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
Approval Status
Name/Title Signature
Prepared by: Alice Ge
City Rail Link Ltd - Principal Planner
Reviewed by: Richard Jenkins
City Rail Link Ltd – RMA Planning Lead
Simon Lough
City Rail Link Ltd - Design and Delivery Manager
Approved by: Kumaran Nair
City Rail Link Ltd – Project Delivery Lead
Kumaran Nair
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) in the vicinity of 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 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 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 2 (yellow dotted line).
Figure 1 1: Maungawhau Station Precinct area
The Maungawhau PDP identifies planned development blocks (outlined in red and blue in Figure 1.2), 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 1.2: 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 1.2);
o Stabilising and gravelling of the other sites identified as future development blocks (refer Figure 1 2);
• 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.
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 6 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 4.6 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.
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 street trees in the new pedestrian/cyclist link and Shaddock Street; and
• Installation of street furniture
Figure 2 1: Maungawhau PDP Area – CRL works
Restoration of Construction Sites
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, by:
• Stabilising and gravelling of sites identified as future development blocks (refer Figure 2.1);
• 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 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 public realm, and therefore this Urban Design DWP focusses only on the new pedestrian/cyclist link and the Shaddock Street pedestrianised area between Korari and Flower Streets.
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 3.4 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 3.2) 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
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 2 2)
The changes to Ruru Street and Nikau Street were formalised by way of a new designation condition which references the indicative road layout (refer Figure 2.3). Designation Condition 47(b)(xiii) states that “the extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL-SYWRME-000-DRG-0110 Revision 1 dated 26/7/16”. A response to this condition is provided in Section 6.3 of this Urban Design DWP.
Figure 2 2: 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 2.4 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 2 3: Drawing referenced in Designation Condition 42.2(b)(xiii)
2 4: 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’ will be a combined lane (referred to as Ruru Lane), with a distinct one-way 4m wide service lane and 3m wide footpath from Maungawhau Station to Mt Eden Rd.
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 2 2), 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).
3. 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 6), 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 2012 2 .
The overall design process and expression for the Stage 2 public realm works has embraced these design principles, as discussed in Section 6 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 7 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 7 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 3 1)
The narrative is expressed through four architectural Concept Elements – Sky, Earth, Threshold, and a Fourth Element, Te Whaiao, which together form the overall line wide concept theme for the CRL project.
The cultural narrative applicable to the Maungawhau Station Precinct is detailed in Section 3.5
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 in Figure 3.2 and in Appendix C.
Figure 3 1: Artist’s design depicting the Creation Story
Figure 3 2: cultural narratives incorporated into the design (including mana ehenua artist involvement)
4. 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 3.5). Mana whenua has endorsed all the design elements of Maungawhau Station.
Mana whenua is supportive of the new link providing high quality pedestrian and cyclist access to Maungawhau Station. They have also been involved in the selection of 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.
A short list of species was provided at the Mana Whenua Forum on (TBC) 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. There is intention to seek further support from the Parks Department, once the final species have been selected.
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 5 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 interest identified at the CLG meeting 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 is 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
5. 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 5 1) are identified within the design drawings (Appendix C). 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 C
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 5 2). These will become informal seating, features within tree planters or used as vehicle deterrents.
Figure 5 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 planted 3 , 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 final species will be chosen from the Planting Palette included in Appendix C 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 5.3).
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.
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 5 2: Basalt rock feature
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 5.4).
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.
Wayfinding signage is also to be included aligning with ATDM standards providing a cohesive and legible suite across the station and public realm.
Figure 5 3: Typical tree pit
Urban Design Delivery Work Plan
Refer to drawings in Appendix C 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 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.
Figure 5 4: Examples of CRL wayfinding proposed
6. 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 6.1 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 Auckland Council which recognise their Tangata Whenua status in
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 groups who expressed an
Table 6.1: Design Response to Mana Whenua Principles
Ref Mana Whenua Cultural Design Principle Design Response
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.
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.
49.1 (a) (ii) Whakapapa
Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses.
Through discussions with mana whenua, appropriate naming and genealogical conventions for 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 agree. The name will then need to be consulted on through the NZ Geographic Board process before being confirmed.
49.1
(a) (iii) Tohu
Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.
49.1
(a)
(iv) Taiao
Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) –promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.
49.1 (a) (v) Mauri tū
Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai / 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
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 3.5.
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 5.4).
‘Site won’ karā (basalt) spalls and boulders from tunnel excavations are to be utilised as landscape features reinforcing this ecology (refer Section 5.3.1).
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 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 5.4).
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 5.4).
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
Urban Design Delivery Work Plan
Ref Mana Whenua Cultural Design Principle Design Response
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.
Maungawhau Precinct excavation works will be re-purposed to be included in the seating design within the new pedestrian/cyclist link (refer Section 5.3.1).
49.1 (a) (vii)
Ahi kaa
Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi-kaa and kaitiaki roles in and around the CRL route and new station precincts.
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.
Artistic involvement and engagement has let 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 .
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 6.2, along with a response regarding how these principles have guided and influenced the design of the public realm works.
Table 6.2: 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.
47.2
(b)
(ii) Entrance Location
Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.
47.2 (b) (iii) Intuitive Orientation
The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network.
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.
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 C 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.
Refer to Figure 2.1 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.
Sufficient bicycle parking around the station is already provided as part of the Stage 1 public realm works.
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.
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.
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.
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 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 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 2.2), 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).
Urban Design Delivery Work Plan
Ref Movement and Connections Design Principle Design Response
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 Principles - Public Realm and Landscape
Condition 47.2 (C) of the CRL designation conditions sets out the Public Realm and Landscape design principles. These are listed in below in Table 6.3, along with a response regarding how they have guided and influenced the design of the public realm works.
47.2
(c)
(i) Existing Streetscape
Structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space.
47.2
(c) (ii) Universal Access
Station environments should promote universal access (e.g., footpath ramps and smooth ground surfaces).
47.2
(c)
(iii) Safe Environments
Structures resulting from the CRL should promote safe environments. The station entrances should
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.
Universal access between Mt Eden Road and Maungawhau Station is provided along the new pedestrian/cyclist link and interconnecting section of Shaddock Street
The new link will be constructed of smooth pavement with tactiles which have been designed to meet AT Transport Design Manual universal access requirements.
The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments (refer Section 5.6). This includes:
• Sufficient lighting at night
Table 6.3: Design Response to Public Realm and Landscape Principles
Ref Public Realm and Landscape Design Principle Design Response
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.
47.2 (c) (iv) Reinstated Surfaces
The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area.
47.2 (c) (v) Station Plazas
The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area.
47.2 (c) (vi) Public Art
Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana whenua cultural narratives, history, art and
• 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 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.
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.
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.
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.
Urban Design Delivery Work Plan
Ref Public Realm and Landscape Design Principle Design Response particular traits of the local community.
47.2 (c) (vii) Landscape Planting
Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana whenua cultural narratives.
47.2 (c) (viii) Entrances within the Road Reserve
Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.
47.2 (c) (ix) Utility Structures
Above ground utility structures (e.g., vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings.
47.2
(c) (x)
Where landscape planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g., vehicle parking and access requirements).
The 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 5.4).
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. A final list of tree species will be agreed with mana whenua (refer Section 5.4).
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.
Not applicable.
7. 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 Station 4
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.
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
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
Refer to response in Transformational Move 1’ Māori Outcomes’ (Section 7.2.1).
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 7.2 – response to principle 49.1(a)(v) Mauri tū.
The new pedestrian/cyclist link and Shaddock Street connection provides a wide pedestrian focussed environment, and creates space for
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 7.1: Response to the ‘ten outcomes’ of the CCMP
Urban Design Delivery Work Plan
work well for everyone who spends time in Tāmaki Makaurau. This outcome aims to for everyone in the city centre to feel safe and comfortable, and experience enjoyment.
Outcome 6: Residential city centre neighbourhoods
Auckland’s city centre is an increasingly popular place to live. As the city centre population grows and matures, this outcome shapes the city centre’s public realm, housing supply and social infrastructure to deliver a highly liveable city centre.
Outcome 7: Quality built form
This outcome aims to deliver a well-designed and planned city centre. It links the City Centre Masterplan and Waterfront Plan to Auckland's statutory planning and design tools.
Outcome 8: Heritage defined city centre
We want to increase understanding, protection and conservation of city centre heritage places, landscapes and stories. Our city centre should actively recognise and celebrate Auckland’s historic heritage as a driver of positive change and placemaking.
Outcome 9: Sustainable city centre
This outcome aims to shape our approach to transport, air quality, water quality and climate change in the city centre. It focuses on the Auckland Climate Action Framework and Outcome 5 of the Auckland Plan 2050.
Outcome 10: Prosperous city centre
This outcome sets out practical ways to develop the city centre so it can continue to thrive as an economic centre and cater for the needs of our diverse population. The city centre will enable business and urban development and deliver a globally-competitive quality of life within a flourishing economy.
Transformational moves
Māori Outcomes
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.
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.
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
Condition 7 - Community Liaison Groups
7.4 In addition to the requirements in Condition 5, the purpose of the Groups shall be to:
d. Provide feedback on the development of the CEMP and DWPS.
7.5 The Requiring Authority will consult with the Group in respect of the development of the CEMP and DWPs.
Condition 8 - Mana Whenua Consultation
8.3 The role of the mana whenua forum may include the following:
a. Developing practical measures to give effect to the principles in the Urban Design DWP (refer to Condition 49);
c. Input into the preparation of the CEMP and DWPs;
8.4 The mana whenua forum may provide written advice to the Requiring Authority in relation to any of the above matters. The Requiring Authority must consider this advice and the means by which any suggestions may be incorporated in the City Rail Link project.
Condition 10 – Outline Plan Requirements
10.2 The plans listed in Condition 10.1 above must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, and any recommendations received as part of the Independent Peer Review Panel process (where applicable), along with a clear explanation of where any affected party comments or peer review recommendations have not been incorporated, and the reasons why not.
10.4 These plans should clearly show how the part integrates with adjacent City Rail Link construction works and interrelated activities. This particularly applies where the Urban Design DWP is submitted as a number of plans.
Condition 11 – Independent Peer Review of CEMP and DWPs
11.1 Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions.
11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with condition 39) must clearly document
Section 4.5 and Appendix B
Section 4.5 and Appendix B
Section 4.2 and Appendix B
Section 4.2
Section 4.2
Section 4 and Appendix B
Section Error! Reference source not found. and
Section 1.3
Section 4.7 and Appendix B
Appendix B
Urban Design Delivery Work Plan
Ref Condition
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
This document
This document a. Mana Whenua Principles – see Condition
i. Existing Networks - Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure.
ii. Entrance Location - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.
iii. Intuitive Orientation - The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network.
iv. Way Finding - Coherent signage should be utilised to aid intuitive orientation and way finding.
v. Mode Integration - Spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of public realm.
vi. Bicycle Parking – Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.
vii. Street Crossings - Safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent
Urban Design Delivery Work Plan
Ref Condition
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.
ix. Grade separated rail crossings – Structures associated with grade separated rail crossings need to be carefully and sensitively designed and in accordance with crime prevention through environmental design principles to ensure appropriate amenity and safety are retained or achieved. Measures to achieve this may include:
(a) Utilising permeable balustrades on overbridges;
(b) Maximising the width of the footpath at grade in street reserves;
(c) Orientating any steps parallel to overbridges;
(d) Providing appropriate levels of lighting (in accordance with the Auckland Transport Street Lighting Policy Appendix 1) for “Pathways in high risk, high brightness area”); and
(e) Treatment of the sides of ramps and footpaths to enhance visual amenity.
x. Grade separated rail crossings - Permeable balustrades on overbridges should be required not only for crime prevention purposes but to enable views into the neighbouring sites. For clarity all balustrades comprised within Normanby Road grade separation works (as defined in condition 30.1(k) shall be permeable.
xi. The Porters Avenue Bridge (lift and bridge structure above finished ground level) shall be located no closer than 3.5m from the property boundary of 5 Porters Avenue (ALLOT 236 SEC 10 Suburbs AUCKLAND). Foundation support (i.e. below finished ground level) for the bridge may extend closer but shall not cross the property boundary.
xii. The design of the Porters Avenue and Fenton Street pedestrian/cycle bridges shall:
a. Minimise loss of privacy on adjacent residential sites, including by locating the pedestrian/cycle bridge in the western half of the Avenue;
b. Ensure the lifts are through lifts to carry bicycles; and
c. Incorporate bicycle push ramps into the side of the pedestrian stairways.
xiii. The extensions to Ruru Street and Nikau Street shall generally be undertaken in accordance with the indicative road layout shown on drawing CRL -SYW-RME-000-DRG-0110 Revision 1 dated 26/7/16. 6.3
c. Public Realm and Landscape –6.4
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. 6.4
ii. Universal Access - Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces).
iii. Safe Environments - Structures resulting from the CRL should promote safe environment. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths.
iv. Reinstated Surfaces - The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area.
v. Station Plazas - The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area.
vi. Public Art - Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana Whenua cultural narratives history, art and particular traits of the local community.
vii. Landscape Planting – Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana Whenua cultural narratives.
viii. Entrances within the Road Reserve - Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.
ix. Utility Structures - Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings.
x. Where landscapes planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g. vehicle parking and access requirements).
47.3 The Urban Design DWP shall show how these principles have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives.
47.5 The Requiring Authority shall request the Auckland Council to refer the Urban Design DWP to the Auckland Urban Design Panel (or other equivalent entity (if any) at that time) and invite the Auckland Urban Design Panel to comment on: 4.6 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;
and Appendix B
Urban Design Delivery Work Plan
b. The degree to which station plans have appropriately responded to the principles listed in Condition 54.1
and Appendix B
47.6 As part of the Urban Design DWP submitted, the Requiring Authority shall: 4.6 and Appendix B
a. Provide a record of feedback received from the Auckland Urban Design Panel (or equivalent entity at that time); 4.6 and Appendix B
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; 4.6 and Appendix B
c. Provide detail regarding the degree to which the community stakeholder, affected party and affected in proximity party feedback has been considered and where applicable incorporated into design. Where feedback has not been incorporated, the Requiring Authority shall provide comment as to reasons why the feedback has not been incorporated;
d. The information set out in (a), (b) and (c) above must be included in the Urban Design DWP submitted to both the independent peer reviewer and Auckland Council as part of the Outline Plan.
Condition 48 - Mitigation Planting Requirement
48.1 The Urban Design DWP shall include any replacement planting proposed to mitigate the adverse effects of tree and vegetation removal from within the designation footprint. It is acknowledged that the mitigation of effects of tree and vegetation removal will be considered in response to the urban design principles of Condition 47.
Section 4 and Appendix B
Noted and included
Section 6.4
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:
i. Mana / Rangatiratanga – As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including the Requiring Authority and Auckland Council which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform engagement with AT / Council at all levels including direct involvement with design consortia. Relationships are required at governance and senior management levels. Such relationships are a precursor to actualising the other 6 principles.
ii. Whakapapa – Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the
4.2 and 7.2
4.2 and 7.2
4.2 and 7.2
Urban Design Delivery Work Plan
Ref Condition
most appropriate names are identified to develop design, interpretation and artistic responses.
iii. Tohu – Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.
iv. Taiao – Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.
v. Mauri tu - Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site - in particular focusing on the quality of wai /water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encounters should be carefully treated with Mana Whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works.
vi. Mahi toi – Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art.
vii. Ahi kaa – Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi- kaa and kaitiaki roles in and around the CRL route and new station precincts; and
b. A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan.
Section 7.2
Section 7.2
Section 7.2
Section 7.2
Section 7.2
Section 4.2 and Section 7.2
Urban Design Delivery Work Plan
Appendix B: Record of Engagement
Mana Whenua comments/recommendations
6 August 2024 CRL Mana Whenua Forum
Supportive of the proposed pedestrian/cyclist link and pedestrianised section of Shaddock Street between Korari and Flower Streets.
Open to non-native planting within the Shaddock Street section
Response
Refer to responses below.
Noted.
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.
1. Urban Design Panel – Feedback from September 2021 Stage 1 Public Realm Reinstatement works applicable to this current Urban Design DWP
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 semi-permanent 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.
Table
Urban Design Delivery Work Plan
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
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)
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.
Overall, the revised road layout provides for the outcomes anticipated by the indicative layout (refer Figure 2.2), 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 ‘rat-running’ and result in better traffic outcomes and better connectivity to the station for all transport modes rather than facilitating through traffic.
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
The closest bus stops are located on Mt Eden Road and New North Road which are approximately 200m away
Table 2. Maungawhau CLG
Panuku provided the response: this is being considered and Eke Panuku teams are working on a strategy.
Urban Design Delivery Work Plan
Attendance: CRLL, Auckland Transport and Eke Panuku
Will access to the station from Ruru Lane remain in the future? Will it go to the development site?
Is the new link accessible by wheelchair?
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?
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 pedestrian access as it will be located between the rail line and the back of a building (once developed). There are CPTED (Crime Prevention Through Environmental Design) concerns with this lane for pedestrian access.
When the adjacent block A is developed, ultimately Ruru Lane will become a service lane for the building on that block.
Yes, the new link provides universal access between Mt Eden Road and the Station via Shaddock Street.
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.
Urban Design Delivery Work Plan
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.
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.
Table 3. Feedback from Independent Peer review
Review Recommendations
Response Recommendations from Lisa Mein (Mein Urban Design and Planning Ltd)
Urban Design Delivery Work Plan
Appendix C: Stage 2 - Public Realm Reinstatement Drawings
