Maungawhau Station Stage 2 Public Realm Works - Outline Plan
CRL-MTE-RME RPT-800267
This document is uncontrolled when printed. This document should be printed in colour Revision Status
Approval Status
1. Introduction
1.1 Purpose
This Outline Plan has been prepared pursuant to Section 176A of the Resource Management Act 1991 (RMA), to address the second stage of public realm works within the City Rail Link (CRL) Maungawhau Station precinct (the Works). The Works comprise a new pedestrian/cyclist link from Mt Eden Road, connecting to a new pedestrianised section of Shaddock Street (between Flower and Korari Streets), which in turn links to the Maungawhau Station entrance. The Works are described in Section 4 of this Outline Plan.
The Works are authorised and provided for by CRL Designation 2500-6 in the Auckland Unitary Plan Operative in Part (AUP), for which City Rail Link Limited (CRLL) is the requiring authority.
1.2 Maungawhau Precinct Development Plan
The Maungawhau Precinct Development Plan (Maungawhau PDP) has been developed by Eke Panuku with input from CRLL to guide the future redevelopment of the CRL construction site at Maungawhau. Auckland Transport (AT) is responsible for confirming the road layout, signage and that all roads and accessways within the Maungawhau PDP meet AT design standards.
The Maungawhau Station precinct area covered by the Maungawhau PDP is shown in Figure 1 1 (within the yellow dotted envelope).
Figure 1 2 below sets out the roles and responsibilities for delivering the Maungawhau PDP.
Figure 1 1: Extract from Eke Panuku Maungawhau PDP – Indicative Spatial Plan
The Maungawhau PDP identifies planned development blocks (outlined in red and blue in Figure 1.1), and delivery of the future development of these blocks will be led by Eke Panuku.
The Maungawhau PDP includes a new roading layout for the Maungawhau Station precinct. A new pedestrian/cyclist link will extend from Mt Eden Road to Shaddock Street and become the main spine for entry to Maungawhau Station (this link was previously referred to as ‘Tunnel Street’ as a placeholder name). This new layout replaces the indicative road layout shown on Drawing CRL-SYWRME-000-DRG-0110 Revision 1.0, dated 26/7/16 (and referenced in CRL Designation Condition 47.2(b)(xiii)). The new link from Mt Eden Road will be for pedestrians and cyclists only.
1.3 Maungawhau Station Staged Delivery
1.3.1.
Station Architecture and Stage 1 Public Realm Works
The Maungawhau Station Architecture and Stage 1 of the public realm works were the subject of a separate Outline Plan (Auckland Council ref OPW 60391638), which has been authorised by Council and construction is underway.
The Stage 1 Outline Plan addressed the construction of the Maungawhau Station entrances and concourses, ventilation building, Fenton Street overbridge, Ruru Street and Nikau Street extensions, as well as utilities and streetscape reinstatement of Nikau Street, Ruru Street, Fenton Street, Ngahura Street, Flower Street, Shaddock Street, Mt Eden Road, Normanby Road, Boston Road and Nugent Street.
The Stage 1 works are under construction and are anticipated to be completed in mid-2025.
1.3.2. Stage 2 Public Realm Works
The Works subject to this Outline Plan are required to complete the remaining public realm within the Maungawhau Station precinct. A full description of the Works is in Section 4 .
Figure 1 2: Roles and responsibility for delivering the PDP
2. Statutory Approvals Overview
2.1 CRLL Land Ownership
CRLL owns approximately 3.2 ha of land at Mt Eden, made up of two principal sites: Maungawhau Station (area 1 on Figure 2 1 below) and east of Mt Eden Road (area 2 on Figure 2 1 below). All the land is being utilised for the construction of the CRL at Mt Eden. There are also two smaller, peripheral areas owned by CRLL (3 and 4 on Figure 2.1 below). The land was initially acquired by Auckland Council for the CRL project and transferred to CRLL in July 2017.
The Works area subject to this Outline Plan is situated wholly within land owned by CRLL (area 1 on Figure 2.1).
2.2 CRL Designation 2500-6
The CRL is provided for by six separate designations (2500-1 to 2500-6 in the AUP). The Works are located within Designation 2500-6. The Works area within the CRL Designation extent is shown in Figure 2 2
Designation 2500-6 is a “surface designation for the construction, operation and maintenance of the CRL – including the rail tunnels and connections required to join the CRL to the North Auckland Railway Line (NAL). This designation is located generally between New North Road, Mt Eden Road and Boston
Figure 2 1: CRLL owned land at Mt Eden
Outline Plan
Road in the north and the NAL in the South. It also includes land located on the southern side and adjacent to the NAL between Normanby Road and Mt Eden Road, and to the immediate east and west of Porters Avenue”
The conditions relating to Designation 2500-6 are addressed in Section 5.3 and 5.4 of this Outline Plan
CRL Designation 2500-6
Works area
2.3 Regional Resource Consents
A suite of regional resource consents (known as the Aotea to North Auckland Line (A2N) consents)1 provide for the construction of CRL between Wyndham Street in the City Centre and Mt Eden. The Works are provided for by these consents.
2.4 Archaeological Authority
An Archaeological Authority (Authority no. 2017/793) is held for the construction of the CRL Te Waihorotiu to NAL works, which specifies how archaeological remains or artefacts encountered during construction are to be managed The Works are covered by this Authority.
1 Auckland Council reference R/LUC/2016/1890, R/REG/2016/1892, R/REG/2016/1895, R/REG/2016/1896, R/REG/2016/1898, R/REG/2016/1899, R/REG/2016/1900 and R/REG/2016/2038.
Figure 2 2: Area of the Works and designation boundaries
2.5 Requiring Authority and Site Details
Table 1 provides the details of the requiring authority and sites for the Works area.
Table 1 Requiring authority and property details
Requiring Authority City Rail Link Limited
Owner of site City Rail Link Limited (Crown)
Site address / map reference Mt Eden Road, Shaddock Street, Flower Street, Ruru Lane, Nikau Street
Relevant Plans Auckland Unitary Plan (Operative in Part)
The Works will be undertaken near the redeveloped Maungawhau Station, and wholly within the existing CRL construction site generally bounded by Mt Eden Road, Nikau Street and Ruru Lane Extension (refer to Figure 4 1)
The topography of the area slopes down towards the NAL railway corridor. The stormwater network and associated overland flow paths discharge ultimately to Motions Creek and the Upper Waitematā Harbour. There is an approximately 5m height difference between Mt Eden Road and Shaddock Street.
Land uses within the vicinity of the works area comprise a mixture of residential, commercial, and light industrial activities within medium-rise buildings
4. Description of the Works
The Works subject to this Outline Plan are required to complete the remaining public realm within the Maungawhau Station precinct, and will generally consist of the following (refer to Figure 4 1):
• Construction of a new pedestrian/cyclist link extending from Mt Eden Road and connecting to Shaddock Street;
• Reinstating the eastern section of Shaddock Street (between Flower St and Korari St) as pedestrian and cyclist access only;
• Leaving the future development sites in a suitable/stable condition:
Outline Plan
o Stabilising and landscaping the block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’, shown in Figure 1 1);
• Installing new stormwater infrastructure and streetlighting/CCTV within the new pedestrian/cyclist link;
• Planting street trees in the pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture
Refer to Sections 2 and 6 of the Urban Design DWP in Appendix A for a detailed description of the Works. The civil and urban design drawings are provided in Appendix B.
Figure 4 1: Maungawhau PDP Area – CRL works
4.1 Construction Methodology for the Works
The Works are anticipated to commence in early 2025 The Works are divided into ‘stages’ as set out in Table 2. The construction stages overlap and are undertaken in parallel.
Generally, the Works will consist of:
• Bulk fill (earthworks)
• Construction of new stormwater infrastructure
• Installation of utilities
• Construction of tree pits
• Installation of new pavements
• Landscaping works
• Installation of street furniture and wayfinding
Table 2 Overview of Construction Works and Staging
Stage/Location
Maungawhau Station Public Realm Stage 2 Works
Stage 1
Bulk Fill
Bulk fill along the new pedestrian and cyclist link and around the landscape treatment area. The bulk fill will initially be stockpiled whilst there is unhindered access from New North Rd, after which the fill will be placed in layers and compacted to design levels.
Stage 2
Stage 3
Construction will generally be undertaken Monday to Saturday, 0700 – 1900 hrs.
Further construction details are included in the CEMP Stage 2 Addendum (Appendix C)
5. Outline Plan Requirements
5.1 Outline Plan Supporting Documents
The form and scope of the Works is controlled through the conditions imposed on CRL Designation 2500-6
This Outline Plan has been prepared by CRLL, in accordance with section 176A of the Resource Management Act 1991 (RMA) and condition 10 of CRL Designation 2500-6.
As required under CRL designation condition 10.1, this Outline Plan includes:
• A Communication and Consultation Plan (CCP)
• A Construction Environmental Management Plan (CEMP); and
• Delivery Work Plans (DWPs).
The content of these plans is summarised in Sections 5.1.2 to 5.1.3 below.
All works will be carried out in accordance with this Outline Plan, the CCP, CEMP and DWPs, as required by the designation conditions.
The Outline Plan, CCP, CEMP and DWPs will be held on site and made available for viewing They will also be available publicly on the official CRL website (https://www.cityraillink.co.nz/consentsenvironmental-management).
5.1.1. Communication and Consultation Plan Stage 2 Addendum
The current CRL works at Maungawhau are managed by the following CCP:
• Mt Eden Main Works Communication and Consultation Plan, Rev 001, Dated 29 June 2020 (Main Works CCP)
• Public Realm Reinstatement Works CCP (CCP Stage 1 Addendum), Rev A01, Dated 16 December 2021
A new Stage 2 Addendum to the CCP has been prepared for the Works and is included in Appendix D. The CCP Stage 2 Addendum outlines key changes to communications and consultation processes, messaging and channels for delivery of the Works. It should be read in conjunction with the Main Works CCP and the CCP Stage 1 Addendum.
5.1.2. CEMP Stage 2 Addendum
The current CRL works at Maungawhau are managed by the following CEMP documents:
• Mt Eden Main Works Construction Environment Management Plan, Rev 001, Dated 29 June 2020 (Main Works CEMP)
• Mt Eden Station and Public Realm Reinstatement Construction Environment Management Plan – Addendum, Rev A01, Dated 23 November 2021 (Stage 1 PRR Addendum)
A further addendum to the Main Works CEMP has been prepared for the Works and is contained in Appendix C
Outline Plan
This CEMP Stage 2 Addendum details the construction methodology and assesses whether the Works require additional mitigation measures that are not already included in the Main Works CEMP and Stage 1 PRR Addendum. In summary, all the mitigation measures within the existing Main Works CEMP and associated DWPs will cover any potential environmental effects associated with the Works.
5.1.3. Urban Design DWP
This Outline Plan includes an Urban Design DWP prepared in accordance with CRL designation Condition 47 (refer to Appendix A). The Urban Design DWP has been reviewed by the CRL Maungawhau Community and Business Liaison Group (CLG) and an Independent Peer Reviewer (specialising in urban design). In accordance with designation Condition 10.2, the Urban Design DWP clearly outlines the comments and inputs received during this review process, along with an explanation of where comments or recommendations have been incorporated in the Urban Design DWP, or where they have not been incorporated, the reasons for this.
5.2 Section 176A RMA - Outline Plan Requirements
Under s176A of the RMA, CRLL (as the requiring authority) is required to submit an Outline Plan to Auckland Council for the works that are to be undertaken within its designation.
Section 176A(3) of the RMA requires that an Outline Plan must show:
• The height, shape, and bulk of the works;
• The location of the works on the site;
• The likely finished contour of the site;
• The vehicular access, circulation, and the provision for parking;
• The landscaping proposed; and
• Any other matters to avoid, remedy, or mitigate any adverse effects on the environment.
These matters are addressed in Section 0 of this Outline Plan
5.3 Designation Conditions
This Outline Plan must address the conditions of CRL Designation 2500-6. Table 5 1 identifies the relevant designation conditions and where they are addressed in the Outline Plan.
Table 5.1: CRL designation conditions relevant to this Outline Plan
Condition No. Condition Section in Outline Plan
9.2 A summary of the communication and consultation undertaken between the Requiring Authority and Network Utility Operators prior to construction
Section 6
Condition No.
Condition
commencing shall be provided as part of the Outline Plan.
10.1 The Requiring Authority shall submit an Outline Plan to the Auckland Council for the construction of the City Rail Link in accordance with section 176A of the RMA. The Outline Plan shall include:
a) The Communications and Consultation Plan (Condition 15);
b) The Construction Environmental Management Plan (CEMP);
c) Delivery Work Plans (DWPs);
d) Site Specific Construction Noise/Vibration Management Plans (SSCNVMPs) and Notable Receiver Management Plans; and
e) Any other information required by the conditions of this designation associated with the construction of the City Rail Link.
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.
10.5 Early engagement will be undertaken with Auckland Council in relation to preparation and submission of the Outline Plan to establish a programme for the Outline Plan process to ensure achievable timeframes for both parties.
10.6 All works shall be carried out in accordance with the Outline Plan(s) required by this condition.
Appendix D
Appendix C and the Main Works CEMP
Appendix A and Appendices to the Main Works CEMP
Appendix L of the Main Works CEMP
N/A
Section 6 and Appendix A (Section 5)
Appendix A
Section 6
Appendix A (Section 5.3)
Noted
5.4 Compliance with Designation Condition 47.2(b)(xiii)
Condition 47.2 of Designation 2500-6 requires an Urban Design DWP for the permanent public realm and streetscape. The Urban Design DWP is required to demonstrate how reinstatement of the permanent public realm and construction of a new street network within the designation area provides a permeable neighbourhood with good legible connections to Maungawhau Station for pedestrians and cyclists. The Urban Design DWP for the Works is provided in Appendix A.
5.4.1. Background to Condition 47.2(b)(xiii)
Condition 47(b)(xiii) specifically requires 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”.
Condition 47.2(b)(xiii) was added as part of an alteration to designation 2500-6 in 2017 Amongst other matters, the alteration to CRL Designation 2500-6 included provision for the construction of new roads to service Maungawhau Station, including extensions to Flower, Korari, Ruru and Nikau Streets and a new bridge at Ruru Street. The changes to Ruru Street and Nikau Street were formalised by way of a new designation condition which references the indicative road layout shown in Figure 5 1 below
5.4.2.
Plan
Changes to the road network under the Maungawhau PDP
As explained in Section 1.2, a Maungawhau PDP has now been developed for the CRL construction site at Maungawhau by CRLL in partnership with Eke Panuku The PDP supersedes the earlier indicative layout specified in Condition 47.2(b)(xiii) The revised layout has also been developed in collaboration with AT as the road controlling authority.
The alterations to the design are shown in Figure 5 2 below, with the brown areas indicating aspects of the earlier reference design which have been removed as a result of ongoing design development The blue area identifies design aspects which are being added as part of the Maungawhau PDP (in particular, the proposed new pedestrian/cyclist link between Mt Eden Road and Shaddock Street).
The changes from the reference design stage include:
1. 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;
2. The ‘Nikau Street Extension’ between Ngahura Street and Ruru Street will provide access for active modes, cycling and walking.
3. The ‘Ruru Street Extension’ (referred to as Ruru Lane) will now be a one-way service lane from Maungawhau Station to Mt Eden Road, comprising a 4m wide lane for service vehicles and cyclists and a 3m wide footpath.
4. A new pedestrian and cyclist only link connecting Mt Eden Road to Shaddock Street replaces the ‘Flower Street Extension’.
Figure 5 2: Street layout in Masterplan vs Designation Condition 47.2(b)(xiii)
Items 1 to 3 listed above were the subject of the approved Outline Plan for the Stage 1 public realm works (OPW 60391638 described in Section 1.3.1), while item 4 is the subject of this Outline Plan
5.4.3.
Compliance Assessment
The drawing specified in Condition 47.2(b)(xiii) provided the best indication of what was considered to be an appropriate access arrangement for the Maungawhau Station precinct at the time of the 2017 alteration to Designation 2500-6. The condition was intentionally worded to provide flexibility for the final design (“generally undertaken in accordance with” the “indicative road layout”) The road layout shown on the drawing was never intended to be exactly replicated and its indicative nature signalled that changes could be expected in the final design, as long as the outcome of the final road network satisfies the overall urban design principles regarding Movement and Connections (Condition 47.2(b)).
However, any changes must still be in accordance with conditions, and this does not extend to enabling adverse effects on the environment that are different in substance or materially greater than those effects assessed by the decision-maker (i.e. the effects considered as part of the 2017 alteration to designation). Whether the effects are different in substance or materially greater is a question of scale and degree.
The material change from the indicative road layout referenced in the condition is the new pedestrian and cyclist link extending from Mt Eden Road and connecting to Shaddock Street, which becomes the main access gateway to Maungawhau Station from Mt Eden Road This new link replaces the originally proposed Flower Street extension.
While the proposed new layout results in a less direct route for vehicles between Mt Eden and New North Roads (and avoids a ‘rat-run’), this has been in favour of creating a better street environment for pedestrians and cyclists by creating a block layout that enables development on both sides of the new link, while maintaining a direct connection from Mt Eden Road to Maungawhau Station. In doing so it is considered that the new layout better meets the urban design principles specified in Condition 47.2
As detailed in the Urban Design DWP in Appendix A, the revised road layout not only provides for the outcomes anticipated by the previous indicative layout, being connectivity through to Maungawhau Station, but will also significantly improve pedestrian and cyclist connectivitytherefore providing a better outcome than would be achieved by the indicative layout referred to in Condition 47.2(b)(xiii). It also removes the risk of an undesirable outcome – namely use of the Ruru Lane extension as a ‘rat run’ by only allowing authorised service, maintenance and emergency vehicle access.
It is considered that the proposed changes as shown on the layout in Figure 5.2 are enabled by the use of the term “generally” within Condition 47.2(b)(xiii). While there is likely to be a change in effects due to the change in layout, it is considered any change in effect will be minor and immaterial and therefore the revised layout remains generally in accordance with the previously proposed layout.
The land required for the Stage 2 public realm works is either road or is owned by CRLL. Auckland Transport (AT) has been consulted and supports the revised layout (refer correspondence from AT in Appendix E). As such it is considered that there will not be any parties who would be unfairly
Outline Plan
prejudiced by the changes to the road layout, if the changes were to be given effect to by way of an outline plan as opposed to a further alteration to Designation 2500-6.
Taking into account the matters discussed above, it is considered that the Works can be authorised through the outline plan process on the basis they are within the scope of the designation conditions.
5.5 Section 176A Matters
Section 176A(3) of the RMA sets out the matters to be included in an Outline Plan:
176(3) An outline plan must show
(a) the height, shape, and bulk of the public work, project, or work; and
(b) the location on the site of the public work, project, or work; and
(c) the likely finished contour of the site; and
(d) the vehicular access, circulation, and the provision for parking; and
(e) the landscaping proposed; and
(f) any other matters to avoid, remedy, or mitigate any adverse effects on the environment.
These matters are addressed in Sections 5.5.1 to 5.5.6 below.
5.5.1.
Height, Shape and Bulk of the Works
Details of the Works, including height, shape and bulk are contained in Sections 2 and 6 of the Urban Design DWP (Appendix A) and the drawings in Appendix B.
New Pedestrian and Cyclist Link
Mt Eden Road sits approximately 5m higher than Shaddock Street. The new link will be filled and stabilised to form a connection between Mt Eden Road and Shaddock Street. The link will be 12m wide at its entrance off Mt Eden Road and increasing to 15m width at its intersection with Shaddock Street, with a gentle fall comprising approximately 5% gradient from Mt Eden Road to Shaddock Street.
Landscape Restoration Area
The landscape restoration area slopes up from Shaddock Street and rises approximately 10m to the corner of Nikau Street/Flower Street. The area will be stabilised as two tiers of generally flat grass areas, irrigated and bounded by a concrete mowing strip at the lower-level lawn. The upper slope of the landscape area will be planted with 13 trees and understorey vegetation
5.5.2.
Location of the Site
The Works will be undertaken within the Maungawhau Station precinct, within the area bounded by Mt Eden Road, Flower Street, Nikau Street and Ruru Street (refer to Figure 4.1).
Outline Plan
5.5.3.
Likely Finished Contour of the Site
Earthworks and changes to the existing land contour are required to construct the new pedestrian and cyclist link, and the landscape area.
Refer to the Civil Drawings in Appendix B for the final site contours.
5.5.4. Vehicular Access, Circulation and Parking
The permanent road changes are described in Section 2.5 of the Urban Design DWP.
The road layout is supported by AT as the road controlling authority. (refer Appendix E)
5.5.5.
Landscaping
The new pedestrian and cyclist link and Shaddock Street pedestrianised section will provide a total of 17 trees2 , comprising:
• 10 native trees along the new pedestrian and cyclist link.
• 7 trees along the northern side of Shaddock Street pedestrianised section.
The landscape treatment area bound Shaddock, Flower, Nikau and Korari Street by will comprise 13 native trees with understorey planting.
The final species will be chosen from the Planting Palette included in the Urban Design DWP (Appendix A) and determined in consultation with mana whenua and Auckland Council arborists, with the Council being the ultimate asset owner
5.5.6. Other Matters to Avoid, Remedy or Mitigate Adverse Effects
Construction Effects
The CEMP Stage 2 Addendum (Appendix C) assesses whether the Works require additional environmental mitigation measures that were not included in the Main Works CEMP and Stage 1 PRR Addendum. In summary, all the mitigation measures within the Main Works CEMP and associated DWPs will adequately address any potential environmental effects associated with the Works.
Refer to the CEMP Stage 2 Addendum for a summary of the mitigation measures to manage the following potential construction effects:
• Construction Noise and Vibration
• Network Utilities
2 2 A minimum 1:1 replacement ratio is required as mitigation by CRL designation Condition 55 (Trees and Vegetation Delivery Work Plan). The Maungawhau area provides 52 of the 126 trees required to be replaced as part of the CRL project. The CRL project already meets the minimum 1:1 replacement ratio as set out in the Trees and Vegetation DWP.
Outline Plan
• Archaeology
• Trees and Vegetation
• Contamination
• Air Quality
• Social Impact and Business Disruption
• Erosion and Sediment Control
6. Consultation
6.1 Public Realm Design
The Works have been developed in consultation with several parties, including the following:
• Mana whenua (CRL project partners)
• Auckland Council
• Auckland Urban Design Panel
• Eke Panuku
• Auckland Transport
• Mt Eden Community and Business Liaison Group (CLG)
Refer to Section 5 of the Urban Design DWP (Appendix A) for details regarding consultation and engagement undertaken with the above parties as well as feedback received
6.2 Network Utility Operators
Engagement with Network Utility Operators (NUOs) was undertaken as part of designing the Works Consultation and co-ordination with NUOs will continue to be managed in accordance with the general processes outlined in Section 5.1 of the Main Works CEMP.
Appendix A: Urban Design Delivery Work Plan
Appendix B: Drawings
Appendix D: Communication and Consultation Plan – Stage 2
Appendix E: Auckland Transport Correspondence on Road Layout
Maungawhau Station: Stage 2 Public Realm Works
Urban Design Delivery Work Plan
CRL-MTE-RME-LKA-RPT-800006
Revision: A03
Date: November 2024
Urban Design Delivery Work Plan
Maungawhau Station: Stage 2 Public Realm Works - Urban Design Delivery Work Plan
This document is uncontrolled when printed. This document should be printed in colour
Revision Status
A01 28/08/2024 Draft for Community Liaison Group Feedback
A02 25/10/2024 For independent peer review
Approval Status
Name/Title
Prepared by: Alice Ge
Lodgement
City Rail Link Ltd - Principal Planner 4/11/2024
Reviewed by: Richard Jenkins
City Rail Link Ltd – RMA Planning Lead 7/11/2024
Approved by: Richard Jenkins
City Rail Link Ltd – RMA Planning Lead 7/11/2024
Design Delivery Work Plan
1. Introduction
The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Waitematā Station (Britomart) and the North Auckland Rail Line (NAL) at Maungawhau Station (referred to as ‘Mt Eden Station’ in previous planning documents). The CRL also involves the construction of two new underground stations Te Waihorotiu (beneath Albert Street) and Karanga-a-Hape (beneath the Karangahape Road ridge) and a redeveloped Maungawhau Station.
This Urban Design Delivery Work Plan (Urban Design DWP) has been prepared to address the second stage of public realm works within the CRL Maungawhau Station precinct (the Works). The Works comprise a new pedestrian/cyclist link from Mt Eden Road, connecting on to a new pedestrianised section of Shaddock Street, which in turn links to the Maungawhau Station entrance. The Works are described in Section 2.1 of this Urban Design DWP
Overview of Maungawhau Station and Precinct
CRL works in the Maungawhau Station Precinct involve the construction of the southern section of the tunnel structures and the tie-in of the CRL railway to the existing NAL, including the construction of the redeveloped Maungawhau Station (refer to Figure 1 1). The redeveloped Maungawhau Station forms an interchange station between the new CRL West Facing Connection lines, MC20 and MC30, and the previously existing North Auckland lines, MC10 and MC40. The new interchange station has been gifted the name ‘Maungawhau Station’ by mana whenua.
The new CRL platforms are in a 7m deep open trench on the western connection and the refurbished NAL platforms are at ground level. The two-storey station building includes a single entrance off the Ruru Street extension, and overpasses link the building to the CRL and NAL platforms. The construction works already undertaken in developing Maungawhau Station as an interchange station have included new platforms, concourse structures, lifts, escalators, and equipment rooms housing station and tunnel services plant. In addition to the station building, some of the plant is housed in a ventilation building located above the tunnel portals. The works have also included grade separation of the east and west facing connections, a rail overbridge on Normanby Road, pedestrian bridges at Fenton Street and Porters Avenue, and new road linkages
Given the nature and large scale of the Maungawhau Station construction, works are being undertaken in a staged manner For the reinstatement of the public realm around the Station, this includes a Stage 1 public realm phase which is currently being constructed (refer Section 1.3.1), and a Stage 2 public realm phase (the Works which are the subject of this Urban Design DWP).
Maungawhau Precinct Development Plan
The Maungawhau Station Precinct area covered by the Maungawhau PDP is shown in Figure 1.3 (yellow dotted line).
The Maungawhau Precinct Development Plan (Maungawhau PDP) has been developed by Eke Panuku with input from City Rail Link Limited (CRL Ltd) to guide the future redevelopment of the CRL construction site at Maungawhau Auckland Transport (AT) is responsible for confirming the road layout, signage and that all roads and accessways within the Maungawhau PDP meet AT design standards Figure 1 2 sets out the roles and responsibilities for delivering the Maungawhau PDP.
Figure 1 1: Maungawhau Station Precinct area
Figure 1 2: Roles and responsibility for delivering the PDP
The Maungawhau PDP identifies planned development blocks (outlined in red and blue in Figure 1 3), and their delivery will be led by Eke Panuku.
The Maungawhau PDP includes a new roading layout for the Maungawhau Station Precinct. A new link will extend from Mt Eden Road to Shaddock Street and become the main spine for entry to Maungawhau Station (this link was previously referred to as ‘Tunnel Street’ as a placeholder name) This new layout replaces the indicative road layout shown on Drawing CRL-SYW-RME-000-DRG-0110
Revision 1.0, dated 26/7/16 (and referenced in CRL Designation Condition 47.2(b)(xiii)). The new connection from Mt Eden Road will be for pedestrians and cyclists only.
Maungawhau Station staged delivery
Station Architecture and Stage 1 Public Realm Works
The Maungawhau Station Architecture and Stage 1 of the public realm works were the subject of a separate Outline Plan (Auckland Council ref OPW 60391638), which has been authorised by Council and construction is underway.
The Stage 1 Outline Plan addressed the construction of the Maungawhau Station entrances and concourses, ventilation building, Fenton Street overbridge, Ruru Street and Nikau Street extensions, as well as utilities and streetscape reinstatement of Nikau Street, Ruru Street, Fenton Street, Ngahura Street, Flower Street, Shaddock Street, Mt Eden Road, Normanby Road, Boston Road and Nugent Street.
Figure 1.3: Extract from Eke Panuku Maungawhau PDP – Indicative Spatial Plan
Urban Design Delivery Work Plan
The Stage 1 works are under construction and are anticipated to be completed in mid-2025.
Stage 2 Public Realm Works
The Works subject to this Urban Design DWP are required to complete the remaining public realm within the Maungawhau Station Precinct, and will generally consist of the following (refer to Figure 2 1):
• Construction of a new pedestrian/cyclist link extending from Mt Eden Road and connecting to Shaddock Street;
• Reinstating the eastern section of Shaddock Street (between Flower St and Korari St) as pedestrian and cyclist access only;
• Leaving the future development sites in a suitable/stable condition:
o Stabilising and landscaping the block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’, shown in Figure 1.3);
o Stabilising and gravelling of the other sites identified as future development blocks (refer Figure 1 3);
• Installing new stormwater infrastructure and streetlighting/CCTV within the new pedestrian/cyclist link ;
• Planting street trees in the pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture.
These works are described in further detail in Section 2.1 of this Urban Design DWP.
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.
Section 7 of this Urban Design DWP explains how the urban design and mana whenua principles have been used to guide and influence the design of the Stage 2 public realm works
Urban Design Delivery Work Plan
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 Maungawhau Community and Business Liaison Group (CLG) (Condition 7.5). The design elements developed through previous mana whenua design hui have continued to be used for these Works, and have had mana whenua input at a regular monthly CRL Mana Whenua Forum (Condition 8.3).
The Urban Design DWP has undergone independent peer review (as required by Designation Condition 11) prior to submission to Auckland Council.
The Stage 2 Urban Design DWP is not being referred to the Auckland Urban Design Panel (Condition 47.5), as the Works address the issues raised by the Design Panel in relation to the 2021 Urban Design DWP for the Stage 1 public realm works This is detailed in Section 5.6 of the Urban Design DWP
A record of consultation, including feedback from the above parties, and how this has been responded to, is attached as Appendix B. The Independent Peer Review report is attached as Appendix C
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)1 for further detail on the review and updating process.
Structure of Urban Design DWP
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 – Description of the proposed Works, including the design journey and integration with adjacent projects;
• Section 3 – A summary of the design framework that has influenced the design of the Maungawhau Station and surrounding public realm;
• Section 4 – Stakeholder engagement that has been undertaken relating to the design of the Maungawhau Station and surrounding public realm;
• Section 5 – An overview of the public realm design;
• Section 6 – Responses to how the permanent works respond to the design principles set out in the designation conditions; and
• Section 7 – A summary of how the design has taken into consideration the City Centre Master Plan (CCMP).
1 Mt Eden Main Works Construction Environmental Management Plan, prepared the Link Alliance, dated 29 June 2020, CRL-MTE-LKA-PLN-800032 Rev 001.,
2. Description of the
Proposed Works
Stage 2 Public Realm Works
This Urban Design DWP is for the Stage 2 public realm works within the Maungawhau PDP area, as shown in Figure 2.1. The Works falls within CRL Designation 2500-6.
The Works comprise the following:
• Construction of a new pedestrian/cyclist link extending from Mt Eden Road and connecting to Shaddock Street The link will be 12m wide at its entrance off Mt Eden Road and increasing to 15m width at its intersection with Shaddock Street, with a gentle fall comprising approximately 5% gradient from Mt Eden Road to Shaddock Street.
• Reinstatement of the eastern section of Shaddock Street between Korari and Flower Streets as pedestrian and cyclist access only;
• Installation of new stormwater infrastructure and other network utilities within the new pedestrian/cyclist link;
• Planting 17 street trees in the new pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture
Both the new link and Shaddock Street between Korari and Flower Streets will be designed to vehicle strength pavement and comprise a clear route to allow for emergency vehicle access and service vehicle access Retractable bollards will be installed to prevent general vehicle access.
Restoration of Construction Areas
Large areas of land used as construction sites for the CRL project, and which are not required for railway operation and maintenance purposes post-construction, are identified for future development in the Maungawhau PDP. These areas will be restored, awaiting future development The future development blocks identified in Figure 2.1 are already being stabilised and gravelled as part of the Stage 1 public realm works. The Stage 2 Works will include:
• Stabilising and landscaping the steep block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’ in Figure 2 1). The block will be stabilised as two tiers of generally flat grass areas, irrigated and bounded by a concrete mowing strip. The upper slope of the block will be landscaped with 13 trees and understorey planting.
Auckland Council Parks will maintain the landscape restoration area following construction.
The restoration of construction sites is required by CRL Designation conditions 47.2 and 47.4. However, these areas of land are not part of the CRL permanent works, and therefore the assessment against CRL urban design principles contained in Section 7 focusses only on the new
Urban Design Delivery Work Plan
pedestrian/cyclist link and the Shaddock Street pedestrianised area between Korari and Flower Streets.
Maungawhau PDP implementation process
The full implementation of the Maungawhau PDP will extend beyond CRL project completion. Once the CRL works are completed, CRL Ltd will draw back CRL Designation 2500-6 from areas that are no longer required for construction or the ongoing operation and maintenance of the CRL. This will generally include removing the designation from the public realm and restored construction areas. Future maintenance of the development blocks and development activities will be led by Eke Panuku, as shown in Figure 2 2
This Urban Design DWP forms part of CRL Ltd’s Outline Plan for the Stage 2 public realm works.
Figure 2 1: Maungawhau PDP Area – CRL works
Temporary Fencing and Transitional Activities
Future development in the Maungawhau PDP development blocks may not occur until some time after the completion of all CRL works. In the interim, following completion of the CRL works, Eke Panuku will be responsible for maintenance of the development blocks and will make provision for various transitional activities within the blocks (refer Figure 2.2) This will require the erection of temporary fencing or other types of physical barrier around the periphery of the development blocks, including for the purpose of preventing cars from driving through the area.
The location and design of the fencing or other types of barrier will be identified by Eke Panuku once proposals for the transitional activities have been further developed.
Access Considerations
The design of the Stage 2 public realm works has considered future permanent and construction access for the Maungawhau Precinct.
Retractable bollards will be installed at both ends of Ruru Lane and access will only be authorised for maintenance, service and emergency vehicles. However, Ruru Lane will remain open for pedestrians and cyclists.
Under the Maungawhau PDP (refer to Figure 2 1), Block A can be serviced by Ruru Lane, or via the new link. Block B can be serviced by Flower Street, or via Korari and Shaddock Street, or via the new link. Block C can be service by Ngahura or Ruru Street. Block D can be serviced by Korari or Shaddock Streets.
An approximately 3.5m wide strip of compacted gravel will be provided on either side of the new pedestrian/cyclist link (refer to Figure 2 3). On each side, the strip sits at the same level as the new link and then slopes down to current ground level. While the two strips are located within future development land, it is proposed to construct them as part of the Stage 2 works to provide an option for future construction access (without impacting the new link).
Figure 2 2: Maungawhau PDP implementation process
3. Design Journey
Maungawhau Station sits at a key junction between the Auckland City Centre, Newmarket, and Dominion Road It is located in the centre of the Uptown business precinct which includes Newton and Eden Terrace. Situated in what was formerly an industrial area, the station, and the surrounding future precinct development area, will be a catalyst for the intensification and regeneration of the area.
The overall theme for the CRL project’s design concept is the Māori Creation Story (refer Section 4.4 of this Urban Design DWP), with more specific cultural narratives for Maungawhau Station and the surrounding precinct being gifted by mana whenua. In particular, a narrative was gifted focusing on the volcanic atua (deity) Mataaoho, 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 public realm.
An overview of the design journey for Maungawhau Station Precinct is described below.
Overview
The design of Maungawhau Station and the surrounding public realm has been the subject of ongoing design refinements since the concept design for CRL was first developed. The design has been progressed in collaboration with project partners and stakeholders, including mana whenua, AT and Auckland Council.
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 of informing all later stages of design. These principles were incorporated into the designation conditions (discussed in Section 4.2) and have provided the framework for all subsequent design work for the CRL project. The CRL designation conditions were confirmed by the Environment Court on 10 November 2015.
Alteration to Designation 2500-6
Urban
Design Delivery Work Plan
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 Maungawhau Station and the realignment of the North Auckland Line 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 alteration to CRL Designation 2500-6 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;
• Provision for the construction, operation and maintenance of the redeveloped Maungawhau Station, which includes a new platform to service the CRL, a plant building and portal headhouse/vent building; and
• Provision for the construction of new roads to service the redeveloped Maungawhau Station, including extensions to Flower, Korari, Ruru and Nikau Streets and a new bridge at Ruru Street (refer Figure 3 1)
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 3 2). Designation Condition 47.2(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 of this Urban Design DWP.
Figure 3 1: Indicative Road layout with proposed street extensions
Maungawhau Precinct Development Plan
As explained in Section 1.2, a Maungawhau PDP has now been developed for the CRL construction site at Maungawhau by CRL Ltd in partnership with Eke Panuku The PDP supersedes the earlier reference design. The revised layout has also been developed in collaboration with AT as the road controlling authority. Eke Panuku is the lead agency for the purposes of implementing the Maungawhau PDP.
The alterations to the design are shown in Figure 3.3 below, with the brown areas indicating aspects of the earlier reference design which have been removed as a result of ongoing design development. The blue area identifies design aspects which are being added as part of the Maungawhau PDP (in particular, the proposed new pedestrian/cyclist link between Mt Eden Road and Shaddock Street)
Figure 3 2: Drawing referenced in Designation Condition 47.2(b)(xiii)
3 3: Street layout in Masterplan vs Designation Condition 47.2(b)(xiii)
The changes from the reference design stage include:
1. 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;
2. The ‘Nikau Street Extension’ between Ngahura Street and Ruru Street will provide access for active modes, cycling and walking
3. The ‘Ruru Street Extension’ (referred to as Ruru Lane) will now be a one-way service lane from Maungawhau Station to Mt Eden Road, comprising a 4m wide lane for service vehicles and cyclists and a 3m wide footpath.
4. A new pedestrian and cyclist only link connecting Mt Eden Road to Shaddock Street replaces the ‘Flower Street Extension’.
The first three items listed above were the subject of the approved Outline Plan for the Stage 1 public realm works (OPW 60391638 detailed in Section 1.3.1), while item 4 is the subject of this Urban Design DWP.
Overall, the revised Maungawhau PDP layout provides for the outcomes anticipated by the indicative layout at reference design stage (refer Figure 3 1), by creating a high-quality pedestrian/cyclist link from Mt Eden Road through to Maungawhau Station. The PDP layout also provides a safe one-way vehicle access and drop off at the front of the station on Shaddock Street. AT was concerned that the previous indicative layout would encourage general vehicle traffic to use the Ruru Street extension as a ‘rat run’ between Mt Eden Road and New North Road, which would be an undesirable outcome for Maungawhau Station AT is supportive of the revised layout as it
Figure
Urban Design Delivery Work Plan
does do not allow through-vehicle access from and on to Mt Eden Road and removes the risk of vehicles ‘rat-running’ through the station precinct.
The new layout better meets the principles and urban design requirements specified in designation 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. As such, it is considered the revised layout is in general accordance with Condition 47.2 (b)(xiii).
4. Design Framework Overview
The design of the 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).
Of relevance to the Works, the following design principles have been used to guide the design of the Stage 2 public realm works:
• Mana Whenua principles (Condition 49)
• Movement and Connections principles (Condition 47.2(b))
• Public Realm and Landscape principles (Condition 47.2(c))
Mana Whenua Principles
CRL designation Condition 49 includes seven mana whenua 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 history (pre and post European settlement) that is prevalent in the area of the CRL project. These principles comprise the following:
• Mana/Rangatiratanga – Authority
• Whakapapa – Names and genealogical connections
• Tohu – The wider cultural landscape
• Taiao – The natural environment
Urban Design Delivery Work Plan
• 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 for the CRL NOR process, mana whenua agreed to the principles in July 20122 .
The overall design process and expression for the Stage 2 public realm works has embraced these design principles, as discussed in Section 7 of this Urban Design DWP.
Movement and Connections Principles
The CRL designation conditions include 13 ‘movement and connection’ design principles which are relevant to the design of the Maungawhau 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.
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 Maungawhau 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.
Strategic Documents
The project principles within the UDF were determined by synthesising higher level urban design principles and strategies. At the time of writing the UDF this included the following documents:
• Te Aranga Māori Cultural Landscape Strategy and Mana Whenua / Cultural Landscape Principles & Cultural Landscape Design Approaches, Rau Hoskins (June 2012)
• New Zealand Urban Design Protocol, Ministry for the Environment, 2005
• Auckland City Council CBD Urban Design Framework (November 2008) Auckland Transport’s Emerging Project Specific Urban Design Principles
• Auckland City Centre Masterplan, 2011 (CCMP)
• 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
2 CRL Notice of Requirement, Assessment of Effects on the Environment, dated 15 August 2012.
Urban Design Delivery Work Plan
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 Maungawhau Station and public realm. These include, but are not limited to:
• Auckland Plan 2050
• Auckland City Centre Masterplan, 2020 (CCMP) – see Section 8 of this Urban Design DWP
• Auckland Transport’s Urban Street and Road Design Guide;
• Auckland Transport’s Design Manual;
• Auckland Transport’s Roads and Streets Framework;
• Auckland Urban Ngahere (Forest) Strategy
• 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 new pedestrian/cyclist link within the overall Maungawhau Station precinct aligns with the CCMP is provided in Section 8 of this Urban Design DWP
Māori Creation Story
The overall theme for the CRL project’s design concept is the Māori Creation Story of the atua (ancestral deities), Ranginui (the sky father), Papatūānuku (the earth mother), and the emergence of Te Ao Mārama (the natural world) from Te Pō (the darkness) and Te Kore (nothingness).
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 4 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.
The cultural narrative applicable to the Maungawhau Station Precinct is detailed in Section 4.5.
Cultural Narrative
The Maungawhau Station Precinct lies 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) Mataaoho, 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 Mataaoho‘Mataaoho’s cup or bowl’. The entire volcanic field of Tāmaki Makaurau is also sometimes known as Nga Tapuwae a Mataaoho, or the sacred footprints of Mataaoho. Design elements seek to draw reference from the narratives surrounding Mataaoho, linking back to the whakapapa of Maungawhau.
Cultural narratives that were adopted in the Stage 1 public realm works will continue to be applied for the Stage 2 works. The proposed pedestrian/cyclist link will be planted with native trees and understorey planting that was historically present in the Maungawhau area. The trees will sit in tree beds with adjacent seating and decorated by basalt rock to provide reference to Mataaoho. Opportunities for mana whenua design input are outlined in Figure 4 2 and in Appendix B of the Outline Plan
Figure 4 1: Artist’s design depicting the Creation Story
Figure 4 2: cultural narratives incorporated into the design (including mana ehenua artist involvement)
5. Consultation and Engagement
Introduction
The Stage 2 public realm design of the Maungawhau Station Precinct and has been developed in consultation with numerous parties, including the following:
• Mana whenua (CRL project partners)
• Auckland Council
• Urban Design Panel
• Eke Panuku
• Auckland Transport
• Mt Eden Community and Business Liaison Group (CLG)
The design has also been subject to review and comment by the Independent Peer Reviewer for urban design.
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
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 4.5). Mana whenua has endorsed all the design elements of Maungawhau Station.
Mana whenua are supportive of the new link providing high quality pedestrian and cyclist access to Maungawhau Station. Mana whenua supports a continuation of the design treatment used in the Stage 1 public realm works for the Stage 2 works. They have also been involved in the selection of
Urban Design Delivery Work Plan
plant species proposed in the new Link, Shaddock Street and the landscaping area to the north of the new link
The section of Shaddock Street between Korari and Flower Streets sits at a lower level ‘in a bowl’ , and it has been agreed with mana whenua (at the Mana Whenua Forum on 6 August 2024) that nonnative deciduous tree species could be explored for street trees along this section to allow better sunlight penetration during winter months.
Final decisions regarding tree species will be agreed with mana whenua and Auckland Council arborist.
Auckland Council
Regulatory Department
A meeting was held with Auckland Council’s regulatory team on 20 May 2024 to discuss programme, structure and content of the Urban Design DWP for the Stage 2 public realm works and relevant designation conditions. A site visit was held with the regulatory team and Council urban design specialists on 19 August 2024.
The Council were generally supportive of the scope of the proposed public realm reinstatement and restoration of construction areas.
Auckland Council Parks Department
Numerous discussions have occurred with the Auckland Council Parks Department regarding landscaping and future maintenance responsibility by the Parks Department for the landscaped area bound by Nikau, Flower, Shaddock and Korari Streets. Planting species proposed by the Project are in alignment with the species list agreed on 2 November 2020. The final species will be selected in agreement with Auckland Council arborists and mana whenua
Maungawhau Development Precinct Working Group
A working group has been established for the implementation of the Maungawhau PDP and includes CRL Ltd, AT, Eke Panuku and Kāinga Ora. As identified in Section 1.2, Eke Panuku is the lead agency for progressing the development sites in the Maungawhau PDP Kāinga Ora owns Block ‘G’ (refer Figure 2.1) and is developing this site in accordance with the Maungawhau PDP AT is responsible for confirming the road layout and design standards.
The purpose of the working group is to align the design and progression of the various components within the Maungawhau PDP area, and to ensure the proposed roads and accessways meet AT design standards and integrate with the wider transport network.
The layout and design of the pedestrian/cyclist link and Shaddock Street described in this Urban Design DWP (refer Section 6 in particular) has been agreed by AT as the road controlling authority and the agency responsible for public transport. AT will continue to be involved in final detailed design of the link and Shaddock Street.
Community and Business Liaison Group (CLG)
The Maungawhau CLG meets at least every three months (in accordance with the CRL designation conditions) to provide regular updates on the project, including station and public realm design. The Mt Eden CLG was established on 19 November 2015.
The Works were presented to the Maungawhau CLG on 24 July 2024 An overview of the design was presented, with feedback generally sought at the CLG meeting. A draft version of this Urban Design DWP was circulated for formal feedback following the July CLG meeting.
Topics of feedback from the CLG included Maungawhau Station access points, integration with the bus network, and the future developments being delivered by Eke Panuku. Details of the feedback received and responses provided by CRLL are provided in Appendix B.
Auckland Urban Design Panel
The Auckland Urban Design Panel (UDP) had previously provided comment on the Maungawhau Station and surrounding public realm reinstatement in September 2021.
Feedback from the UDP at the 2021 meeting was that they did not support Ruru Lane as the key pedestrian access route to Maungawhau Station. The UDP supported an alternative street connection to the north of Ruru Lane and wanted to see a demonstrable commitment to this alternative connection.
The currently proposed pedestrian and cycling link to the north of Ruru Lane addresses those concerns raised by the UDP in 2021, and funding has now been committed to build the new link.
Feedback from the UDP relevant to the Stage 2 public realm works is collated in the tables 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 independent review comments and responses to these comments have been collated in the tables provided in Appendix B The full Independent Peer Review report is attached as Appendix C
6. Public Realm Design
Overview
The Stage 2 public realm works addressed by this Urban Design DWP comprise the following within the Maungawhau Station Precinct:
1. New Pedestrian/Cyclist Link:
• Connects Mt Eden Road to Shaddock Street, which in turn leads directly to the Maungawhau Station entrance
• The link will be 12m wide at its entrance off Mt Eden Road and increasing to 15m width at its intersection with Shaddock Street.
• The link will gently fall from Mt Eden Road to Shaddock Street at approximately 5% gradient
• Planting of trees in the new pedestrian/cyclist link
• Installation of light poles and street furniture
2. Shaddock Street Pedestrianised Section:
• Reinstatement of the eastern section of Shaddock Street between Korari and Flower Streets as pedestrian and cyclist access only
• Generally flat route between Flower Street and the Maungawhau Station entrance
• Planting of street trees along the northern side of Shaddock Street
• Installation of light poles and street furniture
The new link and Shaddock Street will provide universal access from Mt Eden Road to the Maungawhau Station.
Overall, the design for the Stage 2 public realm works integrates with the Stage 1 works because of the consistent Urban Design Framework.
Paving
Proposed pavement finishes (refer Figure 6.1) are identified within the design drawings (Appendix B of the Outline Plan). Basalt (karā) forms the base material, providing reference back to Maungawhau (and Mataaoho) 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)
Street Furniture
Well considered, designed and well-placed street furniture is an essential component of good quality streets. Street furniture within the new pedestrian/cyclist link and Shaddock Street includes lighting structures 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 wider Maungawhau, Waitematā, Te Waihorotiu and Karanga-a-Hape Stations.
All street furniture will be provided within the ‘furniture zone’ and clear of pedestrian/cyclist through-routes. Plans of the location of proposed furniture are provided in Appendix B of the Outline Plan.
Seating
Seating is a key component in supporting the function of streets through place-making and movement networks.
Auckland Council standard timber bench seating is proposed along Shaddock Street between Korari and Flower Streets.
Concrete seating is proposed around tree planters within the new pedestrian/cyclist link.
‘Site won’ oversize basalt (karā) from tunnel excavations (from the downtown area sourced from CRL works at Waitematā Station) is to be utilised as landscape features reinforcing the wider Maungawhau material palette (refer Figure 6.2). These will become informal seating, features within tree planters or used as vehicle deterrents.
Figure 6 1: Pavement materials palette
Landscaping
Tree and shrub selections have been founded on references to former habitats present within the surrounding area and have been endorsed by the Mana Whenua Forum.
The pedestrian/cyclist link and Shaddock Street will include provision of 17 trees to be planted3 , including:
• 10 native specimen trees to be planted in planters along the pedestrian/cyclist link; and
• 7 non-native specimen trees to be planted along Shaddock Street between Korari and Flower Street.
The landscape area includes 13 trees and low-level planting.
The final species will be chosen from the Planting Palette included in Appendix B of the Outline Plan and determined in consultation with mana whenua and Auckland Council arborist, as the ultimate asset owner.
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 will 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 (refer to Figure 6.3).
3 A minimum 1:1 replacement ratio is required as mitigation by CRL designation Condition 55 (Trees and Vegetation Delivery Work Plan). The Maungawhau area provides 52 of the 126 trees required to be replaced as part of the CRL project. The CRL project already meets the minimum 1:1 replacement ratio as set out in the Trees and Vegetation DWP.
Figure 6 2: Basalt rock feature
Urban Design Delivery Work Plan
Formal tree pits are proposed within the new pedestrian/cyclist link and Shaddock Street due to the utilities in proximity and to ensure the long-term integrity of structures and pavements is maintained.
The surrounding treatment to tree pits will feature resin bound aggregate with Auckland Council 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.
Final species selections for both tree and shrub species will be determined in consultation with both mana whenua and Auckland Council arborist, as the ultimate asset owner.
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 suite of products approved by AT. 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 4)
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.
Figure 6 3: Typical tree pit
Urban Design Delivery Work Plan
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 B of the Outline Plan which include the sign typologies and allocations.
Lighting, Security and Surveillance
The overall Maungawhau Station public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles to promote safe environments. The Stage 2 public realm works are in alignment with the CPTED principles applied. This includes:
• Sufficient lighting at night
• Passive surveillance by other users
• Wide and unobstructed footpaths with continuity and no blind spots
• Video surveillance
The proposed pedestrian/cyclist link widens as it meets Shaddock Street to create a wide-open space with no blind corners, and looking straight towards the new landscape area, as well as Korari and Flower Streets Once the surrounding development blocks are completed, there will be active frontages facing on to the link to provide passive surveillance.
The lighting design has been carried out to an appropriate Pedestrian Standard of AS/NZS 1158.3.1:2020 which reflects its intended use.
To contribute to good CPTED outcomes, the proposed design uses white light, which is in line with the aforementioned Pedestrian Standard and AT Transport Design Manual standards. White light has
Figure 6 4: Examples of CRL wayfinding proposed
Urban Design Delivery Work Plan
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.
CCTV cameras are able to be attached to light poles and the final number/location of cameras will be agreed with AT.
7. Response to Design Principles
Introduction
In summary, the relevant urban design 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
In accordance with CRL Condition 47.3, this chapter of the Urban Design DWP describes how the proposed Stage 2 public realm works respond to the design principles set out in the designation conditions. This includes how these principles have been used to guide and influence the design, and how the design has responded, or otherwise, to the principles and initiatives.
Mana Whenua Principles
Condition 49 of the CRL designation conditions sets out the seven Mana Whenua principles. These principles are listed in Table 7.1 below, along with a response regarding how they have guided and influenced the design of the Stage 2 public realm works.
As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including the Requiring Authority and
While there are no specific relationships at governance and management level within the Link Alliance, there are processes in place as part of the wider CRL project that enable rangatiratanga to be exercised. The governance relationships between Iwi and CRL Ltd 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
Table 7.1: Design Response to Mana Whenua Principles
Ref Mana Whenua Cultural Design Principle Design Response
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 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.
groups who expressed an interest in being involved in the project and its related activities. Eight mana whenua self-identified their interest in CRL and are currently part of the forum.
Regular (monthly) meetings with mana whenua have been, and continue to be, held by way of the CRL
Mana Whenua Forum. This is an open forum that covers any and all aspects of the CRL project. This includes to discuss, develop, critique and approve aspects of the public realm and architectural design of the stations. In addition, a design hui has been established which specifically focuses on design aspects of the three stations and surrounding public realm. These meetings also allow for interaction between mana whenua, architects, urban designers and mana whenua appointed artists.
The CRL Mana Whenua Forum and Design Hui includes kaitiaki from self-elected Iwi to engage with the Link Alliance about all CRL related activities. This enables the kaitiaki to go back to their constituents and rangatira and provides the opportunity to provide feedback and express their mana.
In addition, the project has engaged Iwi artists to provide design inputs into each of the station’s mandated design elements. This includes the tunnel ventilation structure.
For the design of the Stage 2 public realm works, mana whenua elements agreed for the Stage 1 Maungawhau Station public realm (Section 1.3.1) have been continued and this includes the use of native vegetation and basalt rock elements.
Through discussions with mana whenua, appropriate naming and genealogical conventions for the Maungawhau Station 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 and was formally confirmed by the New Zealand Geographic on 16 March 2023.
There is an opportunity for mana whenua to gift a name for the new pedestrian/cyclist link. Support for undertaking a formal naming process for this new link is currently sitting with Auckland Transport to
Ref Mana Whenua Cultural Design Principle Design Response
agree. The name will then need to be consulted on through the NZ Geographic Board process before being confirmed.
49.1
(a) (iii) Tohu
Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.
49.1 (a) (iv) Taiao
Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.
Maungawhau Station and adjoining areas have a strong visual connection to Maungawhau. The maunga is considered to be tohu. This is described in detail in Section 4.5.
Maungawhau Station and the adjoining Shaddock Street and the new pedestrian/cyclistt link sit at a lower level than Ngahura, Ruru, Korari and Flower Streets. The design of the Station and the public realm works preserves the viewshaft from these streets to Maungawhau, and assists in orientation and wayfinding.
The reinstated public realm preserves the Nikau/Flower Street intersection as a prominent viewing location across the precinct and to Maungawhau.
The design of the Stage 2 public realm works acknowledges this tohu through planting design, feature street furniture, including eco-sourced native vegetation and locally sourced karā (basalt), and maintaining key viewshafts to Maungawhau. The design elements have already been developed in partnership with mana whenua as part of the Stage 1 public realm work (Section 1.3.1).
A number of opportunities have been explored to bring natural landscape elements into the public realm.
The design includes the establishment of native trees within the Maungawhau Station Precinct. Native specimen tree and vegetation species will be utilised where possible, in line with historical ecologies, and a ‘right tree right place’ mentality. It is expected that all shrub species will be eco-sourced from within the Auckland Ecological Region (refer Section 6.4).
‘Site won’ karā (basalt) spalls and boulders from tunnel excavations are to be utilised as landscape features reinforcing this ecology (refer Section 6.3.1).
The section of Shaddock Street between Korari and Flower Streets sits at a lower level in a bowl, and it has been agreed with mana whenua that non-native deciduous tree species could be explored for street
Ref Mana Whenua Cultural Design Principle Design Response
trees along this section to allow better sunlight penetration during winter months. A final list of tree species will be agreed with mana whenua (refer Section 6.4).
49.1 (a) (v) Mauri tū
Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai / water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encountered should be carefully treated with Mana whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works.
49.1 (a) (vi) Mahi toi
Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art.
The design includes the establishment of native trees within the Maungawhau Station Precinct. Native specimen tree and vegetation species will be utilised where possible, in line with historical ecologies, and a ‘right tree right place’ mentality. Mana whenua support the use of native trees and final decisions regarding tree species will be agreed with the Mana Whenua Forum (refer Section 6.4).
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 Maungawhau Precinct excavation works will be re-purposed to be included in the seating design within the new pedestrian/cyclist link (refer Section 6.3.1).
The Māori Creation Story (Te Ao Marama) is represented in the architectural treatment of the primary station entrance designs, public realm interior station linings and secondary station components which form the line-wide theme for the CRL project.
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.
Locally sourced timber and karā (basalt) is to be included as part of the seating design within the new pedestrian/cyclist link and Shaddock Street. Pavement design along Shaddock Street will combine different textures and shades of black oxide pavement to add visual interest and this aligns with the
Urban
Design Delivery Work Plan
Ref Mana Whenua Cultural Design Principle Design Response
Mataaoho narrative. Refer to the mana whenua opportunities drawing in Appendix B of the Outline Plan.
Mana whenua is satisfied with the level of design response imbued within the Station design and surrounding public realm. Future surrounding development may provide further opportunities for site specific cultural artwork.
49.1 (a) (vii) Ahi kaa
Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahikaa and kaitiaki roles in and around the CRL route and new station precincts.
Artistic involvement and engagement has led to incorporation of Ahi kā outcomes for over CRL project design and installation.
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, including the proposed Stage 2 public realm works.
Overall, the naming of the station and adjoining plaza has reinstated the tangible connection of mana whenua to place. Mana whenua will likely be involved in the naming of the new pedestrian/cyclist link. Support for undertaking a formal naming process for this new link sits with Auckland Transport. The name will then need to be consulted on through the NZ Geographic Board process before being confirmed.
Urban Design Delivery Work Plan
Urban Design Principles - Movement and Connections
Condition 47.2 (b) of the CRL designation conditions sets out the Movement and Connections design principles. These are listed below in Table 7.2, along with a response regarding how these principles have guided and influenced the design of the public realm works.
Table 7.2: Design Response to Relevant Movement and Connections Principles
47.2
(b)
(i)
Existing Networks
Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure
The proposed Stage 2 public realm works do not comprise any structures that would interrupt or adversely change existing public open spaces or street networks.
The new pedestrian/cyclist link will provide more pedestrian permeability where none existed before. This includes additional pedestrian access from Shaddock Street to Mt Eden Road, and from New North Road to Mt Eden Road.
Refer to the Movement Plan in Appendix B of the Outline Plan.
47.2
(b)
(ii)
Entrance Location
Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.
The main pedestrian routes will be along the new pedestrian/cyclist link, which will lead pedestrians to the Shaddock Street pedestrian area and in turn to the station entrance.
Landscaping and street furniture has been located to provide a minimum 6m wide clear movement corridor within the new link, and away from the new Link and Shaddock Street intersection, providing a spacious pedestrian/cycling movement area, and creating space for activation opportunities associated with surrounding future development blocks.
Following construction of the CRL works and wider developments within the precinct, the Ruru Lane extension will become a secondary access point to the station.
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.
The station design embodies intuitive wayfinding, reducing the reliance on signage and visual clutter.
The main pedestrian route along the new link connecting into Mt Eden Road will fan out on to the Shaddock Street pedestrian area and will lead pedestrians directly to the station entrance.
47.2
(b)
(iv) Way Finding
Coherent signage should be utilised to aid intuitive orientation and way finding.
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.
Way finding signage will be in accordance with AT’s Transport Design Manual (TDM) standard and will integrate with the existing confirmed way finding strategy for the wider Station and precinct.
Signage will be installed at the entrance to the new pedestrian/cyclist link at its opening on to Mt Eden Road and its intersection with Shaddock Street.
Refer to Appendix B of the Outline Plan for further information regarding wayfinding signage within the public realm.
Bus stops on Mt Eden Road are immediately adjacent to the new pedestrian/cyclist link, and 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 distance between the Mt Eden Road bus stops and Maungawhau Station via the new pedestrian/cyclist link is approximately 200m, which is around a 2-minute walk on average.
Pedestrian movement along the new link and pedestrianised section of Shaddock Street will naturally flow into the wide footpath along the southern side of Korari Street, which maintains a minimum width of 3m along the drop-off zone. The footpath along Korari Street provides ample space for pedestrians walking from Shaddock Street and people being dropped off by vehicle.
Ref Movement and Connections Design Principle Design Response
Refer to Appendix B of the Outline Plan for the Movement Plan for the Maungawhau Station Precinct.
47.2 (b) (vi) Bicycle Parking
Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.
47.2 (b) (vii) Street Crossings
Safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent practicable. The provision of level street crossings is preferable over any grade separated solutions.
47.2 (b) (viii) Footpaths
Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations.
Sufficient bicycle parking around the station is already provided as part of the Stage 1 public realm works.
The new pedestrian/cyclist link directly connects to Mt Eden Road, which has bus stops on both sides and a signalised pedestrian crossing point directly fronting the new link.
The new link and Shaddock Street provides a safe pedestrian/cyclist only route condition for commuters to move between modes and for the community to move throughout the wider area.
The new pedestrian/cyclist link is 12 to 15m wide and sufficiently meets AT design standards for a pedestrian accessway. The link provides a clear minimum 6m movement corridor, with street furniture configurations supplementing the pedestrian environment.
Overall, the Stage 2 works provide a vital pedestrian connection between the station and the surrounding Maungawhau precinct, as demonstrated in Section 6.1, and the Movement Plan in Appendix B of the Outline Plan.
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-DRG0110 Revision 1 dated 26/7/16.
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 Maungawhau Station. The NoR for alteration to designation 2500-6 was supported by an Integrated Transport Assessment 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 (now Maungawhau Station) and to Mt Eden Road’.
The drawing specified under Condition 47.2(b)(viii) provided the best indication of what was considered to be an appropriate access arrangement for the Maungawhau Precinct at the time of the 2017 alteration to Designation 2500-6. The condition was intentionally worded to provide flexibility for the final design (“generally undertaken in accordance with” the “indicative road layout”). This plan was never intended to be closely replicated and its indicative nature signalled that changes could be expected in the final design, as long as the outcome of the final road network satisfies the overall urban design principles regarding Movement and Connections (Condition 47.2(b)).
While the proposed new layout results in a less direct route for vehicles between Mt Eden and New North Roads, this has been in favour of creating a better street environment for pedestrians and cyclists by creating a block layout that would enable development on both sides of the new link, while maintaining a direct connection from Mt Eden Road to Maungawhau Station. In doing so it is considered that the new layout better meets the principles and urban design requirements specified in Condition 47.
The revised layout being implemented as part of the Stage 2 public realm works provides for the outcomes anticipated by the previous layout, being connection through to Maungawhau Station. The new layout includes a new pedestrian and cyclist only link connecting Mt Eden
Ref Movement and Connections Design Principle Design Response
Road to Shaddock Street, and removes the risk of an undesirable outcome – being the use of the Ruru Lane as a ‘rat run’.
Overall, the revised layout provides for the outcomes anticipated by the indicative layout (refer Figure 3.1), by creating a high-quality pedestrian/cyclist link from Mt Eden Road through to Maungawhau Station and provides a safe one-way vehicle access and drop off at the front of the Station on Shaddock Street.
AT was concerned that the previous indicative layout would encourage general vehicle traffic to use the Ruru Street extension as a ‘rat run’ between Mt Eden Road and New North Road, which would be an undesirable outcome for Maungawhau Station. AT does not support the creation of a new public road connection onto Mt Eden Road in this location. AT is supportive of the revised layout as it removes the risk for vehicles to rat-run through the station precinct.
As part of Stage 1 Public Realm Works (Section 1.3.1), the Nikau Street extension comprised a pedestrian and cyclist only accessway, connecting Fenton Street Bridge to the Maungawhau Station Entrance. This fulfils the pedestrian access function anticipated in the previous indicative road layout in Condition 47.2(b)(xiii). The final form of the Nikau Street extension is being designed by Kāinga Ora in partnership with Eke Panuku, and the connection will be between Block C and Block G (refer to Figure 2.1).
Overall, 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 Delivery Work Plan
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)
Public Realm and Landscape Design Principle Design Response
(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.
The Stage 2 public realm works form an important missing connection within the Maungawhau Precinct.
The new pedestrian/cyclist link and Shaddock Street connection will tie into the existing streetscape and meet Auckland Transport design standards for a pedestrian accessway. The new link will include trees surrounded by timber seating and basalt rock, in alignment with the Stage 1 public realm design (section 1.3.1). The Shaddock Street pedestrianised area will include a row of street trees on the northern side, and these will be situated tree pits that are consistent with wider street tree pit design.
47.2
(c) (ii) Universal Access
Station environments should promote universal access (e.g., footpath ramps and smooth ground surfaces).
47.2 (c) (iii) Safe Environments
Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by
Universal access between Mt Eden Road and Maungawhau Station is provided along the new pedestrian/cyclist link and interconnecting section of Shaddock Street, as detailed in Sections 6.1, 8.2 and Table 2 in Appendix B.
The new link will be constructed of smooth pavement with tactiles which have been designed to meet AT Transport Design Manual universal access requirements, as shown on the Movement Plan and Paving Palette in Appendix B of the Outline Plan
The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments (refer Section 6.6). This includes:
• Sufficient lighting at night
• Passive surveillance by other users
• Wide and unobstructed footpaths with continuity and no blind spots
Table 7.3: Design Response to Public Realm and Landscape Principles
Ref Public Realm and Landscape Design Principle Design Response
other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths.
• Video surveillance
The proposed pedestrian/cyclist link widens as it meets Shaddock Street to create a wide open space with no blind corners, and looking straight towards the new landscape area, as well as Korari and Flower Streets.
Once the surrounding development blocks are completed, there will be active frontages facing on to the link to provide passive surveillance.
The lighting design has been carried out to an appropriate Pedestrian Standard of AS/NZS 1158.3.1:2020 which reflects the nature of the accessway.
To contribute to good CPTED outcomes, 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 well-lit environment with enhanced visual comfort.
47.2
(c)
(iv) Reinstated Surfaces
The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area.
47.2 (c) (v) Station Plazas
The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area.
The new pedestrian/cyclist link and Shaddock Street pedestrianised area are consistent with AT Transport Design Manual standards and align with Auckland Council’s footpath renewal works occurring across Mt Eden. Kerbstones are to be basalt and, where feasible, kerbing will re-use existing kerbstones to align with the materiality already used across the Maungawhau Station Precinct area.
The restored construction area bound by Shaddock, Flower, Korari and Nikau Streets is also a key piece of landscaping within the precinct. This area is treated with lawn and native vegetation, as detailed on the drawings in Appendix B of the Outline Plan.
A consistent approach to finishes and detailing is used across the Maungawhau Station Precinct areas.
The station plaza was included in the Stage 1 public realm works (refer to section 1.3.1) and is not part of this Urban Design DWP.
47.2 (c) (vi) Public Art
Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana whenua cultural narratives, history, art and particular traits of the local community.
47.2 (c) (vii) Landscape Planting
Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana whenua cultural narratives.
47.2 (c) (viii) Entrances within the Road Reserve
Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.
47.2 (c) (ix) Utility Structures
Above ground utility structures (e.g., vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated
A strategy 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.
The design includes the establishment of native trees within the Maungawhau Station Precinct. Native specimen tree and vegetation species will be utilised where possible, in line with historical ecologies, and a ‘right tree right place’ mentality. It is expected that all shrub species will be ecosourced from within the Auckland Ecological Region (refer Section 6.4).
The section of Shaddock Street between Korari and Flower Streets sits at a lower level in a bowl, and it has been agreed with mana whenua that non-native deciduous tree species could be explored for street trees along this section to allow better sunlight penetration during winter months, as outlined in Section 5.2. A final list of tree species will be agreed with mana whenua (refer Section 6.4).
Not applicable – this Urban Design DWP focusses on the new pedestrian/cyclist link and Shaddock Street connection.
No aboveground utility structures are proposed within the new pedestrian/cyclist link and Shaddock Street connection.
Urban Design Delivery Work Plan
Ref Public Realm and Landscape Design Principle Design Response with other buildings.
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).
Not applicable.
8. City Centre Master Plan (CCMP)
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 Maungawhau Station This has the potential for more than 100,000 square metres of residential and commercial building in the immediate vicinity of the Maungawhau Station4
An overview of how the design for the proposed pedestrian/cyclist link, Shaddock Street pedestrianised connection, the wider Maungawhau Station Precinct, and the CRL project in general, 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.
8.1: Response to the ‘ten outcomes’ of the CCMP
CCMP Outcome Response
Outcome 1: Tāmaki Makaurau - Our place in the world
Tāmaki Makaurau / Auckland's city centre is a place where we actively recognise and celebrate our historic heritage as a driver of positive change and placemaking.
Outcome 2: Connected City Centre
The city centre in Tāmaki Makaurau / Auckland should have safe, healthy and sustainable travel options both inwards and outwards. This will improve people’s access and choice of transport modes.
Outcome 3: Accessible and inclusive city centre
This outcome focuses on an accessible and inclusive city centre. We want a city centre that is welcoming to all in Tāmaki Makaurau.
Outcome 4: Green city centre
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.
The design of the station and public realm has been designed to be universally accessible.
Refer to Section 8.2 – response to principle 49.1(a)(v) Mauri tū.
4 The residential and commercial development referred to in the CCMP is being provided by Eke Panuku and does not form part of the scope of this Urban Design DWP
Table
Urban Design Delivery Work Plan
This outcome is about restoring our biodiversity and ecological systems (Mauri Tu). Doing this will deliver a healthy and happy city centre in Tāmaki Makaurau.
Outcome 5: Public life
Public space or realm is the glue that holds the city centre together, the canvas for public life. It needs to work well for everyone who spends time in Tāmaki Makaurau. This outcome aims to for everyone in the city centre to feel safe and comfortable, and experience enjoyment.
Outcome 6: Residential city centre neighbourhoods
Auckland’s city centre is an increasingly popular place to live. As the city centre population grows and matures, this outcome shapes the city centre’s public realm, housing supply and social infrastructure to deliver a highly liveable city centre.
Outcome 7: Quality built form
This outcome aims to deliver a well-designed and planned city centre. It links the City Centre Masterplan and Waterfront Plan to Auckland's statutory planning and design tools.
Outcome 8: Heritage defined city centre
We want to increase understanding, protection and conservation of city centre heritage places, landscapes and stories. Our city centre should actively recognise and celebrate Auckland’s historic heritage as a driver of positive change and placemaking.
Outcome 9: Sustainable city centre
This outcome aims to shape our approach to transport, air quality, water quality and climate change in the city centre. It focuses on the Auckland 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
The new pedestrian/cyclist link and Shaddock Street connection provides a wide pedestrian focussed environment, and creates space for activation opportunities associated with surrounding future development blocks.
The construction of CRL supports this outcome
The overall Maungawhau Station and precinct has been thoughtfully designed, in line with the CRL designation design principles.
The proposed pedestrian/cyclist link and Shaddock Street connection preserves viewshafts to Maungawhau.
The wider planting palette used in the Maungawhau Station precinct uses species that were historically present in the Maungawhau area.
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.
The new link and overall movement network within the Maungawhau Station precinct supports the adjacent development being delivered by Eke Panuku, which will provide further residential/commercial development in the Mt Eden area.
Design Delivery Work Plan
business and urban development and deliver a globally-competitive quality of life within a flourishing economy.
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.
Mana whenu have gifted the name - Maungawhau- for the previous Mt Eden Station together with new CRL platforms and this has been confirmed by the New Zealand Geographic Board.
Mana whenua will have the opportunity to gift a name for the new pedestrian/cyclist link. Supporting this process responds 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 Waitematā (downtown), Te Waihorotiu (midtown), Karanga-a-Hape (uptown), Maungawhau (city fringe) will become key development areas.
As described in Section 1.2, the surrounding developments within the Maungawhau PDP being delivered by Eke Panuku will include residential and commercial development directly adjacent to the Maungawhau Station This aligns with the CCMP vision, to provide for transit-oriented development.
Urban Design Delivery Work Plan
The overall design of the Maungawhau Station Precinct provides a high quality, highly accessible public realm. The proposed pedestrian/cyclist link and Shaddock Street connection adds to the existing movement network and provides a high-quality universal access to the Station from Mt Eden Road.
Appendix A: Relevant CRL Conditions
Ref Condition
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
Relevant
Section 5.5 and Appendix B
Section 5.5 and Appendix B
Section 5.2 and Appendix B
Section 5.2
Section 5.2
Section 5 and Appendix B
Section 1.3 and Combined Stage 1 and 2 Public Realm drawing in Appendix B of the Outline Plan
Section 5.7 and Appendix B
Ref Condition
Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions.
11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included on the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition.
11.3 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and, where they have not, the reasons why not.
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:
Appendix B
Appendix B
This document
This document
a. Mana Whenua Principles – see Condition 49; 7.2
b. Movement and Connections 7.3
i. Existing Networks - Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure. 7.3
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.
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.
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 prehuman ecology as and where appropriate. This may include species which connect strongly with Mana Whenua cultural narratives.
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. 7
47.5 The Requiring Authority shall request the Auckland Council to refer the Urban Design DWP to the Auckland Urban Design Panel (or other equivalent entity (if any) at that time) and invite the Auckland Urban Design Panel to comment on: 5.6 and Appendix B
a. The degree to which the Urban Design DWP has appropriately responded to the principles listed in 47.2 and 49.1;
b. The degree to which station plans have appropriately responded to the principles listed in Condition 54.1
47.6 As part of the Urban Design DWP submitted, the Requiring Authority shall:
a. Provide a record of feedback received from the Auckland Urban Design Panel (or equivalent entity at that time);
b. Provide detail of how the Urban Design DWP has responded to any feedback received from the Auckland Urban Design Panel (or equivalent entity at that time) and, where they have not, the reasons why;
c. Provide detail regarding the degree to which the community stakeholder, affected party and affected in proximity party feedback has been considered and where
and Appendix B
and Appendix B
and Appendix B
and Appendix B
and Appendix B
Section 5 and Appendix B
Ref
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.
Noted and included
Section 7.4
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:
and 8.2
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. 5.2 and 8.2
ii. Whakapapa – Names and genealogical connections–reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses.
iii. Tohu – Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits.
5.2 and 8.2
Section 7.2
Urban
In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.
iv. Taiao – Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.
v. Mauri tu - Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site - in particular focusing on the quality of wai /water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encounters should be carefully treated with Mana Whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works.
vi. Mahi toi – Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art.
vii. Ahi kaa – Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi- kaa and kaitiaki roles in and around the CRL route and new station precincts; and
b. A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan.
7.2
Section 7.2
Section 7.2
Section 4.2 and Section 7.2
Section 7.2
Section
Urban Design Delivery Work Plan
Appendix B: Record of Engagement
Table 1. Mana Whenua Feedback
Mana Whenua comments/recommendations Response
6 August 2024 CRL Mana Whenua Forum Refer to responses below.
Supportive of the proposed pedestrian/cyclist link and pedestrianised section of Shaddock Street between Korari and Flower Streets.
Mana Whenua supports a continuation of the design treatment used in the Stage 1 public realm works for the Stage 2 works.
Noted.
Open to non-native planting within the Shaddock Street section
Noted.
CRL Ltd continues to present updated design material to the forum. A presentation of the detailed design for the Stage 2 works is planned for the December 2024 forum.
The section of Shaddock Street between Korari and Flower Streets sit at a lower level in a bowl, and it has been agreed with Mana Whenua that non-native deciduous tree species could be explored for street trees along this section to allow better sunlight penetration during winter months. The final species for all proposed trees are to be agreed with mana whenua and Auckland Council arborist.
UDP comments/recommendations
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 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:
Response
Refer to responses below. 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 well-planned street-based pedestrian connections and at this time expresses significant concern with that approach.
The CRL designation conditions allow public realm works to be delivered in stages, 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” . This allows development to occur in stages, which is a necessity in the case of Maungawhau –because construction of the Stage 2 public realm works cannot commence until construction of the new underground railway is completed.
The new pedestrian/cyclist link will become the main gateway for entry to Maungawhau Station. The link will replace the Ruru Lane as the primary gateway to Maungawhau Station from Mt Eden Road. Funding is now committed to the new link and therefore provides certainty for its delivery.
The final form of the Nikau Street extension is being designed by Kāinga Ora in partnership with Eke Panuku, and the connection will be between Block C and Block G (refer to Figure 2.1). The footpath between Nikau Street and Ngahura Street (delivered by the CRL project as part of Stage 1 public realm works) is an interim access until future development occurs. This route provides universal access from Fenton Street bridge to the Station, and as such, the CRL project has fulfilled the pedestrian access function anticipated in the previous indicative road layout in Designation Condition 47.2(b)(xiii)).
Table 2. Urban Design Panel – Feedback from September 2021 Stage 1 Public Realm Reinstatement works applicable to this current Urban Design DWP
UDP comments/recommendations
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.
Response
As described in this Urban Design DWP, the new pedestrian/cyclist link will become the main gateway for entry to Maungawhau Station. The link will replace the Ruru Lane service lane as the primary gateway to Maungawhau Station from Mt Eden Road.
Funding is now committed to the new link and therefore provides certainty for its delivery.
Ruru Lane will remain open to pedestrians and cyclists as a secondary connection between Mt Eden Road and the Station, but will be closed to general vehicle traffic (emergency, maintenance and service vehicles will be allowed).
Ruru Lane has been designed having regard to CPTED considerations, including:
Direct line of sight and physical connection between Mt Eden Road and the Station entrance
No entrapment spots
Adequate streetlighting
CCTV
3m wide pedestrian footpath
Wayfinding signage at Mt Eden Road entrance
Pedestrians and cyclists will have a choice of using either connection to access the Station.
The design of future adjacent development by others presents an opportunity for increasing passive surveillance to Ruru Lane.
UDP comments/recommendations
Response
Overall, the revised road layout provides for the outcomes anticipated by the indicative layout (refer Figure 3.1), by creating a high-quality pedestrian/cyclist link from Mt Eden Road through to Maungawhau Station and provides a safe one-way vehicle access from New North Road and drop off at the front of the Station.
AT was concerned that the previous indicative layout would encourage general vehicle traffic to use the Ruru Street extension as a ‘rat run’ between Mt Eden Road and New North Road, which would be an undesirable outcome for Maungawhau Station. AT does not support the creation of a new public road connection onto Mt Eden Road in this location. AT is supportive of the revised layout as it removes the risk for vehicles to ratrun through the station precinct.
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 ‘ratrunning’ and result in better traffic outcomes and better connectivity to the station for all transport modes rather than facilitating through traffic.
Urban Design Delivery Work Plan
The Stage 2 public realm works were presented at a CLG meeting on 24 July 2024. The table below records feedback received from the meeting and CRL Ltd’s response.
As there is going to be delay between the opening of the CRL station and the development of the sites, has the safety of people walking to the station been considered?
Where will the bus connection be? Why do the buses not go directly to the station?
Eke Panuku provided the response: this is being considered and Eke Panuku teams are working on a strategy.
Will access to the station from Ruru Lane remain in the future?
Will it go to the development site?
The closest bus stops are located on Mt Eden Road and New North Road which are approximately 200m away.
The area around the station is meant to be a pedestrian focused area, rather than having through-traffic with the potential for rat-running.
Ruru Lane provides a servicing solution for the adjacent development block A, and for maintaining the Station, but it is undesirable as a main pedestrian access as it will be located between the rail line and the back of a building (once developed).
Post meeting update: Ruru Lane will remain as a secondary access for pedestrians and cyclists.
Is the new link accessible by wheelchair? Yes, the new link provides universal access between Mt Eden Road and the Station via Shaddock Street.
Table 3. Maungawhau CLG
Design Delivery Work Plan
Why isn’t there a direct entrance to the station from Mt Eden Road?
Train stations have multiple entrances overseas –why do we not have multiple accesses?
The stairs between the platform and Mt Eden Road may not be accessible to everyone, but they should be usable by people who want to use them.
Will there be any grass/reserve space in the empty development blocks?
Will there be pedestrian access from Korari, Flower and Nikau Streets to the station?
Isn’t it unsafe having only one entrance/exit point to Maungawhau Station?
How do we give feedback to AT about not having multiple entrances?
The main access link between the station entrance and Mt Eden Road is uncovered. Will this mean you get drenched walking from the bus to the station?
Why does it seem like the station design has not considered the people who will use it? It is very far away from where people are and when people travel to the station they will be rained on.
The new pedestrian/cyclist link will provide access to the station from Mt Eden Road.
Once the precinct is developed, the new link will likely be lined by shops and cafes.
The station has been designed to AT’s requirements. The stairway from the Western Line platform to Mt Eden Road and the stairway to Fenton Street Bridge are only for emergency egress. They are not universally accessible so cannot be main entranceways. Additionally, the station building is the best main entrance because it will be staffed and secure.
The blocks will be left as compacted gravel for Eke Panuku. The block surrounded by Nikau, Flower, Shaddock and Korari Street will be grassed/landscaped.
There will be footpaths either side of all streets connecting to Shaddock Street and through to the station main entrance.
In an event of an emergency there will be are multiple accesses and exits.
Feedback is being noted during the CLG. AT is also present at the CLG to hear feedback.
Eke Panuku provided the response: there will likely be some canopies provided by buildings as part of the adjacent Eke Panuku led development.
AT provided the response: Maungawhau Station isn’t intended to be a popular bus to rail transfer location due to both services generally travelling in the same direction (city centre). The station is planned as a place you travel to, rather than through.
Part of its design is also in preparation for people who will be moving in after development.
The table below records the written feedback subsequently received from the CLG on the draft Urban Design DWP and CRL Ltd’s response in partnership with Auckland Transport and Eke Panuku.
Key theme
Design of new walking and cycling link
Summarised feedback Response
Some respondents were overall supportive of the new link’s design (including the mana whenua cultural narrative, trees, paving and street furniture) and location
Some respondents were supportive of the new link being vehicle free
Request for the new link to delineate between cyclist and pedestrian spaces
The design of the link seeks to achieve universal access to the train station, integration with other transport options and provide flexibility for the future precinct development, while adding to Tāmaki Makaurau’s canopy tree cover.
Prioritising non-vehicular movement aligns with the six foundation outcomes for the precinct identified by Eke Panuku, including community wellbeing and environmental vitality.
The set out of the link and future Maungawhau PDP development do not support strict delineation/separation of cyclists or scooters and pedestrians. The link is conceived as a slow movement accessway with a place function, when surrounded by active use edges, all at a pedestrian scale.
Request to maximise the amount of seating, location and design (for example, taking account of bird droppings on seats)
Request to choose tree species that will not drop foliage/branches to minimise disruption to cyclists and pedestrians
A range of seating options and materials will be provided at different points along the link. This will include some with and without seat backs, made of concrete and timber, together with provision of informal seating options such as basalt boulders.
A range of tree species are planned for both the link and Shaddock Street that will be selected in partnership with Auckland Council and mana whenua. They may be deciduous and evergreen. Species renowned for dropping their leaves will be avoided.
Station access
Design Delivery Work Plan
Concern that the station has only one entrance, and Ruru Lane should be retained as a station access
Request for the emergency stairs to Mt Eden Road to be opened as an entrance to the Western Line platform.
Do not consider that all station accesses must meet universal design (which is the current case across the network) and should be providing people with different access options.
This additional access would open up accessibility to a wider community.
Concerned that the main link to the station is not from Nikau Street to Mt Eden Road
Concern that people living south of the station do not have easy access – should provide access from Fenton Street Bridge
The CRL project is delivering the streets within the precinct, with Ruru Lane provided as a pedestrian/cycle link from Mt Eden Road. However, decisions about Ruru Lane’s final use lie with Auckland Transport and Eke Panuku, as part of the overall precinct development.
AT does not anticipate being able to partially open Maungawhau Station ahead of the completion of the CRL project using the stairs and walkway from Mt Eden Road (or Fenton St Bridge) for access to the Western Line platform. Both have been designed as secondary fire egress routes once the station is operating. The walkway has not been designed to provide an accessible route as required under legislation, and the station should not operate with a single egress route due to fire safety requirements. As a result, the station will not open until the main station building is fully commissioned and handed over to AT.
The possibility of providing a second access point to enter the station is still under consideration by AT.
Pedestrians and cyclists can access the station via a number of connections. Vehicles can access the station’s pick-up and dropoff area via Nikau, Korari or Ruru Streets. AT is looking at the potential to improve parts of the precinct further beyond the rail station, such as upper Symonds Street, however there are no firm plans at this stage.
The possibility of a second access point to enter the station is still under consideration by AT.
Established residential streets to the south and west are within easy walking distance of the station. A universal access route is provided to and from the station via Fenton Street Bridge.
Urban Design Delivery Work Plan
Request for a bus to go directly to the station entrance, e.g., by allowing space for a bus on the new link.
Safety
Concern that the area will be unsafe with the development blocks remaining empty prior to oversite development
Amenity
Concern that 50km/h speed limits on Ruru, Korari and Nikau Streets will be inappropriate with high pedestrian volumes anticipated on station opening
Request for canopies along the link both pre and post development
Concern about the amenity value of empty development blocks pre-development
Concern about the height limit of development –will future development block views of the maunga?
Preference to be involved in the design guidelines for the developments
Four frequent bus routes along Dominion Rd, Mt Eden Rd, Sandringham Rd and New North Rd all stop close by. Good connections between these bus services and the train station are important.
The area around Maungawhau Station is designed to be a low traffic neighbourhood which means managing vehicle access, including buses. Walking connections from Mt Eden Road bus stops are via shallow sloped open accessways and are especially important.
This feedback has been passed to Eke Panuku for consideration as part of their pre-development planning.
The CRL project is installing streetlights on Ruru Lane as part of its urban realm works for Maungawhau Station and all paved connections will be well lit with good sight lines.
AT will consider speed limits for the precinct as part of predevelopment planning alongside Eke Panuku.
There will be no built canopies/ or continuous shelter provided along the access link prior to development. This feedback has been passed to Eke Panuku for their consideration and incorporation into pre-development planning for the precinct.
This feedback has been passed to Eke Panuku for their consideration and incorporation into pre-development planning for the precinct.
Future development of the precinct are led by Eke Panuku and are beyond the scope of the CRL project.
This feedback has been passed to Eke Panuku for consideration as part of development agreements.
Urban Design Delivery Work Plan
Request for more green spaces in the future development
Request for wayfinding that leads people to commercial areas like Symonds Street and public spaces like Basque Park
Concern about the amenity value of empty development blocks pre-development
Other Request for a traffic light at the Ruru and New North Road intersection as it is hard to turn right
Request for further consideration of traffic impacts
– e.g, from the speed bump on Mt Eden Road and what space is available for pick up and drop offs
Request for further information on how we are reducing construction disruption for residents
This feedback is passed to Eke Panuku for their consideration and incorporation into pre-development planning for the precinct.
AT is currently reviewing wayfinding to support the precinct and wider area. This includes local area maps (LAMs) which will give context to local areas of interest including with icons representing places for dining and shopping as the customer exits the station.
This feedback has been passed to Eke Panuku for their consideration and incorporation into pre-development planning for the precinct.
AT and Eke Panuku will consider this as part of their predevelopment planning.
P5 minute pick-up and drop-off parking at the station is being installed. There is no speed bump proposed on Mt Eden Road.
A comprehensive suite of construction mitigations for residents will be included in the construction environmental management plan submitted as part of the Outline Plan for the Stage 2 works.
The full independent peer review report by Mein Urban Design + Planning is included in Appendix C. Table 4 below comprises the recommendations from the report and CRL’s corresponding response.
Table 4. Feedback from Independent Peer review
Review Recommendations Response
Recommendations from Lisa Mein (Mein Urban Design and Planning Ltd)
Mana/Rangatiratanga
49.1(a)(i) 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.
Commentary and recommendations
The principle of mana within condition 49.1(a)(i) is well documented and has been carried through to all the CRL projects therefore I have no further recommendation.
Whakapapa
49.1(a)(ii) 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.
Commentary and recommendations
With regards to 49.1(a)(ii) Whakapapa, mana whenua gifted Maungawhau as the name for the new train station, reflective of the maunga that lends this locality its name. This was formally confirmed by the New Zealand Geographic on 16 March 2023.
The Urban Design DWP states that there is an opportunity for mana whenua to gift a name for the new pedestrian/cycling link. I am of the view that a name should already have been explored with mana whenua, however this apparently has not so should be given a priority. Similarly, the reinstated landscape area bound by Shaddock, Flower, Korari and Nikau Streets, that will be managed by Auckland Council, provides an opportunity for mana
Noted.
The CRL works are restoring the construction area by landscaping and transferring the area to Auckland Council for future urban regeneration purposes.
Feedback regarding naming opportunity for mana whenua will be passed to Auckland Council.
Review Recommendations Response
whenua to gift a name. Together with the station name, naming of new public realm spaces would give more tangible presence to the pre-European 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) Acknowledging the wider significant Iwi cultural landmarks 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.
Commentary and recommendations
The table within section 7.2 states the station and adjoining areas have a strong visual connection to Maungawhau and that the Stage 2 public realm works maintain key viewshafts to Maungawhau. However, there are no references anywhere within the Urban Design DWP to explicitly state that the visual connection or viewshaft was part of the design response, or where viewshafts are specifically created or retained.
Similar to my recommendation in relation to the Stage 1 works, and given the significance of the maunga, I would recommend greater detail is provided on how viewshafts to the maunga are enhanced and utilised for wayfinding to better give effect to this principle. Alternatively, is the viewshaft from the link to the station? If so, then this also should be clearly stated.
Maungawhau Station and the adjoining Shaddock Street and new pedestrian/cyclist link sit at a lower level than Ngahura, Ruru Street, Korari and Flower Streets.
The design of the Station and the public realm works preserves the viewshaft from these streets to Maungawhau, and assists in orientation and wayfinding.
49.1(a)(iv) 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.
Reference to section 5.2 regarding consideration of planting non-native tree species has been included in Section 7.2.
Tohu
Taiao
Design Delivery Work Plan
Review Recommendations Response
Commentary and recommendations
Taiao is reasonably well expressed in terms of the opportunities explored to bring natural landscape elements into the public realm. I would, however, recommend cross reference with section 5.2 with regards to where there has been agreement to plant non-native specimen trees due to specific environmental conditions.
Although not included within this Urban Design DWP, I am aware from my previous peer review for the Stage 1 works for the Maungawhau station and precinct, the narrative selected for the station plaza is wai Māori. Representation of Parawhenuamea (the guardian of freshwater) and how freshwater interacts with basalt has informed the development of the stage 1 public realm works, and it seems it would be appropriate to continue that into the Stage 2 works. I would recommend further exploration of this narrative in relation to giving effect to the principle of taiao.
The narrative of wai Māori is expressed near the Station building at the station plaza.
It is considered the new link will ultimately be viewed as part of the future Maungawhau urban development area (instead of part of the Station). Therefore, the overall design of the stage 2 public realm works comprises standard streetscape works but with echoes to the Station design narrative through the use of basalt and native vegetation.
Mauri tū
49.1(a)(v) 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.
Commentary and recommendations
Mauri tū is well expressed, and I have no further recommendations.
Mahi toi
Noted.
49.1(a)(vi) 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. It is considered that the use of basalt as landscape features, and combining different texture and shades of black
Review Recommendations Response
Commentary and recommendations
In my opinion the mahi toi response is quite weak and too high level. I consider this section needs to more clearly articulate how the Mataaoho narrative, that is specific to this project, is being given creative expression through the Stage 2 works. Other than locally sourced timber and basalt, which seems to relate more to the principles of taiao and mauri tū, the table should be referencing what the creative elements are and how are they transcribing the cultural narrative to ground the development in place? Is there perhaps an element of the paving or the design of the street furniture that speaks to this as per sections 6.2 and 6.3 and the Mana Whenua opportunities drawing within the drawing set? If so, that should be documented/cross-referenced in relation to this principle to demonstrate a deeper understanding of the principle of mahi toi and its application in this project.
oxide pavement to add visual interest, aligns with the Mataaoho narrative.
Further clarification is added to Mahi Toi under Section 7.2.
49.1(a)(vii) Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahikaa and kaitiaki roles in and around the CRL route and new station precincts.
Commentary and recommendations
The response to condition 49.1(a)(vii) Ahi kaa also seems a bit weak. I recommend addition of explanation that the naming of the station, plaza and, with this project, the pedestrian/cycling link has reinstated the tangible connection of mana whenua to place.
Agreed, and further clarification is added to Ahi Kaa under Section 7.2.
Ahi kaa
Design Delivery Work Plan
Review Recommendations Response
Condition 47.2(b) of the CRL designation conditions sets out the Movement and Connections design principles. These are particularly important in considering how the Stage 2 permanent works are integrated into the surrounding landscape and urban design context, in terms of a fundamental urban design premise of connectivity. In total there are thirteen movement and connections design principles. As stated in section 4.2.2 of the Urban Design DWP, these design principles provide for station environment which are well connected, easy to identify and prioritise ease of pedestrian movement. These principles are addressed within table 7.2, section 7.3, of the Urban Design DWP in terms of how they have guided and influenced the design of the Stage 2 public realm works, noting that some of these are more relevant to the wider Maungawhau precinct.
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.
Commentary and recommendations
This principle is almost negligible in relation to the Stage 2 works, as this phase of work relates to public realm reinstatement. Rather than interrupt existing public open space or streets, the new pedestrian/cycling link improves or enhances permeability and connectivity, and this is clearly stated within the Urban Design DWP and depicted in the drawing set (including the movement drawing, which is referenced in the table). I have no further recommendations in relation to this principle.
Entrance Location
47.2(b)(ii) - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.
Commentary and recommendations
Noted.
Review Recommendations Response
As with the existing networks, this principle is not particularly relevant to the Stage 2 works. The principle relates to the placement of the station entrance in relation to main pedestrian routes and destinations rather than to the public realm reinstatement works. However, the Urban Design DWP documents describe the key pedestrian connections through to the station entrance, of which the Stage 2 works is one final piece of the puzzle. No further detail is required.
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.
Commentary and recommendations
Having undertaken the Urban Design peer review of the Stage 1 CRL works for Maungawhau precinct, I am aware that the station has been designed based on the principles of intuitive wayfinding, this includes the visual connections between the entrance and access to overpasses. At the time I observed that intuitive orientation is equally is important for the interface with the public realm, particularly if this is supporting a legible street network.
As stated within this Urban Design DWP, the new pedestrian/cycling link connecting into Mt Eden Road will open out onto the Shaddock Street pedestrian area, leading pedestrians directly to the station entrance. Furthermore Ruru Lane, which was part of the Stage 1 works, creates a direct and visible pedestrian linkage to the station as do the extensions to the existing streets to the north – Ruru, Korari and Flower, which were also part of Stage 1. No further detail is required. Noted.
Way Finding
47.2(b)(iv) - Coherent signage should be utilised to aid intuitive orientation and way finding
Commentary and recommendations
The detail of specific wayfinding signage is being developed in conjunction with Auckland Transport, and will be confirmed in the next detailed design phase.
Urban Design Delivery Work Plan
Review Recommendations Response
Section 6.5 of the Urban Design DWP sets out the requirements for, and examples of wayfinding signage. The Urban Design DWP states that bi-lingual way finding signage directing people to key public transport facilities (train and bus) will be installed at key locations within the areas of streetscape reinstatement, including at decision points and transitional areas. I understand that AT already has wayfinding underway in the wider street network, and what is proposed within the Stage 2 area will be a continuation of that. The location and types of signage are identified within the drawing set. While the table cross-references Appendix B of the outline plan of works, it might also be worth providing more detail within the table 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.
Commentary and recommendations
Figure 2.1 within the Urban Design DWP, depicts the locations of bus stops and signalised crossings within the precinct. Table 7.2 includes detail on where bus stops are located and how they will be accessed, including that the average distance is approximately 200m. The creation of additional links as proposed through the Stage 2 works will further support connection between the station and bus stops. No further detail required.
Bicycle Parking
47.2(b)(vi) - Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.
Commentary and recommendations
I note from table 7.2, no additional bicycle parking is proposed as part of these works. While I agree with this premise as the Stage 2 works only indirectly connect in with the station, I still have some questions around whether sufficient
Noted.
Noted.
Review Recommendations Response
cycle parks are provided to support transit-oriented development. Notwithstanding my query, no further information required to address this principle in the Urban Design DWP.
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.
Commentary and recommendations
The table in section 7 discusses the connections between the new pedestrian/cycling link and the signalised crossing on Mt Eden Road directly in front of the link. What this highlights, is that the Stage 2 works are fundamental to achieving good movement and connectivity for pedestrians within and beyond the Maungawhau precinct. It would be helpful to understand if the signalised crossing has been installed to ensure safe movement to and from the station, or whether the link has been designed to connect in with an existing crossing.
Footpaths
47.2(b)(viii) – Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations
Commentary and recommendations
The point of this condition is to ensure safe movement of pedestrians entering and existing the station building. In the case of Maungawhau station, the building opens directly onto the station plaza, which is a pedestrian oriented environment. The Stage 2 works specifically create a piece of connecting pedestrian-oriented infrastructure, which is 12-15 wide with a clear minimum movement corridor of 6m (see Figure 8).
The new signalised pedestrian crossing on Mt Eden Road was installed as part of the Stage 1 Public Realm works, with the intention to integrate with the new pedestrian/cyclist link as part of the Stage 2 works. Overall, the design provides a safe connection between the bus stops on Mt Eden Road and the new link.
Agreed, additional commentary added to Table 7.2.
Urban Design Delivery Work Plan
Review Recommendations Response
I would recommend an additional sentence within the table that draws reference to section 6.1 within the Urban Design DWP, the Stage B drawing set, and articulates that the Stage 2 public realm works provide a vital pedestrian connection between the station and the surrounding precinct.
Conditions 47.2(b)(ix) – (xii)
The above conditions relate to grade separated rail crossings and bridges which are not applicable to the Stage 2 public realm reinstatement works and therefore have not been included within the table in section 7 of the Urban Design DWP. I recommend they are also removed from the table in Appendix A for the same reason and because these were addressed in detail in Stage 1.
Extensions to Ruru Street and Nikau Street
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.
Commentary and recommendations
The relevance of and response to this condition is thoroughly articulated within the table in section 7 of the Urban Design DWP. No further action required.
PUBLIC REALM AND LANDSCAPE
Condition 47.2(c) of the CRL designation conditions sets out the Public Realm and Landscape design principles. These are addressed within section 7.4, table 7.3 of the Urban Design DWP in terms of how they have guided and influenced the design of the public realm works.
Agreed and conditions removed from table in Appendix A.
Noted.
Noted
Design Delivery Work Plan
Review Recommendations Response
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.
Commentary and recommendations
It is my understanding from previous peer reviews that this principle primarily relates to how structures of the CRL integrate with existing public open space. As articulated within the table in section 7, the Stage 2 public realm works will tie into the existing streetscape. I consider it is important to include within here, that these form an important missing connection.
Notwithstanding, it is clear from the public realm package and the text within the Urban Design DWP that the narrative has informed the design of every aspect of the station precinct and its surrounding public realm, including the Stage 2 linkages.
Universal Access
47.2(c)(ii) – Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces)
Commentary and recommendations
It is clear within the Urban Design DWP, that the overall station precinct has been designed to promote universal access and more specifically that the proposed pieces of additional pedestrian/cycling infrastructure provide highquality universal access linking the station environment with Mt Eden Road. It would be useful for the table within section 7 to cross reference with other sections within the Urban Design DWP including sections 6.1 and 8.2 and table 2 within Appendix B, where this is also elaborated on. I suggest that it would also be helpful to reference the drawing set, which includes the pavement type.
Agreed, additional commentary added to Table 7.3.
Agreed, additional commentary added to Table 7.3.
Design Delivery Work Plan
Review Recommendations Response
Safe Environments
47.2(c)(iii) – Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths
Commentary and recommendations
Again, I note the Stage 2 works are part of the wider precinct which has applied CPTED principles throughout to promote safe environments. The table appropriately references section 6.6 relating to lighting, security and surveillance of public spaces. The response to this principle is well articulated within the Urban Design DWP so no further detail is required.
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
Commentary and recommendations
The design and constructions of the pedestrian/cycling linkage is thoroughly articulated within Urban Design DWP and public realm drawing package. It is clear that this is consistent with the approach to landscape finishes and detailing across with wider precinct area.
I consider this section within the Urban Design DWP should also reference the landscaped area bound by Shaddock, Flower, Korari and Nikau Streets, as this is an important piece of the wider public realm within the precinct. The drawing set illustrates the treatment of this area with lawn, and this can easily be referenced within the table.
Agreed, additional commentary added to Table 7.3.
Urban Design Delivery Work Plan
Review Recommendations Response
Station Plazas
As stated in the table in section 7, the above condition 47.2(c)(v) relates to the station plaza which is not applicable to the Stage 2 public realm reinstatement works and therefore has not been included within the table in section 7 of the Urban Design DWP. I recommend this is also removed from the table in Appendix A for the same reason and because the plaza was addressed in detail in Stage 1.
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.
Commentary and recommendations
According to section 4.3 and table 7.4 of the Urban Design DWP, a public art strategy 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 in the future in consultation with mana whenua and local residents 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.
Commentary and recommendations
This is well documented throughout the Urban Design DWP and in particular within section 6.4 of the Urban Design DWP in terms of 17 trees to be planted within the new piece of pedestrian infrastructure. Furthermore, from section
Agreed and condition removed from table in Appendix A.
Noted.
Agreed, additional commentary added to Table 7.3.
Urban Design Delivery Work Plan
Review Recommendations Response
4.5 it is clear that mana whenua has been involved in the selection of plant species. It would also be appropriate within table 7.3 to cross reference with section 5.2 with regards to where there has been agreement by mana whenua to plant 7 non-native specimen trees due to specific environmental conditions.
Entrances within the Road Reserve
As stated in the table in section 7, the above condition 47.2(c)(viii) relates to the station which is not applicable to the Stage 2 public realm reinstatement works and therefore has not been included within the table in section 7 of the Urban Design DWP. I recommend this is also removed from the table in Appendix A for the same reason and because the station entrance was addressed in detail in Stage 1.
Utility Structures
As stated in the table in section 7, there are no above ground utility structures proposed within the new linkages, so the above condition 47.2(c)(ix) is not applicable to the Stage 2 public realm reinstatement works. I recommend this is also removed from the table in Appendix A for the same reason.
Replanting or Mitigation of Landscape
As stated in the table in section 7, the above condition 47.2(c)(x) is not applicable to the Stage 2 works. I recommend this is also removed from the table in Appendix A for the same reason.
HOW THE URBAN DESIGN PRINCIPLES HAVE BEEN USED TO GUIDE AND INFLUENCE THE DESIGN OF PERMANENT WORKS
Condition #47.3 requires that the Urban Design DWP show how the principles (within 47.2) have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded, or otherwise, to these principles and initiatives. This is clearly described within the body of the Urban Design DWP, and in particular within sections 6 and the tables in section 7.
Agreed and condition removed from table in Appendix A.
Agreed and condition removed from table in Appendix A.
Agreed and condition removed from table in Appendix A.
Noted.
Urban Design Delivery Work Plan
Review Recommendations
Response RESPONSE
TO AUCKLAND URBAN DESIGN PANEL
Conditions 47.5 and 47.6 require presentation of the Urban Design DWP to the Auckland Urban Design Panel (the Panel) and within the Urban Design DWP to provide a record of feedback received from the Panel and detail on how the Urban Design DWP has responded to any feedback.
The evolving design of Maungawhau Station and the surrounding public realm reinstatement was presented to the Panel on a number of occasions. Initially these were at early stages in development of the brief and design. The station and public realm design were presented in September 2021. At that time, the Panel was concerned about the narrow approach to the station along the Ruru Street service lane. The Stage 2 public realm works provide the alternative and principal connection, between Mt Eden Road and the station, being sought by the Panel.
Appendix B sets out a thorough record of engagement, Table 2 sets out the feedback from the panel session in September 2021 and elaborates on that in relation to the Stage 2 public realm works.
Noted.
Urban Design Delivery Work Plan
Appendix C: Independent Peer Review Report
Maungawhau Station
URBAN DESIGN DWP PEER REVIEW – STAGE 2 PUBLIC REALM WORKS
Prepared by Lisa Mein for the City Rail Link
Maungawhau Station
Urban Design DWP Peer review – Stage 2 Public Realm Works
29 October 2024
Prepared
by
Lisa Mein
for the City Rail Link
Use and Reliance
This report has been prepared by Mein Urban Design and Planning Limited on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Mein Urban Design and Planning Limited does not accept any liability or responsibility in relation to the use of this report contrary to the above, or to any person other than the Client. Any use or reliance by a third party is at that party's own risk. Where information has been supplied by the Client or obtained from other external sources, it has been assumed that it is accurate, without independent verification, unless otherwise indicated. No liability or responsibility is accepted by Mein Urban Design and Planning Limited for any errors or omissions to the extent that they arise from inaccurate information provided by the Client or any external source.
Cover image source: Mount Eden Station Design from the Stage 1 Urban Design DWP
2.4
2.5
2.6
Figures
Figure
Figure 8: Maungawhau Precinct temporary fencing plans depicting widths of the new pedestrian/cycling link (source: Stage B drawing set) 14
1 INTRODUCTION
1.1
BACKGROUND
Condition #11.1 of the designation conditions for the CRL requires an independent peer review of Delivery Work Plans (DWP), including the Urban Design DWP, prior to submitting this to Auckland Council. The independent peer review may include recommendations on whether changes are required to the plans in order to meet the objective and other requirements of the urban design conditions. The objective of the Urban Design DWP, as set out in 47.1 of CRL designation conditions, is to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context
The first stage of CRL work s in the Mt Eden area are well underway. These include the construction of the southern section of the tunnel and the connection of the CRL railway to the existing North Auckland Line (NAL), as well as the design and construction of the new Maungawhau Station, the station plaza, Fenton Street overbridge, extensions to Ruru and Nikau Streets and streetscape reinstatement of all the streets leading to and within the station precinct
It is the second stage of public realm works within the CRL Maungawhau Station precinct that are the subject of the Urban Design DWP and subsequently this peer review addresses. The public realm works link to the station entrance and comprise a new pedestrian/cycling link from Mt Eden Road, connecting to the station entrance via a new pedestrianised section of Shaddock Street, between Korari and Flower Streets (previously referred to as the ‘Flower Street extension’) .
The project description for the Stage 2 public realm works associated with the Maungawhau Station precinct development area are set out in section 2.1 of the Urban Design DWP. All works fall within the CRL Designation 2500-6.
Figure 1: Maungawhau Station Precinct Development Area (source: Urban Design DWP Maungawhau Station Stage 2 Public Realm)
The stage 2 public realm works, as described within section 2.1 of the Urban Design DWP, comprise the following:
• Construction of a new pedestrian/cycling link extending from Mt Eden Road at the southern edge of the precinct and connecting through to Shaddock Street. The link will be 12m wide at its entrance off Mt Eden Road and increasing to 15m width at its intersection with Shaddock Street, with a gentle fall comprising approximately 5% gradient from Mt Eden Road to Shaddock Street.
• Reinstatement of the eastern section of Shaddock Street between Korari and Flower Streets as walking and cycling access only;
• Leaving the future development sites in a suitable/stable condition:
• Stabilising and landscaping the block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’, shown in Figure 2);
• Stabilising and gravelling of the other sites identified as future development blocks (refer Figure 2)
• Installation of new stormwater infrastructure and other network utilities within the new pedestrian/cycling link;
• Street trees planting within public realm, specifically in the new pedestrian/cycling link and in Shaddock Street; and
• Installation of street furniture.
Figure 2: Public realm reinstatement works – stage 1 works in slate blue and stage 2 works depicted in light grey
As described in the Urban Design DWP, both the new pedestrian/cycling link and the reinstated section of Shaddock Street will be designed and constructed to vehicle strength pavement and comprise a clear route to allow access for both emergency and service vehicles. Retractable bollards are proposed to be installed to prevent general vehicular traffic. The access considerations are described more fulsomely in section 2.5 of the Urban Design DWP.
It is noted that the CRL works include the restoration of construction sites to create future development blocks within the wider Maungawhau Precinct (also depicted as blocks A-G in Figure 2 above). This comprises stabilising and gravelling of the sites. However, the works do not extend to how those construction sites are designed or developed, with the exception of landscaping the block bound by Shaddock, Flower, Korari and Nikau Streets, which has previously been identified as a pocket park
As stated in section 2.2 of the Urban Design DWP restoration of the construction sites is required by CRL designation conditions 47.2 and 47.4. However, these areas are not part of the CRL permanent works and therefore not assessed against the CRL urban design principles within the Urban Design DWP. The land is not deemed part of the public realm. The construction sites will form the future development blocks with development activities managed by Eke Panuku (see Figure 3 which sets out a diagram of roles and responsibilities for delivering the Maungawhau Precinct Development Plan (PDP))
From an urban design perspective, the different management regimes and the development lag between CRL practical completion and the likely planning and construction of each of the development blocks is somewhat unfortunate.The future development blocks are of a substantial scale similar to the size of existing blocks in the immediate vicinity. As such these development blocks will be very significant within the existing and future neighbourhood context, and therefore need to be carefully integrated with the public realm and station works to ensure this develops as the transitoriented locality it is intended to be The development of the station is already radically transforming this formerly industrial locality
Redevelopment of the construction sites/future development blocks will have ongoing impacts on the surrounding area for several years, which may also impact on the ease of access and use of the station. I note the Urban Design DWP includes a section on access considerations and how access will be provided to blocks A, B, C and D. Equally important will be ensuring unimpeded pedestrian and
Figure 3: Roles and responsibilities for delivering the precinct development plan
cyclist access to and from the station while construction is underway. I assume these considerations will be factored into the Maungawhau PDP and may also need to form conditions of consent
1.2 SCOPE OF ASSESSMENT
The scope of this peer review is to examine the extent to which the Urban Design DWP meets the objective to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context and addresses the following designation conditions:
• 47 - Urban Design Principles, including the objective of the Urban Design DWP and with a focus on the Movement and Connections design principles (#47.2(b)) and Public Realm and Landscape design principles (#47.2(c));
• 49 – Engagement with Mana Whenua and the Mana Whenua Principles – at a high level
Section 6 of the Urban Design DWP, sets out tables outlining the design response to the principles contained within Conditions 47, 48, 49 and 53 of the CRL designation conditions. This peer review has taken the table into account, but also assessed the other material provided within the Urban Design DWP insofar as it relates to the public realm, in particular section 5 of the Urban Design DWP report which describes public realm moves in some detail, and section 4 which articulates the engagement undertaken This peer review also references the public realm drawings within the Stage B drawing set
The Stage 1 public realm works for Maungawhau station are quite extensive as described in section 1.1 of this peer review. However, as previously stated, the Stage 2 public realm works within the Maungawhau station precinct are limited to the design and construction of the new pedestrian/cycling link between Mt Eden Road and Shaddock Street the Shaddock Street car-free area between Korari and Flower Streets and the landscape reinstatement of the block bound by Shaddock, Flower, Korari and Nikau Streets (as depicted in Figure 4 below)
Figure 4: Extent of Stage 1 and Stage 2 works (stage 2 area outlined in red) (source: Stage B drawing set)
In undertaking this review, I have referenced the Stage 2 Maungawhau Station: Stage 2 Public Realm Works Urban Design Delivery Work Plan revision A02 and the Stage B drawing set, both documents dated 25 October 2024
Each designation condition is documented within section 2 of this peer review, with recommendations provided where it is considered more information is required or would be desirable within the Urban Design DWP In doing this, I have taken the view that all information should be readily accessible and the tables in section 7 should cross-reference the relevant sections of the Urban Design DWP, where that information is provided in greater detail.
2 URBAN DESIGN ASSESSMENT
The following section provides a review of the Urban Design DWP with regard to the CRL designation conditions as articulated in 1.2 above.
2.1 MANA WHENUA ENGAGEMENT
The Urban Design DWP is required to document how mana whenua have been engaged with and how the design gives effects to mana whenua principles (conditions 8, 15, 47.2(a) and 49.1).
Condition #8 sets out the requirement for Mana Whenua engagement, and condition #15 sets up the requirement for a communication and consultation plan. These have both been thoroughly documented not only within this Urban Design DWP, in section 5 and Appendix B, but throughout all the previous DWPs for the CRL which established the structures for consultation and engagement
Condition #47.2 draws a line of sight to condition #49, which includes the requirement under condition #49.1(a) to include how mana whenua has been engaged in relation to the implementation and interpretation of the principles in condition #47, with particular reference to the seven mana whenua principles, relevant to all the CRL stations and public realm works. This is discussed in detail in 2.2 below.
Condition #49.1(b) requires a summary of engagement with mana whenua and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations. The process for mana whenua engagement and how that has influenced the design outcomes is well documented in the Urban Design DWP, in particular within section 5.2, as well as a summary within Table 7.1 in section 7.2 (as required by condition 49.1(b)) and the first table in Appendix B (noting this does not have a title) The Urban Design DWP states that mana whenua supports a continuation of the design treatment used in the Stage 1 public realm works into the Stage 2 works. This includes involvement in selection of plant species proposed in the new link, Shaddock Street and the landscaping area to the north of the new link
2.2 MANA WHENUA PRINCIPLES
Within sections 4.4 and 4.5 it is clearly articulated that the overall theme for the CRL project design concept was established through engagement with the CRL mana whenua forum. The overall theme 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).
The cultural narrative for the Maungawhau station precinct relates back to its local context on the slopes of Maungawhau. The narrative focuses on the volcanic atua Mataaoho, who resided in the crater of Maungawhau. Design elements drawing reference from the Mataaho cultural narrative that were adopted in the Stage 1 public realm works are proposed to be applied to Stage 2 and include planting of native trees with adjacent seating and decorated by basalt rock to reference the volcanic field.
While there will be planting of native trees and mana whenua have been involved in the selection of appropriate species, I understand from section 5.2 that it has also been agreed with mana whenua that non-native deciduous tree species could be explored for street trees within the section of Shaddock Street, between Korari and Flower Streets. This is to allow better sunlight penetration into this low-lying street during the winter months.
Mana/Rangatiratanga
49.1(a)(i) 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
Commentary and recommendations
The principle of mana within condition 49.1(a)(i) is well documented and has been carried through to all the CRL projects therefore I have no further recommendation.
Whakapapa
49.1(a)(ii) 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.
Commentary and recommendations
With regard to 49.1(a)(ii) Whakapapa, mana whenua gifted Maungawhau as the name for the new train station, reflective of the maunga that lends this locality its name. This was formally confirmed by the New Zealand Geographic on 16 March 2023.
The Urban Design DWP states that there is an opportunity for mana whenua to gift a name for the new pedestrian/cycling link. I am of the view that a name should already have been explored with mana whenua, however this apparently has not so should be given a priority. Similarly, the reinstated landscape area bound by Shaddock, Flower, Korari and Nikau Streets, that will be managed by Auckland Council, provides an opportunity for mana whenua to gift a name. Together with the station name, naming of new public realm spaces would give more tangible presence to the pre- European 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.
Tohu
49.1(a)(iii) Acknowledging the wider significant Iwi cultural landmarks 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.
Commentary and recommendations
The table within section 7.2 states the station and adjoining areas have a strong visual connection to Maungawhau and that the Stage 2 public realm works maintain key viewshafts to Maungawhau. However, there are no references anywhere within the Urban Design DWP to explicitly state that the visual connection or viewshaft was part of the design response, or where viewshafts are specifically created or retained.
Similar to my recommendation in relation to the Stage 1 works, and given the significance of the maunga, I would recommend greater detail is provided on how viewshafts to the maunga are enhanced and utilised for wayfinding to better give effect to this principle. Alternatively, is the viewshaft from the link to the station? If so, then this also should be clearly stated.
Taiao
49.1(a)(iv) 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.
Commentary and recommendations
Taiao is reasonably well expressed in terms of the opportunities explored to bring natural landscape elements into the public realm. I would, however, recommend cross reference with section 5.2 with regards to where there has been agreement to plant non-native specimen trees due to specific environmental conditions.
Although not included within this Urban Design DWP, I am aware from my previous peer review for the Stage 1 works for the Maungawhau station and precinct, the narrative selected for the station plaza is wai Māori. Representation of Parawhenuamea (the guardian of freshwater) and how freshwater interacts with basalt has informed the development of the stage 1 public realm works, and it seems it would be appropriate to continue that into the Stage 2 works. I would recommend further exploration of this narrative in relation to giving effect to the principle of taiao.
Mauri tū
49.1(a)(v) 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.
Commentary and recommendations
Mauri tū is well expressed, and I have no further recommendations.
Mahi toi
49.1(a)(vi) 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.
Commentary and recommendations
In my opinion the mahi toi response is quite weak and too high level. I consider this section needs to more clearly articulate how the Mataaoho narrative, that is specific to this project, is being given creative expression through the Stage 2 works. Other than locally sourced timber and basalt, which seems to relate more to the principles of taiao and mauri tū, the table should be referencing what the creative elements are and how are they transcribing the cultural narrative to ground the development in place? Is there perhaps an element of the paving or the design of the street furniture that speaks to this as per sections 6.2 and 6.3 and the Mana Whenua opportunities drawing within the drawing set (see also Figure 5 below)? If so, that should be documented/cross-referenced in relation to this principle to demonstrate a deeper understanding of the principle of mahi toi and its application in this project
Ahi kaa
49.1(a)(vii) Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahikaa and kaitiaki roles in and around the CRL route and new station precincts.
Commentary and recommendations
The response to condition 49.1(a)(vii) Ahi kaa also seems a bit weak. I recommend addition of explanation that the naming of the station, plaza and, with this project, the pedestrian/cycling link has reinstated the tangible connection of mana whenua to place
Figure 5: Maungawhau Precinct Mana Whenua Opportunities (source: Stage B drawing set)
2.3 MOVEMENT AND CONNECTIONS
Condition 47.2(b) of the CRL designation conditions sets out the Movement and Connections design principles. These are particularly important in considering how the Stage 2 permanent works are integrated into the surrounding landscape and urban design context, in terms of a fundamental urban design premise of connectivity (see Figure 6 below for movement framework)
In total there are thirteen movement and connections design principles. As stated in section 4.2.2 of the Urban Design DWP, these design principles provide for station environment which are well connected, easy to identify and prioritise ease of pedestrian movement. These principles are addressed within table 7.2, section 7.3, of the Urban Design DWP in terms of how they have guided and influenced the design of the Stage 2 public realm works, noting that some of these are more relevant to the wider Maungawhau precinct
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.
Commentary and recommendations
This principle is almost negligible in relation to the Stage 2 works, as this phase of work relates to public realm reinstatement. Rather than interrupt existing public open space or streets, the new pedestrian/cycling link improves or enhances permeability and connectivity, and this is clearly stated within the Urban Design DWP and depicted in the drawing set (including the movement drawing, which is referenced in the table). I have no further recommendations in relation to this principle.
Figure 6: Maungawhau Precinct movement framework (source: Stage B drawing set)
Entrance Location
47.2(b)(ii) - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations
Commentary and recommendations
As with the existing networks, this principle is not particularly relevant to the Stage 2 works. The principle relates to the placement of the station entrance in relation to main pedestrian routes and destinations rather than to the public realm reinstatement works. However, the Urban Design DWP documents describe the key pedestrian connections through to the station entrance, of which the Stage 2 works is one final piece of the puzzle. No further detail is required.
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
Commentary and recommendations
Having undertaken the Urban Design peer review of the Stage 1 CRL works for Maungawhau precinct, I am aware that the station has been designed based on the principles of intuitive wayfinding, this includes the visual connections between the entrance and access to overpasses. At the time I observed that intuitive orientation is equally is important for the interface with the public realm, particularly if this is supporting a legible street network.
As stated within this Urban Design DWP, the new pedestrian/cycling link connecting into Mt Eden Road will open out onto the Shaddock Street pedestrian area, leading pedestrians directly to the station entrance. Furthermore Ruru Lane, which was part of the Stage 1 works, creates a direct and visible pedestrian linkage to the station as do the extensions to the existing streets to the north –Ruru, Korari and Flower, which were also part of Stage 1. No further detail is required.
Way Finding
47.2(b)(iv) - Coherent signage should be utilised to aid intuitive orientation and way finding
Commentary and recommendations
Section 6.5 of the Urban Design DWP sets out the requirements for, and examples of wayfinding signage. The Urban Design DWP states that bi-lingual way finding signage directing people to key public transport facilities (train and bus) will be installed at key locations within the areas of streetscape reinstatement, including at decision points and transitional areas I understand that AT already has wayfinding underway in the wider street network, and what is proposed within the Stage 2 area will be a continuation of that.
The location and types of signage are identified within the Stage B drawing set (see Figure 7 overleaf). While the table cross-references Appendix B of the outline plan of works, it might also be worth providing more detail within the table 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
Commentary and recommendations
Figure 2.1 within the Urban Design DWP, depicts the locations of bus stops and signalised crossings within the precinct. Table 7.2 includes detail on where bus stops are located and how they will be accessed, including that the average distance is approximately 200m. The creation of additional links as proposed through the Stage 2 works will further support connection between the station and bus stops. No further detail required.
Bicycle Parking
47.2(b)(vi) - Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.
Commentary and recommendations
I note from table 7.2, no additional bicycle parking is proposed as part of these works. While I agree with this premise as the Stage 2 works only indirectly connect in with the station, I still have some questions around whether sufficient cycle parks are provided to support transit-oriented development. Notwithstanding my query, no further information required to address this principle in the Urban Design DWP.
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.
Figure 7: Maungawhau Precinct Wayfinding (source: Stage B drawing set)
Commentary and recommendations
The table in section 7 discusses the connections between the new pedestrian/cycling link and the signalised crossing on Mt Eden Road directly in front of the link. What this highlights, is that the Stage 2 works are fundamental to achieving good movement and connectivity for pedestrians within and beyond the Maungawhau precinct. It would be helpful to understand if the signalised crossing has been installed to ensure safe movement to and from the station, or whether the link has been designed to connect in with an existing crossing.
Footpaths
47.2(b)(viii) – Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations
Commentary and recommendations
The point of this condition is to ensure safe movement of pedestrians entering and existing the station building. In the case of Maungawhau station, the building opens directly onto the station plaza, which is a pedestrian oriented environment. The Stage 2 works specifically create a piece of connecting pedestrian-oriented infrastructure, which is 12-15 wide with a clear minimum movement corridor of 6m (see Figure 8)
I would recommend an additional sentence within the table that draws reference to section 6.1 within the Urban Design DWP, the Stage B drawing set, and articulates that the Stage 2 public realm works provide a vital pedestrian connection between the station and the surrounding precinct.
Figure 8: Maungawhau Precinct cross section plans depicting widths of the new pedestrian/cycling link (source: Stage B drawing set)
Conditions 47.2(b)(ix) – (xii)
The above conditions relate to grade separated rail crossings and bridges which are not applicable to the Stage 2 public realm reinstatement works and therefore have not been included within the table in
section 7 of the Urban Design DWP. I recommend they are also removed from the table in Appendix A for the same reason and because these were addressed in detail in Stage 1.
Extensions to Ruru Street and Nikau Street
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.
Commentary and recommendations
The relevance of and response to this condition is thoroughly articulated within the table in section 7 of the Urban Design DWP. No further action required.
2.4 PUBLIC REALM AND LANDSCAPE
Condition 47.2(c) of the CRL designation conditions sets out the Public Realm and Landscape design principles. These are addressed within section 7.4, table 7.3 of the Urban Design DWP in terms of how they have guided and influenced the design of the public realm works.
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
Commentary and recommendations
It is my understanding from previous peer reviews that this principle primarily relates to how structures of the CRL integrate with existing public open space. As articulated within the table in section 7, the Stage 2 public realm works will tie into the existing streetscape. I consider it is important to include within here, that these form an important missing connection.
Notwithstanding, it is clear from the public realm package and the text within the Urban Design DWP that the narrative has informed the design of every aspect of the station precinct and its surrounding public realm, including the Stage 2 linkages.
Universal Access
47.2(c)(ii) – Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces)
Commentary and recommendations
It is clear within the Urban Design DWP, that the overall station precinct has been designed to promote universal access and more specifically that the proposed pieces of additional pedestrian/cycling infrastructure provide high- quality universal access linking the station environment with Mt Eden Road It would be useful for the table within section 7 to cross reference with other sections within the Urban Design DWP including sections 6.1 and 8.2 and table 2 within Appendix B, where this is also elaborated on. I suggest that it would also be helpful to reference the drawing set, which includes the pavement type
Safe Environments
47 2(c)(iii) – Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths
Commentary and recommendations
Again, I note the Stage 2 works are part of the wider precinct which has applied CPTED principles throughout to promote safe environments. The table appropriately references section 6.6 relating to lighting, security and surveillance of public spaces The response to this principle is well articulated within the Urban Design DWP so no further detail is required.
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
Commentary and recommendations
The design and constructions of the pedestrian/cycling linkage is thoroughly articulated within Urban Design DWP and public realm drawing package. It is clear that this is consistent with the approach to landscape finishes and detailing across with wider precinct area.
I consider this section within the Urban Design DWP should also reference the landscaped area bound by Shaddock, Flower, Korari and Nikau Streets, as this is an important piece of the wider public realm within the precinct. The drawing set illustrates the treatment of this area with lawn, and this can easily be referenced within the table.
Station Plazas
As stated in the table in section 7, the above condition 47.2(c)(v) relates to the station plaza which is not applicable to the Stage 2 public realm reinstatement works and therefore has not been included within the table in section 7 of the Urban Design DWP. I recommend this is also removed from the table in Appendix A for the same reason and because the plaza was addressed in detail in Stage 1.
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, hostiry, art and particular traits of the local community.
Commentary and recommendations
According to section 4.3 and table 7.4 of the Urban Design DWP, a public art strategy 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 in the future in consultation with mana whenua and local residents 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.
Commentary and recommendations
This is well documented throughout the Urban Design DWP and in particular within section 6.4 of the Urban Design DWP in terms of 17 trees to be planted within the new piece of pedestrian infrastructure Furthermore, from section 4.5 it is clear that mana whenua has been involved in the selection of plant species.
It would also be appropriate within table 7.3 to cross reference with section 5.2 with regards to where there has been agreement by mana whenua to plant 7 non-native specimen trees due to specific environmental conditions
Entrances
within the Road Reserve
As stated in the table in section 7, the above condition 47.2(c)(viii) relates to the station which is not applicable to the Stage 2 public realm reinstatement works and therefore has not been included within the table in section 7 of the Urban Design DWP. I recommend this is also removed from the table in Appendix A for the same reason and because the station entrance was addressed in detail in Stage 1.
Utility Structures
As stated in the table in section 7, there are no above ground utility structures proposed within the new linkages, so the above condition 47.2(c)(ix) is not applicable to the Stage 2 public realm reinstatement works. I recommend this is also removed from the table in Appendix A for the same reason.
Replanting or Mitigation of Landscape
As stated in the table in section 7, the above condition 47.2(c)(x) is not applicable to the Stage 2 works. I recommend this is also removed from the table in Appendix A for the same reason
2.5 HOW THE URBAN DESIGN PRINCIPLES HAVE BEEN USED TO GUIDE AND INFLUENCE THE DESIGN OF PERMANENT WORKS
Condition #47.3 requires that the Urban Design DWP show how the principles (within 47.2) have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded, or otherwise, to these principles and initiatives. This is clearly described within the body of the Urban Design DWP, and in particular within sections 6 and the tables in section 7.
2.6 RESPONSE TO AUCKLAND URBAN DESIGN PANEL
Conditions 47.5 and 47.6 require presentation of the Urban Design DWP to the Auckland Urban Design Panel (the Panel) and within the Urban Design DWP to provide a record of feedback received from the Panel and detail on how the Urban Design DWP has responded to any feedback.
The evolving design of Mt Eden Station and the surrounding public realm reinstatement was presented to the Panel on a number of occasions. Initially these were at early stages in development of the brief and design. The station and public realm design were presented in September 2021 At that time, the Panel was concerned about the narrow approach to the station along the Ruru Street service lane. The Stage 2 public realm works provide the alternative and principal connection, between Mt Eden Road and the station, being sought by the Panel
Appendix B sets out a thorough record of engagement, Table 1 sets out the feedback from the panel session in September 2021 and elaborates on that in relation to the Stage 2 public realm works.
Construction Environmental Management Plan – Stage 2 Addendum
CRL-MTE-RME-LKA-RPT-800008
Revision: A01
Date: November2024
Maungawhau Station Stage 2 Public Realm Works –Construction Environmental Management Plan Stage 2 Addendum
CRL-MTE-RME-LKA-RPT-800008
This document is uncontrolled when printed. This document should be printed in colour
Revision Status
Approval Status Name/Title
5.8
1. INTRODUCTION
The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Waitematā Station (Britomart) and the North Auckland Rail Line (NAL) at Maungawhau Station (referred to as “Mt Eden Station” in previous planning documents). The CRL also involves the construction of two new underground stations Te Waihorotiu (beneath Albert Street) and Karang-a-Hape (beneath the Karangahape Road ridge) and a redeveloped Maungawhau station (refer to Figure 1.1).
1.1 Overview of Maungawhau Station and Precinct
CRL works in the Maungawhau Station Precinct involve the construction of the southern section of the tunnel structures and the tie-in of the CRL railway to the existing NAL, including the construction of the redeveloped Maungawhau Station (refer to Error! Reference source not found.). The redeveloped Maungawhau Station forms an interchange station between the new CRL West Facing Connection lines, MC20 and MC30, and the previously existing North Auckland lines, MC10 and MC40. The new interchange station has been gifted the name “Maungawhau Station” by mana whenua.
The new CRL platforms are in a 7m deep open trench on the western connection and the refurbished NAL platforms are at ground level. The two-storey station building includes a single entrance off the Ruru Street extension, and overpasses link the building to the CRL and NAL platforms. The construction works already undertaken in developing Maungawhau Station as an interchange station have included new platforms, concourse structures, lifts, escalators, and equipment rooms housing station and tunnel services plant. In addition to the station building, some of the plant is housed in a ventilation building located above the tunnel
Figure
1.1 CRL Route and Location
portals. The works have also included grade separation of the east and west facing connections, a rail overbridge on Normanby Road, pedestrian bridges at Fenton Street and Porters Avenue, and new road linkages.
Given the nature and large scale of the Maungawhau Station construction, works are being undertaken in a staged manner as described in Section 1.2.
1.2 Maungawhau Station staged delivery
1.2.1 Main Works
The Maungawhau Station Main Works were the subject of a separate Outline Plan (Auckland Council ref OPW60359489), and comprised the construction of the rail corridor, station building and bridge structures. The Main Works Outline Plan included the Main Works Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWP). Construction of these works has been completed.
1.2.2 Station Architecture and Stage 1 Public Realm Works
The Maungawhau Station Architecture and Stage 1 of the public realm works were the subject of a separate Outline Plan (Auckland Council ref OPW 60391638). The Outline Plan included addendums to the Main Works CEMP and DWPs to enable construction of Stage 1 Public Realm works (Stage 1 Addendum).
The Stage 1 Outline Plan addressed the construction of the Maungawhau Station entrances and concourses, ventilation building, Fenton Street overbridge, Ruru Street and Nikau Street extensions, as well as utilities and streetscape reinstatement of Nikau Street, Ruru Street, Fenton Street, Ngahura Street, Flower Street, Shaddock Street, Mt Eden Road, Normanby Road, Boston Road and Nugent Street.
The Stage 1 works are under construction and are anticipated to be completed by mid-2025.
1.2.3 Stage 2 Public Realm Works
This document is the Stage 2 Addendum to the Main Works CEMP It details construction methodology for the Stage 2 works and assesses whether there are any additional construction effects that were not addressed in the Main Works CEMP and Stage 1 Addendum.
Where necessary, this CEMP Stage 2 Addendum details any further provisions which are required in relation to the Stage 2 public realm works that are not already provided for in the Main Works CEMP and Stage 1 Addendum Refer Table 1.1 for the relevant CEMP and DWPs applicable to the Stage 2 public realm works.
Where project details, procedures and protocols are already included in the Main Works CEMP or Stage 1 Addendum and are directly applicable to the Stage 2 public realm works, reference is made to the appropriate section of these documents Accordingly, the CEMP Stage 2 Addendum should be read in conjunction with the certified Main Works CEMP, Stage 1 Addendum, and the associated DWPs. Table 1.1 provides an overview of the suite of documents applicable to the Stage 2 public realm works.
Table 1.1. Overview of CEMP and DWP addendums
Existing Maungawhau Station Main Works Plans
Construction Environmental Management Plan (CEMP)
Social Impact and Business Disruption DWP (SIBDDWP) – Appendix F to the CEMP
Communication and Consultation Plan (CCP)Appendix G to the CEMP
Erosion andSediment Control Plan (ESCP) –Appendix H to the CEMP
Air Quality DWP / Air Quality Management Plan –Appendix I to the CEMP
Trees and Vegetation DWP –Appendix J to the CEMP
Existing Stage 1 public realm works plans
Additional plans applicable to Stage 2 public realm works
Transport,Access and ParkingDWP (TAP DWP) –Appendix K to the CEMP TAP DWP – Stage1 Addendum (Appendix B)
Construction Noise and Vibration DWP (CNV DWP) –Appendix L to the CEMP
Historic Heritage DWP (HH DWP), Built HeritageAppendix M to the CEMP
Historic Heritage DWP (HH DWP), ArchaeologyAppendix N to the CEMP
ContaminationDWP/ Contaminated Soils Management Plan –Appendix O to the CEMP
Groundwater and Settlement Monitoring and Contingency Plan (GSMCP) –Appendix P to the CEMP
ConstructionNoise andVibration Management Plan –Stage 1 Addendum (Appendix C) 36, 37 and 38
Existing Maungawhau Station Main Works Plans
Industrial and Trade Activities Environmental Management Plan (ITA EMP) – Appendix Q to the CEMP
Existing Stage 1 public realm works plans Additional plans applicable to Stage 2 public realm works
2 MAUNGAWHAU STATION STAGE 2 PUBLIC REALM WORKS
2.1 Stage 2 Public Realm Works
This section provides a description of the Maungawhau Station Stage 2 Public Realm Works (the Works), which were not included in the Maungawhau Station Main Works CEMP and Stage 1 Addendum
The Works are required to complete the remaining public realm within the Maungawhau Station Precinct, and will generally consist of the following (refer to Figure 2.1):
• Construction of a new pedestrian/cyclist link extending from Mt Eden Road and connecting to Shaddock Street;
• Reinstating the eastern section of Shaddock Street (between Flower St and Korari St) as pedestrian and cyclist access only;
• Installing new stormwater infrastructure and other network utilities within the new pedestrian/cyclist link;
• Planting street trees in the pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture
Large areas of land used as construction sites for the CRL project, and which are not required for railway operation and maintenance purposes post-construction, are identified for future development by Eke Panuku. These areas will be restored, awaiting future development. The future development blocks identified in Figure 2.1 are already being stabilised and gravelled as part of the Stage 1 public realm works. The Stage 2 Works will include:
• Stabilising and landscaping the steep block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’ in Figure 2 1). The block will be stabilised as two tiers of generally flat grass areas, irrigated and bounded by a concrete mowing strip.
The Works will be undertaken in a staged manner commencing as the current Stage 1 public realm construction works are progressively completed.
A description of each of the key activities relevant to the Stage 2 public realm works is provided in Section 0
2.2 Construction Staging
The Works are divided into the following construction stages The construction stages overlap and are undertaken in parallel.
Table 2.1. Overview of Construction Works and Staging Stage/Location
Maungawhau Station Public Realm Stage 2 Works
Stage 1
Bulk Fill
Bulk fill along the new pedestrian/cyclist link and around the landscape treatment area. The bulk fill will initially be stockpiled whilst there is unhindered access from New North Rd, after which the fill will be placed in layers and compacted to design levels.
January 2025 60 days
Figure 2 1: Maungawhau PDP Area – CRL works
Stage 2
Roading works
Stage 3
Streetscape
Road pavement, utility services, footpath and road furniture
March/April 2025 150 days
Landscaping, paving, streetlighting, and way finding installation August 2025 60 days
2.3 Construction Methodology
2.3.1 Overview
Generally, the Works will consist of:
• Bulk fill (earthworks)
• Construction of new stormwater infrastructure
• Installation of utilities
• Construction of tree pits
• Installation of new pavements
• Landscaping works
• Installation of street furniture and wayfinding
2.3.2 Bulk Fill Earthworks Operation
Bulk fill is required for the formation of the new pedestrian and cyclist link as well as adjacent to the landscape treatment area near Korari and Shaddock Streets
The existing approved traffic management plans for the Main Works CEMP and Stage 1 Addendum will be utilized with all bulk fill truck movements entering the construction site off New North Road. There will be no access required from Mt Eden Road for this operation. Trucks will be used to cart the fill with standard compaction equipment (compaction rollers, water cart) being utilized to achieve the design compaction requirements.
2.3.3
Stormwater Infrastructure
New stormwater catchpits, lines and drains are being installed along the new pedestrian and cyclist link and Shaddock Street to capture stormwater runoff from the road and footpaths (refer stormwater layout drawings in Appendix B of the Stage 2 Outline Plan). The new stormwater infrastructure is within the accessways and connects into the existing stormwater network.
The stormwater construction works will be staged to construct the main drainage lines, manholes and connections first. Generally, these works start from the downstream connection points and are laid ‘uphill’ to the head of the new drainage line. Once the main drainage lines are completed then the drains, catchpits and leads will be constructed.
Plant used for the stormwater works includes small to medium sized excavators, trucks for spoil disposal and importing backfill materials, concrete trucks, compaction equipment (plate compactors and/or small rollers), trench shields and hand tools. Due to the limited space available on the site, materials will be delivered to site as they are required for the construction works.
2.3.4 Utilities
A new network of utilities will be required to service the pedestrian and cyclist link and Shaddock Street. This will include low voltage for street lighting and fibre and copper communications cabling.
Utilities for future development have already been provided via the Main Works and Stage 1 public realm works.
Duct installations will be completed using small to medium sized excavators, trucks for spoil disposal and importing backfill materials, concrete trucks, compaction equipment (plate compactors and/or small rollers), trench shields and hand tools. Due to the limited space available on the site, materials will be delivered to site as and when they are required for the construction works.
Linked to this utility duct and cable work will be the installation of street lighting.
2.3.5 Tree Pits
Several tree pits will also be constructed for new planting installations. The location of the tree pits and proposed planting are shown on the drawings in Appendix B of the Stage 2 Outline Plan
Along the section of Shaddock Street between Korari and Flower Streets, the proposed tree pits are in close proximity to underground utilities and in some cases steel plates will be installed to provide an additional root barrier between the tree pits and utility trenches. During excavation, as utilities are approached, hydro excavation and pothole techniques will be used to expose them. Excavation around the utility will be undertaken, leaving enough material to support it temporarily. Where required, temporary supports will also be installed around the utilities.
Tree pits will be excavated to depth using small to medium sized excavators with the excavation battered to provide a safe working zone. The excavations will be around 1-2m deep.
Machinery plant used for the tree pit works includes trucks for spoil disposal and importing backfill materials, compaction equipment (plate compactors and/or small rollers), trench shields and hand tools. Due to the limited space available on the site, materials will be delivered to site as and when they are required for the construction works.
2.3.6 Road Strength Pavement
The new pedestrian/cyclist link and Shaddock Street pedestrianised section will be constructed to road strength pavement to allow for use by service and emergency vehicles.
The pavements will commence in an area once the utility works and tree pits have been completed. Subsoil drains will be constructed along the edges of the accessways, then subbasecourse, basecourse layers and finally concrete pavement.
Testing will be undertaken on the subgrade, sub-basecourse, basecourse and concrete layers during construction to confirm the requirements of the civil specifications and drawings have been achieved.
The pavement material will be placed directly from trucks, and spread and compacted using excavators, graders and plate / roller compactors. Once the underlying pavement layers are
complete, the final concrete pavement layer will then be constructed.
2.3.7
Landscaping
Landscaping works consist of planting, including tree planting in the completed tree pits This will be one of the final activities and will be completed once all roading works have been completed. Trees will be delivered by truck and planted by hand or using a Hiab crane. Surface tree grilles or permeable covering will be installed once trees have been planted.
2.3.8
Street Furniture
Street furniture includes street lighting (including CCTV), signage and seating. Foundations and utility connections for these items will be completed during the previous stages of works. The installation of street furniture will be one of the final activities undertaken in each area.
Street furniture will generally be delivered to site and installed immediately. Installation will be carried out by specialist installers using hand tools, and Hiab crane for lifting larger items.
Commissioning and testing of the electrical items (e.g. streetlights, CCTV) will be carried out by specialist electricians in accordance with the specifications and local authority requirements.
2.4 Construction Programme
The Works are anticipated to commence in January 2025 and is scheduled for completion by November 2025
2.5 Hours of Work
Construction hours will be as per those outlined in Section 2.5 of the Main Works CEMP. Works will generally be undertaken Monday to Saturday, 0700 – 1900 hrs.
2.6 Site layout and management
Construction materials and laydown areas shall be wholly located within the existing extent of the works site in the Maungahwau Precinct (refer Figure 2.1).
Key construction activities within the site works areas will include:
• Pavement construction equipment
• Fuel storage for pumps, generators etc.
• Use and storage of diesel pumps and compressors
• Use and storage of concrete pumps
• Use and storage of mobile generators
• Storage of construction materials such as steel reinforcing cages, precast concrete elements, geotextiles, formwork (timber and steel), bagged cement, paving materials
• Site offices and construction personnel amenities including portable toilets or similar
• Stormwater managementdevices
• Vehicle movements between active work zones and construction support areas.
2.7
Site
Security, Safety and Public Viewing
There is no change to the protocols for managing security, safety and public viewing outlined in the Mains Works CEMP.
2.8 Site Housekeeping
There is no change to the site housing keeping protocols outlined in the Main Works CEMP.
3 SOCIAL AND ENVIRONMENTAL MANAGEMENT
3.1 Construction Activities and Associated Environmental Receivers
The key construction activities associated with the Works are summarised in Table 3.1 below.
These activities have the potential to generate adverse environmental effects, and these effects are already addressed in the Main Works CEMP (refer assessment of effects in Section 5 below).
Table 3.1. Construction activities and associated environmental receivers Main activities Receiving Environment
Buildings (vibration) - Residents/social and businesses (noise/vibration/dust/odour)
Traffic network
- Bulk filling - Backfilling - Spoil handling - Reinstatement - Installation of utilities - Installation of tree pits - Planting of trees - Construction of pavements - Installation of street furniture - Stormwater (Waitemata Harbour)
3.2 Environmental Risk Register
There is no change to the risk register framework outlined in Section 3.2 of the Main Works CEMP.
It is noted that as the risk register is a ‘living document’ and will continue to be reviewed monthly as part of the Project Monthly Report and prior to the commencement of new construction activities.
3.3 Cumulative Effects
There is no change to the existing approach, as the Works are located wholly within the Main Works CEMP area.
3.4 Legislative and Other Requirements
There is no change to the relevant legislation, polices, plans and consents identified in Section 3.4 of the Main Works CEMP and Stage 1 Addendum.
4 IMPLEMENTATION AND OPERATION
The Works will be undertaken in accordance with Section 4 of the Main Works CEMP. Specifically, there is no change to the roles and responsibilities, or the environmental and sustainability training and induction procedures outlined in the CEMP.
5 ENVIRONMENTAL MANAGEMENT
The Main Works DWPs and Management Plans continue to detail the controls and measures for each of the environmental aspects of the Works as specified in Section 5 of the Mains Works CEMP. Furthermore, the following sections identify the environmental aspects associated with the construction of the Works. No additional operational controls and mitigation measures have been identified as being necessary for construction of the Works
5.1
Network Utilities
Consultation and co-ordination with Network Utility Operators will continue to be managed in accordance with the general processes outlined in Section 5.1 of the Main Works CEMP.
5.2 Social Impact and Business Disruption
The Works will not change the type or level of potential adverse social or business disruption effects from the activities already identified in the Social Impact and Business Disruption DWP (SIBD DWP). In addition, the potential effects of the works do not extend beyond the ‘affected community’ identified in the Main Works SIBD DWP.
A such, there is no change to the general processes for managing social impacts and business disruption as identified in Section 5.2 of the Main Works CEMP.
5.3 Communication and Consultation
There is no change to the general processes outlined in the Communication and Consultation Plan (CCP) for the purposes of ensuring that appropriate communication and consultation with the community, stakeholders, affected parties and affected in-proximity parties occurs (refer Section 5.3 of the Main Works CEMP) As the works area is much more limited than the Main Works, an addendum to the CCP has been prepared for the Stage 2 Works and is included in Appendix D of the Outline Plan.
5.4 Erosion and Sediment Control
The Works are contained within the existing Maungawhau Station construction site with existing erosion and sediment controls set up. There is no change to the general processes for managing erosion and sediment generation as identified in Section 5.4 of the Main Works CEMP.
The Main Works Erosion and Sediment Control Plan (ESCP) follows the principles of Auckland Council GD05. Erosion and sediment control measures will be installed prior to the start of any
land disturbance works. The mitigation measures will remain in place until reinstatement of active working areas is complete. General erosion and sediment control measures already installed include:
• Clean water diversions (to prevent runoff from external catchments entering construction areas e.g., use of hotmix diversion bunds);
• Stabilised site entrance and surface (vehicle movements on sealed surfaces, vehicle accesses to be kept clean, stabilise entrance ways using aggregates).
• Wheel washes at the exit of construction areas
• All material removed from or delivered to the project site are covered during transportation to prevent discharges of dust or spillages.
A Flocculant Treatment Management Plan (FTMP) has been prepared as part of the Mains Works ESCP. The Works will be undertaken in accordance with the measures identified in the FTMP.
5.5 Air Quality
The main discharge to air that will arise from the Works is dust. The following dust generating activities associated with the Works have been identified:
• bulk fill (earthworks);
• Placement of granular material;
• Excavation of tree pits;
• Placement of soil
All activities will be undertaken in accordance with Section 5.5 of the Main Works CEMP and the Air Quality Delivery Work Plan (AQ DWP)
5.6 Trees and Vegetation
There is no change to the existing processes for managing potential adverse effects on trees and vegetation as identified in Section 5.6 of the Main Works CEMP.
No existing trees are proposed to be removed as part of the Works
5.7 Transport, Access and Parking
All the Works are within the existing construction zone of Maungawhau Precinct and the mitigation measures set out in the Main Works TAP DWP will continue to apply.
Site-specific Traffic Management Plans (TMP) will be developed approximately one month before the commencement of works in accordance with the CRL designation conditions, and Waka Kotahi’s Code of Practice for Temporary Traffic Management (CoPTTM).
Pedestrian and cyclist access to properties will be maintained at all times as required by designation conditions 25.2(b) and 25.3(f)(i). On-going vehicle access to properties will be maintained to the greatest extent possible as required by designation conditions 25.2(c), 25.3(f)(ii) and 25.3(g).
The processes and responsibilities in relation to monitoring for the Works are consistent with those
for the Main Works, as detailed in Section 6 of the Main Works TAP DWP.
Overall, no new mitigation or management measures are required.
5.8 Construction Nose and Vibration
Construction noise and vibration will continue to be managed in accordance with the general processes for managing construction noise and vibration as outlined in Section 9 of the Main Works CNV DWP.
No new mitigation or management measures are required.
5.9 Lighting Spill and Glare
There is no change to the existing processes for managing construction lighting as identified in Section 5.9 of the Main Works CEMP.
5.10 Built Heritage
The Works are located within the existing construction zone and there are no historic buildings in proximity
5.11 Archaeology
The Works will be undertaken in accordance with Section 5.10.2 of the Main Works CEMP and the general management measures outlined in the Historic Heritage DWP – Archaeology.
Generally, the Works involve filling rather than excavations and are being undertaken in an area that has already been extensively earth-worked. All works will be managed through the implementation of the HC DWP (Archaeology Section) and an Archaeological Authority (no. 2017/793) granted by Heritage New Zealand Pouhere Taonga (HNZPT) for the wider CRL project (“the HNZPT Authority”).
5.12 Urban Design
An Urban Design Delivery Work Plan (UD DWP) has been prepared for the Works. The UD DWP is required to ensure that the areas within the CRL designation footprint used during construction are restored and permanent public realm works associated with the CRL are developed in accordance with urban design principles.
5.13 Contaminated Soils
The existing management approach to the disturbance of any contaminated, or potentially contaminated material encountered during the Works, and the management of any associated human health or environmental effects will be undertaken in accordance with Section 5.12 of the Main Works CEMP and the Main Works Contamination DWP.
5.14 Groundwater and Settlement
The works are generally filling activities, and shallow excavation of tree pits. As such, groundwater is not expected to be encountered and no settlement affects are anticipated
5.15 Hazardous Substances
Hazards substances will be kept on site within specified bunded enclosures. No additional hazardous substances will be required for construction of the Works, compared to those listed in the Main Works CEMP.
The storage and use of hazardous substances and any industrial and trade activities will be managed in accordance with Section 5.14 and 5.15 of the Main Works CEMP and the relevant provisions of the Industrial and Trade Activities Environmental Management Plan (ITA EMP). Any spills on site will be managed in accordance with the General Spill Response Plan provided as Appendix C to the ITA EMP.
5.16 Building Condition Surveys
Building condition surveys (BCS) were required to be undertaken prior to the Main Works construction phase commencing, in accordance with designation condition 46 and resource consent condition 109. Due to the shallow nature of excavations required, no additional building condition surveys are required prior to the commencement of the Works.
Post construction condition survey requirements will be undertaken as identified in Section 5.16 of the Main Works CEMP.
5.17
Waste Management
There is no change to the existing processes for waste management as identified in Section 5.18 of the Main Works CEMP.
5.18
Energy Use
There is no change to the existing processes for reducing energy use as identified in Section 5.19 of the Main Works CEMP.
5.19
Water Use
There is no change to the existing processes for reducing water use as identified in Section 5.20 of the Main Works CEMP.
5.20
Material Use
There is no change to the existing processes for reducing material use as identified in Section 5.21 of the Main Works CEMP.
5.21 Emergency and Incident Response
There is no change to the existing processes for incident response as identified within Section 5.22 of the Main Works CEMP.
6 MONITORING AND REVIEW
There are no changes to the procedures for environmental monitoring and review requirements as identified within Section 6 of the Main Works CEMP.
7 CONCLUSION
The existing management approach detailed in the Maungawhau Station Main Works CEMP and Stage 1 Addendum will appropriately manage any potential adverse environmental effects associated with construction of the Works.
Maungawhau Station: Stage 2 Public Realm Works
Communication and Consultation Plan – Stage 2 Addendum
CRL-MTE-RME-LKA-RPT-800011
Revision: A01
Date: November2024
Maungawhau Station Stage 2 Public Realm Works –Communication and Consultation Plan Stage 2 Addendum
CRL-MTE-RME-LKA-RPT-800011
This document is uncontrolled when printed. This document should be printed in colour Revision Status
Approval Status
1 INTRODUCTION
The current City Rail Link (CRL) works at Maungawhau Station (formerly named ‘Mt Eden Station’) are managed by the following Communication and Consultation Plans (CCP):
• Mt Eden Main Works Communication and Consultation Plan, Rev 001, Dated 29 June 2020 (Main Works CCP)
• Mt Eden Station and Public Realm Reinstatement Communication and Consultation PlanAddendum, Rev A01, Dated 16 December 2021 (CCP Stage 1 Addendum)
This Stage 2 Addendum to the Main Works CCP has been prepared to manage communication and consultation activities for delivery of the Stage 2 public realm works at Maungawhau Station (the Works), being undertaken by City Rail Link Limited (CRLL). The CCP Stage 2 Addendum outlines key changes to communications and consultation processes, messaging and channels for delivery of the Works. It should be read in conjunction with the Main Works CCP and the CCP Stage 1 Addendum.
The Main Works are already completed and it is envisaged that the Stage 1 public realm works will be largely completed prior to commencement of the Works. There are no changes to the purpose of the CCP – which is to provide a framework that ensures appropriate communication and consultation takes place with the community, stakeholders, affected parties and affected in-proximity parties during CRL construction The CCP Stage 2 Addendum will be reviewed six monthly for the duration of construction works and updated if there are material changes.
2 MAUNGAWHAU STATION STAGE 2 PUBLIC REALM WORKS
2.1 Stage 2 Public Realm Works
The Works are required to complete the remaining public realm within the Maungawhau Station precinct, and will generally consist of the following (refer to Figure 2.1):
• Construction of a new pedestrian/cyclist link extending from Mt Eden Road and connecting to Shaddock Street;
• Reinstating the eastern section of Shaddock Street (between Flower Street and Korari Street) as pedestrian and cyclist access only;
• Installing new stormwater infrastructure and other network utilities within the new pedestrian/cyclist link;
• Planting street trees in the pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture.
Large areas of land used as construction sites for the CRL project, and which are not required for railway operation and maintenance purposes post-construction, are identified for future development
by Eke Panuku. These areas will be restored, awaiting future development. The future development blocks identified in Figure 2.1 are already being stabilised and gravelled as part of the Stage 1 public realm works. The Stage 2 Works will include:
• Stabilising and landscaping the steep block bound by Shaddock, Flower, Korari and Nikau Streets (this will also include the area identified as ‘Development Block E’ in Figure 2.1). The block will be stabilised as two tiers of generally flat grass areas, irrigated and bounded by a concrete mowing strip.
The Works will be progressively staged in alignment with existing works completion. Further construction details are contained in the Construction Environmental Management Plan (CEMP) Stage 2 Addendum, provided in Appendix C of the Outline Plan. The Works were not included in the CCP Stage 1 Addendum
Figure 2 1: Maungawhau PDP Area – CRL works
2.2 Construction Staging
The Works are divided into the following construction stages.
Table 2.1. Overview of Construction Works and Staging
Stage/Location
Overview of works
Maungawhau Station Public Realm Stage 2 Works
Stage 1
Bulk Fill
Bulk fill along the new pedestrian and cycle link and around the landscape treatment area. The bulk fill will initially be stockpiled whilst there is unhindered access from New North Rd, after which the fill will be placed in layers and compacted to design levels.
January 2025 60 days
Stage 2
Roading works
Stage 3
Streetscape
Road pavement, utility services, footpath and road furniture
March/April 2025 150 days
Landscaping, paving, streetlighting, and way finding installation
August 2025 60 days
Further details of the construction methodologies and activities can be found in section 2 of the CEMP Stage 2 Addendum.
3 OVERARCHING STRATEGIES AND METHODOLOGIES
There is no change to the overarching strategies and methodologies outlined in Section 3 of the Main Works CCP.
4 COMMUNICATION AND CONSULTATION STRATEGY
The communication and consultation strategies outlined in Section 4 of the Main Works CCP also apply, however delivery will be by CRLL and its Contractor, rather than Link Alliance.
5 ROLES AND RESPONSIBILITIES
5.1 Overview
CRLL works closely with its main delivery partner, Link Alliance for construction of the Main Works and Stage 1 public realm works. As these works approach completion, both parties will ensure there is
awareness and alignment across existing stakeholder relationships required for the Works. This includes key community touchpoints such as the Maungawhau Station Community and Business Liaison Group (CLG) and business representation through the Uptown Business Association. When Link Alliance finishes the Stage 1 public realm works on site, CRLL will continue to proactively manage stakeholder relationships throughout construction of the Works, to completion in late 2025.
5.2 Key Personnel
Key personnel responsible for implementation of this CCP Stage 2 Addendum are identified in the table below
Role
CRLL Project Manager
Construction Manager/Project Manager
CRLL Design and Delivery Manager
CRLL Principal Planner
CRLL Communications and Stakeholder Manager
CRLL Communications and Stakeholder Advisor
Public contact information for the works:
• Email: info@cityraillink.govt.nz
• Phone: 0800 CRL TALK (0800 275 8255)
6 COMMUNICATION APPROACH
Name
Kumaran Nair
TBA – contractor yet to be appointed
Simon Lough
Alice Ge
Rachel Blundell
Lily Boyask
The overall communication approach outlined in Section 6 of the Main Works CCP remains in place, albeit at a lower level and volume of activity, to reflect the decreased level of impact on a smaller area of impacted stakeholders.
6.1 Strategy Overview: Unified and Aligned Communications
A unified and aligned approach to communications by CRLL, Eke Panuku and Auckland Transport (AT) will ensure stakeholders receive clear and consistent messages about the Works from CRLL, and the wider development of the precinct from Eke Panuku. This involves providing timely information about upcoming construction activities, mitigations of environmental effects and advance notice of important milestones. CRLL’s engagement approach will still prioritise face-to-face interactions with neighbours and one-to-one discussions about the Works, their effects and mitigations on the surrounding communities. The wider Auckland audience will continue to receive updates about the Works through digital channels such as the CRL website, CRL social media channels and online news outlets.
6.2 Current Communication and Engagement Activities
To date, communications and engagement activity relating to Stage 2 works has focussed on:
• Understanding existing community concerns through consultation with Link Alliance team members
• Explaining and discussing the Works with the community at CLG meetings and seeking their feedback on the Urban Design Delivery Work Plan (Appendix A to the Outline Plan)
• Establishing relationships with key stakeholders in the local community such as the Uptown Business Association
• Engagement with Mana Whenua via the CRLL Mana Whenua Forum, and with Albert-Eden and Waitematā Local Boards
• Sharing regular progress updates via the Link Alliance Maungawhau Station newsletter.
6.3 Communication Channels
The following engagement and communication channels will be utilised in the lead-up to and during the Works, with a preference for electronic media rather than printed material in keeping with the sustainability principles of the CRL project. Channel
Works notifications and traffic alerts
Email updates or printed notifications that provide advance notice of upcoming work activities and potential impacts.
Notifications will address (as appropriate):
● Upcoming works
● Activities and expected impacts
● Proposed or planned mitigations
● Who to contact if you have an issue or query
Distribution: via email to parties directly affected by the Works Also uploaded to the CRL website.
As and when required
Station newsletter
Brochures and collateral, including flyers
E-newsletter covering progress, upcoming work, stories of interest, staff and business profiles and upcoming community engagement opportunities. This is currently produced by Link Alliance and will be continued by CRLL for the duration of the Works.
To provide more detailed information and overview of specific work activities, project milestones, mitigations of construction impacts and upcoming events.
Distribution: distributed to the monthly station newsletter database and uploaded to the CRL website.
Monthly or when required
Freephone number and email address
Frequently Asked Questions (FAQs)
Widely advertised 0800 number and dedicated mailbox at info@cityraillink.govt.nz connects the public to communications team members to answer queries about the Works.
Approved responses to frequently asked questions. Hosted on the CRL website.
As and when required
Ongoing throughout construction
As and when required
One-on-one discussions and meetings
Community and Business Liaison Group meetings
Internal communications
Site tours
Good news stories
InfoHubs
One-on-one meetings with residents, businesses or organisations to inform them of the Works and address specific concerns.
This includes meetings with directly-affected and affected in proximity parties to inform them of the works occurring outside their business or residence and discuss details, proposed mitigations and address any specific concerns.
The existing Maungawhau Station Community Liaison Group will continue throughout the Works, chaired by CRLL instead of Link Alliance
Brief contractors on being good neighbours and CRLL expectations for direct interface with local stakeholders.
Free tours of either the site perimeter or within the site boundaries to share the future station vision and answer queries.
Showcasing continued progress of station below and aboveground, streetscapes contributing to the regeneration of Uptown.
Leverage storytelling opportunities in local media interested in and supportive of the project including Uptown magazine, MOTAT channels and industry publications.
Drop-in opportunities for the public to engage informally with members of the project team to learn more about the project and ask questions. Frequency to be determined based on programme.
6.4 Branding and Collateral
Ongoing as required during the works
At least quarterly
Prior to construction and as required
To be determined
Ongoing and aligned to onsite progress
Frequency to be determined, likely monthly to start
Communications collateral produced for the Works will be branded City Rail Link Limited and include the project website, 0800 freephone number and email address for further information.
6.5 Identifying and Communicating with Key Stakeholders
There are no significant changes to the approach outlined in the CCP Stage 1 Addendum, except stakeholder management and liaison will be undertaken by CRLL and its contractor.
6.6 Indicative Key Messages
The key messages for the Stage 1 public realm works have been updated and supplemented with key messages for the Works and the wider precinct development by Eke Panuku. Key messages will be refined and supplemented with further detail after contractor appointment and confirmation of construction programme and sequencing.
High-level messages
1. CRL’s new Maungawhau Station is surrounded by 3.2ha of land, jointly owned by Auckland Council and Central Government. More frequent trains are expected to bring more people to live, work and spend time in the Uptown precinct.
2. Eke Panuku is working with developers to help the station precinct area to become one of the best-quality, high density urban villages in the country with more homes, retail, entertainment and commercial opportunities.
3. A suite of Foundation Outcomes guide the urban regeneration programme:
o Environmental vitality and climate action
o Mana whenua partnership
o Homes
o Accessibility
o Economic & social wellbeing
o Value realisation
4. To contribute towards the economic and social wellbeing and accessibility of Uptown, CRLL will reinstate the area on top of the tunnel portal to a green space for community use. It will also deliver a traffic-free pedestrian and cycle connection from Mt Eden Road to Shaddock Street and the station building, alongside the existing roads and footpaths being delivered by Link Alliance.
5. Construction will take approximately 9-12 months and is anticipated to be delivered immediately after Link Alliance finishes their urban realm work within the main station area.
6. Opportunities to stage construction and start works earlier are being explored with Link Alliance. Works are anticipated to be complete before CRL opens in 2026.
7. The construction methodology and likely environmental impacts will be similar to the urban realm work currently being delivered by Link Alliance. You can expect proactive management of effects such as noise, traffic, dust and access to minimise disruption to neighbours.
8. For more information about these works, please visit https://www.cityraillink.co.nz/maungawhau-precinct-works. You can also email us at info@cityraillink.govt.nz or call 0800 CRL TALK.
Environmental Effects Management
Noise, vibration, and dust control
• All practicable steps will be taken to minimise impact of construction noise and vibration on the local community, this includes the construction methodology and the time of day to undertake disruptive works.
• Noise mats around excavation and paving works will reduce noise from concrete saws and hydroexcavators.
• Machinery will be positioned to minimise noise impact on surrounding buildings where possible.
• Scrim will minimise dust effects, and where necessary water will be used to control dust.
Safety and security
• Link Alliance employs full-time security guards to patrol public areas and operates a network of 24/7 CCTV cameras, which will continue during the Works. Safety of our crews and the public is our top priority
Parking and property access
• Access and loading will be maintained for local businesses and residents, or appropriate alternatives will be found.
• At times traffic controllers will manage access in accordance with traffic management plans.
• Contractor parking will be proactively managed to avoid occupying on-street spaces and loading zones.
Traffic changes
• On-street signage will provide advance notice of changes to the road layout.
• CRLL works closely with Auckland Transport and neighbouring projects to keep public transport and people moving through Maungawhau.
Visual impacts
• Temporary fences are used around the site to meet safety requirements while providing light and visibility for safety.
Pedestrian access
• Safe property and pedestrian access will be always maintained with temporary diversions in place as construction progresses.
Eke Panuku Maungahwau Precinct Development
The vision for the Maungawhau Station precinct is for it to become a high quality, high density, contemporary and sustainable urban village that is highly accessible to all parts of Auckland. It’s expected to provide 750 new homes and approximately 20,000sqm of shops, eateries, and offices.
• Eke Panuku is working with Kainga Ora and private developers on opportunities for the development blocks within the station precinct.
• Eke Panuku worked with mana whenua partners and the Albert-Eden Local Board on a set of development outcomes being sought for these sites.
• A number of the development blocks are with Whenua Haumi Roroa o Tāmaki Makaurau Limited Partnership, for first right of refusal, an obligation under the Ngā Mana Whenua o Tāmaki Collective Redress Act 2014.
• Kāinga Ora are investigating two of the development blocks for housing and mixed-used developments.
• Negotiations will continue with development partners once draft subdivision plans have been prepared. The plans show boundaries for lots, locations of underground infrastructure including utilities and the CRL tunnels, and any implications on the above ground developments.
• The six foundation outcomes are:
• Environmental vitality and climate action: An exemplar net-zero carbon urban regeneration development that is resilient to climate change and focuses on the prioritisation of sustainable modes of transport and environmental vitality
• Mana whenua partnership: Partner with mana whenua to integrate mātauranga Māori (Māori knowledge) and reflect Māori identity in the precincts
• Homes: Provide healthy, affordable, and accessible homes with a mix of different types and options, to cater for a diverse community
• Accessibility: Create precincts that are accessible for all, encourage the use of public transport, and provide a safe and connected neighbourhood
• Economic & social well-being (‘Community well-being’): Provide public space, health, community space, learning, and employment facilities that enhances the existing community and enables people to thrive
• Value realisation: Creating enduring investments for the community and realise value over time.
Auckland Transport – local transport connections
• The area around Maungawhau Station bordered by Mt Eden Rd and New North Rd will be a low traffic neighbourhood. Walking connections through the neighbourhood to the station are
especially important to give people easy access to public transport, letting them get wherever they need to go without needing to rely on a car.
• Established residential streets to the south and west are within easy walking distance of the station. Medium-density apartment developments are planned within the neighbourhood and a number have recently been completed around Enfield St and Normanby Rd.
• Four frequent bus routes stop close by along Dominion Road, Mt Eden Road, Sandringham Road and New North Road. Good connections between these services and the train station are important.
• A safe, attractive and connected network for walking to the station is therefore a high priority. AT are working closely with Eke Panuku to make the wider walking environment pleasant and accessible with a focus on pathways that people will use as the main connections to the station.
• Train lines connecting the western communities with the city centre, the east and southern network will pass through Maungawhau Station making it a busy connection point for train services. Connections with four of Auckland's busiest bus routes will add to this station becoming a natural transport hub, one the busiest in the region.
• The previous role of Maungawhau Station before its closure for CRL construction was very different. The station was used by around 300,000 passengers per year, making it the 22nd busiest station on the Auckland train network. With the extra connectivity provide by CRL, and the redevelopment around the station, AT expect substantially more passengers to use the station and its role will be different.
• In the past few years connecting bus stops on New North Rd have been relocated and improved along with new bus priority lanes in anticipation of the station becoming a hub. Before the station opens, the stops connecting with bus services on Mt Eden Rd will be relocated as close as possible to the walking routes to the station. A new signalised crossing on Mt Eden Rd will make it safer for passengers to cross to services on the opposite side of the busy arterial.
• Cycle parking is located close to the station entrance as is short-term parking for mobility users. Pick-up and drop-off for other users is also close by.
• Any changes to the way traffic will circulate around the precinct will be made in consultation with the community and Eke Panuku as those plans develop.
• In the meantime, AT does not propose to change the way traffic circulates prior to the opening of the CRL in 2026. AT will, however, be resealing roads and footpaths and reviewing existing on street parking restrictions around the station precinct in preparation for the opening of the CRL.
7 PROTOCOLS, PROCESSES AND CONTACT DETAILS
7.1
Community and Business Liaison Group
The Maungawhau Station CLG will continue for the duration of the Works. At the time of submitting an Outline Plan for the Works to Auckland Council, CRLL had presented twice to the CLG, the first being at a special CLG held on 24 July 2024 where the Works were presented to the CLG members and their feedback sought. The second was a regular quarterly CLG meeting chaired by Link Alliance held on 25 September 2024. Eke Panuku and Auckland Transport will continue to be invited to attend and present at CLGs to provide a one-stop-shop for queries and concerns from neighbours and members of the public.
7.2 Stakeholders and Affected Parties
There are no material changes to the stakeholders and affected parties outlined in the Main Works CCP. It is anticipated that Link Alliance and CRLL will work closely together to ensure continuity of stakeholder
relationships in transitioning from the Stage 1 public realm works to the Works.
7.3 Notable Receivers
There are no new Notable Receivers that will be affected by the Works. The existing Notable Receivers identified in the Main Works CCP will continue to apply.
7.4 Public Engagement
7.4.1
Public Enquiries
Members of the public can email info@cityraillink.govt.nz for information, queries and concerns in relation to the Works or call 0800 CRL TALK (0800 275 8255). The freephone number is currently answered 24/7 by Link Alliance. During the Works it is unlikely to be answered 24/7 as construction works will not take place at night, however the community will be kept updated about all communications channels and communications personnel for queries. There are no other significant changes to the public queries process outlined in the Main Works CCP.
7.4.2 Complaints
The process for managing complaints remains the same for the Works but CRLL personnel will now be responsible (refer Section 5.2 of this CCP Stage 2 Addendum).
7.4.3
Auckland Council Reporting
CRLL will provide a monthly register of all complaints and how they have been addressed to Auckland Council Compliance. This process does not differ from the Stage 1 public realm works, whereby Link Alliance currently produces a monthly complaint register that is provided to Auckland Council.
7.4.4 Digital Channels
CRLL will continue to update all existing digital channels for the duration of the Works.
7.4.5 Media
CRLL will manage media queries within its Communications team. All contractors and on-site staff will be briefed on the process to follow approached by the media during the Works. Contractors will provide requested information within the deadline specified by CRLL to assist with prompt addressing of media queries.
Where a media query also relates to Eke Panuku or Auckland Transport works, CRLL will seek information from those organisations to provide a comprehensive answer and one cohesive response on behalf of all organisations. If the majority of the media query relates to works outside of CRLL scope, it will be referred to the relevant organisation for addressing.
7.5 Managing Crisis and Emergency Situations
CRLL is yet to appoint a contractor for the Works. The successful contractor undertaking the Works will be required to prepare an Emergency Management Plan prior to commencement. This will outline emergency contacts to ensure clarity of roles, responsibilities and responses in the event of an emergency on site.
APPENDIX A: COMMUNICATION MATERIAL FOR STAGE 2 PUBLIC REALM WORKS
Sample slides from special CLG meeting held on 24 July 2024
Clarifying roles and responsibilities
Outlining project phases
The Works will have a similar look and feel to Stage 1 public realm works
To support the Founda on Outcomes iden ed in Eke Panuku s Precinct Development Plan, CRL will deliver:
A new pedestrian and cyclist link from Mt Eden Road and along Shaddock Street into Maungawhau Sta on
A green space above the tunnel portal, bordered by Flower and Nikau Streets
Stabilisa on and gravelling of sites for future urban regenera on
This package of work is an cipated to take to 12 months and start construc on in 2 2 , a er Link Alliance has nished their works
Summary of proposed works, duration and start date, in support of Eke Panuku’s six Foundation Outcomes.
Consultation summary produced after receipt of feedback on draft Urban Design Delivery Work Plan
