station start and end with walking or wheeling. The panel considers that the station connectivity has to be considered in the round that ensures positive pedestrian environment when the station opens in 2024, while the longterm redevelopment opportunities are being investigated. The panel sees the provision of a direct, safe, and pleasant journey for all users as imperative and recommends further resolution and ongoing review of details for the following design aspects:

- The quality of access along Ruru Lane including the provision for active interface, which is an important link connecting the station to the Mt Eden Road bus interchange.

- This is part of the design. Accepting there are requirements to maintain standards to ensure ongoing operations and maintenance can be achieved within the Council and AT budgets constraints.

- The legibility and wayfinding to the only station entrance that ensures ease of access in relation to street furniture, paving, parking of all modes and pick up & drop off.

The design is providing direct, safe, and pleasant routes to the from the station and surrounding suburbs

- The escape stair access from the Fenton footbridge is a missed opportunity that can provide additional access directly from the southern end.

- In addition to the current provision of cycle parking, opportunities for secured parking near the station entrance.

- Consideration to micro mobility that include provision for scooter parking, e-bike charging, etc.

- Will consider this further as we draw up details for construction. The link between Mt Eden Road and the station will either be as shown now, open to all sides. Or it will be deleted from public access and become a private link only. When this occurs, an alternative open broad route will be created through the new development, with active edges all along the route to and from Mt Eden Road. To be finalised once CRLL position agreed

- Wayfinding signage 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 to direct people to the main station entrance. This 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.

- AT is already looking at this as an opportunity for able persons only for direct access to the platform from the Bridge.

- Noted - Noted

- The potential severance of direct connection from Shaddock Street to the station.

- Access via Shaddock Street is not intuitive or on a desire line form surrounding areas on the other side of Mt Eden Road. Both Shaddock Street and Flower Street are very steep inclines for pedestrians to traverse and there are suitable alternatives to and from the station and through the site for active modes. Shaddock Street has no safe direct access across Mt Eden Road. Controlled safe access over Mt Eden Road leads people to Nikau Street or the new link off Mt Eden Road, whether coming from Boston Road, Symonds Street or Burleigh Street.

3. Public Realm and Landscape

The panel considers the presentation did not adequately cover the change of scope analyses associated with the Ruru Street extension and Nikau Street extension. The panel considers that the public realm and landscape outcomes should consider both short and long-term outcomes including the form, function, quality and character of streets and linkages, existing and proposed, to accommodate the current and planned character of the precinct.

- Along main routes to the station entrance, more information /consideration needs to be given to desire lines to better understand the placement of street furniture (boulders, tree locations, signages, bike parking, etc) to reduce potential conflicts and ensure clear access. The boundary fencing treatment next to the rail line along the pedestrian routes should be visually permeable to contribute to sense of openness.

- The extent of trees, especially in station forecourt but more broadly throughout the precinct area, should be included and prioritised. The panel acknowledges the comments on planting constraints due to underground services. However, the panel sees an opportunity in the wider redevelopment to enable street trees to compensate for the general lack of trees in the public realm design.

- Consideration should also be given for appropriate species types and sizes with a focus on clustering of canopy trees and understorey planting into areas with

- The form, function, quality and character of streets and linkages has been well considered in the development of the precinct. In the short term, as the surrounding land is being redeveloped, the character will reflect a mix of both the permanent finished and unfinished urban mix, as in any development area. The routing and placement of furniture have been considered in the design. The boundary fence to rail line is standard requirement, which is visually permeable (images may not have reflected this due to angle of viewpoint.)

- Noted. There will be further planting across the broader precinct (even outside the designation area) as part of the Projects commitment to replacement planting. This has been agreed with Council arborist and fits with the Local Board tree planting plans.

- Noted. Further understory planting to tree and their pits will be part of the next phase of design.

seating to add more greenery within station surrounds.

4. Context and Character

The panel welcomes much of the design development for the area, especially the paving design and the use of site sourced kara boulders as informal seating within the forecourt area. However, the panel is concerned at the lack of shade and shelter that contributes to creating a hard hot station environment and require increased soft landscape response. The panel also queried if the size of the station foreground has taken into consideration future growth and intensification planned for the wider station precinct. In addition, the following design aspects need further consideration:

- The quality and character of the proposed Ruru Street extension.

- The form and character of Nikau Street (4m wide).

- A clear strategy on how the ventilation building at 4storey high will integrate with the wider context both now and in the future.

- Consideration to whole of life costs, durability, maintenance, and safety associated with station design and public realm

5. Heritage

The panel recommends opportunities to interpret aspects of the Mt Eden neighbourhood history be explored, particularly 19th and early 20th century industrial heritage, for the final public realm design. This could include showcasing any artefacts found as part of the works (e.g. a display inside the station) or including interpretive materials /historic photos (perhaps as part of the reinstatement of the Boston/Normandy Roads area, as this is closest to a number of significant heritage places).

6. Art and Culture

The panel considers the integration of mana whenua design themes in the station design and surrounding public realm as

- That station forecourt meets pedestrian modelling criteria +20% regarding its size. It is not expected to be a destination area for regular large-scale congregation. (At times it is need for gathering, traffic management will ensure safety of users if they occupy the one-way carriageway.) The forecourt is a moving through space as you use the station.

- This is not a street. And is not intended to be a street. It is a public connection, with a path for active modes to Ngahura Street and the Fenton Street Bridge. This area of land is to be developed by Eke Panuku and Kāinga Ora and is subject to alteration- while requirement for maintaining a CPTED safe direct route between Ngahura Street the Fenton Street Bridge and Nikau street will remain a constant.

- The Ventilation Building will be of a similar scale to the planned adjacent development. The future development will enclose two of the four sides with remaining sides facing the station building and proposed Korari St.

- Noted, Refer to above.

We will follow up with the Project archaeologist regarding any artefacts uncovered in the Mt Eden area to see if there are opportunities for interpretative materials. (We are aware that this has been done at Britomart Station).

There are number of mana whenua design elements incorporate into the PRR works, including treatment to the road bridge barriers and the design of the

positive. The panel however sees a number of opportunities for public art in the public realm including shade canopies, bridge ramp arts, and bridge vertical elements particularly on the Ruru St extension and Mt Eden Road bridge.

Ruru Street Extension

The Ruru Street extension connecting Mt Eden Road bus interchange to the station has been reduced from a street to a shared path /service lane. The urban block defining this link is being investigated but has the potential to turns its back to this key linkage and it is important that the public realm reinstatement works deliver positive and /or active interface along this linkage.

- From an accessibility perspective, the shared space /path is acceptable. However specific details regarding the design width, character, lighting, safety, and amenity of this linkage are paramount to ensure 24 /7 safe access for all users.

- The concept masterplan shows yet to be established ‘Tunnel Street’ as a viable alternative for the removal of full scaled Ruru Street Extension. This approach is of concern as there is no certainty at this stage in terms of securing the Tunnel Street link as part of the station public realm reinstatement works.

Nikau Street Extension

In general, additional details are required for the 4.0m wide Nikau Street extension proposed to show the form and character of this key link to the station that provides connectivity to Fenton Street /footbridge and Ngahura Street.

The urban blocks shown on either side of Nikau Street do not seem to be of adequate sizes to achieve appropriate building depth /activation.

Mt Eden Road Bus Stops

Additional details are required for the bus stops, bus shelters, and pedestrian crossings on Mt Eden Road

Fenton Street bridge (including the glass lifts with will be adjourned with Reuben Kirkwood’s artwork, and the lighting poles which incorporate a carving design Toi Whakairo elements).

Further opportunities have been discussed with Councils Public Arts team, who to date have chosen not to pursue any of these.

The link for public access has been designed with safety and ease of access in mind. Well-lit to meet requirements/standards. Visually permeable edges, so users can see well beyond the link over the development sites and the rail line and platform. All-weather sure-footed pavement is used and has met with CPAG’s approval.

The concept masterplan is the blueprint for the development to follow. This has now been signed off by the Sponsors-Council and Government as the plan to be followed and achieved. There is certainty on this. Timing of the delivery is yet to be confirmed.

Sites are adequate for development according to the Commercial development experts engaged by CRLL.

Refer to AT for this info. Will be delivered in conjunction with AT Metro operations and AT Safety teams, in particular. AT, as Roading Authority has to formally sign off design before construction.

Table 5. Feedback from Independent Peer review

Review Recommendations

Recommendations from Lisa Mein (Mein Urban Design and Planning Ltd) dated 21 October 2021 Mana Whenua Principles

With regard to 49.1(a)(ii) whakapapa, I note mana whenua have gifted a name for the new train station - Maungawhau, reflective of the maunga that lends this locality its name. Notwithstanding formal processes for naming as described within Table 7.1 in relation to 49.1(a)(ii), I am of the view this name would give more tangible presence to the history of the locality, its relationship to the nearby maunga, the narrative expressed in the station building and surrounding public realm, and its significance to mana whenua.

49.1(a)(iii) tohu states the station has a strong visual connection to Maungawhau and that the public realm reinstatement emphasises and maintains key viewshafts to Maungawhau. However, there are no references anywhere within the DWP to explicitly state that the visual connection or viewshaft was part of the design response, or where viewshafts are specifically created or retained. Given the significance of the maunga I would recommend greater detail is provided on how viewshafts to the maunga are enhanced and utilised for way-finding to better give effect to this principle.

The principles within conditions 49.1(a)(iv)-(vi) are well expressed and I have no further recommendations, with the exception that these be cross-referenced with sections 3 for more fulsome explanation. In addition, it is my understanding that further engagement on amendments to the sky element, following recommendations of the Auckland Urban Design Panel, will be undertaken in November 2021 with a view to this being endorsed. For more fulsome response, I recommend these should be 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.

EXISTING NETWORKS

47.2(b)(i) - structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure.

Particular detail on this hasn’t been provided in the DWP as Maungawhau is visible from multiple locations at the station, as well as the greater surrounding area. The design does not utilise Maungawhau for wayfinding, but rather place assertion. The strong connection to Maungawhau is referenced in the design elements of the station (e.g. the Threshold Element and Waterwall). This is provided in detail in the DWP including in Section 3.5 and Section 5.3.

Amendments have been made in response to this design principle in accordance with this recommendation. This includes further cross referencing to Section 3 and updates regarding the endorsement of the Sky Element by mana whenua.

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

Review Recommendations Response

Recommendation

What the DWP needs to highlight in relation to this principle, is that the CRL works are only part of the wider Mt Eden precinct and that much of the street network, and potential upgrade to it, is outside the scope or remit of the CRL. It would also be worth drawing attention to the earlier DWP for point of reference. Other than that, the improvements to the existing street network are adequately covered within the report and supporting information, particularly where changes to road layout have occurred (or will occur) as part of the designation.

ENTRANCE LOCATIONS

47.2(b)(ii) - station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.

Recommendation

Amendments have been made in response to this design principle in accordance with this recommendation.

There is a single opening to the station building, with an open and legible entrance on Ruru Street within the station plaza. This is well articulated within the report and supporting information. No further detail is required. Noted

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 5.10 of the Urban Design DWP, Mt Eden station has been designed based on the principles of intuitive wayfinding. While this section is more focused on the internal aspects of the station design, it does also refer to the visual connections between the entrance and access to overpasses. It is equally important for the interface with the public realm, particularly if this is supporting a legible street network. The report clearly describes the single point of entrance to the station building within the pedestrian-oriented station plaza. The street design and layout also supports intuitive wayfinding to the station, which is clearly articulated. No further detail is required

WAY FINDING

47.2(b)(iv) - coherent signage should be utilised to aid intuitive orientation and way finding The Urban Design DWP states that bi-lingual way finding signage will be installed at key locations within the station, including at entrances.

Recommendation

While the station building and its entrance will be clearly visible from multiple locations, wayfinding to the station is critical from the wider street network to better ensure that

Noted

Review Recommendations Response

all patrons can readily identify the station, route information, destinations and connections to other locations amongst other things. The examples within section 6.6 are helpful. It might also be worth cross-referencing section 5.10 of the DWP and providing more detail on the specifics of the sizes, locations and level of information within the way finding signage 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

This is clearly articulated in section 6.2 of the Urban Design DWP and the table in section 7. No further information is required

BICYCLE PARKING 47.2(b)(vi) - appropriate numbers of safe bicycle storage or parking should be provided in each station environment.

Recommendation

Section 6.4.2 sets out that a total of 25 racks (for 50 bicycles) are provided, including space for 5 ebike charging stations. I note that the number of cycle racks meets the requirements agreed with AT, however I am of a similar opinion to the Mt Eden CBLG that the cycle parking numbers seem very low to achieve an objective of encouraging more people to cycle and in the context of the Station plaza and facilities. 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

In the instance of Mt Eden, the works comprise a combination of at-grade street crossings and grade separated. This is clearly articulated throughout the DWP in sections 6.2, 6.14, 6.16 and 6.17 of the Urban Design DWP and the table in section 7. No further information is required.

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

Recommendation

Page 130 | Mt Eden Station and Public Realm Reinstatement

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. Relevant sections have been cross referenced in response to this principle.

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

Noted

Review Recommendations Response

The point of this condition is to ensure safe movement of pedestrians entering and existing the station building. In the case of Mt Eden station, the building opens directly onto the station plaza, which is a pedestrian oriented environment. The section of Ruru Street that bisects the plaza is a narrow service lane, with footpaths on either side (according to the public realm drawings and section 6.11), which should provide ample space for pedestrians to safely filter out into the wider network. This could be more clearly articulated within the table in section 7 to demonstrate that this condition is being met.

GRADE SEPARATED RAIL CROSSINGS - STRUCTURES

47.2(b)(ix) – structures associated with grade separated rail crossings need to be carefully and sensitively designed and in accordance with crime prevention through environmental design principles to ensure appropriate amenity and safety are retained or achieved. Measures to achieve this may include: a. utilising permeable balustrades on overbridges; b. maximising the width of the footpath at grade in street reserves; c. orientating any steps parallel to overbridges; d. providing appropriate levels of lighting (in accordance with the Auckland Transport Street Lighting Policy (Appendix 1) for “Pathways in high risk, high brightness areas”); and e. treatment of the sides of ramps and footpaths to enhance visual amenity.

Recommendation

Given that CPTED principles is part of the requirement of this condition, the table in section 7 needs to include evidence of a CPTED analysis that these measures achieve greater safety. More specifically details should be provided on the width of footpaths. Balustrades, orientation of steps, lighting and the treatment of ramps etc are all wellarticulated within the DWP and the table in section 7.

GRADE SEPARATED RAIL CROSSINGS – PERMEABLE BALUSTRADES

47.2(b)(x) –

permeable balustrades on overbridges should be required not only for crime prevention purposes but to enable views into the neighbouring sites. For clarity all balustrades comprised within Normanby Road grade separation works (as defined in condition 30.1(l)) shall be permeable.

Recommendation

This is clearly articulated in section 6.9 of the Urban Design DWP and the table in section 7. No further information is required.

PEDESTRIAN / CYCLE BRIDGES

47.2(b)(xii) The design of the Porters Avenue and Fenton Street pedestrian/cycle bridges shall: a. Minimise loss of privacy on adjacent residential sites, including by locating the pedestrian/cycle bridge in the western half of the Avenue; b. Ensure the lifts are through lifts to carry bicycles; and c. Incorporate bicycle push ramps into the side of the pedestrian stairways.

Amendments have been made in the response to this design principle in accordance with this recommendation.

Reference to the CPTED review undertaken for the public realm design is now included in the DWP, including in response to this principle. Footpath widths associated with the grade separated rail crossing have been enhanced in both width and finish from previous conditions. This is now stated in the DWP

Noted

Review Recommendations Response

Recommendation

The design of the Porters Avenue Bridge is not applicable to this report. The design of the Fenton Street pedestrian/cycle bridge is thoroughly described in section 6.14. In relation to neighbouring properties, it is not clear how close the Fenton Street bridge is to existing residential sites (assuming these are apartments) and therefore whether there would be any loss of privacy to such sites. More detail on the potential loss of privacy as well as how this has been minimised would be helpful to demonstrate how this condition has been met

ROAD EXTENSIONS 47.2(b)(xiii) The extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL-SYW-RME-000-DRG-0110 Revision 1 dated 26/7/16.

Recommendation

This is thoroughly articulated within the table in section 7 as well as in sections 6.11 and 6.12 of the DWP. No further action required

EXISTING STREETSCAPE 47.2(c)(i) – structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space.

Recommendation

The structures are described in greater detail within the architectural peer review by Greg Boyden. Notwithstanding, it is clear from the public realm package and the text within the DWP that the narrative has informed the design of every aspect of the station and its surrounding public spaces (including streets). This is well articulated within the DWP. No further action required.

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

Recommendation

It is clear within the DWP, in particular sections 5.1 and 5.9 that the station has been designed to promote universal access. I understand from section 4.6 and figure 6.16 that the design of the Fenton Street bridge includes lifts which are accessed via an accessible footpath. What is less clear is the integration with wider public realm, as suggested by Figure 6.2, but not really described in any detail within the DWP. Greater elaboration would be helpful.

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

Further detail has now been added to the DWP in response to this recommendation. This includes referencing the meeting that took place with Council on the 16th of March 2021 to ensure the design appropriately responds to this design principle. The information shared with Council, the CLG and adjacent stakeholders to the Fenton Street bridge is now attached to Appendix B. This includes detail on the relationship with adjacent residential properties.

Further clarification how been provided by a new section ‘pedestrian environment’ (Section 6.3) to better explain the pedestrian accessible routes provided.

It is noted that this condition relates to the promotion of universal access of station environments, rather than the greater public realm area.

It is considered that the response to this condition has now been adequately addressed.

Review Recommendations Response

that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths

Recommendation

It is helpful that the table draws from the CPTED audit and articulates how the project has responded to CPTED issues, including reinforcing natural surveillance, avoidance of corners for concealment and removing opportunity for entrapment. In addition, the table should reference section 6.7 relating to lighting of public spaces, given that this is specifically required by the condition

REINSTATED SURFACES

47.2(c)(iv) – the design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area

Recommendation

This is thoroughly articulated within the DWP as well as the public realm drawing package. It is recommended that greater mention is made to the wider works as this is part of the Mt Eden precinct, therefore some of the design and construction of reinstated streetscapes may only be temporary

The DWP now highlights that a CPTED review has been undertaken (for both the public realm and station design) and referenced in Section 6.7 and Section 7. Detail regarding CPTED principles are provided in response in Section 7, which is considered adequate for the purposes of this document.

Although some reinstatement works may be altered by future works outside the Link Alliance scope this is not relevant to this principle.

It is expected that re-development of the public areas of the OSD will be undertaken in accordance with the CRL Mt Eden designation and accompanying designation conditions, including conditions relating to urban design and the design principles embodied therein (and will see the preparation of a future Urban Design DWP). This is stated in the DWP.

Nikau Street has the potential to be altered by future developers, and therefore the design is based on allowing as much flexibility as possible. However, the design is still coherent with the wider area and has been designed to the correct standards.

Our response to this principle has not changed, however the image showing what is to be reinstated to existing standards compared to the new design solution zones is now included in the DWP (Figure 6.2).

STATION PLAZAS 47.2(c)(v) – the design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area

Recommendation

This is thoroughly articulated within the DWP in sections 6.10 and 6.11 as well as the public realm drawing package, as is noted in the table. No further recommendations. Noted

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

Noted

Review Recommendations Response

According to section 4.3.6 of the Urban Design DWP, a document was developed with Auckland Council’s public arts team to identify public art opportunities at the stations. However, following further analysis the public arts team decided not to pursue any of these opportunities. I assume that further opportunities may be progressed as part of the wider masterplan and therefore do not make any further recommendations regarding this condition.

LANDSCAPE PLANTING 47.2(c)(vii) – plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with mana whenua cultural narratives.

Recommendation

This is well documented in section 6.5 of the DWP in terms of 35 trees within the new landscape. Furthermore from section 4.2 it is clear that mana whenua have been involved in the selection of plant species. No further recommendations

UTILITY STRUCTURES 47.2(c)(ix) – above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on the public realm. Where possible these structures should be integrated with other buildings.

Recommendation

It is noted that these have been through several rounds of design review. The details are well articulated within the Urban Design DWP. No further recommendations.

REPLANTING OR MITIGATION OF LANDSCAPE 47.2(c)(x) - where landscape planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g., vehicle parking and access requirements).

No further recommendations

Response to Auckland Urban Design Panel

Appendix B sets out a thorough record of engagement, Table 1 sets out early engagement with the Panel prior to the DWP and Table 2 sets out the recent engagement. In the first stage the Panel was very supportive of the proposed street network and connectivity improvements.

At the more recent presentation, the Panel was generally supportive of the interpretation and application of the mana whenua narrative across the station, but, like at Aotea Station, the Panel encouraged additional engagement with mana whenua

Noted

Review Recommendations Response

to improve the legibility of the sky element. As a direct consequence of the Panel’s recommendations further refinements are proposed to the sky element to incorporate a poutama pattern being included within the Sky Element façade to reflect a mana whenua narrative associated with the tears of Ranginui that will be unique to this station. Endorsement of the final design is still to be sought from mana whenua. This falls within the remit of the station design conditions.

The Panel also made recommendations regarding hard and soft landscape treatment, which are responded to within Appendix B, table 2. Many of the comments highlight the confusion between what is within the scope of the Mt Eden CRL works and what is beyond that scope at this stage and falls within the wider Mt Eden precinct. It would be helpful to articulate the staged approach within the DWG at the outset of the document and in response to the Panel’s comments, in particular the timeframe within which Tunnel Street will replace the Ruru Street service lane as the primary means of access to the railway station from Mt Eden Road.

MITIGATION PLANTING REQUIREMENTS

Recommendation

Section 1.2 and Section 2.2.4 of the DWP provide detail on the Maungawhau Precinct Development Masterplan being developed by Eke Panuku and how it relates to the Link Alliance scope of works. We have provided as much information as possible on the Masterplan based on its current status. CRLL is currently in the process of identifying the timing of the wider reinstatement. While the reviewer's comment is noted, no further information is available to provide in the DWP at this time.

Reference is made to section 6.5 which sets out details of the 35 street trees and other planting. In section 4.3.2 of the Urban Design DWP, reference is made to the engagement with Howell Davies, Senior Advisor Urban Forest at Auckland Council, regarding tree and shrub planting which has led to an agreed shortlist of appropriate species for the public realm. I note further engagement with Mr Davies is anticipated in order to confirm the final species selection and strongly support this in order to ensure the species, size and location are appropriate to the context. Conditions 48.2 and 48.3 are standard landscape conditions that would be required with any new development. Noted

SPECIFIC AREA REQUIREMENTS: NORTH AUCKLAND LINE

Recommendation

Except where outside the scope of this DWP (i.e. Porters Avenue), these are set out in considerable detail within the DWP, in particular within section 6 (6.9, 6.12, 6.14, 6.15 and 6.16) and section 2.3.3 as well as within the public realm drawing package. I have no further recommendations in relation to condition 53.

Noted

Review Recommendations Response

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

Condition 49.1(a)(i) Mana / Rangatiratanga

The DWP has good coverage of the relationships and consultation which has been carried out. There is an explanation of the Manu Whenua forums and explanations of how the Manu Whenua principles have been responded to in Section 7. There are no meeting notes or references to comments on Mt Eden Station in Appendix B, these should be added if possible as it is difficult to know if the Mt Eden Station designs are endorsed by Manu Whenua.

Condition 49.1(a)(ii) Whakapapa

There could be more historic references to people involved with the site and surrounding area. Given the number of other design references used, this exclusion is probably acceptable.

Condition 49.1(a)(iii) Tohu

The DWP covers this aspect well. The reference to Maungawhau is good and will hopefully be accepted as the station name.

Condition 49.1(a)(iv) Taiao

The references to Tamaki Makaurua volcanos and Mataoho are well integrated into the design and the DWP.

Condition 49.1(a)(v) Mauri tū

The DWP does not have any information regarding the station excavation process and how it has responded 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 engineering, construction and running of the station? The DWP should clarify this and provide additional information if necessary.

Condition 49.1(a)(vi) Mahi toi

The DWP shows a willingness to engage creatively with Mana Whenua

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.

All elements of the design have now been endorsed by the Mana Whenua Forum. The Sky Element of the station was the last piece of the design to receive formal endorsement by Mana Whenua at the November 2nd 2021 Forum. This has now been added to Section 4.2. Requiring all details of formal endorsement that has occurred throughout the design is considered beyond what is necessary for the DWP.

No further changes have been made based on the recommendation. It is noted that design elements seek to draw reference from the narratives surrounding Matāoho, linking back to the whakapapa of Maungawhau.

Noted

Noted

The mana whenua principles (Condition 49) relate to the urban design and urban design and architectural design aspects of the station and public realm only. This is defined by the purpose of the Urban Design DWP and Station Plan.

The mana whenua principles have not been applied to the engineering and construction of the station.

Noted

Review Recommendations Response aspects of design

Condition 49.1(a)(vi) 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 Station entrance as it is presented in the DWP will potentially be in an isolated location, as it does not show any completed adjacent redevelopment sites. It is concerning to see the lack of detail regarding the surrounding redevelopments at this stage of the process.

The approach from Mt Eden Rd both initially and in the long term are a concern.

Initially the approach will be along the new Ruru St extension. This is to have temporary and minimal finishes. It is also planned to be a narrow width street, with a service lane type approach. It is unclear from the DWP whether it will be closed to station users once Tunnel St is provided. While it is understood Ruru St should not be a short cut for vehicle traffic, it is the most direct route from Mt Eden Rd to the station entrance for pedestrians who live to the south east of the station.

In relation to the long term nature of the Ruru St extension station approach, it is implied by the Masterplan (figure 1.2) that Tunnel St may become the main approach to the station. The degree of detour created by the Tunnel St route is too long for those coming from the south east and it is recommended a more direct route is planned if Ruru St is to be closed to rail users.

It is recommended that more information is added to the DWP to justify the proposed nature of the Ruru St and the Tunnel St route.

The DWP appears to show the existing station stairs from Mt Eden Rd to the eastern end of the existing northern line platforms remaining, possibly for escape purposes? If these stairs are to remain it is likely there will be attempts to use these as they are a far more direct route to the northern line platforms. Consideration should be given to

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

The principle states that “station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations” .

As stated in the DWP, there is single broad opening, conveniently and obviously located in the front facade of the Station building, addressing the station forecourt on the Ruru Street extension.

The main pedestrian routes will be along the Ruru Street extension and this will lead pedestrians directly to the Station entrance.

Landscape furniture has been located away from this entry to allow for open and legible access. The design around the station entry includes bespoke paving design, softscape design and cycle racks which all provide passive wayfinding cues to the station entry.

The station entrance will not be in an isolated location, noting the station plaza and Ruru Street extension will be completed by the Link Alliance. This will be at a width of 7m which is considered sufficient for both pedestrian and service vehicle use.

The comments made around the Maungawhau Masterplan are not applicable to the extent of works covered by the DWP. Sufficient information has been provided on the proposed nature of Ruru Street.

The decision by AT to have a single station entrance or the surrounding street design is not applicable to this design principle (or the UD DWP generally). As such, information on pedestrians modelling has not been provided.

Review Recommendations Response

maintaining this entrance if possible, given the high degree of convenience offered for the precincts to the south east.

It is recommended more information is added to the DWP to justify closing this existing entrance, if the entrance is not maintained.

The DWP indicates stairs from the Fenton St bridge directly to the western end of the northern line platforms. These also appear to offer a high degree of convenience for northern line users, an entrance using these stairs should be considered.

It is recommended more information is added to the DWP to justify why this potential entrance is not available to rail users, if the entrance is not to be provided.

The DWP does not provide any summary of pedestrian flow modelling or Ped Shed analysis for the surrounding areas.

This information should be added to the DWP along with any assumptions and predictions regarding a break down in terms of which direction pedestrians will approach the station from. Further information should be provided to give confidence the single station entrance and the surrounding street design is appropriate.

Condition 47.2(c)(iii) Safe Environments

As mentioned in 47.2 (b) ii, the station as it is shown in the DWP will be isolated with very little passive surveillance in the initial stages. This will potentially create a high number of safety concerns.

Information should be added to the DWP to show how this risk will be managed. Further information should also be added regarding the timing of the adjacent redevelopments so as the risk can more accurately be assessed.

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.

The adjacent development is not within the scope defined in the DWP and therefore is not relevant to the response to this principle. The development is required to occur in stages – because construction of the bulk of oversite development cannot commence until construction of the new underground railway is completed. The timing of construction stages is again not considered relevant in response to this principle.

CRLL is currently identifying the timing of the wider reinstatement (including whether some elements of the streetscape could be delivered sooner rather than later) and the party responsible for constructing it. This is clearly stated in the DWP.

Detail around the CPTED review which has been undertaken has now been added to the DWP. However, this does not relate to the oversite development which is not within the scope defined in the DWP.

As stated in the DWP, the public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments. An assessment of the four key CPTED

Review Recommendations Response

Condition 54.1(b)(i) Overarching

The overarching success of this station is going to depend largely on the success of the proposed redevelopment on the adjacent sites. The station has a relatively cut off location and will not be highly visible to the wider city. Its success will depend on developing a vibrant neighbourhood in the immediate area. Many potential users east of Mt Eden Rd and north of New North Rd could find the buses a more convenient public transport option and the effective regeneration of the area bounded by these two main roads and the rail tracks to the south will be key to a successful station outcome.

The DWP is relatively silent on the redevelopment of the surrounding area, more information regarding how the adjacent development sites are being planned and integrated with the station should be added to the DWP. This will give confidence around the timing of these developments and provide reassurance the station is not going to be an isolated building surrounded by empty sites when it opens for use.

Condition 54.1(b)(ii) Function

The station layout is clear and easily understood and appears that it will function as intended.

However there is no pedestrian modelling provided nor any explanation of how the train time table will operate for the Northern line and CRL platforms. Understanding how the pedestrian flows will operate within the station at the various peak times is not covered in the DWP.

A summary of the pedestrian modelling should be added to give confidence the station is going to function as intended.

It is noted in the main entry foyer, the distance between the bottom of the escalators rising to the Mt Eden platforms and the wall corner at the junction of building grid lines 4 & D, seems relatively small

The modelling should clarify this area functions well and there are no problems with cross flows or overcrowding at peak flow times.

principals (surveillance, access management, territorial reinforcement and quality environments) was undertaken during all phases of detailed design.

The redevelopment of the adjacent area is not applicable to this design principle which relates to the station building, not the public realm design.

As states previously, constructing staging is also not considered relevant in response to the design principles. Due to the nature of the works (construction of the bulk of oversite development cannot commence until construction of the new underground railway is completed) the works is required to occur in stages.

Pedestrian modelling has been undertaken to ensure that the station design meets passenger space planning requirements. However, providing the level of detail recommended is considered out of scope of the DWP, noting that this modelling is required as part of the architectural design process.

In response to this recommendation, a summary on the pedestrian modelling undertaken is now included in Section 5. This includes pedestrian flows within the station at the AM peak time.

The distances meet the client’s spatial clearance requirements and is supported by pedestrian modelling. This is supported by the summary of pedestrian modelling now included in Section 5.2.

Review Recommendations Response

Condition 54.1(b)(iii) Performance

The DWP has very little information regarding the sustainable aspects of the design and station running.

More information should 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

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)(iv) Personality

The design of the entry plaza, the building’s sky and earth elements, the Fenton St bridge, ventilation portal and the water wall with relief panels representing the City’s volcano’s will give the station a unique sense of place.

The DWP covers this well.

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.

Condition 54.1(b)(viii) Active Frontage

The station building off Ruru St has a good amount of activation on this frontage, with the station entrance, ticketing and two retail outlets. This is clearly described in the DWP.

The only other building fronting a street, is the ventilation portal building. This has a relatively blank frontage, and it will depend on the adjacent redevelopments providing an active frontage either side of it to ensure the Korari St extension is of an appropriate quality.

Information should be added to the DWP to show how this requirement for active edges either side of the portal building will be coordinated, with the Council and the designers of these redevelopments.

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.

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.

Noted

This design principle states that structures should present an active frontage. In this case this is relevant to the Korari Street frontage only. Detail on this has now been added to the response to this design principal in the DWP.

Active frontages of buildings associated with the adjacent oversite development is not within scope of the DWP and as such not relevant to this design principle.

Review Recommendations Response

Condition 54.1(b)(ix) Weather Protection

The canopy along the station entry frontage is positioned high above the footpath. Judging from the relative levels provided it appears to be approximately 5.0m above street level. It is also stated the canopy provides protection from weather coming at 45 degrees (page 89), this means the canopy would be 5.0m in the horizontal direction.

From what can be seen on the drawings the canopy does not appear to be this wide, it looks to be more like half this dimension at approximately 2.5m. Protection from 45 degree weather is supported and it is suggested that the height and canopy width are checked to confirm the stated criteria is being achieved.

The canopy along the entrance building is considered to provide adequate cover. The design of the canopy is based on an industry standard approach to use a 45-degree rain angle from the canopy outer edge. In addition, the entrance is well protected from the prevailing south-west wind by the 14m high main building. We are not convinced a further extended canopy would protect against swirling rain commonly experienced as wind driven rain meets a building. Further to this, it is standard practice for suburban stations to not provide overhead cover beyond the station entrance.

Alternative ticketing facilities are available inside the building, which patrons could use in bad weather conditions.

It is considered that this design principle is achieved through the canopy provided at the entrance (which does not stipulate the degree of weather protection required).

Condition 54.1(b)(x) Adaptability

There is little information about the adaptability or possible changes which might needed in the DWP.

A further future adaptation which may be need is a link from the upper Northern Line platform concourse across the south platform and track to a site on Akiraho St. This would allow quick easy access to the station and encourage development along this high density zoned street. It could also allow potential connections to be made through to Sylvan Ave, again increasing the stations catchment.

Consideration of how this might be achieved could be included in the DWP for future reference along with any comments regarding the northern line east and west entrances covered in 47.2(b) ii.

Condition 54.1(b)(xi) Identity

The design of the entry plaza, the building’s sky element, the Fenton St bridge and the water wall with relief panels representing the cities volcano’s will be a good start and give the station a unique sense of place and are well described in the DWP

Condition 54.1(b)(xii) Construction Quality

The information provided in the DWP suggests the building quality will be as expected for a station of this type.

This recommendation is considered outside of scope of the DWP requirements. The current design achieves the client requirements for station access locations.

Noted

Review Recommendations Response

An area of possible concern is the finish of the walls of the CRL platform trench, which are off steel form concrete. This plain surface is punctuated by digital sign boards which may be sufficient to provide the appropriate visual interest for waiting users but there is insufficient info regarding the sign sizes and the amount of concrete visible to make a definitive comment regarding this. It is suggested this finish is reviewed with a view to providing something more visually interesting than the current design.

Further information regarding the elevations of these walls should be added to the DWP to show these finishes are appropriate.

Condition 54.1(b)(xiii) Mana Whenua Principles

The design has used the Manu Whenua principles and design themes such as the Maori Creation story, along with references to Maori deity and local landmarks. The station building uses the creation story as a key driver of its station external appearance, and this is clearly explained in the DWP.

The Maori Creation story talks of the separation of the Ranginui and Papatuanuku to let in the light, which in the case of this building, the light is represented by the slot where the canopy extends from.

This slot seems very dark and does not seem to represent the letting in of light as well as you might expect. The canopy could shine more and play with the light.

The DWP should explain in more detail why the canopy and the gap, between the sky and earth elements is not more representative of light.

The DWP should also more fully explain the fourth element (section 3.4.4) and why this can be represented by light and dark coloured elements. This will hopefully help explain why the canopy is designed as it is and why the gap between the sky and earth is sometimes closed and in other locations opened up.

The DWP does not mention panels, signage or audio tours which could be used to explain these stories and representations to users, this would give them a fuller appreciation of the station, its design and its location. The use or not, of some kind of user explanation and interpretations of this symbolism should be covered in the DWP.

This design principle relates to construction quality, rather than the visual interest of materials. As included in the DWP in response to this principle, materials have been selected to be highly durable and resilient for the environmental conditions.

The design team is working with construction team to align the formwork of the platform trench walls to make a neat/regular pattern. The design intent is to have a consistent and uniform surface, to provide a background for station signage and advertising panels.

It is noted however, that little information was provided on the trench walls in the DWP. As such this has been added to Section 5.7.

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. As such, the Fourth Element can be represented by light and dark coloured elements, which should clarify the design intent. This was unclear in Section 3.4.4 and has now been updated to reflect the above text.

It is also noted that the Mana Whenua Forum have endorsed the design and way the narrative has been represented.

The mana whenua principals do not require signage or audio tours to explain the cultural narratives. This is not considered to be within scope of the DWP.

Review Recommendations Response

Condition 54.1(b)(xiii) Engagement with mana whenua

The DWP generally provides this information. It is noted the sky element design is being refined (page 37). Manu Whenua endorsement of the final design should be recorded in Appendix B. Also see comments 49.1 (a) i above.

Noted. Mana Whenua endorsement is recorded in Section 4.2.

Engagement – Fenton Street Bridge

• Meeting minutes

• Consultation summary

• Information shared with stakeholders on the Fenton Street bridge design

DATE: 16 November 2020

TIME: 6.00 – 8.30pm

ATTENDEES: Link Alliance - Helen Jansen, Nick Adams, Thibaut L’Hopital, Paul Smith, Geoff Heaton, John Nottage, Helga Sonier, Jodie Robinson, Simon Lough, residents of Station R Apartments.

LOCATION: 1 New North Road, Mt Eden, Auckland

PURPOSE: To give a broad update regarding current construction activity

To advise details regarding the proposed construction of the Fenton Street Bridge

To discuss and provide the opportunity to give feedback on two specific issues raised at the environmental court hearing:

• Preferred opacity of the privacy screen at the lift entrance

• Height of the privacy screen at the lift entrance

Due date to provide feedback is Wednesday 9 December, 2020

ACTION: Link Alliance to organise a mock up sample of the screen to be sent out as soon as possible

QUESTIONS

• Will the Christmas *Block of Line (BOL) works and extended hours from 7pm –10pm enable you to catch up on programme dates?

ANSWERS

- It will enable us to complete a lot of work that has been rescheduled from earlier this year. The onset of COVID-19 meant that BOL weekends during lock down and alert level 3, such as Easter weekend, have been pushed to later in the year.

*Block of line is when KiwiRail stop trains for work or maintenance and it is a chance for Link Alliance to work along the lines as well.

• What is the scope of work during Christmas BOL?

• What is the access going to be like on Fenton Street for vehicles? Our neighbours – Ace Towing – cause issues with their tow trucks which impedes access and we have to wait for them to move so we can get

- Notifications will go out early December (latest) to advise the scope of works during this time

- Kiwirail will be undertaking maintenance in the rail corridor. Link Alliance will undertake construction activity that can only happen during a BOL.

Examples of work that will happen during the Christmas BOL:

- Mt Eden Station/C3 - Finish demolition of existing platform (80% is already completed)

- C5/North Auckland Line (NAL) - piling for rail corridor retaining walls, excavation and track formation works, erecting the temporary services bridge (TSB) over Normanby Rd railway crossing, realign the Porters Avenue level crossing

- The widest area of the road is 5.6m wide and 5.1m at the narrowest point

- Vehicle tracking surveys show that a small moving truck can park on the side of the

past. We don’t believe this issue has been addressed

• Can a car still get past a moving van parked on the side of the road

• Would moving vehicles need to get a permit to park for long periods of times?

road and there is still enough room for a car to get past

- Large AT rubbish trucks will need to reverse from the street – this is no change to the current access

- Small AT rubbish trucks will be able to complete a 3 point turn in the turning bay and exit driving forwards

- The street is designed as a shared space, all the available area can be used by both vehicles and pedestrians

- The shared space is not designed as a parking area, it is a “no stopping” area

- It is a requirement from AT to have a 5min parking zone available

There will be two parks available on the street for short term “drop off” parking

- No. Service vehicles, such as small trucks, moving vans, are permitted to use the space whilst they are being utilised

- Parking enforcement would take when a vehicle is parked on the roadside and left for long durations, e.g. parking and getting on a train

• Is two-way traffic possible when a vehicle is parked in one of the two short term parking spaces?

• Please explain the lighting on the street. The drawing indicates the placement of the lights but not what the final design will look like.

- Vehicle tracking surveys indicate that yes, there will be enough room for two-way traffic to pass

The lighting design is not finalised at this point however, we can advise that:

- specific *LUX levels are required in a shared space area to maintain vehicle and pedestrian safety

- The new lighting design will be an improvement on the current lighting on Fenton Street

(LUX levels are about how much light we feel around us. If it’s dark, LUX levels are low. If it’s bright, LUX levels are high)

• What is the height of the lift from ground level to the top of the lift?

• Where is the lift exit/entrance in relation to Station R? We’re concerned that the lift access is too close to Station R driveway access.

• Why is bridge footprint right in front of Station R? Why can’t it be further away at the end of the street?

• Can you not separate the lift from the stairs?

- Height from ground level to stepping out on to the deck is approximately 7m.

- Height of the lift from ground level to the top roof of the lift is approximately 12m

The driveway was shown to be a sufficient distance away so that traffic into the driveway will not be impeded

The placement of the bridge is constrained by various issues such as:

- There is a complicated issue between what is Kiwirail owned land and Auckland Transport (AT) owned land. The bridge footprint needs to land on AT land and much of the land at the end of the street is owned by Kiwirail

• What is on the back of the lift – the side that is viewed from Station R?

• Is the lift lit up at night

• Is the lift noisy?

• Why was it decided to have a bridge in the first place rather than underground tunnel access or a different solution?

Fenton Street is a narrow street – if you move the bridge footprint further west (toward Porters Avenue) it would substantially narrow the street for two-way vehicle access. The current proposed location for the bridge footprint is the widest part of the street

- The pattern design is the same as viewed on western face of the lift

- The light on the lift comes on when it is in use.

- There is a potential for some noise when the lift is in use.

We are constrained by other elements in the area:

- the lowest train track – to go underneath the track would require digging about a further 12m underground

- There is a large Huia 2 water main that runs underneath the street

- Multiple utilities that already exist along Fenton Street and Ngahura Street

• We are concerned about our security with the increase in pedestrian traffic

• Concerned about bike ramp being used by skateboarders

• Who created the reference design?

• Why are there two bridges so close together?

• What changes are proposed to accommodate new traffic flow on New North Road

- Fenton Street is not designed as a “drop off” zone for pedestrians – drop off zones will be available at Mt Eden Station

- We anticipate that Fenton Street Bridge will be used by pedestrians and cyclists in a similar way that the old level crossing and Mt Eden Station platform were utilised

- The bike ramp is very narrow, only wide enough to fit a bike wheel

- This was originally designed by AT and was informed from previous consultations with the community in 2011/2012

- We are required by both Auckland Council and AT to replace over-rail access that has been/will be removed

- The previous Fenton St crossing was unsafe and required replacing

- To provide emergency egress from the Mt Eden station platform

- AT are currently working on road safety improvements on the intersection of New North Rd and Ngahura Street

- AT will be heading into a consultation period in the first quarter of 2021 to address the new traffic flow on New North Road

• How does the bridge and layout design fit in with AT cycle lane plans for Mt Eden?

• How can we progress our concerns and have more of a voice in this process – we feel like voicing our concerns has no impact

- The location and design of the bridge does not affect the AT cycle plans for Mt Eden

- Talk to your local Albert-Eden board representative – Graeme Easte, Graeme.easte@aucklandcouncil.govt.nz or 027 209 7565

• The removal of parking is a huge issue along Fenton Street – what is the solution for visitors

• Can you please explain the parking voucher system

- NOTE: the Albert-Eden local board is requesting a second access/entrance to Mt Eden Station

- Auckland Council’s resource consent conditions can provide more information and understanding on Link Alliance requirements and constraints – consents for Mt Eden-Eden Terrace can be found on the CRL website https://www.cityraillink.co.nz/consents-mteden-eden-terrace-city-rail-link

- ACTION: Link Alliance to provide some background information from 2011/2012 consultations

- Due to the national governments policy change, council’s no longer have minimum parking requirements for developments. In all urban areas with more than 10,000 people, district plans will not be allowed to include minimum car parking requirements, other than for accessible carparks. Most of Station R apartments include a single car park.

- Residential parking zones are only available for residents whose property was built prior to 2013 and who have no parking available on their property

- ACTION: Link Alliance to forward on the information from AT with instructions on how to apply for a 1-day parking voucher

KEY POINTS ATTENDEES WANT NOTED

Some residents from Station R would like the following points noted and passed on to the Fenton Street Bridge decision makers:

• We do not want this bridge. We do not see the purpose of putting a bridge right outside our apartment block – we are the only residential building on the street and we now have a bridge being put right in front of us destroying our view, taking away our parking, bringing more foot traffic into our area and increasing the security risk

• We don’t understand the need to have two bridges so close together – why can’t there just be one overbridge at Porters Avenue?

• We have been asking for years to see the design of the bridge in more detail – we are incredibly frustrated that the detail is only being provided now

OTHER GENERAL INFORMATION PROVIDED DURING THE MEETING

• Dates for the Christmas BOL will be from 26 December 2020 to 31 January, 2021

• The Neighbourhood Tunnel Boring Machine (TBM) event is planned for 6 December. More information can be found on the CRL website. https://www.cityraillink.co.nz/tunnel-boringmachine-events

• Mt Eden Station will soon be starting site tours. We will send out more information when these become available

DATE: 17 November 2020

TIME: 6.00-8.30pm

ATTENDEES: Nick Adams, Thibaut L’Hopital, John Nottage, Geoff Heaton, Paul Smith, Helga Sonier, Jodie Robinson, Helen Jansen, Brian MacCormack

LOCATION: 1 New North Road, Mt Eden, Auckland

PURPOSE:

To give a broad update regarding current construction activity.

To advise details regarding the proposed construction of the Fenton Street Bridge

To discuss and provide the opportunity to give feedback on two specific issues raised at the environmental court hearing:

• Preferred opacity of the privacy screen at the lift entrance

• Height of the privacy screen at the lift entrance

Due date to provide feedback is Wednesday 9 December, 2020

QUESTIONS

• Will Nth Eden apartments require an access platform to facilitate a building wash?

• How high are the barriers?

ANSWERS

- ACTION: Link alliance will facilitate a conversation with Kiwirail to ascertain whether an access platform will be required

- The barriers are 1.8m high throughout to ensure the design complies with safety regulations. The height also provides privacy screening in the sections where the glass opacity is higher.

• How high is the bridge?

• Does the new design layout at the bottom of Ngahura Street move the road slightly away from our apartment exit driveway?

- The floor level of the bridge is approximately 6m high on Ngahura Street and approximately 7m on Fenton Street to ensure we have enough clearance from the overhead electric lines (OHLE)

- Yes, it does move it slightly, but it would be negligible

- We are still reviewing the design of this area at the bottom of Ngahura street with regards to access to the station and *urban design elements

* Urban design deals primarily with the design and management of public space and the way public places are used and experienced

• Do you expect Ngahura Street to be busier once the station is built?

• What do you mean when you talk about the opaqueness of the barriers?

• Are you still having the open days at the project office?

- It is likely to stay as a cul-de-sac and Auckland Transport has no plans for buses on this road

- The design of the barrier has been approved by Auckland Transport to ensure it meets building code and safety requirements but the final degree of opacity of the glass barrier can be influenced by the community

- Yes, these are held on the first Tuesday of the month

OTHER GENERAL INFORMATION

• Construction activity will be taking place adjacent to North Eden apartments for the majority of 2021 while trains are run on the up main (tracks closest to Fenton Street). The term for this is “single line running”. This effectively clears the way for the first stage of construction of a trough-like structure that allows new railway tracks to be built underneath where the original down-main tracks were (tracks closest to North Eden Apartments).

• In early 2022 we build the second stage of the trough structure while trains run on the down main

• Dates for the Christmas BOL will be from 26 December 2020 to 31 January, 2021

• The Neighbourhood Tunnel Boring Machine (TBM) event is planned for 6 December. More information can be found on the CRL website. https://www.cityraillink.co.nz/tunnel-boringmachine-events

• Mt Eden Station will soon be starting site tours. We will send out more information when these become available

Consultation Summary Fenton / Ngahura Overbridge

As part of the City Rail Link project, the Link Alliance will construct a new bridge across the Western train line to connect Fenton and Ngahura streets. The bridge will replace an existing at-grade level crossing but will not provide access to and from the future Mt Eden Station, except in emergencies.

Between November 2020 and January 2021, we shared how we progressed the bridge’s design, considering the cultural narrative, previous consultation feedback and environmental factors. We shared renders of how the bridge might look and asked you for feedback on specific aspects of the design. Below is a summary of what we heard.

Design

You told us that you want a bridge that doesn’t interfere with sunshine or privacy. This feedback was consistent to that received during the initial consultation and planning phases of the CRL project. Consequently, we have responded to these themes in the bridge design.

Accessibility

Wheelchair access is a must have and the elevators for the bridge have been designed with wheelchair and bike access. While you expressed appreciation for the design enabling all commuters, you questioned the size of the lift and whether that much space is required when there is potential for security issues and shadow. We shared with you security features that will deter anti-social behaviour and how the size will have minimal impacts on shadowing.

Sunshine

Cycling

Each staircase is designed with a bike well, or a rumble ramp, to easily guide bikes up and down the stairs. You told us that you are worried about skateboarders so the wells will only fit a bike tyre and no more.

Significant concern about the size of the bridge and the impact of this on sunshine into apartments, particularly in Station R (11 Fenton Street) was raised. We shared sun modelling at various times of the day and at various heights to give a real sense of the minimal amount of additional shadow cast by the bridge. The sun modelling shows that for Station R apartments the greatest shadow is cast by the North Eden apartment block.

You told us that you do want sunshine but you don’t want light pollution from the bridge. We showed you how the lights will be directed downward on to the bridge to minimise light spill and the type of LED lights proposed will reduce glare. Lights in the elevator shaft come on only when the elevator is in use and the light is diffused by the artistic treatment on the walls of the lift shaft.

Sightlines

The transparency of the bridge’s balustrades has been designed so that people walking on the bridge, or waiting for an elevator at the top, cannot see clearly in to apartments as the glass is not completely clear. You told us that’s a good thing and you had questions about the height of the glass and where the glass becomes lighter. We took that information on board and will ensure that the opacity of the glass transitions from darker to lighter at a height that a tall person can’t see into the apartments adjacent or below.

Safety

Safety was a big topic in our conversations. We heard you say that you are worried about the large size of the elevator shaft and opening on both sides. You expressed concern that this design could attract antisocial behaviour. As above, lights will come on, and stay on while the elevator is in use and that means people are unlikely to linger in the space. There’ll also be CCTV coverage of the bridge and the station precinct.

The curving bridge design eliminates any corners for people to hide and while apartment residents are not easily seen, people crossing the bridge are visible to anyone looking at the bridge.

Engagement

We heard you say you didn’t have an opportunity to input to the bridge’s design. We shared with you the engagement timeline so far, that included consultation with the community as part of the earlier planning and consenting processes for the CRL project. This consultation highlighted the community’s key concerns of privacy, lighting and safety, which have been reflected in the updated design.

Connections

Some people asked why two bridges are being constructed in such close vicinity to each other. The two bridges replace existing connections that will be severed by the four train lines that will pass through when the CRL opens. The bridges will maintain important north-south connections for non-vehicular traffic within the community and remove a level crossing across the rail lines.

You asked why the bridge doesn’t form a second entrance to Mt Eden station. There are a range of reasons for this including safety, cost, low forecast patronage from the area south of the station and Auckland Transport’s preference for a single entrance.

Technical

We received many technical questions and we’re answering those directly while compiling a comprehensive technical Q&A to share more broadly. Please contact us on mteden@linkalliance.co.nz with any questions about the Fenton Street bridge that aren’t covered here.

What’s next?

This feedback will be considered by our design and planning teams, to develop the Urban Design Delivery Work Plan (UDDWP) for the Mt Eden Station precinct. The UDDWP will demonstrate how the design of the CRL project will integrate into the surrounding streetscapes and community spaces and will be presented to the Mt Eden CLG for feedback before the middle of the year.

The bridge serving the Fenton Street and Ngahura Street community – Piriti Anau 1 Design Concept

Reference Design Comparison

Lifts and stairs

Designing for Privacy: Fenton Street Ngahura Street

5 Sun path Analysis

6 Incorporation of Māori Narrative and Art

Ngahura

Station R Apartments

View looking top down

PIRITI ANAU

1 Form – a result of ergonomic design

2 Function – a result of safety in design

3 Narrative - robust and meaningful

4 Biophilia – respect for nature

5 Contextual - creation/ vulcanism

6 Site specific – engrained

7 Dynamic - sculptural

Ngahura Street Apartments

Rail Corridor

Current design model

✓ Ensure the lifts are through lifts to carry bicycles

✓ Incorporate bicycle push ramps into the pedestrian stairways

✓ Minimise the loss of privacy on adjacent residential sites

Current Scheme:

✓ Lifts are fully accessible and accommodate a variety of mobility modes including bicycles

✓ Stairs incorporate cycle ramps

✓ Glazed Lifts incorporate privacy screening to Station R apartments

✓ Specially designed safety barriers are 1.8 m high throughout

✓ Privacy screening uses opaque glass where required

✓ Clear sight lines along the length of the bridge is maintained using translucent glass

Ngahura Street

Stairs and Lift

• The lift allows a through passage from one end to the other

• Lift sized for pedestrians cyclists and mobility scooters

• Lift capacity for 26 persons

• Lift fully glazed however the panels will have fritted manifestation to achieve a suitable level of privacy to the adjacent apartments

• Fully glazed doors to maximise public safety as a crime prevention measure to ensure visibility of those using or waiting for the lifts

• Frit design to have a specially commissioned artistic design motif based on the Mana Whenua narrative

View facing lift on Ngahura Street

Stairs and Lift

• The lift allows a through passage from one end to the other

• Lift sized for pedestrians cyclists and mobility scooters

• Lift capacity for 26 persons

• Lift fully glazed however the panels will have fitted manifestation to achieve a suitable level of privacy to the adjacent apartments

• Fully glazed doors to maximise public safety as a crime prevention measure to ensure visibility of those using or waiting for the lifts

• Frit design to have a specially commissioned artistic design motif based on the Mana Whenua narrative

View facing lift on Fenton Street

✓ Ensure the lifts are through lifts to carry bicycles

✓ Incorporate bicycle push ramps into the pedestrian stairways

✓ Minimise the loss of privacy on adjacent residential sites

Current Scheme:

✓ Lifts are fully accessible and accommodate a variety of mobility modes including bicycles

✓ Stairs incorporate cycle ramps

✓ Glazed Lifts incorporate privacy screening to Station R apartments

✓ Specially designed safety barriers are 1.8 m high throughout

✓ Privacy screening uses opaque glass where required

✓ Clear sight lines along the length of the bridge is maintained using translucent glass

The Bridge Barrier comprises solid metal and solid glass panels

Proposed screening options on the bridge barriers will also address privacy concerns, while maintaining an acceptable level of safety and security for bridge-users from a CPTED perspective

What is variable?

Opacity of the privacy screen outside lift entrance.

Height of the privacy screen outside the lift entrance

✓ Safety screening from electrification

✓ Safety protection from falling

✓ Privacy screening (opaque glass)

✓ Clear sight lines along the length of the bridge (translucent glass)

✓ 1.8 high (min)

✓ Art integration (frit pattern glass)

Barrier design

Inner barrier

Outer barrier

View on the bridge toward Maungawhau

View on the bridge toward Maungawhau

Arai – Privacy Screens

28 panels between escape gate and Fenton lift enclosure.

P1 10%

P2 13%

P3 16%

P4 19%

P5 22%

P6 25%

P7 28%

P8 31%

P9 34%

P10 37%

P11 40%

P12 43%

P13 46%

P14 49%

Most translucent panel = 10% opacity Least translucent panel = 91% opacity

Minimise the loss of privacy on adjacent residential sites: Station R

Most translucent panel = 10% opacity

Least translucent panel = 91% opacity

View from arrow: Lift enclosure

Minimise the loss of privacy on adjacent residential sites: Station R

View from arrow: Top floor shared garden

Minimise

View from arrow: Top floor, nearest adjacency

Minimise the loss of privacy on adjacent residential sites: Station R

View from arrow: fourth floor, nearest adjacency

Minimise

View from arrow: third floor, nearest adjacency

Minimise

View from arrow: second floor, nearest adjacency

View from arrow: first floor, nearest adjacency

View from arrow: view showing the pier design holding up the bridge

Minimise the loss of privacy on adjacent residential sites: 3 Ngahura Street

View from arrow: Lift Enclosure

Minimise the loss of privacy on adjacent residential sites: 3 Ngahura Street

View from arrow: Top floor, nearest adjacency

Minimise the loss of privacy on adjacent residential sites: 3 Ngahura Street

View from arrow: Lower floor, nearest adjacency

Minimise the loss of privacy on adjacent residential sites: 3 Ngahura Street

View from arrow: Top floor, midway adjacency

Minimise the loss of privacy on adjacent residential sites: 3 Ngahura Street

View from arrow: Lower floor, midway adjacency

Te Hurihanga a Mataaho

The turning over of Mataaho

Te Hurihanga a Mataaho

A Narrative which is Contextual, robust and meaningful

The significance of Mataaho to Maungawhau draws an interesting conceptual connection between the curved form of Fenton Bridge and the narrative which has been developed.

The fluid nature of the bridge’s elements as it curves, twists and pulls, reveals an opportunity to be likened to the flow of Mataaho’s volcanic liquid state.

This narrative serves an overarching link to the Porters Ave Bridge that looks at the change of state of the lava flow of Mataaho to form Karā (basalt), a fine-grained, dark charcoalblack stone that occurs when hot lava flow meets the earth’s surface or a mid-ocean ridge and is cooled.

The metaphorical flow of Mataaho occurs in the physical as the bridge creates a dual spatial and physical threshold that sees the constant ebb and flow under of unsuspecting commuters on the train.

1 Arai – Electrification screen and privacy screen

2 Roau – Handrail and barrier

3 Ara kurupae – Deck and deck structure

4 Ararewa – Two glass enclosed lifts

5 Arapiki – Two access stairs

6 Pou – Lighting columns along the bridge deck

‘The name of the design is “ Ahi Tipua “ Fire of the Deity , and this directly relates to volcanic activity and lava flow.

The design itself features forms that extend and broaden a likening of lava flow as it moves across land and cools to solid.

The red represents the fire and heat of the lava flow that the Deity Mataaho utilised in forming nearby Maungawhau.

The Solid black represents the changes of the lava to Black scoria or basalt.

The white segments show the balance of creation when regrowth and health follow through from the land distorting influence of seismic or volcanic energy’

Axonometric showing the three key elements identified for art integration

Reuben Kirkwood

1 Arai – Electrification screen and privacy screen

2 Roau – Handrail and barrier

3 Ara kurupae – Deck and deck structure

4 Ararewa – Two glass enclosed lifts

5 Arapiki – Two access stairs

6 Pou – Lighting columns along the bridge deck

‘The name of the design is “ Ahi Tipua “ Fire of the Deity , and this directly relates to volcanic activity and lava flow.

The design itself features forms that extend and broaden a likening of lava flow as it moves across land and cools to solid.

The red represents the fire and heat of the lava flow that the Deity Mataaho utilised in forming nearby Maungawhau.

The Solid black represents the changes of the lava to Black scoria or basalt.

The white segments show the balance of creation when regrowth and health follow through from the land distorting influence of seismic or volcanic energy’

Reuben Kirkwood

1 Arai – Electrification screen and privacy screen

2 Roau – Handrail and barrier

3 Ara kurupae – Deck and deck structure

4 Ararewa – Two glass enclosed lifts

5 Arapiki – Two access stairs

6 Pou – Lighting columns along the bridge deck CNC ROUTERING

It is intended that the lamp standard will be faced with a steel plate which will be ‘engraved’ with Reuben’s carving pattern.

We will prepare CAD drawings which a specialist cutting company can use.

1 Arai – Electrification screen and privacy screen

2 Roau – Handrail and barrier

3 Ara kurupae – Deck and deck structure

4 Ararewa – Two glass enclosed lifts

5 Arapiki – Two access stairs

6 Pou – Lighting columns along the bridge deck

Ceramic enamel glass – often known as ‘fritted’ glass. Uses crushed glass frit mixed with special enamel paint and colour oxides that are fired onto the glass surfaces during heat treatment process.

Frit is a ceramic component that can be laid out into any desired pattern and colour. The process of applying the pattern is similar to silk-screen printing.

Reuben’s tessellation designs have been transferred into digital information which can now be used in the fritting process.

Example of Glass fritting (Northcote Wharf)

Incorporation of Reuben’s work

4 Ararewa – Two glass enclosed lifts

A deep translucent colour finish on the red glasswork fritting.

In the white 'segments’ only I would like the finer carving design put into it in opaque white. It should look ‘lacey’

Retain the opaque solid white section at the base of the elevator shaft. White ’segments’ only to be ‘laced’ with carving design.

The black segments to be solid/opaque.

Altogether these should add up to an interesting look especially when the light comes through the elevator shaft and casts shadows of red translucency, ‘lacey' areas, and solid ’segments’.

Incorporation of Reuben’s work

6 Pou – Lighting poles along the deck

The intention here is to punctuate the walking experience with these Toi Whakairo elements.

Here Reuben has given a carving design and intent which has been interpreted using steework.

The steel plate will be routed to the design shown then attached to the lighting stanchion by a series of countersunk screws

Incorporation of Reuben’s work

6 Pou – Lighting poles along the deck

The intention here is to punctuate the walking experience with these Toi Whakairo elements.

Here Reuben has given a carving design and intent which has been interpreted using steework.

The steel plate will be routed to the design shown then attached to the lighting stanchion by a series of countersunk screws

Appendix C: Station Plan Drawings

40.MTE.042 NAL OVERPASS (BRIDGE 30A NAL). EXTERIOR ENVELOPE ONLY.

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM

MTE -STATION FOUNDATIONS

MTE -NAL PLATFORM FOUNDATIONS

40.MTE.42 STATION BUILDING STRUCTURE

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM

40.MTE.041 VENTILATION BUILDING, INCLUDING MATERIALS AND FINISHES

BURLEIGHSTREET

BOSTONROAD

MTEDENRD SYLVANAVENUEEAST

CONTRACT 03 / MT EDEN STATION STAGE C PACKAGES: 40.MTE.040, 40.MTE.043, 40.MTE.045 MAIN WORKS

28/05/2021

40.MTE.042

NAL OVERPASS (BRIDGE 30A NAL). EXTERIOR ENVELOPE ONLY.

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM)

40.MTE.42 STATION BUILDING STRUCTURE

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM)

40.MTE.041 VENTILATION BUILDING, INCLUDING MATERIALS AND FINISHES

KARANG-A-HAPESTATION BELOWGROUND

BURLEIGHSTREET

BOSTONROAD MTEDENRD

NALPLATFORM

FLR-116PRECAST

RWS-114100mm STAINLESS

40.MTE.042

NAL OVERPASS (BRIDGE 30A NAL). EXTERIOR ENVELOPE ONLY.

40.MTE.40,43,45

MTE -ARCHITECTURAL MAIN

WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM

MTE -STATION FOUNDATION

40.MTE.42 STATION BUILDING STRUCTURE

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM

40.MTE.041 VENTILATION BUILDING, INCLUDING MATERIALS AND FINISHES

21/01/2021 CONTRACT 03 / MT EDEN STATION STAGE C PACKAGES: 40.MTE.042 STATION STRUCTURE + NAL OVERPASS (BRIDGE 30A -NAL)

40.MTE.042 NAL OVERPASS (BRIDGE 30A NAL). EXTERIOR ENVELOPE ONLY.

40.MTE.40,43,45

MTE -ARCHITECTURAL MAIN

WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM 40.NAL.040 NAL -PLATFORM

40.MTE.42 STATION BUILDING STRUCTURE

40.MTE.40,43,45 MTE -ARCHITECTURAL MAIN WORKS (INCLUDES CRL PLATFORM & ABOVE PLATFORM

40.MTE.041 VENTILATION BUILDING, INCLUDING MATERIALS AND FINISHES

BOSTONROAD

Appendix D: Public Realm Drawings

DRAWING INDEX

600070 DETAILS - GATES - RG02 - PEDESTRIAN MAINTENANCE GATE - SHEET 01 AS SHOWN B00 01/06/2021 600090 DETAILS - FORMLINER PATTERN - SHEET 01 AS SHOWN B00 01/06/2021

600091 DETAILS - FORMLINER PATTERN - SHEET 02 AS SHOWN B00 01/06/2021

600200 DETAILS - TREE PITS - TM01 - SHEET 01 AS SHOWN B00 01/06/2021

600201 DETAILS - TREE PITS - TM01 - SHEET 02 AS SHOWN B00 01/06/2021

600202 DETAILS - TREE PITS - TM04 - SHEET 01 AS SHOWN B00 01/06/2021

600203 DETAILS - SOFTSCAPE - GB04 - SWALE PLANTING - SHEET 01 AS SHOWN B00 01/06/2021

5.

SHALL BE REFERRED TO THE DESIGNER FOR RESOLUTION BEFORE PROCEEDING WITH THE WORK.

7. THE CONSTRUCTOR SHALL BRING ANY DISCREPANCIES BETWEEN DOCUMENTATION SETS TO THE ATTENTION OF THE DESIGNER WITHOUT DELAY, FOR RESOLUTION BEFORE PROCEEDING WITH THE WORK.

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 4671 STEEL REINFORCING MATERIALS

AS/NZS 4680 HOT DIP GALVANISED

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.

6.

OTHERWISE

FLANGED CHANNEL

R PLAIN BAR GRADE 300E

REF REFER, REFERENCE REINF REINFORCEMENT

RL REDUCED LEVEL

RHS RECTANGULAR HOLLOW SECTION

SHS SQUARE HOLLOW SECTION SS STAINLESS STEEL TBC TO BE

14.ALL SHOP DRAWINGS WHERE APPLICABLE ARE TO BE APPROVED BY THE DESIGNER PRIOR TO MANUFACTURE.

15.ALL MATERIAL SAMPLES TO BE APPROVED BY THE DESIGNER PRIOR TO CONSTRUCTION WITH SUFFICIENT LEAD TIME FOR RE-SAMPLING.

SETTING OUT

1. WORKS UNDER THIS PACKAGE INCLUDE BUT ARE NOT LIMITED TO, SETTING OUT TO SPECIFIED POSITIONS, ALL PLANTS, PAVEMENTS AND LANDSCAPE TREATMENTS AS INDICATED ON THE DETAILED DRAWINGS AND SPECIFICATION.

2. THE CONSTRUCTOR SHALL BE RESPONSIBLE FOR SETTING OUT USING THE ON-SITE DATUM COORDINATES AND DIMENSIONS AS OUTLINED ABOVE USING DIGITAL FILES PROVIDED BY THE DESIGNER. SPECIFIC SETOUT REQUIREMENTS ARE AS OUTLINED WITHIN THE DRAWINGS.

3. THE CONSTRUCTOR SHALL REVIEW THE SITE SURVEYS FOR DIMENSION, LEVEL ACCURACY AND REPORT ANY DISCREPANCIES BEFORE WORKS COMMENCE TO THE DESIGNER.

PREPARATORY WORKS

1. THE CONSTRUCTOR IS TO COORDINATE THE REPATRIATION OF ALL ITEMS WITHIN THE PUBLIC REALM WORKS AREA BACK TO THE ASSET OWNERS. ITEMS INCLUDE, BUT ARE NOT LIMITED TO:

a. PHONE BOOTHS

b. POST BOXES

c. HERITAGE BLUESTONE BASALT KERB STONES

d. LIGHT POLES AND LUMINAIRES

e. PARKING METERS

f. LITTER BINS

g. STREET FURNITURE EQUIPMENT

h. SHELTERS

i. SIGNALS AND POLES

j. SIGNAGE

2. PROTECT ALL SURVEY MARKS.

PAVEMENT NOTES

GENERAL

1. FOR STRUCTURAL DETAILS OF PAVING, KERBING, STREET FURNITURE, SIGNAGE AND LIGHTING FOUNDATIONS REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS.

2. REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS FOR CONCRETE THICKNESSES, STRENGTHS, REINFORCING, JOINTING DETAILS, THICKENINGS TO SLAB EDGES, BASE COURSE, SUB-GRADE PREPARATION, TESTING AND INSPECTION REQUIREMENTS. CONCRETE PAVEMENT

1. ALL INSITU CONCRETE PAVING STRUCTURAL DESIGN AND VARIOUS JOINT TYPES SHALL BE IN ACCORDANCE WITH THE CIVIL DESIGN PACKAGES DRAWINGS AND SPECIFICATIONS. CONCRETE PAVING AGGREGATES, COLOURS AND FINISHES ARE AS OUTLINED WITHIN THE WORKS UNDER THIS PACKAGE.

2. COLOUR, FINISH, SLIP RESISTANCE, SKID RESISTANCE AND STONE CHARACTERISTICS TESTING SAMPLES ARE REQUIRED IN ACCORDANCE WITH THE SPECIFICATION.

3. CONCRETE PAVEMENT SAMPLES ARE REQUIRED FOR APPROVAL OF APPEARANCE AND FINISH. REFER TO THE SPECIFICATION FOR FURTHER REQUIREMENTS. ALL CONCRETE SAMPLES ARE TO BE LAID A MINIMUM OF 21 DAYS IN ADVANCE OF THE INSPECTION TO ENSURE FINISH IS TRUE TO CURED FORM.

2.

3.

4.

5.

CONCRETE STRUCTURES

1.

2. CONSTRUCTION SHALL BE IN ACCORDANCE WITH NZS3109 AND THE SPECIFICATION.

3. UNLESS NOTED OTHERWISE MINIMUM CONCRETE STRENGTH AT 28 DAYS SHALL BE 40 MPa.

4. CONCRETE MIX TO BE IN

6.

1. NOTE: THIS SECTION IS SPECIFIC TO THE VEHICLE BARRIER SURROUNDING THE FENTON STREET PEDESTRIAN AND CYCLE BRIDGE LIFT SHAFT AS DETAILED WITHIN THE DRAWINGS.

2. ALL REINFORCING SHALL BE AS FOLLOWS:

BENDS AND HOOKS

3.

4.

1.

2.

3. REINFORCEMENT SPLICES SHALL NOT BE MADE OTHER THAN THOSE SHOWN ON THE STRUCTURAL DRAWINGS WITHOUT THE PRIOR APPROVAL OF THE DESIGNER. UNLESS NOTED OTHERWISE ON THE DRAWINGS LAP LENGTHS SHALL BE AS GIVEN IN THE TABLE BELOW.

NOTES:

a. TOP BAR FACTOR IS 1.0 FOR ALL VERTICAL BARS (COLUMNS, WALLS) AND FOR HORIZONTAL BARS WITH LESS THAN 300mm OF FRESH CONCRETE CAST BENEATH BAR (TYPICALLY BEAM BOTTOM BARS AND SLAB BARS).

b. STIRRUPS, SPIRALS, HOOPS AND PLAIN ROUND BARS IN CONCRETE REQUIRE HOOKS OR WELDED LAPS, LAP SPLICES SHALL NOT BE USED.

c. FOR GRADE 300 STEEL DECREASE LAP LENGTH x0.6

4. SPIRALS SHALL NOT BE LAP-SPLICED BUT MAY BE WELDED AS INDICATED IN SECTION "WELDING OF REINFORCEMENT". ALTERNATIVELY, SPLICES SHALL BE ACHIEVED BY AN EXTRA HALF TURN OF SPIRAL BARS (OR 48 DIAMETERS IF LARGER) PLUS TERMINATING THE SPIRAL BAR WITH AT LEAST A 135° BEND AND A LEG OF 8 DIAMETERS, AROUND A LONGITUDINAL BAR DIRECTED TOWARDS THE CORE OF THE MEMBER.

5. START AND STOP SPIRAL WITH 1 ½ TURNS AND SINGLE SIDE LAP WELD ACCORDING TO SECTION "WELDING OF REINFORCEMENT".

6. CRANKED BARS SHALL NOT BE USED UNLESS EXPLICITLY SHOWN ON THE DRAWINGS OR OTHERWISE APPROVED BY THE DESIGNER. WHERE THE CRANKED BARS ARE USED THE SLOPED PORTION SHALL BE SLOPED AT 1 TRANSVERSE 12 LONGITUDINAL.

7. MAX TOLERANCE ON SPIRAL SPACING SHALL BE THE SMALLER OF THE FOLLOWING:

FOR 150mm SPACING

b)

c)

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

i)

j)

k) WELDING SYMBOLS SHOWN ON THE DRAWINGS ARE AS PER LATEST EDITION OF

STEEL -GOOD PRACTICE, 2016 (2ND EDITION).

3. WELDED SPLICES SHALL BE CLASS SP AS SPECIFIED IN AS/NZS 1554.1.

4. WELDING ELECTRODES SHALL BE TO AS/NZS 1554.3.

5.

6.

7

1.

2.

3.

4.

5.

SIGNAGE

1. FOR PAVEMENT MARKING AND STATUTORY SIGNAGE TYPES REFER TO THE CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS

2.

3.

STORMWATER AND DRAINAGE

1. FOR ALL LEVELS AND DRAINAGE ELEMENTS REFER TO THE CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS

PLANTING AND

1.

ARCHITECT PRIOR TO LANDSCAPE WORK COMMENCEMENT.

2. WHERE CONFLICTS ARISE BETWEEN PLAN REQUIREMENTS AND PLANT SCHEDULES, THE PLANS SHALL TAKE PRECEDENCE

3. THE CONSTRUCTOR SHALL KEEP ALL AREAS CLEAN AND ORDERLY AT ALL TIMES. WALKWAYS SHALL REMAIN CLEAR OF MUD AND DEBRIS THAT RESULT FROM LANDSCAPE OPERATIONS AND THE WORKS OF OTHERS.

4. ALL PLANT AND GROWING MEDIUM INCLUDING ON SITE TOPSOIL MATERIALS SHALL BE APPROVED BY THE DESIGNER PRIOR TO ORDERING AND IMPLEMENTATION.

5. ALL PLANTING SHALL BE CARRIED OUT UNDER THE DIRECT SUPERVISION OF THE DESIGNER.

6. THE CONSTRUCTOR IS TO COORDINATE AND PROGRAMME THE PLANTING OF ALL TREES & SHRUBS TO OCCUR DURING COOLER MONTHS BETWEEN JUNE TO AUGUST. CONSTRUCTOR IS TO SUBMIT PROGRAM FOR APPROVAL. PREPARATION

1. PLANTING AREAS ARE TO BE EXCAVATED AND CLEAN OF ALL CONTAMINATED MATERIALS DETRIMENTAL TO THE HEALTH OF VEGETATION SUCH AS OIL, DIESEL, CEMENT, WEEDS AND THE LIKE PRIOR TO PLACEMENT OF APPROVED TOPSOIL.

2. TOPSOIL QUALITY TESTING AND REPORTING REQUIREMENTS SHALL BE UNDERTAKEN AS PER SPECIFICATION.

3. TOPSOIL TO BE PLACED IN LIGHTLY COMPACTED LAYERS OF NO MORE THAN 100MM DEPTH AS PER SPECIFICATION. CONSTRUCTOR TO ENSURE NO HEAVY PLANT OR MACHINERY ON TOPSOIL OR WITHIN PLANTING AREAS FOLLOWING PLACEMENT.

4. GENERALLY THE FINISHED SURFACE SOIL LEVEL IS TO BE 50MM HIGHER THAN ADJACENT PAVING INTERFACE IN THE MIDDLE OF PLANTED AREAS, UNLESS OTHERWISE STATED. MULCH LEVEL AT KERB OR PAVING INTERFACE TO BE NOMINAL 50MM LOWER THAN ADJACENT PAVING FOLLOWING SETTLING.

5. SPECIALIST GROWING MEDIUM MIXES SHALL BE AS PER SPECIFICATION

6. CONTROLLED SLOW, RELEASE FERTILISER IS TO BE INCLUDED PER PLANT AS PER SPECIFICATION

7. MULCH TYPE SHALL BE AS PER SPECIFICATION TO DESIGNER APPROVAL. SUBMIT A SAMPLE PRIOR TO LAYING.

8. ALL VEGETATED AREAS TO BE PLANTED SHALL BE SPRAYED WITH 2 TO 3 APPLICATIONS (AS REQUIRED) OF APPROVED HERBICIDE TWO WEEKS APART AND TWO WEEKS PRIOR TO FINAL CLEARING FOR PLANTING. CONSTRUCTOR IS TO ALLOW A MINIMUM 14 DAY PERIOD FOLLOWING TOPSOIL PLACEMENT BEFORE SPRAYING TO ALLOW SUFFICIENT TIME FOR ANY WEED SPECIES PRESENT TO GERMINATE.

9. CONSTRUCTOR IS TO ENSURE ALL SHRUB SPECIES ARE SET BACK MIN. 500MM FROM EDGE OF ADJACENT STRUCTURES, FOOTPATHS AND KERBS.

DELIVERY AND HANDLING

1. NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ALL PLANT MATERIAL IS WEED, DISEASE AND PEST FREE PRIOR TO DELIVERY TO SITE. A METHODOLOGY SHALL BE SUPPLIED TO THE DESIGNER FOR APPROVAL TO ENSURE THE SITE IS NOT CONTAMINATED WITH ANY WEED, DISEASE OR PEST SPECIES. PARTICULAR FOCUS SHALL BE ON KAURI DIEBACK, MYRTLE RUST AND RAINBOW SKINKS. NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ADHERENCE WITH THE MYRTLE RUST NURSERY MANAGEMENT PROTOCOL. ALL PLANT MATERIAL IS TO BE INSPECTED PRIOR TO DELIVERY TO SITE. ANY EVIDENCE OF MYRTLE RUST SHALL BE NOTIFIED TO THE DESIGNER IMMEDIATELY AND PLANT STOCK SHALL NOT BE DELIVERED TO SITE.

2. THE DESIGNER SHALL BE NOTIFIED OF THE DELIVERY SCHEDULE IN ADVANCE SO THE PLANT MATERIAL MAY BE INSPECTED UPON ARRIVAL AT THE SITE. ALL UNACCEPTABLE PLANT MATERIAL SHALL BE REMOVED FROM THE SITE IMMEDIATELY.

3. PLANTS SHALL BE INSTALLED AS SOON AS POSSIBLE AFTER DELIVERY TO THE SITE. PLANT MATERIAL SHALL BE PROTECTED FROM EXPOSURE TO WIND AND DIRECT SUNLIGHT PRIOR TO INSTALLATION. PLANTS NOT INSTALLED ON THE DAY OF ARRIVAL SHALL BE STORED IN SHADED AREAS, PROTECTED FROM THE WIND AND MAINTAINED AND WATERED TO GOOD HORTICULTURAL STANDARDS UNTIL PLANTED. CARE SHALL BE TAKEN TO ENSURE THAT THE PLANTS DO NOT DRY OUT. NO PLANT SHALL BE STORED ON SITE FOR MORE THAN 3 DAYS PRIOR TO PLANTING.

4. CARE SHALL BE TAKEN TO AVOID INJURY TO THE PLANTS. MATERIAL SHALL NOT BE DROPPED FROM VEHICLES. PLANTS SHALL BE HANDED CAREFULLY TO AVOID CRACKING OR BREAKING THE EARTH BALL. CONTAINER GROWN PLANTS SHALL BE HANDLED BY THE CONTAINER. PLANTS SHALL NOT BE HANDLED BY THE TRUNK OR STEM.

5. PLANTS TO BE HARDENED-OFF SUITABLE FOR THE SITE AND ITS CONDITIONS 20 WORKING DAYS IN ADVANCE OF DELIVERY TO SITE. SPECIMEN TREES

1. REFER TO SPECIFICATION FOR GROWING MEDIUM REQUIREMENTS FOR NEW TREES.

2. ALL NEW TREES TO BE REVIEWED AT THE NURSERY BY THE CONSTRUCTOR, DESIGNER AND AUCKLAND COUNCIL ARBORIST PRIOR TO DELIVERY TO SITE. REFER TO THE SPECIFICATION.

3. ALL EXISTING TREES TO BE RETAINED TO BE PROTECTED UNLESS OTHERWISE STATED WITHIN

REQUIREMENTS

MIX: PROPRIETARY PAVING UNIT. MANUFACTURER SPECIFIED

SIZE (MM): 300 X 300 X 60 LAYING PATTERN: STACK JOINTING: JF01 BETWEEN UNITS. JS01.A TO OUTER EDGE.

NOTES: TO AS/NZS 1428.4.1 REQUIREMENTS

PF02 TACTILE GROUND SURFACE INDICATOR - DIRECTIONAL

MATERIAL: PRE-CAST CONCRETE

FINISH: SLIP RESISTANT TO AS/NZS 1428.4.1 REQUIREMENTS

COLOUR: YELLOW TO AS/NZS 1428.4.1 REQUIREMENTS

MIX: PROPRIETARY PAVING UNIT. MANUFACTURER SPECIFIED

SIZE (MM): 300 X 300 X 60

LAYING PATTERN: STACK

JOINTING: JF01 BETWEEN UNITS. JS01.A TO OUTER EDGE.

NOTES: TO AS/NZS 1428.4.1 REQUIREMENTS

PF03 RESIN BOUND DECORATIVE AGGREGATE

MATERIAL: INSITU RESIN BOUND AGGREGATE FINISH: SLIP RESISTANT WITH GLASS QUARTZ SAND ADDITIVE

COLOUR: NON-YELLOWING ALIPHATIC BINDER MIX: AGGREGATE: 6 10 MM "VIKING SKULL"

SIZE (MM): VARYING LENGTH X VARYING WIDTH X 50MM THICK

LAYING PATTERN: N/A

JOINTING: N/A NOTES: INSTALL IN ACCORDANCE WITH MANUFACTURERS SPECIFICATIONS.

PF04 SANDBLAST FEATURE BAND MATERIAL: INSITU CONCRETE FINISH: HEAVY SANDBLAST

COLOUR: INTEGRAL TO CONCRETE PANEL BEING APPLIED TO MIX: INTEGRAL TO CONCRETE PANEL BEING APPLIED TO

SIZE (MM): VARIES LAYING PATTERN: N/A

JOINTING: N/A

NOTES: REFER TO CIVIL DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

PF20 BLACK DETAILED ROAD MARKING PAINT MATERIAL: NZTA M/7 APPROVED ROAD MARKING PRODUCT.

FINISH: NZTA M/7 REQUIREMENTS

COLOUR: BLACK TO LANDSCAPE ARCHITECT APPROVAL

MIX: N/A

SIZE (MM): VARYING LENGTH X 200MM WIDE X NZTA M/7 REQUIRED THICKNESS

LAYING PATTERN: N/A JOINTING: N/A NOTES: TO COMPLY WITH NZTA M/7 REQUIREMENTS

PAVING (ASPHALT)

PA01 ASPHALT CARRIAGEWAY MATERIAL: ASPHALT FINISH: VARIES COLOUR: N/A MIX: VARIES THICKNESS (MM): VARIES

JOINTING: N/A NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KERB, CHANNEL AND EDGING

KC## KERB, CHANNEL AND EDGING (CONCRETE)

KC01 PRAM CROSSING AND TRANSITION KERB

MATERIAL: INSITU CONCRETE

FINISH: U3 SMOOTH TROWEL TO CHANNEL. PRAM RAMP TO MATCH ADJACENT FOOTPATH.

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 600MM WIDE X 200MM THICK WITH 15MM CHANNEL INVERT

JOINTING: JC01

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN,

SAMPLES AND TESTING REQUIREMENTS

KC02 COMMERCIAL VEHICLE CROSSING

MATERIAL: INSITU CONCRETE

FINISH: U3 SMOOTH TROWEL TO CHANNEL. U5E LIGHTLY EXPOSED AGGREGATE TO VEHICLE

CROSSING RAMP.

COLOUR: 4KG/M³ BLACK OXIDE

MIX: 10MM GREYWACKE CHIP WITH FINES

JOINTING: JC01. CRACK CONTROL JOINTS TO BE LOCATED EITHER SIDE OF VEHICLE CROSSINGS

AND AS SHOWN WITHIN AT TRANSPORT DESIGN MANUAL STANDARD DETAILS

NOTES: REFER TO AT TRANSPORT DESIGN MANUAL STANDARD DETAILS VX0201-VX0204. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC03 SHARED SPACE V-DISH CHANNEL

MATERIAL: INSITU CONCRETE

FINISH: TO MATCH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04 INCLUDING PF04

SANDBLASTING.

COLOUR: TO MATCH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04

SIZE (MM): VARYING LENGTH X 600MM WIDE X 210MM THICK WITH 30MM INVERT

JOINTING: JC01. ALIGN WITH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04

NOTES: REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS. DRAWINGS CRL-WFC-ROA-LKADRG-314161-314163 SECTIONS G, I, L AND M

KC06.A PRECAST KERB AND CHANNEL

MATERIAL: PRECAST CONCRETE

FINISH: F4

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 125MM WIDE X 200MM THICK WITH 20MM CHAMFER TO FRONT

EDGE.

JOINTING: JC04

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

JOINTING

JOINTING: JS07

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KS01.B HERITAGE 'BLUE STONE' KERB AND NIB MATERIAL: BASALT 'BLUE STONE' KERB WITH INSITU CONCRETE NIB FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH)

SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) WITH VARYING UPSTAND FROM 0-150 (MEASURED FROM CHANNEL INVERT)

JOINTING: JS07

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KS01.D HERITAGE 'BLUE STONE' KERB NO CHANNEL

MATERIAL: BASALT 'BLUE STONE' FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH)

SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) SET FLUSH WITH ADJACENT PAVEMENT.

JOINTING: JS01

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS.

KS03 V-DISH CHANNEL

MATERIAL: ASIAN BASALT G3027

FINISH: PITCHED AND HAND POINTED SIZE (MM): 95 X 95 X 80 LAYING PATTERN: STACK BOND

JOINTING: J02

NOTES: WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE PS01.C OVERSIZED SETT AND CUT TO SUIT

KERB, CHANNEL AND EDGING (FEATURE)

KF01 SPEED TABLE CHANNEL DRAIN

MATERIAL: (CHANNEL) - APPROVED PROPRIETARY HEAVY DUTY CHANNEL DRAIN (GRATE) - CLASS D400 DUCTILE IRON LOCKED GRATE 'HEEL GUARD' TYPE. ANTI SKID TO AS/NZS 3996

SIZE (MM): REFER AUCKLAND TRANSPORT TDM TECHNICAL STANDARDS SED NO. TC0010 SECTION

B-B (ALTERNATE OPTION)

NOTES: REFER CIVIL ENGINEER DOCUMENTATION FOR DETAILS

KF02 VEHICLE BARRIER

MATERIAL:

FURNITURE AND STRUCTURES

PLANTING

SPECIMEN TREE

TM01 FENTON STREET - SINGLE TREEPIT

GRADE SPECIES: 400L METROSIDEROS EXCELSA ""MĀORI PRINCESS"" (POHUTUKAWA CULTIVAR)

FINISH: MIN. 50MM THICK 6-10MM 'VIKING SKULL' OR SIMILAR APPROVED BLACK CHIP RESIN BOUND

AGGREGATE SURROUND. ALLOW 5MM THICK 210MM PROFILE 316 STAINLESS STEEL EDGE TRIM PLATE

AS PERMANENT FORMWORK.

STRATACELL: 300NO. STRATACELL 60 SERIES MODULES

SOIL VOLUME: 16.3M3

TREE GUARD: N/A

ACTIVE IRRIGATION SYSTEM: N/A

PASSIVE IRRIGATION POINT: 150MM DIA. ALLPROFF STORM SERIES GRATE.

IRRIGATION PIPE:65MM DIA. 'ROOT RAIN' TYPE EX. GREEN BLUE URBAN OR SIMILAR APPROVED.

DRAINAGE: 150MM THICK TNZ F/2 DRAINAGE LAYER WRAPPED IN BIDIM A19 GEOTEXTILE WITH CENTRALLY PLACED 65MM DIA. HDPE PERFORATED DRAINAGE COIL WRAPPED IN AN APPROVED FILTER

PARALLEL FLANGE CHANNEL FINISH: PAINT FINISH (TYPE TO BE CONFIRMED)

FURNITURE (PROPRIETARY)

SPECIFICATION

FP03 - 'SHEFFIELD STYLE' BIKE RACK PRODUCT AUCKLAND PROPRIETARY CBD SUITE 'SHEFFIELD STYLE' BIKE RACK MATERIAL 316 STAINLESS STEEL

PRIOR

MANUFACTURE OF

FP03.A - 'SHEFFIELD STYLE' BIKE RACK WITH eBIKE CHARGER PLINTH AND COMPONENTRY PRODUCT AUCKLAND PROPRIETARY CBD SUITE 'SHEFFIELD STYLE' BIKE RACK MATERIAL 316 STAINLESS STEEL FINISH BRUSHED FIXING :REFER TO CIVIL ENGINEER DOCUMENTATION

SOCK CONNECTED TO 200MM DIAMETER BORE 1.5M DEEP HOLE FILLED WITH 200MM PERFORATED

NEXUS HI-WAY PE PIPE (OR APPROVED EQUIVALENT) WRAPPED IN A FILTER SOCK. FILL PIPE WITH 40/20

DRAINAGE MATERIAL TO UNDER SIDE OF 150MM THICK F2 DRAINAGE, RUN GEOTEXTILE OVER TOP OF

BORE. TREE ANCHOR: ROOTBALL GUYING SYSTEM. 'DEADMAN' TYPE EX. PLATIPUS EARTH ANCHORING

SYSTEMS OR SIMILAR APPROVED.

NOTES: TREEPITS ARE IN CLOSE PROXIMITY

FP07 - AUCKLAND CBD BOLLARD (REMOVABLE)

PARRISIAE (PUKUPUKU)

5% ENTELEA ARBORESCENS (WHAU)

20% FREYCINETIA BANKSII (KIEKIE)

5% PEPEROMIA URVILLEANA (WHARANUI)

20% PIPER EXCELSUM (KAWAKAWA)

5% PYRROSIA ELEAGNIFOLIA (OTA)

15% ZEALANDIA PUSTULATA (KOWAOWAO)

GRADE: MIN 1.5L GRADE AT 750MM CENTRES

SETOUT: OFFSET STAGGERED ROWS - QUINCUNX ARRANGEMENT. REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION UNDER BASALT SPALLS IN LOOSE STACK SOURCED FROM MT EDEN 'SITE WON' MATERIAL WITH A MINIMUM NOMINAL DIAMETER OF 300MM TO DETER VANDALISM / THROWING.

SPACING: 750MM CENTRES (2 PLANTS PER M2) NOTES: NOTES SPECIES TO BE ECO-SOURCED (WHERE POSSIBLE) FROM WITHIN THE 'ALMORAH ROCK FOREST' AND 'WITHIEL THOMAS RESERVE' ON MT EDEN. SUPPLIER IS TO OBTAIN ALL REQUIRED SEED COLLECTION PERMISSIONS AND ALLOW TIME FRAME WITHIN THE CONSTRUCTION PROGRAMME TO DO SO.

GB04 SWALE MIX

SPECIES MIX: APODASMIA SIMILIS (OIOI) CORDYLINE AUSTRALIS (TI KOUKA) FICINIA NODOSA (WIWI) CYPERUS USTULATUS (TOETOE) CAREX LESSONIANA (RAUTAHI)

GRADE: MIN 1.5L GRADE AT 750MM CENTRES

SETOUT: OFFSET STAGGERED ROWS - QUINCUNX ARRANGEMENT. REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION UNDER

BASALT SPALLS IN LOOSE STACK SOURCED FROM MT EDEN 'SITE WON' MATERIAL WITH A MINIMUM NOMINAL DIAMETER OF 300MM TO DETER VANDALISM / THROWING.

SPACING: 750MM CENTRES (2 PLANTS PER M2) NOTES: NOTES SPECIES TO BE ECO-SOURCED (WHERE POSSIBLE) FROM WITHIN THE 'ALMORAH ROCK FOREST' AND 'WITHIEL THOMAS RESERVE' ON MT EDEN. SUPPLIER IS TO OBTAIN ALL REQUIRED SEED COLLECTION PERMISSIONS AND ALLOW TIME FRAME WITHIN THE CONSTRUCTION PROGRAMME TO DO SO.

KORARISTREET RURUSTREET KORARISTREET NIKAUSTREET

SNGAHURA

CRL-MTE-URB-LKA-DWG-140001

CRL-MTE-URB-LKA-DWG-140002

CRL-MTE-URB-LKA-DWG-140003

CRL-MTE-URB-LKA-DWG-140004

CRL-MTE-URB-LKA-DWG-140005

LAYOUT PLANS AND DETAILS: ROAD LAYOUT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-511### ROAD MARKING AND SIGNAGE: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-512### ROAD KERB LINES: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-513### ROAD PAVEMENT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-514###

STREET LIGHTING: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-515### UTILITIES: DRAWING SERIES CRL-MTE-UTI-LKA-DRG-521### - 524###

6. ALL UTILITY LIDS SHOWN ARE FOR COORDINATION ONLY BASED ON LOCATIONS PROVIDED WITHIN THE CIVIL WORKS (UTILITIES) DRAWINGS LISTED ABOVE. LOCATIONS AND NUMBER OF LIDS

ROAD MARKING AND SIGNAGE: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-512### ROAD KERB LINES: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-513### ROAD PAVEMENT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-514### STREET LIGHTING: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-515### UTILITIES: DRAWING SERIES CRL-MTE-UTI-LKA-DRG-521### - 524###

6. ALL UTILITY LIDS SHOWN ARE FOR COORDINATION ONLY BASED ON LOCATIONS PROVIDED WITHIN THE

FOR CONTINUATION REFER 140003

MARKING AND SIGNAGE: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-512### ROAD KERB LINES: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-513### ROAD

2.

4. ROAD MARKING, LIGHTING, UTILITIES AND SIGNAGE ARE SHOWN INDICATIVELY FOR COORDINATION ONLY. REFER CIVIL WORKS PACKAGE 40-MTE-090 FOR DETAILS.

5. REFER TO THE FOLLOWING CIVIL WORKS (ROADS AND UTILITIES) DRAWINGS FOR LAYOUT PLANS AND DETAILS: ROAD LAYOUT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-511###

ROAD MARKING AND SIGNAGE: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-512###

ROAD KERB LINES: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-513###

ROAD PAVEMENT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-514###

STREET LIGHTING: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-515###

UTILITIES: DRAWING SERIES CRL-MTE-UTI-LKA-DRG-521### - 524###

6. ALL UTILITY LIDS SHOWN ARE FOR COORDINATION ONLY BASED ON LOCATIONS PROVIDED WITHIN THE CIVIL

CLASHES TO BE RESOLVED ONSITE AND APPROVED BY THE LANDSCAPE ARCHITECT.

7. REFER TO CRL-SYW-ROA-LKA-SPE-800000 FOR CIVIL WORKS (ROADS) SPECIFICATION

8. REFER TO CRL-SYW-URB-LKA-SPE-800000

ROAD KERB LINES: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-513### ROAD PAVEMENT: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-514###

LIGHTING: DRAWING SERIES CRL-MTE-ROA-LKA-DRG-515### UTILITIES: DRAWING SERIES CRL-MTE-UTI-LKA-DRG-521### - 524###

150X250X10MM THICK EQUAL ANGLE BRACKET FIXED TO WALL WITH RAMSET CHEMSET MAXIMA

1 RF02.A -3D VIEW

7.

SECURITY BALUSTRADE (OPERATIONAL ORIENTED) -3D VIEW

CHAIN LINK FENCE CHAIN LINK MESH WITH 50mm DIAMOND APERTURE, BLACK BONDED PVC. INSTALLED USING TIES, WIRES AND HARDWARE IN ACCORDANCE WITH MANUFACTURES SPECIFICATION 60mm OD / 50mm NB POSTS TO INTERMEDIATE

POSTS TO BE HDG AND PAINTED USING SPECIFIED PAINT SYSTEM

POSTS TO HAVE MINIMUM 1200mm EMBEDMENT INTO BEARING GROUND LARGE GRADE BASALT BOULDERS AND SPALLS IN LOOSE STACK SOURCED FROM MT EDEN 'SITE WON' MATERIAL WITH A MINIMUM NOMINAL DIAMETER OF 500MM TO DETER VANDALISM THROWING. FOR LARGER BOULDERS BETWEEN 1000-1500MM IN DIAMETER ENSURE NOMINAL 1/3 BOULDER IS BURIED BELOW GROUND. LANDSCAPE ARCHITECT TO CONFIRM BOULDER PLACEMENT AND SELECTION.

1.5L GRADE CLIMBING PLANTING AT 1m CENTERS. REFER SPECIFICATION.

MIN.

LAYER OF GOOD QUALITY TOPSOIL. REFER SPECIFICATION. 20MPa

75x50x5mm THICK RHS POST WELDED TO FLANGE PLATE WITH WITH 4mm FWAR E48XX/W50XSP

2 X 80x35x5mm THICK FOLDED PLATE WELDED TO FRAME AND ADJACENT RHS WITH 4mm FWAR AND PRE-DRILLED HOLE FOR PADLOCK.

INSIDE STRATACELL MODULES.

RS20 ROOTSTOP OR SIMILAR APPROVED

ROOT BARRIER PRODUCT OVERLAP JOINS BY MIN. 300MM AND SEAL WITH PROPRIETARY TAPE.

APPROVED FILTERGRID GEOTEXTILE CLOTH.

GAP65 BACKFILL COMPACTED IN MAX 200MM LIFTS.

'STRATACELL 60 SERIES' STRUCTURAL MODULE

MIN 150MM AP40 COMPACTED TO 95% TO SUPPORT AND PROVIDE A LEVEL SURFACE FOR STRATA CELL MODULES.

VARIABLERADIUS100MM,200MM,300MM,

50MM THICK RESIN BOUND AGGREGATE. 6-10MM 'VIKING SKULL' OR SIMILAR APPROVED

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 WORKS ARBORIST.

LOOSE DECORATIVE AGGREGATE COLLAR. 6-10MM GREYWACKE OR SIMILAR APPROVED.

5MM THICK 100MM PROFILE 316 STAINLESS STEEL EDGE TRIM PLATE WITH FIXING CLEATS AT MAX 400MM CENTRES FIXED WITH APPROVED PEGS.

'STRATACELL 60 SERIES' STRUCTURAL MODULE EX. METRO GREEN. BACKFILL WITH TOPSOIL AS PER SPECIFICATION.

MIN. 50MM THICK RESIN BOUND AGGREGATE. 6-10MM 'VIKING SKULL' OR SIMILAR APPROVED BLACK CHIP.

APPROVED PERMEABLE AGGREGATE BASE COURSE COMPACTED TO A RATE AGREED WITH THE WORKS ARBORIST.

ROOTBALL GUYING SYSTEM. 'DEADMAN' EX. PLATIPUS EARTH ANCHORING SYSTEM OR SIMILAR APPROVED. LANDSCAPE ARCHITECT AND WORKS ARBORIST TO APPROVE PRIOR TO BACKFILLING.

ROOTBALL CAVITY BACKFILLED WITH LIGHTLY COMPACTED TOPSOIL. REFER LANDSCAPE SPECIFICATION FOR DETAILS.

200MM DIAMETER BORE 1.5M DEEP HOLE FILLED WITH 200MM PERFORATED NEXUS HI-WAY PE PIPE (OR APPROVED EQUIVALENT) WRAPPED IN A FILTER SOCK. FILL PIPE WITH 40/20 DRAINAGE MATERIAL TO UNDER SIDE OF 150MM THICK F2 DRAINAGE, RUN GEOTEXTILE OVER TOP OF BORE.

GAP65

DRAWING INDEX

DRAWING INDEX

1.STRUCTURAL, CIVIL, GEOTECHNICAL, LANDSCAPING, ARCHITECTURAL, URBAN DESIGN, MECHANICAL AND ELECTRICAL, UTILITIES, LIGHTING AND DRAINAGE DRAWINGS SHALL BE READ IN CONJUNCTION WITH EACH OTHER AND WITH THE SPECIFICATIONS. ANY DISCREPANCIES SHALL BE REFERRED TO THE DESIGNER FOR RESOLUTION. IN PARTICULAR REFERENCE THE FOLLOWING PROJECT SPECIFICATIONS:

a.URBAN

b.STORMWATER AND DRAINAGE

c.CIVIL ROADING

d.STRUCTURAL CONCRETE

e.STRUCTURAL STEELWORK

1.40-EFC-030

2.40-EFC-035

6.THE

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

APPROXAPPROXIMATE

CLCENTRE LINE

CRSCENTRES

DDEFORMED BAR GRADE 300E

DETDETAIL

DIADIAMETER

DIMDIMENSION

DRGDRAWING

EAEQUAL ANGLE

E&BEARTHING & BONDING

FGLFINISHED GROUND LEVEL

FLFINISHED LEVEL

FSLFINISHED SURFACE LEVEL

FPBWFULL PENETRATION BUTT WELD

FWFILLET WELD

FWARFILLET WELD ALL ROUND

GLGROUND LEVEL

HDDEFORMED BAR GRADE 500E

HDGHOT DIP GALVANISED

HRPLAIN BAR GRADE 500E

IDINSIDE DIAMETER

ILINVERT LEVEL

MMESH GRADE 500E

MAXMAXIMUM

MINMINIMUM

MSMILD STEEL GRADE 300

NOMNOMINAL

NTSNOT TO SCALE

ODOUTSIDE DIAMETER

OHLEOVER HEAD LINE EQUIPMENT

PFCPARALLEL FLANGED CHANNEL

RPLAIN BAR GRADE 300E

REFREFER, REFERENCE

REINFREINFORCEMENT

RLREDUCED LEVEL

RHSRECTANGULAR HOLLOW SECTION

SHSSQUARE HOLLOW SECTION

SSSTAINLESS STEEL

TBCTO BE CONFIRMED

THKTHICK

TOFTOP OF FOOTING

TOKTOP OF KERB

TOSTOP OF STEEL

TOWTOP OF WALL

TYPTYPICAL

UAUNEQUAL ANGLE

UBUNIVERSAL BEAM

UCUNIVERSAL COLUMN

UNOUNLESS NOTED OTHERWISE

14.ALL SHOP DRAWINGS WHERE APPLICABLE ARE TO BE APPROVED BY THE DESIGNER PRIOR TO MANUFACTURE.

15.ALL MATERIAL SAMPLES TO BE APPROVED BY THE DESIGNER PRIOR TO CONSTRUCTION WITH SUFFICIENT LEAD TIME FOR RE-SAMPLING.

SETTING OUT

1.WORKS UNDER THIS PACKAGE INCLUDE BUT ARE NOT LIMITED TO, SETTING OUT TO SPECIFIED POSITIONS, ALL PLANTS, PAVEMENTS AND LANDSCAPE TREATMENTS AS INDICATED ON THE DETAILED DRAWINGS AND SPECIFICATION.

2.THE CONSTRUCTOR SHALL BE RESPONSIBLE FOR SETTING OUT USING THE ON-SITE DATUM COORDINATES AND DIMENSIONS AS OUTLINED ABOVE USING DIGITAL FILES PROVIDED BY THE DESIGNER. SPECIFIC SETOUT REQUIREMENTS ARE AS OUTLINED WITHIN THE DRAWINGS.

3.THE CONSTRUCTOR SHALL REVIEW THE SITE SURVEYS FOR DIMENSION, LEVEL ACCURACY AND REPORT ANY DISCREPANCIES BEFORE WORKS COMMENCE TO THE DESIGNER.

PREPARATORY WORKS

1.THE CONSTRUCTOR IS TO COORDINATE THE REPATRIATION OF ALL ITEMS WITHIN THE PUBLIC REALM WORKS AREA BACK TO THE ASSET OWNERS. ITEMS INCLUDE, BUT ARE NOT LIMITED TO:

a.PHONE BOOTHS

b.POST BOXES

c.HERITAGE BLUESTONE BASALT KERB STONES

d.LIGHT POLES AND LUMINAIRES

e.PARKING METERS

f.LITTER BINS

g.STREET FURNITURE EQUIPMENT

h.SHELTERS

i.SIGNALS AND POLES

j.SIGNAGE

2.PROTECT ALL SURVEY MARKS.

PAVEMENT NOTES

GENERAL

1.FOR STRUCTURAL DETAILS OF PAVING, KERBING, STREET FURNITURE, SIGNAGE AND LIGHTING FOUNDATIONS REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS.

2.REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS FOR CONCRETE THICKNESSES, STRENGTHS, REINFORCING, JOINTING DETAILS, THICKENINGS TO SLAB EDGES, BASE COURSE, SUB-GRADE PREPARATION, TESTING AND INSPECTION REQUIREMENTS.

CONCRETE PAVEMENT

1.ALL INSITU CONCRETE PAVING STRUCTURAL DESIGN AND VARIOUS JOINT TYPES SHALL BE IN ACCORDANCE WITH THE CIVIL DESIGN PACKAGES DRAWINGS AND SPECIFICATIONS. CONCRETE PAVING AGGREGATES, COLOURS AND FINISHES ARE AS OUTLINED WITHIN THE WORKS UNDER THIS PACKAGE.

2.COLOUR, FINISH, SLIP RESISTANCE, SKID RESISTANCE AND STONE CHARACTERISTICS TESTING SAMPLES ARE REQUIRED IN ACCORDANCE WITH THE SPECIFICATION.

3. CONCRETE PAVEMENT SAMPLES ARE REQUIRED FOR APPROVAL OF APPEARANCE AND FINISH. REFER TO THE SPECIFICATION FOR FURTHER REQUIREMENTS. ALL CONCRETE SAMPLES ARE TO BE LAID A MINIMUM OF 21 DAYS IN ADVANCE OF THE INSPECTION TO ENSURE FINISH IS TRUE TO CURED FORM.

STONE PAVEMENT

1.PROVIDE QUARRY (SHOP) DRAWINGS FOR TYPICAL AND SPECIAL STONE UNIT TYPES IN ACCORDANCE WITH THE SPECIFICATION FOR THE APPROVAL OF THE DESIGNER PRIOR TO THE COMMENCEMENT OF MANUFACTURE.

2.ALL VISIBLE STONE EDGES TO HAVE 1MM CHAMFER UNLESS OTHERWISE NOTED.

3.ALL STONE PAVING TO BE FINISHED WITH SEALER. REFER TO THE SPECIFICATION.

4.REFER TO THE KEYNOTES DRAWINGS FOR CODES, STONE TYPES AND FINISHES.

5.REFER TO THE GENERAL ARRANGEMENT DRAWINGS FOR SPECIFIC LOCATIONS OF

6.STONE

7.STONE

8.ALL

9.ALL

3.PROVIDE

4.ALL STONE TO BE CUT ALL SIDES WITH TOP SURFACE, FRONT FACE AND OTHER VISIBLE SURFACES FINISHED TO

AND FINISHES SPECIFIED (UNLESS OTHERWISE INDICATED).

5.ALL STONE EDGES TO TOP (VISIBLE) SURFACE TO HAVE 1MM CHAMFER UNLESS OTHERWISE NOTED.

CONCRETE STRUCTURES

1.NOTE: THIS SECTION IS SPECIFIC TO THE VEHICLE BARRIER SURROUNDING THE FENTON STREET PEDESTRIAN AND CYCLE BRIDGE LIFT SHAFT AS DETAILED WITHIN THE DRAWINGS.

2.CONSTRUCTION SHALL BE IN ACCORDANCE WITH NZS3109 AND THE SPECIFICATION.

3.UNLESS NOTED OTHERWISE

4.CONCRETE MIX TO BE IN ACCORDANCE WITH THE STRUCTURAL CONCRETE SPECIFICATION. CONCRETE SHALL BE

5.SCHEDULE

6.ALL

1.

2.ALL REINFORCING SHALL BE AS FOLLOWS:

BENDS AND HOOKS

1.STEEL

2.MATERIALS

3.STEEL

4.FABRICATION

3.REINFORCEMENT SPLICES SHALL NOT BE MADE OTHER THAN THOSE SHOWN ON THE STRUCTURAL DRAWINGS WITHOUT THE PRIOR APPROVAL OF THE DESIGNER. UNLESS NOTED OTHERWISE ON THE DRAWINGS LAP LENGTHS SHALL BE AS GIVEN IN THE TABLE BELOW.

595715950 119014851900 460550735915 11451485

1.0 515620825 103012901645

11501475

NOTES:

a.TOP BAR FACTOR IS 1.0 FOR ALL VERTICAL BARS (COLUMNS, WALLS) AND FOR HORIZONTAL BARS WITH LESS THAN 300mm OF FRESH CONCRETE CAST BENEATH BAR (TYPICALLY BEAM BOTTOM BARS AND SLAB BARS).

b.STIRRUPS, SPIRALS, HOOPS AND PLAIN ROUND BARS IN CONCRETE REQUIRE HOOKS OR WELDED LAPS, LAP SPLICES SHALL NOT BE USED.

c.FOR GRADE 300 STEEL DECREASE LAP LENGTH x0.6

4.SPIRALS SHALL NOT BE LAP-SPLICED BUT MAY BE WELDED AS INDICATED IN SECTION "WELDING OF REINFORCEMENT". ALTERNATIVELY, SPLICES SHALL BE ACHIEVED BY AN EXTRA HALF TURN OF SPIRAL BARS (OR 48 DIAMETERS IF LARGER) PLUS TERMINATING THE SPIRAL BAR WITH AT LEAST A 135° BEND AND A LEG OF 8 DIAMETERS, AROUND A LONGITUDINAL BAR DIRECTED TOWARDS THE CORE OF THE MEMBER.

5.START AND STOP SPIRAL WITH 1 ½ TURNS AND SINGLE SIDE LAP WELD ACCORDING TO SECTION "WELDING OF REINFORCEMENT".

6.CRANKED BARS SHALL NOT BE USED UNLESS EXPLICITLY SHOWN ON THE DRAWINGS OR OTHERWISE APPROVED BY THE DESIGNER. WHERE THE CRANKED BARS ARE USED THE SLOPED PORTION SHALL BE SLOPED AT 1 TRANSVERSE 12 LONGITUDINAL.

7.MAX TOLERANCE ON SPIRAL SPACING SHALL BE THE SMALLER OF THE FOLLOWING: a.OVER 1 SPIRAL PITCH: +10mm FOR 150mm

2.BENDS

2016 (2ND EDITION).

3.WELDED SPLICES SHALL BE CLASS SP AS SPECIFIED IN AS/NZS 1554.1.

4.WELDING ELECTRODES SHALL BE TO AS/NZS 1554.3.

5.QUENCHED AND TEMPERED

b)ALL

c)UNLESS

d)UNO

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

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

WELD

CONCRETE

CONCRETE

CONCRETE 50 MPa STEEL GRADE 500 MPa 170205275340425545 120145195240300385 BAR LAP SPLICE TABLE

CONCRETE 60 MPa STEEL GRADE 500 MPa 155190250310390500 110135175220275350 COVER FACTOR = 1 COVER FACTOR = 0.7 COVER FACTOR = 1 COVER FACTOR = 0.7 COVER FACTOR = 1 COVER FACTOR = 0.7

NOTES:

a.SIDE

c.INTERPOLATE FOR

135160215270335430

WELD DIMENSIONS

LANDSCAPE ARCHITECT PRIOR TO LANDSCAPE WORK COMMENCEMENT.

MARKINGS & SIGNAGE

1.ANY

2.WHERE CONFLICTS ARISE BETWEEN PLAN REQUIREMENTS AND PLANT SCHEDULES, THE PLANS SHALL TAKE PRECEDENCE

3.THE CONSTRUCTOR SHALL KEEP ALL AREAS CLEAN AND ORDERLY AT ALL TIMES. WALKWAYS SHALL REMAIN CLEAR OF MUD AND DEBRIS THAT RESULT FROM LANDSCAPE OPERATIONS AND THE WORKS OF OTHERS.

4.ALL PLANT AND GROWING MEDIUM INCLUDING ON SITE TOPSOIL MATERIALS SHALL BE APPROVED BY THE DESIGNER PRIOR TO ORDERING AND IMPLEMENTATION.

5.ALL PLANTING SHALL BE CARRIED OUT UNDER THE DIRECT SUPERVISION OF THE DESIGNER.

6.THE CONSTRUCTOR IS TO COORDINATE AND PROGRAMME THE PLANTING OF ALL TREES & SHRUBS TO OCCUR DURING COOLER MONTHS BETWEEN JUNE TO AUGUST. CONSTRUCTOR IS TO SUBMIT PROGRAM FOR APPROVAL. PREPARATION

1.PLANTING AREAS ARE TO BE EXCAVATED AND CLEAN OF ALL CONTAMINATED MATERIALS DETRIMENTAL TO THE HEALTH OF VEGETATION SUCH AS OIL, DIESEL, CEMENT, WEEDS AND THE LIKE PRIOR TO PLACEMENT OF APPROVED TOPSOIL.

2.TOPSOIL QUALITY TESTING AND REPORTING REQUIREMENTS SHALL BE UNDERTAKEN AS PER SPECIFICATION.

3.TOPSOIL TO BE PLACED IN LIGHTLY COMPACTED LAYERS OF NO MORE THAN 100MM DEPTH AS PER SPECIFICATION. CONSTRUCTOR TO ENSURE NO HEAVY PLANT OR MACHINERY ON TOPSOIL OR WITHIN PLANTING AREAS FOLLOWING PLACEMENT.

4.GENERALLY THE FINISHED SURFACE SOIL LEVEL IS TO BE 50MM HIGHER THAN ADJACENT PAVING INTERFACE IN THE MIDDLE OF PLANTED AREAS, UNLESS OTHERWISE STATED. MULCH LEVEL AT KERB OR PAVING INTERFACE TO BE NOMINAL 50MM LOWER THAN ADJACENT PAVING FOLLOWING SETTLING.

5.SPECIALIST GROWING MEDIUM MIXES SHALL BE AS PER SPECIFICATION

6.CONTROLLED SLOW, RELEASE FERTILISER IS TO BE INCLUDED PER PLANT AS PER SPECIFICATION

7.MULCH TYPE SHALL BE AS PER SPECIFICATION TO DESIGNER APPROVAL. SUBMIT A SAMPLE PRIOR TO LAYING.

8.ALL VEGETATED AREAS TO BE PLANTED SHALL BE SPRAYED WITH 2 TO 3 APPLICATIONS (AS REQUIRED) OF APPROVED HERBICIDE TWO WEEKS APART AND TWO WEEKS PRIOR TO FINAL CLEARING FOR PLANTING. CONSTRUCTOR IS TO ALLOW A MINIMUM 14 DAY PERIOD FOLLOWING TOPSOIL PLACEMENT BEFORE SPRAYING TO ALLOW SUFFICIENT TIME FOR ANY WEED SPECIES PRESENT TO GERMINATE.

9.CONSTRUCTOR IS TO ENSURE ALL SHRUB SPECIES ARE SET BACK MIN. 500MM FROM EDGE OF ADJACENT STRUCTURES, FOOTPATHS AND KERBS.

DELIVERY AND HANDLING

1.NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ALL PLANT MATERIAL IS WEED, DISEASE AND PEST FREE PRIOR TO DELIVERY TO SITE. A METHODOLOGY SHALL BE SUPPLIED TO THE DESIGNER FOR APPROVAL TO ENSURE THE SITE IS NOT CONTAMINATED WITH ANY WEED, DISEASE OR PEST SPECIES. PARTICULAR FOCUS SHALL BE ON KAURI DIEBACK, MYRTLE RUST AND RAINBOW SKINKS. NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ADHERENCE WITH THE MYRTLE RUST NURSERY MANAGEMENT PROTOCOL. ALL PLANT MATERIAL IS TO BE INSPECTED PRIOR TO DELIVERY TO SITE. ANY EVIDENCE OF MYRTLE RUST SHALL BE NOTIFIED TO

2.THE DESIGNER SHALL BE NOTIFIED OF THE DELIVERY SCHEDULE IN ADVANCE SO THE PLANT MATERIAL MAY BE INSPECTED UPON ARRIVAL AT THE SITE. ALL UNACCEPTABLE PLANT MATERIAL SHALL BE REMOVED FROM THE SITE IMMEDIATELY.

3.PLANTS SHALL BE INSTALLED AS SOON AS POSSIBLE AFTER DELIVERY TO THE SITE. PLANT MATERIAL SHALL BE PROTECTED FROM EXPOSURE TO WIND AND DIRECT SUNLIGHT PRIOR TO INSTALLATION. PLANTS NOT INSTALLED ON THE DAY OF ARRIVAL SHALL BE STORED IN SHADED AREAS, PROTECTED FROM THE WIND AND MAINTAINED AND WATERED TO GOOD HORTICULTURAL STANDARDS UNTIL PLANTED. CARE SHALL BE TAKEN TO ENSURE THAT THE PLANTS DO NOT DRY OUT. NO PLANT SHALL BE STORED ON SITE FOR MORE THAN 3 DAYS PRIOR TO PLANTING.

4.CARE SHALL BE TAKEN TO AVOID INJURY TO THE PLANTS. MATERIAL SHALL NOT BE DROPPED FROM VEHICLES. PLANTS SHALL BE HANDED CAREFULLY TO AVOID CRACKING OR BREAKING THE EARTH BALL. CONTAINER GROWN PLANTS SHALL BE HANDLED BY THE CONTAINER. PLANTS SHALL NOT BE HANDLED BY THE TRUNK OR STEM.

5.PLANTS TO BE HARDENED-OFF SUITABLE FOR THE SITE AND ITS CONDITIONS 20 WORKING DAYS IN ADVANCE OF DELIVERY TO SITE. SPECIMEN TREES

1.REFER TO SPECIFICATION FOR GROWING MEDIUM REQUIREMENTS FOR NEW TREES.

2.ALL NEW TREES TO BE REVIEWED AT THE NURSERY BY THE CONSTRUCTOR, DESIGNER AND AUCKLAND COUNCIL ARBORIST PRIOR TO DELIVERY TO SITE. REFER TO THE SPECIFICATION.

3.ALL EXISTING TREES TO BE RETAINED TO BE PROTECTED UNLESS OTHERWISE STATED WITHIN THE TREE AND VEGETATION DELIVERY WORKS PLAN APPROVED UNDER THE OUTLINE WORKS PLAN. NO WORKS ARE TO BE CARRIED OUT WITHIN THE ROOT ZONE OF EXISTING TREES RETAINED. ALL WORKS ARE TO BE IN CARRIED OUT IN ACCORDANCE WITH THE TREE AND VEGETATION DELIVERY WORKS PLAN.

TO AS/NZS 1428.4.1 REQUIREMENTS

PF03 RESIN BOUND DECORATIVE AGGREGATE

MATERIAL: INSITU RESIN BOUND AGGREGATE FINISH: SLIP RESISTANT WITH GLASS QUARTZ SAND ADDITIVE

COLOUR: NON-YELLOWING ALIPHATIC BINDER MIX: AGGREGATE: 6 10 MM "VIKING SKULL" SIZE (MM): VARYING LENGTH X VARYING WIDTH X 50MM THICK LAYING PATTERN: N/A

JOINTING: N/A NOTES: INSTALL IN ACCORDANCE WITH MANUFACTURERS SPECIFICATIONS.

PF04 SANDBLAST FEATURE BAND

MATERIAL: INSITU CONCRETE

FINISH: HEAVY SANDBLAST

COLOUR: INTEGRAL TO CONCRETE PANEL BEING APPLIED TO MIX: INTEGRAL TO CONCRETE PANEL BEING APPLIED TO SIZE (MM): VARIES LAYING PATTERN: N/A JOINTING: N/A NOTES: REFER TO CIVIL DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

PF20 BLACK DETAILED ROAD MARKING PAINT

MATERIAL: NZTA M/7 APPROVED ROAD MARKING PRODUCT.

FINISH: NZTA M/7 REQUIREMENTS

COLOUR: BLACK TO LANDSCAPE ARCHITECT APPROVAL

MIX: N/A

SIZE (MM): VARYING LENGTH X 200MM WIDE X NZTA M/7 REQUIRED THICKNESS

LAYING PATTERN: N/A

JOINTING: N/A NOTES: TO COMPLY WITH NZTA M/7 REQUIREMENTS

PAVING (ASPHALT)

PA01 ASPHALT CARRIAGEWAY

MATERIAL: ASPHALT

FINISH: VARIES

COLOUR: N/A MIX: VARIES

THICKNESS (MM): VARIES

JOINTING: N/A

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KERB, CHANNEL AND EDGING

KC## KERB, CHANNEL AND EDGING (CONCRETE)

KC01 PRAM CROSSING AND TRANSITION KERB

MATERIAL: INSITU CONCRETE

FINISH: U3 SMOOTH TROWEL TO CHANNEL. PRAM RAMP TO MATCH ADJACENT FOOTPATH.

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 600MM WIDE X 200MM THICK WITH 15MM CHANNEL INVERT

JOINTING: JC01

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC02 COMMERCIAL VEHICLE CROSSING

MATERIAL: INSITU CONCRETE

FINISH: U3 SMOOTH TROWEL TO CHANNEL. U5E LIGHTLY EXPOSED AGGREGATE TO VEHICLE

CROSSING RAMP.

COLOUR: 4KG/M³ BLACK OXIDE

MIX: 10MM GREYWACKE CHIP WITH FINES

JOINTING: JC01. CRACK CONTROL JOINTS TO BE LOCATED EITHER SIDE OF VEHICLE CROSSINGS AND AS SHOWN WITHIN AT TRANSPORT DESIGN MANUAL STANDARD DETAILS

NOTES: REFER TO AT TRANSPORT DESIGN MANUAL STANDARD DETAILS VX0201-VX0204. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC03 SHARED SPACE V-DISH CHANNEL

MATERIAL: INSITU CONCRETE

FINISH: TO MATCH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04 INCLUDING PF04

SANDBLASTING.

COLOUR: TO MATCH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04

SIZE (MM): VARYING LENGTH X 600MM WIDE X 210MM THICK WITH 30MM INVERT

JOINTING: JC01. ALIGN WITH ADJACENT CONCRETE PANELS PC02, PC03 AND PC04

NOTES: REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS. DRAWINGS CRL-WFC-ROA-LKADRG-314161-314163 SECTIONS G, I, L AND M

KC04 PRECAST MOUNTABLE ISLAND KERB

MATERIAL: PRECAST CONCRETE FINISH: F4

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 180MM WIDE X 145MM THICK

JOINTING: JC04

KC05 EXTRUDED ROUNDABOUT KERB MATERIAL: EXTRUDED CONCRETE

F4

N/A SIZE (MM): VARYING LENGTH X 300MM WIDE X VARYING THICKNESS

JOINTING: JC05

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC06.A PRECAST KERB AND CHANNEL MATERIAL: PRECAST CONCRETE FINISH: F4 COLOUR: N/A

SIZE (MM): VARYING LENGTH X 125MM WIDE X 200MM THICK WITH 20MM CHAMFER TO FRONT EDGE. JOINTING: JC04

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC06.B PRECAST KERB AND NIB

MATERIAL: PRECAST CONCRETE

FINISH: F4

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 125MM WIDE X 200MM THICK WITH 20MM CHAMFER TO FRONT EDGE.

JOINTING: JC04

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KC07 V-DISH CHANNEL

MATERIAL: INSITU CONCRETE

FINISH: U3 SMOOTH TROWEL

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 300MM WIDE X 210MM THICK WITH 50MM INVERT

JOINTING: JC01

NOTES: REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS. DRAWING CRL-WFC-ROA-LKA-

DRG-314162 SECTION J

KC08 PRECAST KERB EDGING

MATERIAL: PRECAST CONCRETE

FINISH: F4

COLOUR: N/A

SIZE (MM): VARYING LENGTH X 75MM WIDE X 150MM THICK WITH 20MM CHAMFER TO FRONT EDGE.

JOINTING: JC04

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KERB, CHANNEL AND EDGING (STONE)

KS01.A HERITAGE 'BLUE STONE' KERB AND CHANNEL

MATERIAL: BASALT 'BLUE STONE' KERB WITH INSITU CONCRETE CHANNEL FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH). CHANNEL U3 SMOOTH TROWEL

SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) WITH 150 UPSTAND (MEASURED FROM CHANNEL INVERT)

JOINTING: JS07

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KS01.B HERITAGE 'BLUE STONE' KERB AND NIB MATERIAL: BASALT 'BLUE STONE' KERB WITH INSITU CONCRETE NIB FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH) SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) WITH VARYING UPSTAND FROM 0-150 (MEASURED FROM CHANNEL INVERT)

JOINTING: JS07

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

KS01.C HERITAGE 'BLUE STONE' FLUSH KERB

MATERIAL: BASALT 'BLUE STONE' FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH) SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) SET FLUSH WITH ADJACENT PAVEMENT.

JOINTING: JS01

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS.

KS01.D HERITAGE 'BLUE STONE' KERB NO CHANNEL

MATERIAL: BASALT 'BLUE STONE' FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH) SIZE (MM): VARYING (L) X NOMINAL 150 (W) X NOMINAL 220 (H) SET FLUSH WITH ADJACENT

PAVEMENT.

JOINTING: JS01

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RELAYING. REFER TO CIVIL PACKAGE 40-WFC-040 FOR DETAILS.

KERB, CHANNEL AND EDGING (FEATURE)

KF02 VEHICLE BARRIER

MATERIAL: REINFORCED MIN. 30MPA INSITU CONCRETE FINISH: ALL EXPOSED FACES TO MINIMUM F4 FINISH. ALLOW HEAVY SANDBLAST FINISH TO TOP AND END FACES

COLOUR: 8KG/M3 BLACK OXIDE SIZE (MM): VARYING LENGTH X 300MM WIDE X 600MM HIGH JOINTING:

NOTES: REFER TO CIVIL ENGINEERING DOCUMENTATION FOR STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS JOINTING (CONCRETE)

JC01 CONCRETE SAWCUT JOINT TYPE/MATERIAL: MECHANICAL SAWCUT

ISOMETRIC VIEW -EAST FACING CONNECTION

EXTENTOFWORKS

MIN 600.OFFSET

RF02A SECURITY BALUSTRADE - PUBLIC REALM ORIENTED TO RESTRICT RAIL CORRIDOR ACCESS AND PROVIDE FALL RESTRAINT. REFER SHEET CRL-NAL-URB-LKA-DRG-600071 FOR DETAILS

COMBINED FLOOD WALL VEHICLE BARRIER ATOP RETAINING STRUCTURE. REFER RETAINING WALL PRT-01 GEOTECHNICAL PACKAGE 40-WFC-090 FOR DETAILS.

100MM CONSOLIDATED LAYER GOOD QUALITY MULCH AS PER SPECIFICATION. LARGE GRADE BOULDERS INTERSPERSED AMONG SPALLS. BOULDERS TO BE BETWEEN 1000-1500MM IN DIAMETER. ENSURE NOMINAL 1/3 BOULDER IS BURIED BELOW GROUND. LANDSCAPE ARCHITECT TO CONFIRM BOULDER PLACEMENT AND SELECTION.

FOR STRUCTURAL PAVEMENT DETAILS.

3L GRADE SHRUB PLANTING AT 750MM CENTRES. REFER SPECIFICATION. FINAL SPECIES TO BE CONFIRMED BASALT SPALLS IN LOOSE STACK SOURCED FROM MT EDEN 'SITE WON' MATERIAL WITH A MINIMUM NOMINAL DIAMETER OF 300MM EVENLY GRADED TO DETER VANDALISM / THROWING.

MIN. 400MM LAYER OF GOOD QUALITY TOPSOIL. REFER SPECIFICATION.

STRUCTURAL PAVEMENT DETAILS.

CIVIL ENGINEERING DRAWING (SHEET CRL-WFC-LKA-DRG-314162 SECTION D) FOR PAVEMENT DETAILS 95X95X80MM THICK BASALT SETT NAVIGATIONAL STRIP WITH PITCHED AND HANDPOINTED

CONCRETE

ADJACENT. TYPE VARIES. REFER GENERAL ARRANGEMENT DRAWINGS FOR FINISH. REFER CIVIL ENGINEERING PACKAGES 40-WFC-040 AND 40-EFC-070 FOR SPECIFIC PAVEMENT DETAILS

40MM THICK STEINTEC TUFFBED, OR APPROVED EQUIVALENT, BEDDING.REFER CIVIL ENGINEERING PACKAGES 40-WFC-040 AND 40-EFC-070 FORSPECIFIC PAVEMENT DETAILS

1 RF02.A -3D VIEW

SECURITY BALUSTRADE (OPERATIONAL ORIENTED) -3D VIEW

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

8. REFER TO EARTHING AND BONDING CABLE SCHEDULE, CRL-NAL-URB-LKA-DRG-600098 & CRL-NAL-URB-LKA-DRG-600099.

7.

290x210x16mm THICK GRADE 350 FLANGE PLATE

4xM20 THREADED RODS CHEMSET USING HIT-HY 200 OR APPROVED EQUIVALENT WITH APPROVED NUT AND WASHER.

125x75x6mm THICK RHS POST WELDED TO FLANGE PLATE WITH 8mm FWAR AND FLUSH WELDED CAP. ALLOW AIR FLOW AND DRAINAGE HOLES PRE-DRILLED TOP AND BOTTOM OF RHS PRIOR TO GALVANISING.

358 DOUBLE VERTICAL MESH PANEL EX. HAMPDEN FENCING OR SIMILAR APPROVED.

M6/S 8.8 HDG ROUND HEADED SECURITY BOLTS AT 300 CENTRES.

40x6mm THICK PLATES WELDED EITHER SIDE OF VERTICAL FLANGE WITH 4mm FWAR M10 8.8 HDG BOLT TOP & BOTTOM OF BALUSTRADE PANEL. USE 8mm PLATE WASHER IF LONG SLOTTED HOLE USED (>22mm). 160x75x10mm STEEL FLAT WELDED TO 130x12mm VERTICAL FLANGE WITH 4mm FWAR. ALLOW 22x10mm

ALL WELDS TO BE STRUCTURAL PURPOSE, FULL SEAM FILLET, E40XX/W50X UNLESS OTHERWISE NOTED.

5. ALL FENCING ELEMENTS TO BE HOT DIP GALVANISED. ALL SHARP CORNERS, JOINTS AND WELDS TO BE GROUND SMOOTH AND POLISHED PRIOR TO GALVANISING.

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

8. REFER TO EARTHING AND BONDING CABLE SCHEDULE, CRL-NAL-URB-LKA-DRG-600098 & CRL-NAL-URB-LKA-DRG-600099. C00ISSUED FOR STAGE CDO31/03/2021

FENCING ELEMENTS TO BE HOT DIP GALVANISED. ALL SHARP CORNERS, JOINTS AND WELDS TO BE GROUND SMOOTH AND POLISHED PRIOR TO GALVANISING.

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

8. REFER TO EARTHING AND BONDING CABLE SCHEDULE, CRL-NAL-URB-LKA-DRG-600098 & CRL-NAL-URB-LKA-DRG-600099. C00ISSUED FOR STAGE CDO31/03/2021

290x210x16mm

125x75x6mm

TO BE STRUCTURAL PURPOSE, FULL SEAM FILLET, E40XX/W50X UNLESS OTHERWISE NOTED.

5. ALL FENCING ELEMENTS TO BE HOT DIP GALVANISED. ALL SHARP CORNERS, JOINTS AND WELDS TO BE GROUND SMOOTH AND POLISHED PRIOR TO GALVANISING.

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

8. REFER TO EARTHING AND BONDING CABLE SCHEDULE, CRL-NAL-URB-LKA-DRG-600098 & CRL-NAL-URB-LKA-DRG-600099.

C00ISSUED FOR STAGE CDO31/03/2021

358 DOUBLE VERTICAL MESH PANEL EX. HAMPDEN FENCING OR SIMILAR APPROVED.

40x6mm THICK PLATE WELDED TO VERTICAL FLANGE WITH 4mm FWAR

M6/S 8.8 HDG ROUND HEADED SECURITY BOLTS AT 300 CENTRES.

HOLES PRE-DRILLED TOP AND BOTTOM OF RHS PRIOR TO GALVANISING.

HOLE 130 x12mm THICK VERTICAL FLANGE PLATE WELDED TO POST WITH 4mm FWAR.

160x75x10mm STEEL FLAT WELDED TO 130x12mm VERTICAL FLANGE WITH 4mm FWAR. ALLOW 22x10mm SLOTTED HOLE

WALL OR CAPPING BEAM. DETAILS VARY.

SCALE: 1 : 10

THE BREAKING FORCE OF THE WIRES. 4. ALL WELDS TO BE STRUCTURAL PURPOSE, FULL SEAM FILLET, E40XX/W50X UNLESS OTHERWISE NOTED. 5. ALL FENCING ELEMENTS TO BE HOT DIP GALVANISED. ALL SHARP CORNERS, JOINTS AND WELDS TO BE GROUND SMOOTH AND POLISHED PRIOR TO GALVANISING.

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

8. REFER TO EARTHING AND BONDING CABLE SCHEDULE, CRL-NAL-URB-LKA-DRG-600098 & CRL-NAL-URB-LKA-DRG-600099.

C00ISSUED FOR STAGE CDO31/03/2021

SCALE:

2 RF04.D (TYPE 1) -TYPICAL ELEVATION

RF04.D (TYPE 2) -TYPICAL ELEVATION

RF04.D (TYPE 1) POST -SECTION

6. FENCING TO BE POWDERCOATED 'BLACK' FOLLOWING HOT DIP GALVANISING. REMOVE ALL SHARP BURRS AND IMPERFECTIONS TO GALVANISED FINISH PRIOR TO POWDERCOATING. GALVANISED FINISH TO BE SCUFFED AS REQUIRED UNDER AS/NZS 2312 TO ALLOW POWDERCOAT TO CORRECTLY ADHERE. FINAL COLOUR TO BE CONFIRMED BY LANDSCAPE ARCHITECT.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

RF04.D (TYPE 1) BOTTOM OF POST -SECTION

6.

7. ALL TRACTION BONDED FENCES ARE TO BE ELECTRICALLY CONTINUOUS ALONG THEIR LENGTH VIA BOLTED OR WELDED CONNECTIONS.

SHEET CRL-NAL-URB-LKADRG-600072 FOR DETAILS. ENSURE MIN. 100mm CLEARANCE TO FIXING BOLT TO OUTER EDGE OF FOUNDATION.

75x50x5mm THICK RHS POST WELDED TO FLANGE PLATE WITH WITH 4mm FWAR E48XX/W50XSP

2 X 80x35x5mm THICK FOLDED PLATE WELDED TO FRAME AND ADJACENT RHS WITH 4mm FWAR AND PRE-DRILLED HOLE FOR PADLOCK.

DIRECTIONOFGATESWING

REFER CIVIL ENGINEERING DRAWINGS FOR PAVEMENT DETAILS

EXTEND MIN. 300MM ATOP STRATACELL MODULES AND MAX. 150MM WHERE CANTILEVER OVER ROOTBALL CAVITY. ALLOW 3NO. D10 LONGITUDINAL BARS AND D10 HORIZONTAL BARS AT 400MM CENTRES WITH A 600MM LAP TO PAVEMENT MESH. MANUAL IRRIGATION INLETS. ALLPROOF GRATE. REFER DRAWING CRL-NAL-URB-LKA-DRG 600201 65MM DIA. IRRIGATION PIPE 'ROOTRAIN' EX. GREEN BLUE URBAN TO TOP LAYER OF STRATACELL MODULES.

MIN 150MM COMPACTED GAP 40 BASECOURSE OVER GAP 65 BACKFILL

65MM ∅ HDPE NON-PERFORATED PIPE TO CONVEY IRRIGATION INSIDE STRATACELL MODULES.

RS20 ROOTSTOP OR SIMILAR APPROVED ROOT BARRIER PRODUCT OVERLAP JOINS BY MIN. 300MM AND SEAL WITH PROPRIETARY TAPE.

APPROVED FILTERGRID GEOTEXTILE CLOTH. GAP65 BACKFILL COMPACTED IN MAX 200MM LIFTS.

MIN 150MM AP40 COMPACTED TO 95% TO SUPPORT AND PROVIDE A LEVEL SURFACE FOR STRATA CELL MODULES.

'STRATACELL 60 SERIES' STRUCTURAL MODULE EX. METRO GREEN. BACKFILL WITH TOPSOIL AS PER SPECIFICATION.

ROOTBALL GUYING SYSTEM. 'DEADMAN' EX. PLATIPUS EARTH ANCHORING SYSTEM OR SIMILAR APPROVED. LANDSCAPE ARCHITECT AND WORKS ARBORIST TO APPROVE PRIOR TO BACKFILLING.

ROOTBALL (400 1000L).

ROOTBALL CAVITY BACKFILLED WITH LIGHTLY COMPACTED TOPSOIL. REFER LANDSCAPE SPECIFICATION FOR DETAILS.

150MM COMPACTED GAP 40 BASECOURSE OVER GAP 65 BACKFILL.

MIN. 50MM THICK RESIN BOUND AGGREGATE. 6-10MM 'VIKING SKULL' OR SIMILAR APPROVED BLACK CHIP

APPROVED PERMEABLE AGGREGATE BASE COURSE COMPACTED TO A RATE AGREED WITH THE WORKS ARBORIST.

REFER CIVIL ENGINEERING DRAWINGS

65MM ∅ HDPE PERFORATED DRAINAGE COIL.

150MM THICK TNZ F/2 DRAINAGE MATERIAL WRAPPED IN BIDIM A19 GEOTEXTILE. CUT CLOTH TO ALLOW STRATACELL MODULES TO CORRECTLY CLICK TOGETHER.

GAP

BASECOURSE

GAP

BACKFILL 65MM ∅ HDPE NON-PERFORATED PIPE TO CONVEY IRRIGATION INSIDE STRATACELL MODULES. RS20 ROOTSTOP OR SIMILAR APPROVED ROOT BARRIER PRODUCT OVERLAP JOINS BY MIN. 300MM AND SEAL WITH PROPRIETARY TAPE. THE BATTER SLOPE FOR TEMPORARY EXCAVATION SHOULD BE NO STEEPER THAN 1H:1V, EXCEPT FOR THE EXCAVATION IN THE VB UNIT. WHERE OPEN EXCAVATION IS NOT APPLICABLE, SHEET PILE WITH OR WITHOUT PROPS SHOULD BE USED, DEPENDING ON THE GEOLOGICAL PROFILE AT THE EXCAVATION LOCATION. APPROVED FILTERGRID GEOTEXTILE CLOTH.

STEINTEC TUFFGROUT SURROUND TO ALLPROOF GRATE. COLOUR TO NEAREST MATCH OF ADJACENT CONCRETE PANEL. REFER CIVIL ENGINEERING DRAWINGS FOR PAVEMENT DETAILS.

65MM

RS20

ROOT BALL (400 L).

ROOT BALL CAVITY BACKFILLED WITH LIGHTLY COMPACTED TOPSOIL. REFER LANDSCAPE SPECIFICATION FOR DETAILS.

PLATIPUS EARTH ANCHORING SYSTEM OR SIMILAR APPROVED. LANDSCAPE ARCHITECT AND WORKS ARBORIST TO APPROVE PRIOR TO BACKFILLING.

150MM THICK TNZ F/2 DRAINAGE MATERIAL WRAPPED IN BIDIM A19 GEOTEXTILE. CUT CLOTH TO ALLOW STRATACELL MODULES TO CORRECTLY CLICK TOGETHER.

65MM DIA. HDPE PERFORATED DRAINAGE COILD WRAPPED IN AN APPROVED FILTER SOCK. FOR DRAINAGE CONNECTION AND TYPE REFER CIVIL ENGINEERING PACKAGE 40-EFC-70 FOR DETAILS. 65MM

NGAHURA ROAD

NGAHURA STREET STAIR WEST ELEVATION

NGAHURA STREET STAIR EAST ELEVATION