Infrastructure Provision Study for Future Urban · PDF fileThis document summarises the Council’s current high level views on the provision of ... Table 2: Comparison of local and

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Disclaimer

This document summarises the Council’s current high level views on the provision of

infrastructure (water, wastewater, transport and stormwater) necessary to service the

future urban zoned areas targeted to be development ready in the period 2018-2032.

Funding for Council provided infrastructure is managed through the long term and

annual plan processes undertaken in accordance with the Local Government Act 2002

and the funding priorities alluded to in this document are subject to change as those

processes are worked through.

The timing of infrastructure project delivery indicated in the document is based on

information and priorities as they stood at the time when the document was

written. They are subject to change including, but not limited to, the potential

cancellation or deferment of indicative projects.

The Council views outlined in this document are subject to change without notice.

If you rely upon any of the information contained in this document you do so at your

own risk and the Council does not accept any responsibility for any reliance you may

place on the accuracy, completeness, or currency of the information.

If you want up-to-date information on the Council’s approach to the provision of bulk

infrastructure with respect to any particular future urban zoned land you should contact

the Council.

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Contents

1.0 Overview ........................................................................................................................... 5

2.0 Study Areas .................................................................................................................... 17

3.0 Warkworth ....................................................................................................................... 18

4.0 Wainui East, Silverdale, Dairy Flat ................................................................................. 26

5.0 Redhills, Whenuapai, Kumeu/Huapai and Riverhead .................................................... 36

6.0 Drury ............................................................................................................................... 45

7.0 Pukekohe and Paerata ................................................................................................... 53

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Figures

Figure 1: Planning and Infrastructure Processes ........................................................................ 5

Figure 2: Future Urban Land Supply Strategy sequencing within the Auckland Region ............ 6

Figure 3: Roles in the delivery of infrastructure ......................................................................... 12

Figure 4: Zoning under the Auckland Unitary Plan .................................................................... 16

Figure 5: Future urban growth areas in Warkworth ................................................................... 18

Figure 6: Future Urban Area Sequencing – Warkworth ............................................................ 19

Figure 7: Supporting Growth – Transport Networks in the Warkworth area ............................. 24

Figure 8: Unitary Plan zonings in Wainui, Silverdale and Dairy Flat ......................................... 26

Figure 9: Future urban growth sequencing in Wainui East, Silverdale and Dairy Flat .............. 27

Figure 10: The Wainui Precinct within the Auckland Unitary Plan ............................................ 28

Figure 11: Supporting Growth – Transport Networks in the Wainui, Silverdale and Dairy Flat

area .................................................................................................................................. 33

Figure 12: Future Urban Area Sequencing in the North West .................................................. 36

Figure 13: Future urban growth in Redhills, Whenuapai and Kumeu, including the SHA areas

outlined in red. .................................................................................................................. 37

Figure 14: Future urban growth in Redhills ............................................................................... 37

Figure 15: Future urban growth in Whenuapai .......................................................................... 38

Figure 16: Future urban growth in Kumeu, Huapai and Riverhead, including the location of the

two SHAs within the Kumeu-Huapai area ........................................................................ 39

Figure 17: Northern Interceptor Wastewater Pipeline Project ................................................... 40

Figure 18: Supporting Growth – Transport Networks in the North West ................................... 43

Figure 19: Opaheke – Drury and Drury West, showing zoning under the Auckland Unitary Plan

and the Special Housing Areas ........................................................................................ 45

Figure 20: Future Urban Area sequencing - Opaheke-Drury and Drury West .......................... 46

Figure 21: Catchments and flood plains within the Opaheke-Drury and Drury West area ....... 49

Figure 22: Supporting Growth – Transport Networks in the South ........................................... 51

Figure 23: Future urban growth in Pukekohe and Paerata ....................................................... 53

Figure 24: Future Urban Area Sequencing – Paerata and Pukekohe ...................................... 54

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Tables

Table 1: Future Urban Land Supply timeframes.......................................................................... 5

Table 2: Comparison of local and bulk infrastructure .................................................................. 7

Table 3: Proposed dwelling capacity and anticipated business land in Warkworth .................. 19

Table 4: Potential wastewater projects, timeframes and costs – Warkworth ............................ 20

Table 5: Potential water supply projects, timeframes and costs - Warkworth ........................... 21

Table 6: Potential stormwater projects, timings and costs - Warkworth ................................... 22

Table 7: Key transport infrastructure identified through Supporting Growth – Delivering

Transport Networks. ......................................................................................................... 25

Table 8: Proposed dwelling capacity and anticipated business land in Wainui East, Silverdale

and Dairy Flat ................................................................................................................... 28

Table 9: Potential wastewater supply projects, timeframes and costs – Wainui/Silverdale ..... 29

Table 10: Potential water supply projects, timeframes and costs – Wainui/Silverdale ............. 30

Table 11: Potential stormwater supply projects, timeframes and costs – Wainui/Silverdale .... 32

Table 12: Key transport infrastructure for Wainui identified through Supporting Growth –

Delivering Transport Networks. ........................................................................................ 34

Table 13: Key transport infrastructure for Silverdale and Dairy Flat identified through

Supporting Growth – Delivering Transport Networks. ..................................................... 35

Table 14: Proposed dwelling capacity and anticipated business land in the North West ......... 36

Table 15: Potential wastewater supply projects, timeframes and costs – North-West ............. 41

Table 16: Key Transport Infrastructure for the North West identified through Supporting Growth

– Delivering Transport Networks ...................................................................................... 44

Table 17: Proposed dwelling capacity and anticipated business land in Opaheke and Drury . 47

Table 18: Potential wastewater supply projects, timeframes and costs – Drury ....................... 48

Table 19: Key transport infrastructure identified through Supporting Growth - Delivering

Transport Networks .......................................................................................................... 52

Table 20: Proposed dwelling capacity and anticipated business land in Pukekohe and Paerata

.......................................................................................................................................... 55

Table 21: Potential wastewater supply projects, timeframes and costs – Pukekohe/Paerata .. 55

Table 22: Potential water supply projects, timeframes and costs – Pukekohe/Paerata ........... 55

Table 23: Key transport infrastructure identified through Supporting Growth – Delivering

Transport Networks .......................................................................................................... 57

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1.0 Overview

Auckland is projected to grow by between 700,000 and one million people over the next

30 years. This means around 400,000 new dwellings and 277,000 additional jobs will be

needed.

The Auckland Unitary Plan (Unitary Plan) identifies approximately 15,000 hectares of rural land for future urbanisation with the potential to accommodate approximately 135,000 dwellings

1.

This represents around one third of the new dwellings needed and as such forms an important component of the overall strategy for enabling Auckland’s growth. The future urban land identified also includes approximately 1,800 hectares for new business land. Auckland Council’s Future Urban Land Supply Strategy

2 (FULSS) identifies a programme to

sequence when future urban land will be “development ready” over 30 years (see Figure 2) for map of sequencing). Development ready means the land has both zoning and bulk infrastructure serving to allow for urbanisation to begin (see Figure 1 below).

Figure 1: Planning and Infrastructure Processes

The FULSS identifies the timeframe for when future urban areas are expected to be

development ready by half-decades as identified in Table 1 below.

Table 1: Future Urban Land Supply timeframes

Decade Years

Actuals, contracted or planned 2012-2017

Decade One (first half) 2018-2022

Decade One (second half) 2023-2027

Decade Two (first half) 2028-2032

Decade Two (second half) 2033-2037

Decade Three (first half) 2038-2042

Decade Three (second half) 2043-2047

1 These figures refer to the land within the scope of the Future Urban Land Supply Strategy which includes

Future Urban zoned land and urban zoned greenfield land. 2

Auckland Council is currently reviewing and updating the Future Urban Land Supply Strategy as a result of the decisions on the Auckland Unitary Plan. This document reflects the draft updates to the FULSS, which are subject to public consultation and are not adopted council policy. The update FULSS is expected to be completed in mid-2017.

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Figure 2: Future Urban Land Supply Strategy sequencing within the Auckland Region

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1.1 Purpose of this document

This document summarises the current thinking on what infrastructure (water, wastewater,

transport and stormwater) may be needed to service the future urban areas identified to be

development ready in Decade One (2017-2027).

Infrastructure identified in this document is not necessarily funded or committed to and

approaches to servicing these areas may change when more detailed structure planning

confirms the land uses, expected dwelling and employment capacities and staging.

Infrastructure investment in these areas is subject to prioritisation against other council and

government objectives through the long-term plan process, or budgeting process of other

providers (e.g. NZ Transport Agency).

It is intended that this document will assist preliminary discussions between landowners,

developers, the council and infrastructure providers in forming development proposals to

deliver housing and employment in future urban areas.

1.2 What is bulk infrastructure?

Auckland Council, Watercare, Auckland Transport, NZ Transport Agency and KiwiRail are

responsible for the planning, funding and delivery of bulk infrastructure. The following table

indicates each asset owner’s responsibilities, in contrast to the delivery of local infrastructure.

Table 2: Comparison of local and bulk infrastructure

Service Local infrastructure (provided by the developer)

Bulk infrastructure (provided by the asset owner)

Asset owner

Water Water supply pipes and connections – sized to serve streets and neighbourhoods

Watermains - sized to serve suburbs and towns, bulk water supply points, reservoirs, water treatment plants

Watercare

Wastewater

Wastewater transmission lines – sized to serve streets and neighbourhoods, local pump stations

Wastewater transmission lines - sized to serve suburbs and towns, wastewater treatment plants, wastewater pump stations,

Watercare Veolia

3 manages local

infrastructure in the south from Papakura to Drury

Transport

Ro

ad

s

Local roads and collector roads and walking and cycling infrastructure

Arterial roads Auckland Transport

State highway networks and roads of national significance.

NZ Transport Agency

Pu

bli

c

Tra

ns

po

rt

Local bus stops, bus lanes

Rapid Transit networks e.g. bus ways, bus station interchange, train stations, Park and Ride facilities

Auckland Transport/NZ Transport Agency

Rail lines KiwiRail

Auckland Transport (AT), NZ Transport Agency and KiwiRail all work closely together to deliver

an efficient and effective transportation network. A number of transport projects are jointly

funded.

The provision of parks and open space is a key factor that is considered in the development of

new greenfield areas. While council may secure some open space prior to an area being

3 Veolia manages local infrastructure in the south from Papakura to Drury. Watercare manages local

infrastructure throughout the rest of the Auckland region.

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development ready, most of the open space network is identified once structure planning

commences, and is therefore not discussed further in the subsequent sections on each future

urban area.

1.3 How is bulk infrastructure planned?

Auckland is New Zealand’s largest city, and it faces significant growth pressures. Infrastructure

enables growth to be optimised across the city. Auckland Council sets out the strategic

direction for Auckland’s Growth. The Auckland Plan, the Unitary Plan and the FULSS together

identify where and how growth should take place. The FULSS sets out in more detail the

sequencing of this growth. Asset owners such as AT and Watercare develop their plans,

strategies and policy documents based on the strategic direction that Auckland Council has set

out.

The bulk infrastructure identified by the different asset owners as necessary for growth

becomes incorporated into the Long Term Plan, and in the case of transport, the Regional

Land Transport Plan.

Some of the relevant infrastructure plans, strategies and policies include:

Watercare Services Limited Water and Wastewater Asset Strategies

Auckland Transport Alignment Project

Roads and Streets framework and the Transport Design Manual

Supporting Growth (formerly known as Transport for Future Urban Growth (TFUG))

Regional Land Transport Plan (RLTP)

Parks and Open Spaces Strategic Action Plan

Open Space Provision Policy

Healthy Water’s Water Sensitive Design Manual

Auckland Design Manual

Transport Design Manual

Relevant engineering Codes of Practice

Asset Management Plans

Bulk infrastructure needs careful sequencing in order to keep up with growth. Ad-hoc or out of

sequence development will have major funding implications for all providers and affect the

ability to coordinate delivery.

Ongoing operational costs are another factor that is considered when planning new

infrastructure. This is particularly relevant to planning new parks and open space.

Planning for bulk transport infrastructure

In the case of transport, KiwiRail, NZ Transport Agency and AT work together to manage

transport as a single network in order to optimise investment and support land use aspirations

set out in the Auckland Plan and the Unitary Plan. Transport projects are prioritised according

to a standard methodology and business case development. The 10-year prioritised delivery

programme of transport services and activities for Auckland are put together in the Regional

Land Transport Plan (RLTP). The RLTP sets out how transport delivery agencies intend to

respond to growth and other challenges facing Auckland such as reducing congestion, moving

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freight and improving public transport and walking/cycling networks. More details on the

planning and design of transport can be found near the end of this section (1.6).

Planning for bulk wastewater and water supply infrastructure

Watercare develop their asset management plans and strategies for wastewater and water

supply delivery in accordance with the direction set out in the Auckland Plan, the Unitary Plan,

and the FULSS.

Planning for stormwater infrastructure

Stormwater is largely managed on-site and is not part of a reticulated network throughout

Auckland. There is now a reduced reliance on traditional “pipe and pond” solutions for

stormwater, thus enabling more cost-effective on-site treatment. In greenfield areas where little

to no stormwater infrastructure exists, the planning and design of future stormwater

infrastructure is largely the responsibility of the individual developer. More details on the design

of stormwater infrastructure can be found at the end of this section (1.7).

Planning for open space infrastructure

In terms of open space infrastructure, the Parks and Open Spaces Strategic Action Plan sets

out the council’s aspirations and objectives for its park and open space network over the next

10 years in order to meet Auckland’s recreational needs.

Two key documents sit beneath the Strategic Action Plan to help deliver its objectives – the

Parks and Open Space Acquisition Policy and the Open Space Provision Policy.

The Parks and Open Space Acquisition Policy sets out the process and criteria Auckland

Council will use to assess and prioritise potential park and open space acquisitions. The Open

Space Provision Policy establishes network planning principles and provision metrics that

guide the quantity, configuration and function of open space that council expects in new

developments.

Structure plans

Structure plans provide the next level of planning that is required to plan for bulk infrastructure.

Structure plans are an important method for establishing the pattern of land use and

infrastructure networks with a greenfield area. The development of a structure plan requires

the preparation of high level infrastructure plans for specific areas. An Integrated Transport

Assessment identifies the effects of the proposed development on existing transport

infrastructure, and identifies new transport infrastructure that is required by growth, as well as

required upgrades to existing infrastructure. A Stormwater Management Plan identifies the

location and extent of existing watercourses and flood risk and identifies ways to manage

effects of stormwater following development. A Water and Wastewater Servicing Plan is

required to identify the location for proposed water and wastewater infrastructure, how this will

connect to existing bulk infrastructure, and any upgrades required. All infrastructure plans

developed as part of the structure planning process are incorporated by asset owners as a part

of their planning process.

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1.4 How is infrastructure funded?

After adjusting for external funding sources (such as transport subsidies from the New Zealand

Transport Agency) Auckland Council currently funds growth infrastructure primarily through

rates, development contributions and infrastructure growth charges. These are lump sum

charges that are payable when a new dwelling is consented or when a dwelling connects to

the water and wastewater networks. Together, these charges currently average about $30,000

per dwelling.

Where these charges are not adequate to cover the cost of providing infrastructure to service a

particular development that creates a funding challenge for the council.

With such large areas of greenfield land being released for development, the council has been

investigating a range of alternatives for funding the significant bulk infrastructure costs

associated with new developments. For instance, as a part of the Annual Budget which is

currently out for consultation, the public is being asked to share their views on the use of

targeted rates for the development of greenfield areas.

These targeted rates would be used alongside the existing development contribution and

infrastructure charges. This approach would effectively spread a lump sum charge out over

time as an annual payment, and can be triggered ahead of development occurring4.

4 Introducing a Growth Infrastructure Targeted Rate would require amendments to Council’s Revenue and

Financing Policy

What is a Structure plan?

A structure plan is a high level plan for a large area that shows the arrangement of

various land uses (e.g. centres, housing, employment and parks) and infrastructure

(e.g. transport and stormwater) and how this area connects to adjacent urban areas

and wider infrastructure networks. It identifies public infrastructure such as streets,

rail, stormwater, natural features, schools and community facilities. Structure plans

show the integration of multiple transport modes i.e. roads, walking and cycling,

freight and public transport routes. Structure plans guide the future development of

an area by co-ordinating and defining these land use patterns and the location,

distribution and integration of bulk infrastructure.

The FULSS anticipates that council led structure planning of future urban areas will

generally begin approximately three years prior to the areas being ready for

development. Structure Plans are given effect to in the Unitary Plan through plan

changes. The transport upgrades that are required in plan changes go “hand in

hand” with water and wastewater, as subdivision occurs. Council may decide to only

release portions of structure planned areas where enabling infrastructure will be

delivered within 10 years of the re-zoning.

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Funding for bulk transport infrastructure

Roughly a quarter of Auckland Transport’s (AT) funding comes from the National Land

Transport Fund (NLTF). The NLTF is predominantly sourced from fuel excise duties, road user

charges, registration and licensing fees. Auckland Council contributes over half of AT’s total

funding generated from rates and debt.

The RLTP transport programme is funded from the following sources:

The NZ Transport Agency funds State Highway improvements.

KiwiRail funds improvements to the rail lines.

Funding from Auckland Council.

The NZ Transport Agency investment (through the National Land Transport Fund) in

local road, public transport and other transport activities delivered by AT. The NZ

Transport Agency can only contribute towards activities that include a local contribution

from Auckland Council.

AT revenue including public transport fares, advertising, income from land held for

future transport needs, parking charges and enforcement.

Funding for bulk water supply and wastewater infrastructure

Just under 50% of Watercare’s projects are funded from revenue including service charges,

about one third is funded from borrowing and around 20% is funded from infrastructure growth

charges. Over the next nine years Watercare will invest $2.8 billion in wastewater assets and

$1.9 billion in water assets. Almost half of Watercare’s budget is dedicated to increasing

capacity to support future growth, 44% of their budget goes on renewals and 10% of their

budget relates to improving the level of service for its customers. This means that over the

next 10 years it will expand bulk infrastructure to provide capacity for a further 195,000 homes.

Funding for open space infrastructure

Council acquires parks and open space of the type and quantity set out in the open space

provision policy. The council seeks to recover from those undertaking development a fair,

equitable, and proportionate portion of the total cost of investment in the open space network

that is required to service growth over the long term. This primarily occurs through the use of

development contribution charges. The parks and open space acquisition budget is identified

in the council’s Long-term Plan. The budget varies between financial years and is capped for

each year, so there are constraints on the quantity of parks and open space acquisition that

can occur within a specific financial year.

Acquisitions of park and open space types discussed in the Open Space Provision Policy with

no associated provision metric - such as non-esplanade riparian open space, or quantities in

excess of the target provisions levels - are not funded. Such land will only be acquired in

exceptional circumstances, even if vested at no capital cost to the council.

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Infrastructure Funding Agreements

In addition to other more formal funding and financing techniques, Council or its CCOs can

enter into Infrastructure Funding Agreements5 with developers, to share costs where

infrastructure can be designed and developed collaboratively to achieve wider benefits. For

example, a key bridge may be required to service several developments. The cost of the

bridge could be distributed across all the landowners and AT to enable the growth. An

alternative situation could also occur where a there is a reliance on infrastructure which may

be identified and conceptually planned, but not yet in place. In this case, a developer may

need to provide a local road to service their greenfield development, however due to future

anticipated growth an arterial road (bulk infrastructure) will be required in the future. In this

case the developer would construct and vest the local road, and Auckland Transport may

purchase a wider road corridor to enable future works. Likewise, the developer will pay for the

construction of new wastewater pipes (for a local network size) and Watercare may pay for the

marginal cost of upgrading it to bulk supply dimensions where this is required.

Figure 3: Roles in the delivery of infrastructure

5 In addition to cost share arrangements with developers, infrastructure agreements may also be for the

delivery of works funded by Council, or funded entirely by the developer/s

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1.5 How is infrastructure delivered?

Auckland Transport, Watercare6, Healthy Waters/Auckland Council, NZ Transport Agency and

KiwiRail as the asset owners of all public infrastructure are responsible for the delivery of bulk

services. Asset owners build bulk infrastructure in accordance with their asset management

plans, strategies and policy documents. The delivery of bulk infrastructure is critical to ensuring

that Auckland can continue to grow and develop in a timely manner.

In greenfield developments, individual developers provide for all local infrastructure and are

required to connect new local infrastructure to existing local or bulk infrastructure. Where bulk

infrastructure does not yet exist, or is not yet planned, developers may be required to fund and

deliver all or part of it (as indicated by the grey area in Figure 3). Infrastructure Funding

Agreement and other commercial arrangements are used where a cost share is proposed.

Local infrastructure (and bulk infrastructure delivered by the developer) is designed in

agreement with the future asset owners (AT or Watercare).

Delivery of open space infrastructure

The provision of parks is indicated at a broad level at the structure planning stage, in

accordance with the Open Space Provision Policy and in consideration of expected land uses

and the values of the area. It is expected that developments will give effect to the open space

network identified in a structure plan.

All parks and open space acquisitions require approval from the relevant local board or the

governing body, even if proposed to be vested in the council at no capital cost. Where parks or

open spaces are proposed to be vested in the council at no capital cost the ongoing

maintenance costs will be considered by the relevant political decision-makers when deciding

whether Auckland Council will accept ownership of the land.

Where open space land is vested at no capital cost, the council expects that the developer will

still pay their full development contributions for parks and open spaces.

The council will consider land exchanges between existing parks and open spaces and other

land where there are demonstrable benefits to the council’s parks and open space network.

The Resource Management Act 1991 provides that esplanade reserve or strips of 20m in width

will be taken adjacent to qualifying water bodies at the time of subdivision when lots smaller

than 4 hectares are created. Auckland Council will expect the provision of a 20m-wide

esplanade reserve or strip adjacent to all qualifying water bodies upon applicable subdivision

unless there is a valid argument for reducing or waiving the requirement.

6 Veolia are responsible for managing local water and wastewater networks in the south from Papakura to

Drury. Watercare are responsible for the delivery of bulk services for the entire region, and for managing local water and waste networks everywhere except for Papakura to Drury.

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1.6 Transport

Road and Streets Framework and Transport Design Manual

In Future Urban areas it is essential to get the designs of the roads and streets right, as they

have a long expected lifetime. Street designs are proposed by developers and their

consultants, and they are assessed through the Plan Change, Resource Consent and

Engineering Plan approval processes.

Auckland Transport strategies and guidance (such as the Draft Street Design Guide and the

Draft Transport Design Manual) provide a greater degree of direction around the outcomes

expected for these new streets to ensure they are fit for purpose for all users.

Neighbourhood design provides a wider consideration and scale of street design. It considers

how a collection of streets forms a network that supports land use activity, local connectivity,

connections to the strategic network and the wider public transport access.

Auckland Transport Alignment Project

Planning, funding and developing Auckland’s transport system is one of central and local

government’s biggest transport challenges. It is essential that transport solutions are tackled

head on, in order to secure the success of the region, and of New Zealand as a whole.

Through the Auckland Transport Alignment Project, the Government and Auckland Council

agreed to work together to identify an aligned strategic approach for the development of

Auckland’s transport system that delivers the best possible outcomes for Auckland and New

Zealand.

The Government and Council are committed to ensuring Auckland’s transport system is able to

meet the region’s needs, and recognise that Auckland will need significant investment in its

transport system in the coming decades to provide for its forecast growth. The Government

and Auckland Council have sought to ensure that investment in Auckland’s transport system

will address the region’s transport challenges and provide value for money. The project also

looked at how best to provide for the essential transport links both to Northland, and to the high

volume freight routes between Auckland, Hamilton and Tauranga.

Through the Auckland Transport Alignment Project, the Ministry of Transport, Auckland

Council, Auckland Transport, the NZ Transport Agency, Treasury and the State Services

Commission have worked together to test alternative options for how Auckland’s transport

system could develop.

Supporting Growth: Delivering Transportation Networks

(previously called the Transport for Future Urban Growth - TFUG)

The Supporting Growth programme business case identifies a strategic transport network that

outlines roading and public transport projects that will be required over the next 30 or so years.

This programme was developed by Auckland Transport, the NZ Transport Agency, and

Auckland Council working in partnership, in what was then called Transport for Future Urban

Growth (TFUG). TFUG was also heavily consulted on throughout 2016.The preferred network

for the future urban areas has been developed by considering many options, taking into

account technical assessments and feedback from local boards, mana whenua, key

stakeholders and communities.

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The next step is to “make the most of what we already have” which is in line with the Auckland

Transport Alignment Project recommended strategic approach. At the same time, Auckland

Transport will also look at protecting land for longer term ‘new’ routes. This will help to provide

certainty to communities and developers on where new routes will go. It also means

organisations such as utility providers and government agencies like the Ministry of Education

can better plan their infrastructure, and property owners and developers have the information

they need for their own decisions.

1.7 Stormwater Management

The appropriate management of stormwater and freshwater is integral to a liveable city.

The issues Auckland faces with respect to stormwater and freshwater are grouped into three

primary outcomes:

Safe communities – flooding, health and safety risks to our communities, including

people, property and infrastructure are managed and reduced.

Supporting growth – growth through water sensitive development and provision of

quality stormwater infrastructure is enabled.

Healthy and connected waterways – stream, groundwater and coastal water values are

maintained and enhanced and communities are connected with them.

The Water Sensitive Design (WSD) approach aspires to ensure multiple public benefits from

stormwater management and to develop a unique sense of place for the community.

Where pre-existing major stormwater constraints exist, such as extensive flooding or

undersized culverts/ bridges, Council may undertake early works to enable development to

occur and mitigate hazardous flood risks.

In response to a number of regulatory documents including Auckland Plan, the Unitary Plan

and National Policy Statement for Freshwater Management, existing waterways are required to

be protected and enhanced. Due to the size of the contributing catchments within the Future

Urban zones, a number of the main watercourses will also provide for flood conveyance

channels and may be extended to incorporate a cycling and walking network. In a number of

Future Urban zones the optimal outcome from an urban design perspective involves forming

linear parks along the main watercourse. By incorporating walking and cycling, play and

educational design components, a spine to the urban framework can be created. These design

principals will form foundational elements of Structure Plans in Future Urban zones.

The infrastructure requirements identified within this report are based on the Healthy Waters

best understanding of the constraints, however, it should be noted that the actual stormwater

requirements may only become apparent when a structure plan is developed, and where road

layouts, land-use and open space designs are refined.

Developments that occur within the Future Urban zone beyond 2018 are likely to be covered

by the Regional Network Discharge Consent that is being prepared presently. Under that

framework a Stormwater Management Plan will be prepared that will detail how the stormwater

effects are to be managed.

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Figure 4: Zoning under the Auckland Unitary Plan

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2.0 Study Areas

The map below identifies the location and development ready sequencing of the Future Urban

Areas. This document focuses on the areas identified to be development ready in the first

decade of the Future Urban Land Supply Strategy. These areas are:

Warkworth North and Warkworth South

Upper Orewa (Resource Consent area)

Wainui East

Silverdale West / Dairy Flat (business land only)

Whenuapai Stage 1

Redhills

Bellfield Rd (Opaheke)

Drury South

Bremner Rd Special Housing Area (Drury West)

Drury West Stage 1

Wesley (Paerata)

Paerata (remainder)

Belmont (Pukekohe)

Pukekohe (remainder)

Bulk infrastructure needs for areas beyond the first decade of the FULSS are not covered in

detail in this document, but may be summarised where high level planning has occurred.

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3.0 Warkworth

Warkworth has a population of around 4,000 residents and around 2,300 jobs. As the largest

settlement in the rural north of Auckland, it is a sub-regional centre servicing a wide rural

catchment and many smaller towns and villages.

The Auckland Plan anticipates that Warkworth will grow to a substantial satellite town of over

20,000 people. To meet the expected growth in the Warkworth area, the Auckland Unitary Plan

(Operative in part) has rezoned around 1,000 hectares in the north, west and south of the

existing urban area to allow for future urban development. Extensions and upgrades to the

network will be required within the next decade in order to service this anticipated growth.

Figure 5: Future urban growth areas in Warkworth

Employment is a key consideration for Warkworth given its distance from Auckland. The

Auckland Unitary Plan (Operative in Part) has rezoned around 69 hectares of rural land in the

north-west to the Light Industry and General Business zones. Small local and neighbourhood

centres will also be required in the future urban areas. It is anticipated that Warkworth will need

around a further 180 hectares of additional business land to provide for local employment

opportunities.

Based on the timing of required upgrades to key infrastructure, Warkworth North is expected to

be development ready by 2022 (see Figure 6 and Table 3). This timeframe aligns with

completion of the Puhoi to Warkworth section of the Road of National Significance (see section

3.4), the expected completion of the Matakana Link Road and upgrades to the wastewater

network needed to accommodate future growth. Warkworth South and North-East are

expected to be development ready between 2028-2032, and 2033 -2037 respectively.

https://at.govt.nz/projects-roadworks/supporting-growth-delivering-transport-networks/supporting-growth-in-the-north/




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Figure 6: Future Urban Area Sequencing – Warkworth

Table 3: Proposed dwelling capacity and anticipated business land in Warkworth

Proposed timing – development ready

Area Proposed dwelling capacity

for each area (approx.) Gross Business

Area (ha.)7

Actuals, contracted or planned 2012 - 2017

Warkworth North N/A (Business land) 69

1st half Decade One 2018 – 2022

Warkworth North (development ready 2022)*

2,300 55

1st half Decade Two 2028 - 2032

Warkworth South 3,700 125

2nd half Decade Two 2033 – 2037

Warkworth North East 1,500 0

7 Business land referred to in this table is restricted to land extensive business activities such as

manufacturing, transport and storage, construction, wholesale trade (e.g. light industrial and general business

zones); Business land within neighbourhood, local or town centres is not included.

P a g e | 20

3.1 Wastewater

The Warkworth and Snells Beach/Algies Bay wastewater treatment plants treat and dispose of

wastewater from approximately 8,000 people. This population is split relatively evenly between

the two plants. The Warkworth Wastewater Treatment Plant discharges to the Mahurangi

River, while the Snells Beach Wastewater Treatment Plant discharges into the inner channel of

the Hauraki Gulf south of Martins Bay. The Mahurangi Harbour is a sensitive environment and

the harbour is classified as a Significant Ecological Area downstream from the point of

discharge. With the large population growth anticipated for the area, the sensitivity of the

environment may make the issuing of further discharge consents difficult.

The nearby wastewater treatment plant at Snells Beach has an existing capacity for 18,000

people. However, the condition of the pumped outfall pipe is poor and to minimise the risk of

breakage the pumped flow is currently restricted, limiting the capacity to the existing serviced

population of 4,000 people. Watercare currently propose to address wastewater issues in the

Warkworth area by directing waste to the Snells Beach wastewater treatment plant. This will

require upgrades to the treatment plant, an upgrade to the existing outfall pipe and the

construction of a bulk sewer connecting Warkworth to Snells Beach.

Watercare has recently lodged a resource consent for upgrades to the wastewater treatment

plant at Snells Beach to take the Warkworth flow. The new consent would allow some

development to occur in Warkworth to be connected to the existing treatment plant prior to the

connecting infrastructure being constructed. This will require upgrades to the treatment plant

processes to accommodate additional flow and loads. If granted, it is anticipated that the works

can be completed by 2022. The construction of a new branch sewer will also be required to

service the remainder of the Future Urban zoned land. Development of the Future Urban

zoned land will be staged in accordance with the delivery of the bulk wastewater infrastructure.

This will entail the construction of a pump station in the vicinity of the Warkworth

Showgrounds, linking the proposed new trunk sewer running from Warkworth South to

Warkworth North to the proposed transmission line from the showgrounds to the Snells Beach

Wastewater Treatment Plant.

The Warkworth and Snells Beach/Algies Bay wastewater treatment plants treat and dispose of

wastewater from approximately 8,000 people. This population is split relatively evenly between

the two plants.

Resource consents for a new North East Sub-regional Wastewater Treatment Plant to service

both communities have been lodged with Auckland Council. The scheme includes a new

treatment plant at the current Snells site, a new larger diameter outfall pipe discharging to the

current location and conveyance of Warkworth’s wastewater to the new plant. The existing

Snells and Warkworth plants will then be decommissioned.

The construction of a new branch sewer will also be required to service the Future Urban

zoned land.

Table 4: Potential wastewater projects, timeframes and costs – Warkworth

Project / Programme Start Finish Indicative Cost

(2018)

North East Sub-regional WWTP and Conveyance 2018 2027 140 million

Wastewater Branch Sewer and Pump Station Not in Asset Management Plan 60 million

P a g e | 21

3.2 Water Supply

The Warkworth water treatment plant treats water drawn from the Mahurangi River for supply

to Warkworth. The supply of water from the Mahurangi River is limited and a new source will

be required to meet long term growth.

A new groundwater source has been consented at the Sanderson Road water bore.

Construction for the new water treatment plant is planned to start in 2018. The groundwater

source will replace the current Mahurangi River source which is constrained by minimum flow

requirements, particularly during summer. However, to meet the full planned growth for

Warkworth a new water source will be required within the wider Snells/Warkworth system.

Table 5: Potential water supply projects, timeframes and costs - Warkworth


(2018)

Warkworth Water Treatment Plant and Conveyance 2018 2027 15 million

Additional Water source (consent and construction) Not in Asset Management Plan

70 million Security of supply line to Snells/ Algies Bay Not in Asset Management Plan

New Warkworth reservoir storage Not in Asset Management Plan

3.3 Stormwater

Warkworth Township is located within the Mahurangi River Catchment which discharges into

the Mahurangi Harbour. Rainfall intensities at Warkworth are equal to the highest experienced

in the Auckland Region.

The Mahurangi River has numerous flood plains and can rise over 5 metres vertically during

major storm events. Any upstream river channel “improvement” works to decrease upstream

flood levels would lead to an increase in flooding downstream. Any potential flood

management works proposed in these areas would require rigorous analysis of upstream and

downstream effects to ensure the overall effects are acceptable.

The river becomes abruptly tidal below the man-made weir at the Elizabeth Street Bridge. The

catchment area upstream of the bridge is some 60km2.

Apart from some broad plains in Warkworth South area the Future Urban zoned areas are

characterised by mild to steep sloping countryside with a network of well-defined permanent

and intermittent streams and gullies which can be retained to form the basis of the stormwater

network for the area. The permanent and intermittent streams have high ecological value but

are very sensitive to impacts arising from local development and changes to the hydrological

environment.

Stream bank erosion is prevalent in many areas.

Current State of Planning Work

A draft comprehensive computer model of the Mahurangi River is currently being reviewed.

The model-build process included detailed ground survey of the Mahurangi River and its

associated bridges and culverts.

P a g e | 22

System performance modelling shows that over 30 bridges and culverts within the greater

Mahurangi River catchment do not meet Auckland Council level of service, and are too small

to pass the 10-year design storm flow without surcharging at the inlet. Within the Future Urban

area and downstream receiving environment there are three locations that need to be

upgraded and these are presented in Table 6 below.

All proposed development adjacent to the Mahurangi River (including the Northern branch up

to Sheep World) will need to be assessed for flooding from the main river channel. The

computer model will provide indicative flood levels once the quality assurance checks are

complete.

The Warkworth North future development area on the north side of State Highway 1 contains

steep slopes and gullies which discharge into existing downstream flood areas. Issues to be

addressed include erosion control measures and possible peak flow mitigation requirements to

reduce downstream flooding impacts. The culvert on Matakana Road is likely to require

upgrade or replacement. Due to the traffic volumes that currently use this road the construction

effects are likely to be unacceptably high. It is likely that the Matakana Link Road will need to

be constructed first to provide an alternative route before any upgrade works could be

undertaken at this location.

A broad potential flood plain in the Warkworth South Future Urban area north of Valerie Close

may impact on the options for future urban development. This area needs closer study to

assess how stormwater flooding can be addressed without adversely impacting on the local

stream ecology.

Much of the Warkworth Future Urban zoned area is characterised by mild to moderate sloping

countryside with a network of well-defined permanent and intermittent streams and gullies

draining into major waterways. These features lead to great opportunities to apply the

principles of Water Sensitive Design to development in these areas including:

1. Retaining and enhancing the existing drainage system of streams and natural gullies

2. Avoiding development within flood plain areas by using appropriate set-backs from

riparian margins as opposed to carrying out major flood control works.

3. At source management of stormwater quantity and quality outcomes

A Storm Water Management Plan will be prepared in due course to address the above issues

and will support the Structure Planning process.

Table 6: Potential stormwater projects, timings and costs - Warkworth

Project / Programme Start Finish Indicative

Cost (2018)

Falls Rd one lane Bridge widening. (Conveyance cross section should be increased when bridge is upgraded to a two lane bridge)

2031 2041

TBC

Falls Rd Ford – currently a tourist attraction but unsafe in high flows. Will be permanently closed to traffic when alternative Mansel Rd bridge is installed.

2031 2041

1 Matakana Rd Culvert Upgrade. 2021

126 Sandspit Rd Culvert Upgrade 2031 2041

P a g e | 23

3.4 Transport

With a lot more people living in the Warkworth, significant new transport infrastructure will be

needed with the aim to make the future communities well connected and great places to live.

The focus in Warkworth is to provide the community with easy access to a vibrant town centre

and a range of new travel choices.

Short term strategies for managing network demands and improving safety, such as

introducing smart technologies or improving the efficiency of intersections along the existing

State Highway 1, will continue to be implemented while new roading infrastructure is

developed in the medium to long term.

Increased public transport services are planned between Auckland and Warkworth, with a

frequent express bus service along the Ara Tūhono Pūhoi to Warkworth Road of National

Significance supported by local connecting bus services. Easy access to this service would be

supported by a park and ride bus station being located near the Road of National Significance,

Matakana Link Road and the Western Collector.

The opening of the Ara Tūhono Pūhoi to Warkworth Road of National Significance will

separate regional through traffic and freight movements from the urban area. Highway traffic

will move away to the west of the township and immediately reduce pressure on the urban

section of State Highway 1.

The proposed Matakana Link Road will help reduce congestion at the Hill Street intersection,

providing an alternative route from State Highway 1 and better connections to the wider

network. In the future an extension of this route to Sandspit Road will also provide further

relief, and improve access to the new growth area. Realignment of the current Matakana Road

and Sandspit Road will also be investigated to improve safety and efficiency of the Hill Street

intersection.

Stage One of the Western Collector route, connecting Mansel Drive to Falls Road, is the first of

many transport infrastructure improvements planned for Warkworth over the next 30 years.

This stage is due for completion in mid-2017. The new road will help alleviate pressure within

the township by providing a strong north-south alternative route to the existing State Highway

1. It will also improve access to nearby employment areas and the new residential growth

areas in the west and south.

The timing and exact route of the remaining two stages have yet to be determined but is likely

to connect to the State Highway in the south and in the vicinity of the new Matakana Link Road

intersection which will be built in the north.

A new road network will also be investigated in the wider southern growth area when this

begins to develop, providing more local road options for north-south travel and east-west

movements connecting back into the existing State Highway 1.

A cycle network will be developed to provide access to the Warkworth town centre and

surrounding residential and business areas.

P a g e | 24

Figure 7: Supporting Growth – Transport Networks in the Warkworth area

P a g e | 25

Table 7: Key transport infrastructure identified through Supporting Growth – Delivering Transport Networks.

Transport Infrastructure

Timing (where known)

Indicative costs

8

Interrelationships Comments

Western Collector Current N/A

Stage 1 is currently under construction and is due to open in mid-2017

Western Collector – Stage 2 and 3

Investigation and design with view route protect by 2022

$45m - $60m

Western Collector Stage 1 Matakana Link Road

Not an AT prioritised project through the RLTP and ATAP – could be delivered in conjunction with developer

Connections within township


$12m - $15m Existing local roads Land development

Developer delivered

Park and Ride and frequent transit network


$12 - $15m

Ara Tuhono-Puhoi Western Collector Stage 2/3 Matakana Link


Additional southern arterial network


TBC Existing local roads Land development

Developer delivered

Matakana Link Complete 2021 N/A Western Collector Ara Tuhono-Puhoi

Currently at detailed design

Sandspit link and realignment


$60m - $75m Matakana Link


8 Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project.

Cost will be accordingly updated as investigations designs are progressed

P a g e | 26

4.0 Wainui East, Silverdale, Dairy Flat

The Wainui East, Silverdale and Dairy Flat area contains approximately 3,575 hectares of

Future Urban zone and live zoned greenfield land, predominately located to the west of the

State Highway 1. This area has an anticipated capacity of approximately 33,000 dwellings.

The following areas are expected to be development ready by 2022:

Upper Orewa (Resource Consent Area) – pending outcome of the resource consent

process)

Wainui East (live zoned area only)

Silverdale West / Dairy Flat (business land only)

These areas will collectively provide round 5,000 dwellings and 617 hectares of business land

Figure 8: Unitary Plan zonings in Wainui, Silverdale and Dairy Flat

The remaining areas of Wainui, Dairy Flat and Silverdale are expected to be development ready in 2033-2037.

The Upper Orewa Resource Consent area is an 85 hectare area that is subject to a notified

resource consent process for the creation of 575 residential lots. The resource consent hearing

will be later this year.

Within the central Wainui East area, immediately to the west of Millwater, the Unitary Plan has

recently rezoned nearly 300 hectares of Future Urban zoned land to urban zones and

established a new precinct (Refer to Figure 10). The Wainui Precinct includes the Wainui East

(Argent Lane) Special Housing Area which was established by Order in Council dated January

2016, together with the surrounding land that has been purchased since the Special Housing

Area was established. The single ownership of the land within the precinct enables the

integrated development of the land within the precinct. Zonings within the precinct include a

mix of Single House, Mixed Housing Suburban, Mixed Housing Urban, Terrace Housing and

P a g e | 27

Apartment Buildings, Neighbourhood Centre, Local Centre and Open Space. 4500 dwelling

are proposed to be developed within this precinct.

Figure 9: Future urban growth sequencing in Wainui East, Silverdale and Dairy Flat

Existing infrastructure can support 2,000 new houses within Wainui East. With targeted

upgrades, initial indications suggest that sufficient water and wastewater capacity can be made

available to service up to another 5,500 houses in this area.



P a g e | 28

Further south, just over 600 hectares of Silverdale West / Dairy Flat has been identified for

future business land uses to provide employment opportunities in this area. While this land is

proposed to be development ready in the first half of Decade One (2018 - 2022) as shown in

Figure 9 above, it is anticipated that structure planning will determine the staging in

accordance with available capacity in existing infrastructure networks and market demand.

Later stages will be serviced once new bulk water and wastewater solutions are implemented

for the wider Silverdale-Dairy Flat area9.

Figure 10: The Wainui Precinct within the Auckland Unitary Plan

Table 8: Proposed dwelling capacity and anticipated business land in Wainui East, Silverdale and Dairy Flat




Area (ha.)10


Wainui East 4,500

1st half Decade One

2018 – 2022

Silverdale – Dairy Flat business land only

Upper Orewa (RC area)

Business

575 dwellings (subject to outcome of consenting process)

617

2nd half Decade Two

2033 – 2037

Silverdale Dairy Flat (remainder)

Wainui East (remainder)

20,400

7,400

9 Such as construction of the North Harbour 2 Watermain.

10Business land referred to in this table is restricted to land extensive business activities such as

manufacturing, transport and storage, construction, wholesale trade (e.g. light industrial and general business zones); Business land within neighbourhood, local or town centres is not included.

P a g e | 29

4.1 Wastewater

The Wainui Silverdale and Dairy Flat area will be serviced by the Army Bay Wastewater

Treatment Plant. The Army Bay Wastewater Treatment Plant treats and disposes of

wastewater from 45,000 people.

The treatment plant outfall pipe has flow limitations and is being upgraded to meet long-term

growth in the catchment. The treatment plant has capacity for around 60,000 people.

Treatment process upgrades will be timed to accommodate growth and the renewal of the

discharge consent which is valid until 2021.

Watercare’s global network discharge consent applies to those Future Urban zoned areas that

were identified in the Proposed Unitary Plan as notified in 2013. Extensions to the Future

Urban zone in the Unitary Plan (Operative in part) in November 2016 are not covered by the

global network discharge consent. Discharge consents will need to be applied for as part of

any development outside of the notified (2013 version of the Unitary Plan) Future Urban zoned

land.

Wainui East

Stage 1 of the Wainui Precinct will involve the construction of a local pump station that will

convey wastewater via a rising main over State Highway 1 and connect to the existing

pressure main located along the Millwater Parkway. Later stages of the precinct will require the

construction of another pump station will also convey wastewater via a rising main along

Sidwell Road and over State Highway 1.

A new gravity main will be constructed along Millwater Parkway, from the Wainui Road

overbridge area, to connect to the existing Orewa West wastewater tunnel, at the intersection

of Millwater Parkway and Arran Drive. Flows from both pump stations will discharge into this

gravity line at full build out.

Upper Orewa Resource Consent Area

Subject to the resource consent process, wastewater from the proposed development will

drain to three new pumping stations to be located adjacent to State Highway 1 which will then

convey wastewater to the existing network. Augmentation of the transmission system will be

carried out to convey wastewater to the treatment plant.

Table 9: Potential wastewater supply projects, timeframes and costs – Wainui/Silverdale

Project / Programme Start Finish Indicative Cost (2018)

Army Bay Wastewater Treatment Plant Upgrade 2018 2037

210 million Army Bay Wastewater Transmission 2018 2037

Wainui Branch Sewer and Pump Station 2018 2022

P a g e | 30

4.2 Water

The Hibiscus Coast and East Coast Bays areas are currently supplied by the Orewa 1

watermain and the Orewa 2 watermain which feed directly from the Glenvar Reservoir in

Albany and supply the northern most sections of the Watercare Transmission Network.

The existing local water supply network services areas to the east of State Highway 1 through

Silverdale, Orewa, Red Beach, and the Whangaparaoa Peninsula.

There is currently no water supply infrastructure to the west of State Highway 1, and limited

capacity in the existing water network to service the future urban areas west of State Highway

1. Plans to increase the capacity of water supply to areas north of Albany include the

construction of the North Harbour 2 Watermain, which will convey potable water from the Huia

Wastewater Treatment Plant in the Waitakere region to the Albany Reservoir, and the Orewa 3

Watermain which will transport water from the Albany Reservoir to the Hibiscus Coast

reservoirs.

Additional boost pumping from the proposed East Coast Bays Booster Pump in Albany to the

Hibiscus Coast is proposed in the interim to improve water supply until the Orewa 3 Watermain

becomes available.

Wainui East

The initial stages of the Wainui East development will be serviced with water supply directly

from the existing Millwater water network.

A replacement section of the Orewa transmission watermain is proposed to be constructed

from the existing bulk supply point on Tavern Road in Silverdale, along Wainui Road to the

existing Maire Road reservoir in Orewa.

Table 10: Potential water supply projects, timeframes and costs – Wainui/Silverdale


Hibiscus Coast Boost Pump 2018 2027

$410 million North Harbour 2 Watermain 2018 2027

Orewa 3 Watermain 2028 2037

North West Storage 2028 2037

4.3 Stormwater

Wainui East

The Wainui East to Upper Orewa growth area currently has no existing public stormwater

network and predominantly relies on overland flow and surface drainage channels into natural

gullies and streams.

The topography divides the proposed development sites into two natural drainage areas:

The 18.4 km2 Orewa River West catchment which drains to the Orewa River Estuary,

and

The 10.3 km2 Pine Valley catchment which drains into the Weiti River and Estuary.

P a g e | 31

The topography varies from moderately steep to gently sloping countryside and includes areas

of swampy land. There are considerable areas of weathered clays and many of the streams

have been classified as “Intermittent” because of the lack of base-flow available during dry

periods. Further work is required to classify streams across the full Future Urban zoned area.

Key Stormwater Issues

Culverts and bridges under State Highway 1 Motorway embankment will need careful

attention to prevent blockage as in some catchments there will be no alternative outfall.

Downstream effects on flood plain extents and stream bank erosion will need to be

addressed as part of any future plan change process.


No detailed computer modelling has been undertaken, however an updated Rapid Flood

Hazard Analysis has been carried out for the 18.35km2 Orewa River West Catchment west of

State Highway 1. The results of this modelling have been published on GeoMaps. Further

development within this catchment would require detailed hydraulic modelling to be undertaken

in a similar manner to the Wainui East Special Housing Area.

Silverdale – Dairy Flat (Business) Future Urban Zone

The 6.5 km2 Silverdale Future Urban zone is predominantly located across the natural

boundary between the Dairy Flat catchment to the south and Silverdale South catchment to

the North. The Future Urban zone to the north of Dairy Flat Highway is contained within the

Pine Valley catchment. The area has a significant number of permanent and intermittent

watercourses throughout and also has existing natural wetland features. Large flood plains up

to 100m wide are predicted to occur in the low lying areas and downstream flooding issues are

also predicted.

Approximately 1 km2 drains into the Dairy Stream catchment and ultimately into the Upper

Waitemata Harbour at Riverhead via the Rangitopuni Stream. The balance of the Future Urban

zone drains to the Weiti River Estuary.


No detailed computer modelling has been undertaken, however an updated Rapid Flood

Hazard Analysis has been carried out to define approximately where the flood plains will exist.

Further detailed modelling will be necessary to support any future plan changes.

Key Stormwater Issues

Potential flood plain issues along Johns Creek between Wilks Road and the Motorway

Silverdale off-ramp.

Potential capacity issues at Motorway and State Highway 1 culverts.

Downstream effects on flood plain extents and stream bank erosion will need to be

addressed as part of any future plan change processes.

P a g e | 32

Capital Works

Using the principles of Water Sensitive Design most stormwater issues will be addressed on

site and be the responsibility of the private developers. However an allowance of $4M for

potential capital works should be made for possible flood mitigation works in the section of

Johns Creek upstream of the State Highway 1 Motorway.

Table 11: Potential stormwater supply projects, timeframes and costs – Wainui/Silverdale


(2018)

Possibly flood mitigation works adjacent to Johns Creek, upstream of the SHW1 Motorway

2018 2022 $4 million

4.4 Transport

About 27,00011

new homes and businesses employing 13,000 people will be built on new

future urban areas in Silverdale, Dairy Flat and Wainui. The increased number of people living

in the area requires significant new transport infrastructure. The preferred transport network

has been developed following technical workshops and public feedback. The aim is to make

the future communities well connected and great places to live.

A key component of the future transport network in the Silverdale area will be an extension of

the Rapid Transit Network linking Albany to Dairy Flat, Silverdale, Wainui and Grand Drive.

Additional stations along the Rapid Transit Network will become hubs for extended public

transport services into the growth areas and Orewa, providing fast and efficient access to

employment, town centres and residential areas. A high-frequency bus route connecting

Orewa and Silverdale with Wainui and the Rapid Transit Network will also be developed.

Dedicated walking and cycling networks linked to public transport hubs will provide a range of

options for getting around.

A range of transport options around a potential new town centre in Dairy Flat will ensure a

good mix of travel choice. New and upgraded arterial roads in the growth area, including a new

north-south road, will provide connections and improve safety for existing communities. An

interchange incorporating both Dairy Flat and Penlink will provide good access to the area and

a strong east-west connection. Capacity will be increased on State Highway 1 in a balanced

way to avoid creating bottlenecks elsewhere.

Wainui

For the Wainui area, there are a series of local roads that serve the rural community but there

is a lack of strategic transport links given the forecast growth in households. The existing

network has limited arterials and the key connection to SH1 at Wainui was only designed to

accommodate a significantly reduced growth scenario than what is now proposed.

The current assessments undertaken to inform the Future Urban Land Supply Strategy and

the Supporting Growth Delivering Transport Networks project have identified a number of

improvements to existing roads or construction of new roads to support this growth.

11

This is in addition to the 5,900 or so dwellings proposed in the live zoned Wainui East area, and the Upper Orewa resource consent area.

P a g e | 33

Figure 11: Supporting Growth – Transport Networks in the Wainui, Silverdale and Dairy Flat area

P a g e | 34

Table 12: Key transport infrastructure for Wainui identified through Supporting Growth – Delivering Transport Networks.



Indicative costs

12


Wainui North South Arterials


$575m - $700m

Wider North South Arterial Land Development Town Centre location Frequent Transit Network


Rapid Transport Network including Park and Ride and Stations


$1,160m - $1,525

Capacity on SH1 Local Connections Existing Road Transit Network to the south Frequent Transit Network

Not an AT/NZTA prioritised project through the RLTP and ATAP

Increased Capacity on SH1


TBC Rapid Transport Network

Not an NZTA prioritised project through the RLTP and ATAP

East West Connections

Curley Avenue extension

New Connections to Grand Drive


$400m - $510m

Wider North South Arterial Increased Capacity on SH1


Silverdale and Dairy Flat

Central to the transport network development is the extension of the Rapid Transport Network

and development of stations and Park and Rides. This will be supplemented with local public

transport services and priority measures as well as bus stops and other public transport

infrastructure required in an urbanised context.

In terms of the road network some elements of the strategic network are in place in Dairy Flat

however many are not connected or will require significant upgrades to operate as urbanised

arterials to accommodate the forecast growth. There are a lack of connections between land

uses and key origins and destinations and a lack of a grid like network. The operation of the

network will also need to consider access to the Whangaparaoa Peninsula and the Penlink

project which will redistribute traffic in this area.

The main arterial route in this area is, Dairy Flat Highway which runs from Albany in the south

to the Silverdale Interchange. This route is currently a rural road and will need to be upgraded

as there are existing capacity issues near the Lucas Creek Bridge in Albany Village. To the

east of the motorway East Coast Road is also a key route that will need to have both safety

and capacity upgrades over time in response to the forecast growth.

12

Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project. Cost will be accordingly updated as investigations designs are progressed. Cost for transport infrastructure in the Northern area are total costs for the proposed network. Further cost segmentation to occur as part of future business cases.

P a g e | 35

Table 13: Key transport infrastructure for Silverdale and Dairy Flat identified through Supporting Growth – Delivering Transport Networks.



Indicative costs

13


North South Arterial

Postmans Road

Dairy Flat Highway

East Coast Road


$670m -$800m Wider North South Arterial East West Links


Rapid Transport Network including Park and Ride and Stations


$1,160m - $1,525m


Increased Capacity on SH1


TBC Rapid Transport Network

Not an NZTA prioritised project through the RLTP and ATAP –

East West Connections

Pine Valley Road

Wilks Road,

Kahikatea Road

Drury/Awanohi


$400m - $510m

Wider North South Arterial Increased Capacity on SH1 Penlink


13

Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project. Cost will be accordingly updated as investigations designs are progressed. Cost for transport infrastructure in the Northern area are total costs for the proposed network. Further cost segmentation to occur as part of future business cases.

P a g e | 36

5.0 Redhills, Whenuapai, Kumeu/Huapai and Riverhead

The North West growth areas are expected to supply new neighbourhoods with an additional

40,000 houses over the next 30 years, and employment areas with more than 13,000 new

jobs. The development areas identified for the next 30 years include Whenuapai, Redhills,

Kumeu, Huapai and Riverhead as shown in Figure 12.

Figure 12: Future Urban Area Sequencing in the North West

Table 14: Proposed dwelling capacity and anticipated business land in the North West




Area (ha.)14


Whenuapai 1,150 0

Scott Point 2,600 0

Red Hills 3,600 (SHA) + 7,050 (live

zone) 0

Kumeu Huapai 1,450 0

1st half Decade One 2018 – 2022 Whenuapai Stage 1 6,000 93

1st half Decade Two 2028 - 2032

Kumeu Huapai and Riverhead

6,600 100

Whenuapai (Stage 2) 11,600 189

Red Hills North 1,400 44

14

Business land referred to in this table is restricted to land extensive business activities such as manufacturing, transport and storage, construction, wholesale trade (e.g. light industrial and general business zones); Business land within neighbourhood, local or town centres is not included.

P a g e | 37

Figure 13: Future urban growth in Redhills, Whenuapai and Kumeu, including the SHA areas outlined in red.

Redhills

The Redhills area is located adjacent to the emerging metropolitan centre at Westgate, and is

approximately 18km northwest of Auckland’s CBD.

In addition to the establishment of the Redhills Special Housing Area (shown in Figure 13

above), the Unitary Plan process rezoned the entire southern part of the Redhills Future Urban

zone creating a new suburb. The Redhills Precinct has an area of some 600 hectares. Zoning

in the Redhills precinct includes the following; Terraced Housing and Apartment Building,

Mixed Housing Urban, Mixed Housing Suburban, Single House and Local Centre zone. The

local centre in Redhills will have a support role to the main metro centre on the Eastern side of

Fred Taylor Drive. Redhills north is expected to be development ready in 2028-2032.

Figure 14: Future urban growth in Redhills

P a g e | 38

Whenuapai

Covering approximately 1500 hectares, Whenuapai is located 23km northwest of Auckland’s

central business district, at the fork of State Highway 16 (SH16) and State Highway 18 (SH18).

SH16 connects Auckland to Whenuapai, Kumeu, Huapai and northwest Auckland. SH18

connects Whenuapai to Albany, the North Shore and State Highway 1. In the centre of

Whenuapai peninsula is the Whenuapai Village Special Housing Area, where development is

well underway.

In September 2016 a Council led Structure Plan for Whenuapai was developed which looked

at servicing constraints and what actions are required to enable this area to be developed,

along with the appropriate zoning open space and roading network. Council is seeking to carry

out a statutory process to enable a plan change in this area to be notified later in 2017. Stage

1 of development is focused along the south boundary adjacent to the Upper Harbour

Highway, and is programmed to be development ready in the first half of decade 1 (2018 –

2022). Stage 2 is expected to be development ready in 2028-2032.

Figure 15: Future urban growth in Whenuapai

Kumeu - Huapai and Riverhead

Kumeu-Huapai and Riverhead are rural towns right on the edge of Auckland, just a 10 minute

drive (8km) to the emerging metropolitan centre of Westgate.

Kumeu-Huapai is anticipated to grow from around 1,400 residents at the last census to around

25,000 residents over the next 30 years. Around 825 hectares has been rezoned in the

Auckland Unitary Plan (Operative in part) to allow for future urban development. Riverhead is

anticipated to have a smaller amount of growth and around 80 hectares has been rezoned for

future urban development.

There are currently two Special Housing Areas in Kumeu-Huapai; the Huapai Triangle and

Oraha Road as shown in Figure 16. The ‘Huapai Triangle’ is planned as a residential

development to provide around 1,200 additional homes in a mixed housing development,

P a g e | 39

offering a range of dwelling types and sizes. The Oraha Road SHA is anticipated to

accommodate 250 dwellings. Both SHAs are adding to the supply of land for housing and have

consents issued for their subdivision, bulk earthworks and development. The rest of Kumeu -

Huapai is expected to be development ready in 2028-2032.

Figure 16: Future urban growth in Kumeu, Huapai and Riverhead, including the location of the two SHAs within the Kumeu-Huapai area

5.1 Waste Water

The Massey North, Whenuapai, Hobsonville, Kumeu, Huapai and Riverhead areas are

currently serviced by the Mangere Wastewater Treatment Plant via the Western Interceptor.

To maintain compliance at Mangere Wastewater Treatment Plant and allow for growth within

metropolitan Auckland as the population increases, the Northern Interceptor will be

constructed to divert wastewater flow from the north west of Auckland to the Rosedale

Wastewater Treatment Plant to fully utilise its discharge capacity.

The Northern Interceptor will eventually run from the Concourse wastewater storage tank in

Henderson, up to the Rosedale wastewater treatment plant in Albany, as shown in Figure 17.

The new wastewater pipeline will be constructed in stages, depending on the rate of population

growth and the uptake of capacity in the existing network. The first stage of the Northern

Interceptor will take flow from the existing Hobsonville Pump Station to Rosedale. Construction

will commence in 2017 and is due to be completed in 2020. Statutory approvals for Stage 1 of

the project (shown in orange in Figure 17 below) have been granted.

P a g e | 40

Figure 17: Northern Interceptor Wastewater Pipeline Project

The second stage, from Westgate to Hobsonville Pump Station, is anticipated to be completed

by 2026 in accordance with Council’s Future Urban Land Supply Strategy. This will enable

growth in the north-west of the city, around Westgate, Redhills, Whenuapai, Kumeu, Huapai

and Riverhead. Boost pumping and extensions to the Northern Interceptor will be phased to

accommodate growth.

P a g e | 41

Table 15: Potential wastewater supply projects, timeframes and costs – North-West


Northern Interceptor – Westgate to Rosedale

2017 2027 $180 million

New Redhills Wastewater Pump Station and Branch Sewer

2018 2027

$100 million New Westgate Wastewater Pump Stations and Branch Sewer

2018 2027

New Whenuapai Wastewater Pump Stations and Branch Sewer

Not in Asset Management Plan

5.2 Water

Currently the North Harbour 1 watermain is the only transmission watermain conveying water

from the west to the north via the Greenhithe Bridge.

The proposed North Harbour No. 2 Watermain project involves the installation of a new

watermain that will convey potable drinking water from Auckland’s western water sources in

the Waitakere Ranges to west-Auckland, North Shore and the Future Urban zoned land north

of Albany. The proposed pipeline will provide sufficient water supply capacity to meet long-

term demands in the western and northern parts of Auckland, ensuring security of supply.

Watercare’s current programme is to begin construction of the North Harbour No. 2 Watermain

from around 2018. Stage 1 of the project involves construction of a new watermain adjacent to

the State Highway 18 motorway and under the Greenhithe Bridge. The entire North Harbour 2

watermain construction is anticipated to be completed in 2026.

5.3 Stormwater

Redhills

A Network Discharge Consent for the Redhills Precinct is currently in the process of being

obtained. The developer of the Redhills Special Housing Area has prepared a Stormwater

Management Plan (which has been accepted by Healthy Waters) to support the Network

Discharge Consent application.

The culvert under SH16 has been modelled and shown to have sufficient capacity for

maximum probable development flood flows and will not need to be upgraded. There are some

existing upstream properties that will need to be connected to the new piped stormwater

network when constructed.

Whenuapai

The Whenuapai Future Urban zoned area sits primarily within the Whenuapai stormwater

catchment. The area has a significant number of permanent and intermittent watercourses

throughout and also has existing natural wetland features. The Whenuapai Stormwater

Management Plan was prepared to support and promote the sustainable long-term urban

development of Whenuapai based on Water Sensitive Design principles. This was a

supporting document to the Whenuapai Structure Plan.

P a g e | 42

A rapid flood hazard model has indicated that there is minimal risk associated with flooding in

the catchment. Therefore it is not proposed that flood flows will be detained but rather passed

forward along the network of protected streams and associated riparian management reserves

which will form the trunk stormwater system.

The culvert under Totara Rd in the vicinity of No. 90 – 92 will need upgrading when the

catchment develops. Other enhancement opportunities include a perched culvert which

prevents inanga spawning. These specific projects will become evident as the Network

Discharge Consent is developed. Until that stage an allocation of funding has been set aside

for the catchment in the order of $12 million.

5.4 Transport

With an extra 75,000 people living in the north-west area, significant new transport

infrastructure will be needed. The preferred transport network has been developed following

technical workshops and public feedback. The aim is to make the future communities well

connected and great places to live.

At the heart of the North West network is a well-connected Rapid Transit Network. It will

provide links between Kumeu and the main employment centres in the city and Albany. New

park and ride facilities will provide greater access and connect into local services, including

higher frequency ferry services to and from the city, Hobsonville and West Harbour.

Another key focus is improving the safety and efficiency of State Highway 16 north of

Westgate. Safety improvements underway and planned between Brigham Creek Road and

Waimauku will help reduce serious crashes and improve efficiency, ahead of other major

infrastructure build projects being progressed in the longer term.

In the Kumeu area new and upgraded roads will better connect growth areas. This includes

improvements to connections between housing north and south of the main highway as well as

between Coatesville, Riverhead and the North Shore. A new route is proposed to the south of

Kumeu and Huapai. It will reduce pressure on the existing State Highway 16, providing an

alternative through route and keep the current Kumeu and Huapai town centres as safe, local

community-focused environments.

A direct motorway to motorway connection between State Highway 16 and State Highway 18

will provide a more efficient connection between Kumeu/Huapai and the North Shore. New

motorway ramps will also be investigated at Squadron Drive and Northside Drive.

In the Whenuapai and Red Hills areas, new roads and improvements to existing roads, such

as Brigham Creek Road and the Coatesville-Riverhead Highway, will develop a strong local

road network with safe and efficient connections between communities and to the strategic

motorway network.

The cycling and walking network will be expanded to connect local centres and link to public

transport hubs improving travel choice and accessibility.

P a g e | 43

Figure 18: Supporting Growth – Transport Networks in the North West

P a g e | 44

Table 16: Key Transport Infrastructure for the North West identified through Supporting Growth – Delivering Transport Networks



Indicative costs

15


State Highway 16 safety improvements

Currently underway

N/A Currently underway and funded through the RLTP/NLTP

Rapid transit network route (including park and rides)

Huapai/Kumeu to Westgate

Westgate to Albany

Investigation and design underway to Brigham Creek

$745m – $925m North West Rapid Transit Network


Alternative corridor parallel to State Highway 16


$425m - $545m

North West Rapid Transit Network State highway safety improvements

Not an AT/NZTA prioritised project through the RLTP– could be delivered in conjunction with developer

State Highway 16 and State Highway 18 improvements


$340m- $455m

Rapid Transit Network State Highway 16 safety improvements

Decade 1 ATAP priority

Local arterial connections in Kumeu


$90m - $115m State Highway 16 improvements Local connections

Not an AT prioritised project through the RLTP– could be delivered in conjunction with developer

Improved Connections to Coatesville, Riverhead and North Shore


$95m - $120m State Highway 16 safety improvements

Not an AT prioritised project through the RLTP and ATAP– could be delivered in conjunction with developer

New Red Hills connections


$310m – $380m Local connections


Improved connections in Whenuapai


$180m - $230m Local connections


15

Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project. Cost will be accordingly updated as investigations designs are progressed Cost for transport infrastructure in the North Western area are total costs for the proposed network. Further cost segmentation to occur as part of future business cases.

P a g e | 45

6.0 Drury

The Drury growth area, including Opaheke, Drury, Drury South, Drury West and parts of

Karaka consists of 2,154 hectares of predominantly rural land, which is the largest greenfield

area to be developed in the Auckland Region. It is located 35 km from Auckland’s CBD, 14 km

from Manukau and 6km away from Papakura. Including planned development in Hingaia, the

area has the capacity for approximately 23,500 dwellings, or nearly 60,000 people.

Figure 19: Opaheke – Drury and Drury West, showing zoning under the Auckland Unitary Plan and the Special Housing Areas

The area is bisected by State Highway One, the southern rail line and in the west State

Highway 22 as shown in Figure 19. The area provides for significant opportunities for

employment, with the existing Papakura industrial area to the north of Opaheke, the existing

Drury industrial area adjacent to SH1 at the centre of the growth area, and the recently

P a g e | 46

rezoned industrial area (owned by Stevenson’s) to the south. It is anticipated that the Drury

area could provide around 422 hectares of business land to provide for local employment

opportunities which could yield as many as 12,500 jobs.

Development is already occurring within the Special Housing Areas (SHA) established there

(as shown in Figure 19 above). Plan Changes have occurred in each of the SHA’s and

consents have been lodged. In each case the plan change has rezoned the area within the

SHA from Future Urban to a range of residential zones. As a result, planning for water and

waste servicing and transport infrastructure has commenced. While relatively detailed planning

has been undertaken within the SHA’s as part of the plan changes and consenting, some

infrastructure planning has also occurred to understand the connections between the areas of

development.

Figure 20: Future Urban Area sequencing - Opaheke-Drury and Drury West

The Bremner Road SHA is located at the north-eastern corner of the Drury West area (see

Figure 19). The recent plan variation in the SHA has rezoned 84.6 hectares of land from

Future Urban Zone to a combination of Terrace Housing and Apartment Building, Mixed

P a g e | 47

Housing Urban, Mixed Housing Suburban, and Local Centre zones and the Drury 1 Precinct

was established. This SHA will ultimately provide a yield of approximately 1,350 dwellings.

The Quarry Road SHA was established within the Drury South Structure Plan area. The

Unitary Plan rezoned 361 hectares of rural land to industrial land use. A subsequent SHA

variation recently rezoned 73 hectares of the Drury South area to residential use; including

Mixed Housing Urban, Mixed Housing Suburban and Terrace Housing and Apartment Building

zones. This SHA will ultimately provide for around 900 – 1,200 dwellings.

The Bellfield SHA sits at the interface between Papakura and Opaheke. The recent plan

change created the Opaheke 1 precinct and rezoned the 26.875 hectares area from Future

Urban to Mixed Housing Urban, Mixed Housing Suburban, Neighbourhood Centre and Open

Space: Conservation zones. This SHA will ultimately provide for around 500 dwellings.

The majority of the Hingaia Peninsula which sits north of Drury West was also established as a

SHA. Recent plan changes have rezoned over 500 hectares of rural land to mostly residential

use. It is anticipated that the Hingaia SHA will ultimately provide for 4,500 – 5,000 dwellings.

As shown in Figure 20 under the Future Urban Land Supply Strategy, Stage 1 of the Drury

West area (north of SH 22) is expected to be development ready by 2022. Stage 2 of the Drury

West area (south of SH 22), and the Opaheke - Drury area is scheduled to be development

ready between 2028 and 2032. The following description of infrastructure requirements

focuses on what need to be delivered within the next ten years.

Table 17: Proposed dwelling capacity and anticipated business land in Opaheke and Drury


Area Proposed dwelling capacity for each

area (approx.)

Gross Business Area (ha.)

16


Hingaia 3,070 0

Drury South 1,000 223

Bremner Rd (Drury West) 1,350 0

Bellfield Rd (Opaheke) 300 0

1st half Decade One 2018 – 2022 Drury West Stage 1* 4,200 0

1st half Decade Two 2028 - 2032 Drury West (Stage 2) 5,700 74

Opaheke - Drury 7,900 125

6.1 Wastewater

Watercare are in the process of developing a long term strategy that will service Drury West,

Opaheke, Drury South and Paerata. These plans rely on the proposed short term and long

term wastewater connections for the Bremner Road Special Housing Area.

Stage 1 requires the construction of a pump station to be located at 160 Bremner Road.

Wastewater from the Bremner Road development will gravitate to the proposed Bremner Road

16


P a g e | 48

pump station, which will then convey flows to the existing Hingaia pump station via a single

rising main. The pipe will cross under Drury Creek in order to get to the Hingaia pump station

which is on the opposite side of the creek at the bottom of the Hingaia peninsula. The Hingaia

pump station will convey flows to the Southern Interceptor, and ultimately to the Mangere

Wastewater Treatment Plant. The Hingaia pump station has spare capacity for a total of

approximately 1,400 dwellings (which will be met by both the Hingaia and Bremner Road SHA

developments). Upgrades will be needed to service the medium and long term growth

requirements. A new bulk wastewater sewer pipe is also required between the Hingaia pump

station and existing bulk assets with capacity in Manurewa. Due to the topography between

Hingaia and Manurewa, this will need to be a rising main. Watercare is currently investigating

and assessing the feasibility of the options for this infrastructure.

Two options are being considered as outlined in the Southern Growth Area Wastewater

Servicing Strategy dated November 2016. The first relies on the rising main eventually

bypassing the Hingaia pump station; the second relies on gravity, eventually removing the

Bremner Road pump station.

Table 18: Potential wastewater supply projects, timeframes and costs – Drury


(2018)

Hingaia Wastewater pump station and rising main 2018 2022 $60 million

Opaheke wastewater trunk extension Not in Asset Management Plan

Southern Interceptor Augmentation 2018 2027 $115 million

6.2 Water

A new bulk supply point on the Waikato Watermain will be constructed to supply the Bremner

Road development, Hingaia and Drury West areas.

6.3 Stormwater

The Drury growth area, including Opaheke, Drury, Drury South, Drury west and parts of

Karaka fall within four different stormwater catchments. Figure 21 shows the Future Urban

zones in the context of the catchments they fall within. Generally the southern future growth

areas are located in the lower areas of very large stormwater catchment which presents

challenges for flood management.

Drury West

The Drury West area currently has no existing public stormwater network or an existing

stormwater catchment plan. The topography naturally divides the proposed development area

into two natural drainage areas – the Ngakoroa Stream and the Oira Creek catchments. The

Future Urban area programmed for the first decade has very little flooding issues. Flooding

within the Ngakoroa Stream catchment is located within Drury West Stage 2 (south of State

Highway 22) and is subject to further planning work which is not underway at this stage. Flood

plains and overland flow paths associated with permanent and intermittent streams will be

required to be protected and enhanced during development.

P a g e | 49

The Ngakoroa and the Oira catchments are predominantly rural, with the Bremner Road

Special Housing Area has been approved at the extreme downstream end. The floodplains are

generally confined and Ngakoroa in particular is incised at the downstream extent.

Figure 21: Catchments and flood plains within the Opaheke-Drury and Drury West area

Auckland Council holds no detailed modelling for either catchment and the published

floodplains are from a coarse regional scale Rapid Flood Hazard Assessment. A more up to

date, fine resolution Rapid Flood Hazard Assessment is recommended for these catchments.

A Network Discharge Consent for the Bremner Road Special Housing Area was granted in

December 2016. A Stormwater Management Plan has also been submitted as a part of the

plan variation and is supported by the Healthy Waters Department.

The Stormwater Management Plan seeks to implement Water Sensitive Design approach to

stormwater management, combining both detention and retention, and both quantity and

quality stormwater treatment. The proposed treatment varies depending on whether the

stormwater discharges to a stream or to the estuary.

P a g e | 50

In particular the developer proposes to manage floodplains within green corridors and locate

residential development outside of the floodplains. A number of stormwater devices are

proposed including rain gardens, rain water tanks, permeable paving communal

retention/detention devices, green outfalls, proprietary devices, the alignment of overland

flowpaths in road corridors and swales.

A similar approach is envisaged for the rest of the Future Urban zoned areas. Generally all

infrastructure required within this catchment will be provided by the developer.

6.4 Transport

The south is the largest future urban growth area in Auckland with around 5,300 hectares of

land identified for urban development. This could result in 42,000 homes and 19,000 jobs over

30 years. The decision version of the Unitary Plan provides for greater capacity should this be

required. With a lot more people living in the area, significant new transport infrastructure will

be needed.

At the heart of the proposed network for the south is a well-connected Rapid Transport

Network with electric trains extended to Pukekohe and extra rail capacity. New stations at

Tironui, Drury, Drury West and Paerata will improve access to trains.

Rapid transit links between the airport, Manukau, Flat Bush and Botany, along with high

frequency buses between Manukau and Drury West will be provided via a high frequency bus

corridor. Future improvements to park and ride facilities, along with implementation of the

Southern New Network in October 2016, will provide a strong public transport network.

Another key focus is the upgrade of the Mill Road corridor from Manukau and Flat Bush to

Papakura and an extension to Drury. This will help improve safety, provide greater access to

new growth areas and provide an additional north-south route. It will likely link to State

Highway 1 and to a new expressway between Drury, Paerata and Pukekohe. The widening of

State Highway 1 between Manukau and Papakura may be extended to Drury.

NZTA is currently implementing the Southern Corridor (SH1) Improvements Project which is

anticipated to be completed by October 2018. This project covers the stretch of Southern

Motorway from the SH20/SH1 connection at Manukau down to Papakura. The Project includes

additional lanes in both directions, an upgrade to the Takanini Interchange and a 4.5km shared

use pedestrian/cycle path.

As the Future Urban zoned area urbanises, the role of State Highway 22 (Paerata Road and

Karaka Road) will change. There will be an interrelationship between State Highway 22 and

the provision of additional arterials around Pukekohe. The role that each of these routes play

will be assessed in coordination as part of the next stages of investigation. Safety

improvements on State Highway 22 will also improve travel between Drury and Pukekohe

Opaheke - Drury and Drury West is one of the key areas identified for growth and transport

upgrades in the Supporting Growth – Delivering Transport Networks project, as seen below in

Figure 22. Key actions relevant to the Opaheke – Drury and Drury West area are summarised

in Table 19.

P a g e | 51

Figure 22: Supporting Growth – Transport Networks in the South

P a g e | 52

Table 19: Key transport infrastructure identified through Supporting Growth - Delivering Transport Networks



Indicative costs

17


Improved rail corridor

including electrification

between Papakura to

Pukekohe including

additional Stations at

Drury, Drury West and

Paerata

Investigation and

design with view

route protect by

2022

$705m – $820m

ATAP Decade 1 priority Additional stations are not an AT prioritised project through the RLTP– could be delivered in conjunction with developer

High Frequency bus

corridor connecting

Drury West, Drury,

Hingaia, Papakura,

Takanini and Manukau

Investigation and

design with view

route protect by

2022

$195m - $245m

Town centre locations Existing local and arterial infrastructure


Safety Improvements

on State Highway 22 Current n/a

Improved arterial road connections

Funded through the current RLTP/NLTP

Capacity improvements on State Highway 1

Investigation and

design with view

route protect by

2022

$330m - $440m Mill Road corridor First decade priority

Improved arterial road connections

Investigation and

design with view

route protect by

2022

$153m - $200m SH22 Safety Improvements


Other transport infrastructure in proximity

Mill Road Corridor

Investigation and

design with view

route protect by

2022

$520m - $675m SH1 capacity improvements Pukekohe corridors

Stage 1 included in the current RLTP

Wider rail network

improvements –

including grade

separation and road

closures

Investigation and

design with view

route protect by

2022

$180m - $240m

Improved rail corridor including electrification between Papakura to Pukekohe


17

Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project. Cost will be accordingly updated as investigations designs are progressed. Cost for transport infrastructure in the Southern area are total costs for the proposed network. Further cost segmentation to occur as part of future business cases.

P a g e | 53

7.0 Pukekohe and Paerata

Pukekohe is situated approximately 50 km from Auckland and 25 km from Manukau.

Pukekohe is located on the North Island Main Trunk Line and is connected to Auckland by

State Highway 22 (SH22) and the Pukekohe East Road which connects to State Highway 1

(southern motorway) at the Drury and Bombay interchanges respectively.

Pukekohe is identified in the Auckland Plan as a priority satellite town, anticipated to grow to a

population of 50,000 people by 2040 – more than doubling Pukekohe’s 2013 population of

21,000 people.

Figure 23: Future urban growth in Pukekohe and Paerata

Paerata is a relatively narrow band of land which straddles SH22 at the north of Pukekohe.

Long identified for the development of additional business land, Paerata has been zoned under

the Auckland Unitary Plan for future urban development. A recent Unitary Plan variation north

P a g e | 54

of Paerata, within the Wesley SHA, rezoned a significant portion of the Future Urban zone

(about 300ha) to Mixed Housing Urban and Local Centre. The Wesley SHA is intended to be

built out over the next 30 years or so. Site works are well underway for Stage 1, which will

provide for about 1000 dwellings and make use of the existing infrastructure. Once Stage 1

has been completed, after about ten years, Stage 2 (providing an additional 4,000 dwellings)

will commence after the construction of new wastewater infrastructure is in place.

Under the Future Urban Land Supply Strategy, the rest of Paerata is planned to be

development ready in the period between 2018–2022.

On the western periphery of Pukekohe, the Belmont Special Housing Area covers an area of

approximately 72 hectares and is proposed to provide 720 dwellings. Consents have been

granted and development is well underway. In addition, the Auckland Unitary Plan has zoned

approximately 1,700 hectares of land for future urban development around Paerata -

Pukekohe. This is expected to provide capacity for an additional 3,500 dwellings.

Under the Future Urban Land Supply Strategy, which is currently under review, the rest of

Pukekohe is planned to be development ready in the second half of the first decade (2023-

2027).

Figure 24: Future Urban Area Sequencing – Paerata and Pukekohe



P a g e | 55

Table 20: Proposed dwelling capacity and anticipated business land in Pukekohe and Paerata


Area Proposed dwelling

capacity for each area (approx.)

Gross Business Area (ha.)

18


Wesley (Paerata) 4,550 0

Belmont (Pukekohe) 720 0

1st half Decade One 2018 – 2022 Paerata (remainder) 1,800 17

2nd half Decade One 2023 – 2027 Pukekohe 7,200 195

7.1 Waste Water

The Pukekohe urban area is serviced by a reticulated network which conveys waste to the

Pukekohe Wastewater Plant. The Waikato Regional Council is the regulator for this treatment

plant. The discharge consent has expired and a 35-year resource consent application has

been lodged with the Waikato Regional Council to increase the capacity of the plant. The

upgrade and expansion of the plant cannot progress until the resource consent has been

granted.

A new trunk sewer main between Pukekohe and the treatment plant is currently under

construction to allow development to occur.

Table 21: Potential wastewater supply projects, timeframes and costs – Pukekohe/Paerata


(2018)

Pukekohe Trunk Sewer upgrade 2018 2027 $80 million

Pukekohe Wastewater Treatment Plant update 2018 2027

Paerata Branch Sewer and Pump Station 2018 2027 $70 million

Takanini Branch Sewer Extension Not in Asset Management Plan

7.2 Water

Pukekohe is connected to the metropolitan water supply.

There is sufficient capacity in the bulk water supply transmission system to enable

development through the existing Pukekohe watermain. A new watermain will be required to

service Wesley from the point of connection to the transmission system.

Table 22: Potential water supply projects, timeframes and costs – Pukekohe/Paerata


Paerata Watermain 2018 2022 $30 million

18


P a g e | 56

7.3 Stormwater

The Pukekohe-Paerata Future Urban zoned area of 1750 hectares falls under three

hydrological catchments; Whangapouri and Oira catchments in the North which discharge to

the sensitive receiving environment of the Pahurehure Inlet and the Manukau Harbour while

Pukekohe South is in the Tutaenui catchment and discharges to the Waikato River to the south

of the township.

Hydraulic modelling for the various catchments is underway and is at different stages of

development. However, optioneering processes are underway for Whangapouri catchment and

will start soon for the Oira Creek catchment. The results from this work will determine any

projects required to release the Future Urban land for development.

Pukekohe North sub-catchment, is identified as being affected by the 100yr flood event. The

critical areas of flooding are located to the west of Helvetia road and both east and west of the

railway line upstream of the SH22 triple barrel culvert. Importantly, in terms of stormwater

issues, Paerata is presently development ready with little or no development constraints other

than those normally expected for developments in greenfield areas.

Pukekohe’s existing urban area has been affected by extreme flood events in the past and

there is a need to address the flooding as part of a comprehensive stormwater management

approach.

A Stormwater Management Plan will be prepared for the remaining areas of Pukekohe and

surrounding Future Urban land. This will be developed as part of the upcoming Structure Plan

process.

A programme of works will be available for publication mid to late 2017. Currently $27M is

allocated in the LTP for capital works projects required to enable the Future Urban land to be

ready for development.

7.4 Transport

As detailed above, the south is the largest future urban growth area in Auckland and significant

transport infrastructure will be needed.

The current road network in Pukekohe has insufficient arterial roads to accommodate the

forecast growth in traffic volumes. It is expected that a number of existing roads will need to

be upgraded to arterial road standard and some new arterial road links constructed to provide

access to the wider road network and land use. The number and location of at-grade rail

crossings in Pukekohe limit the full utilisation of these roads as arterials and could be

considered safety concerns as the volume of traffic crossing them increases. As a result some

may be closed or upgraded to full grade separated rail crossings.

The key transport infrastructure that will support growth in Pukekohe includes a well-connected

Rapid Transport Network (with electric trains extended to Pukekohe and extra rail capacity),

and the upgrade of the Mill Road corridor from Manukau and Flat Bush to Papakura and an

extension to Drury.

Connecting into the Mill Road corridor will be a proposed new expressway between Drury,

Paerata and Pukekohe as shown in Item 7 in Figure 22. In addition, the widening of State

Highway 1 between Manukau and Papakura will likely be extended to Drury.

P a g e | 57

Working together with Waikato local authorities, improved public transport, local road, and

state highway connections will be investigated.

Table 23: Key transport infrastructure identified through Supporting Growth – Delivering Transport Networks



Indicative costs19


Improved connections around Pukekohe


$45m - $60m New link between Pukekohe and Drury

Not an AT prioritised project through the RLTP – could be delivered in conjunction with developer

New corridor between Pukekohe and Drury


$475m - $630m

Mill Road Corridor State Highway capacity improvements

Not an AT/NZTA prioritised project through the RLTP or ATAP – could be delivered in conjunction with developer

Improved connections to Waikato

Discussion with Waikato local authorities underway

Unknown Working with the Waikato

Very high level planning stage Not an AT/NZTA prioritised project through the RLTP or ATAP

19

Costs shown are based on strategic level assessments as part of the Auckland Transport Alignment Project. Cost will be accordingly updated as investigations designs are progressed Cost for transport infrastructure in the Southern area are total costs for the proposed network. Further cost segmentation to occur as part of future business cases.

Documents

Infrastructure Provision Study for Future Urban · PDF fileThis document summarises the Council’s current high level views on the provision of ... Table 2: Comparison of local and