Hobsonville Corridor Master Plan Assignment

(Auckland Council GIS, 2013)
Hobsonville Corridor Framework Plan
Contents
Introduction 3
Introduction 4 The Project 4 The Auckland Plan 5
Study site analysis 17

Socio-economic demographics 18 Draft Unitary Plan zoned land 19 Existing land uses 19 Character areas 20 Environmental context 25 Public open space 26 Movement network 27 View corridors 29 Morphology 30
Big Move 36
Relocating the proposed industrial use within the site 37
Framework Plan 41
Vision 42 Aims 42 Open space 43 Movement 45 Built form 52 Land uses 58 Road cross-sections 60 Morphology 64 Key figures 65 Staging 66
Critique of the Auckland Plan 6 Melbourne 2030 and Melbourne @ 5 Million 8 Critique of the Melbourne Plans 9 Comparison of the strategic plans for Auckland and Melbourne 10 Key Considerations for the Framework Plan 10
Western Study Area 11

Western study area regional context 12 Study area analysis (SWOT) 13 Choosing the study site 15 Refining the study site 16
SWOC 31
Strengths 32 Weaknesses 33 Opportunities 34 Constraints 35
References 67
Tim Wright - 6058318 Urban Design Studio 1 (710) Master of Urban Design University of Auckland
Page 2
Introduction
This section of the report was prepared using material created by the Team West Group as part of URBDES 710, First Semester 2013, University of Auckland.
Page 3
Introduction
(www.googlemaps.com, 2013)
West Auckland has been identified by the Auckland Plan as an area that will accommodate future growth on the urban fringe. Up until recently growth on the fringe of Auckland has been predominantly in the form of low density car based sprawl. However, this type of development is considered detrimental to economic, social and environmental goals. Modern theory suggests that new development should be designed to achieve walkable communities. Campoli (2012) has defined the ingredients necessary to achieve a walkable community, known as the five Ds and a P, they are: Diversity, Density, Distance to Transit, Design, Destination Accessibility, and Parking.
West Auckland
The project involves creating a Framework Plan for a 220ha site in West Auckland known from now on as the Hobsonville Corridor. Firstly, an analysis and critique of the Auckland Plan including a comparison with the Melbourne 2030 and Melbourne @ 5 Million Plans will be undertaken in order to establish the challenges of developing on the urban fringe and some keys lessons that could help inform the creation of the Framework Plan. Secondly, an analysis of the wider Western Investigation area identified by the Auckland Plan will be undertaken and the basis for selecting the Hobsonville Corridor area for the creation of the Framework Plan will be justified. Thirdly, an in-depth analysis of the Hobsonville Corridor area will be undertaken to identify the sites strengths, weaknesses, opportunities and constraints (SWOT). Fourthly, from the SWOT analysis a Framework Plan will be created for the site, this will then be tested against Camplois five Ds and a P to see whether the Framework Plan will achieve the overall goal of creating a walkable community.
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The Project
Hobsonville
Hobsonville Corridor
The Auckland Plan

The Auckland plan provides a long-term strategic direction for Auckland for the next 30 years. It is expected that Auckland will need to accommodate an additional one million people and 400,000 new dwellings by 2040. Auckland has sprawled over the years mainly due to heavy investment in road construction and the dominance of private vehicles for mobility. One of the fundamental goals of the Auckland plan is to contain 6070% of future growth within the existing Metropolitan Urban Boundary (RUB) in order to curb the adverse effects of further incremental urban sprawl. This will be achieved by concentrating growth in strategically positioned centres, including Metropolitan Centres, Town Centres and Neighbourhood Centres. The implementation of the plan will result in dramatic changes to the urban form as 240,000 - 280,000 new dwellings will need to be accommodated within the RUB and 120,000 - 160,000 new dwellings will need to be accommodated outside of the RUB. The required changes in form will produce building heights and density of a scale that is largely unaccustomed to the fabric of Auckland. If 60-70% of growth is to be situated within the current RUB, then 3040% will be situated outside the RUB. The two main Greenfield areas identified for further investigation outside of the RUB are situated in west and south Auckland. Growth outside the RUB will be staged with a managed land release occurring approximately every 10-years. The greenfield areas outside the RUB also known as investigation areas, have been identified as they either have existing infrastructure, or are viable areas for the provision of new infrastructure. They are close to or can provide new employment and new homes, and they are relatively unconstrained by environmental factors. The plan sets out a number of directives for growth that signal where intensive development should be located and how areas should be developed to provide sustainable liveable walkable neighbourhoods. These principles are based on universal best practice principles recognised internationally. (Auckland Council, 2012).
(Auckland Council, 2012) (Auckland Council, 2012)
(Auckland Council, 2012)
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Critique of the Auckland Plan

Studio D4 and Jasmax (2011) investigated the development potential of Auckland and whether it can achieve its plan to build 300,000 additional dwellings within existing urban areas within 30 years, which is the target growth number set out in the Auckland Plan. The report provides the following conclusions. Without major re-zoning only 45-60,000 new dwellings can be achieved within existing urban areas. With major re-zoning and only intensifying town centres and corridors (as per the Auckland Plan) only 90-120,000 new dwellings can be achieved within existing urban areas. With major widespread re-zoning 200-270,000 new dwellings can be achieved within existing urban areas. None of the three scenarios would reach the target number of 300,000 new dwellings within existing urban areas. If Auckland wants to come anywhere near close to achieving the targets set out in the Auckland Plan it will require major departures from the current district plan rules surrounding density control, including height and height to boundary rules. Up-zoning for urban intensification will need to be a minimum of 250-300% above what is currently technically available. This will need to be coupled with strong political resilience focused on the greater good, rather than the NIMBY attitude. Every strategic area earmarked for intensification will need to be developed to its maximum potential and even beyond that. For every occasion that this is not achieved or dramatically down scaled, mostly due to community/political resistance, dwelling numbers will need to be made up in Greenfield sites, extending Aucklands urban sprawl. There is no allowance in the Auckland Plan to take the NIMBY attitude and to intensify somewhere else. EVERY possible strategically located site, in particular within regional and town centres and along transport corridors, needs to be developed to its maximised potential.
Small lots within town centres are almost all developed to their full potential. Redevelopment of these lots would only offer small increases in population. Redevelopment of small lots alone will not allow town centres to reach the population increase targets set for infill development. This is due to the fact that a lot of sites are already heavily developed and cannot be further redeveloped; many landowners have not developed to their potential capacity, because they either do not want to or they do not have the money to do so; and many landowners choose not to develop their land in the short term, within the time-frame set out by the Auckland Plan. Larger lots within town centres are very rear; most lots have already been subdivided and are small and fully developed. Every effort should be made to encourage intense development or redevelopment of larger lots as they can significantly increase the population within town centres. It is important that intensification measures are coupled with good urban design rules as intensification often equates to larger built form that is more noticeable within the public domain. Good urban design can help to soften the bulk of large structures and help integrate them into the existing urban fabric. This will also help to improve the reputation of high density developments.
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Intensely developing a single large lot can kick-start wider spread intensification within a town centre and its periphery, acting as a catalyst. Not only can intense development of a large lot dramatically increase the population of a centre in one go, it can lay a benchmark for quality and scale for further intensification of an area into the future. This is particular effective in areas that are market attractive and contain older housing stock reaching the end of its life span, often on lots not developed to their potential capacity. In these areas redevelopment can be particularly effective as opposed to areas that contain newer housing stock with high improvement values, which is often larger, in better condition and on placed smaller lots; equating to little opportunity for further development or redevelopment. Apartment and small unit development is more attractive to developers and buyers in sought after market attractive areas. Buyers are willing to trade off small living spaces and minimal or no outdoor living space in return for being located in areas that are market attractive. However where areas are not market attractive, apartment and small unit developments have little to trade off with. Intensification will not be successful in a lot of areas because they are not market attractive. Therefore where areas are market attractive intensification should be increased as much as possible to make up for the areas that intensification will not occur. Developers often view high development costs that receive high returns better then low development costs that receive low returns better as there is less risk involved. Fundamentally, what sells better and more consistently is high class apartments in sought after areas as opposed to low class apartments in unattractive market areas. The development costs for building high density development will not change dramatically between market attractive and market unattractive areas. Developers will be prepared to spend relatively minor additional costs to increase the architectural merit and urban design quality of developments in market attractive areas because the increase in returns is much greater in these areas compared to market unattractive areas. Where areas are not market attractive, up-zoning and other intensity measures will not be successful, even with Council incentives. The Council need to accept that those areas that are market attractive are the most suitable for intensification. Unfortunately these are also the areas which will attract the most public opposition. The only way intensification in areas that are not market attractive may work is if Council introduce major development incentives and are willing to compromise on urban design quality. These measures may then entice developers to develop in these areas as the developments may reach a price where development costs are low enough to enable profit margins to be generated. This will however foster social issues as the housing will attract concentrations of marginalised groups in an area. These areas are often not market attractive due to either their remoteness from employment opportunities, public transport, shops and services and recreational opportunities. Therefore locating already marginalised people in these areas will worsen their circumstances and foster the creation of slum like conditions. This type of development can also act to reinforce the poor reputation high density development receives from some groups in society. This often happens when Councils take a heavy handed approach by trying to dictate where the market goes, instead of allowing the market to be free. Intensification needs to be developer driven not Council driven, (Studio D4 and Jasmax, 2011).
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Melbourne 2030 and Melbourne @ 5 Million

Melbourne 2030 released in 2002 provides a long term strategic plan for Melbourne and the surrounding region. The document directs growth to activity centres and 5 growth areas on the urban fringe identifies 12 green wedges and introduces an urban growth boundary. The fundamental goals of the plan were: Reducing the proportion of new development occurring at low densities on Melbournes fringe. Concentrating development within designated activity centres close to transport nodes. The policy has particular emphasis on public transport. Reducing urban sprawl by establishing legislated urban growth boundaries, with the aim of containing urban develop ment. Protecting areas of open space known as green wedges The first initiative was to create an urban growth boundary in order to stop the trend of Melbourne growing progressively by additions to the fringe. Inner-city areas tend to have higher densities as they were developed soon after WW2; however the average density is 14.9 d/h. This is low by international standards which compare in population, size and function i.e. Montreal has 33.8 d/h and Toronto 41.5 d/h, (Department of Infrastructure, 2002). Melbourne is increasingly spilling into areas noted for productive agricultural capacity, environmental or conservation features, mineral resources, recreation and landscape values. An urban growth boundary (UGB) will be set around existing urban areas, while allowing for the continued growth of certain areas. Once the boundary is set it will be permanent, (Department of Infrastructure, 2002). Future variations to the UGB will be infrequent only occurring in relation to needs demonstrated in the designated growth areas. As proposed in provides enough land to provide for Melbournes need for the foreseeable future, including a reasonable amount to maintain supply of affordable housing.
The foreseeable future in this case was not long as Melbourne @ 5 million revised the growth boundaries and investigation areas. By 2030 new dwellings in Greenfield sites are expected to decline from 38% to 22%. The UGB and a development sequence for growth areas approach to housing delivery on the fringe will slow the rate of urban expansion and the number of areas that develop with scattered housing and few services. Areas that will continue to develop will be those best served by existing major rail lines, while those areas that are far from services, have environmental constraints or are situated on agricultural land in need of protection will be constrained from being developed. The main requirements for development in growth areas will include: Specifying that structure plans, including those that have been prepared but not exhibited before the release of Mel bourne 2030, should aim to achieve increases in average housing density (within the structure plan area) significantly higher than 10 dwellings per hectare, for example, 15 dwellings per hectare these should provide a range of housing types, with the highest densities located in or close to activity centres and the Principal Public Transport Network. Planning for timely and adequate provision of public transport and other local and regional infrastructure, in line with a preferred sequence of land release. Providing for significant amounts of local employment opportunities. Creating a widespread network of mixed use activity centres and developing an urban form based on the Neighbourhood Principles. Inside the urban growth boundary, restricting low-density rural residential development that would compromise future development at higher densities. Retaining the unique characteristics of established areas incorporated into new communities so as to protect and manage natural resources and areas of heritage, cultural and environmental significance. Designing well-planned, easy-to-maintain and safe streets and neighbourhoods that reduce opportunities for crime, improve perceptions of safety and increase levels of community participation.
(Department of Infrastructure, 2002)
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An independent audit of Melbourne 2030 undertaken in 2008 to guide the on-going implantation of the plan recommended the preparation of longer term plans for Melbournes growth informed by the latest population and economic growth forecasts, transport network needs, climate change and other environmental and community needs. However Melbourne 2030 population projections underestimated population projections and this document compliments but also updates it. Drawing on the directions and initiatives of the Melbourne 2030 Plan and the revised population growth figures, Melbourne @ 5 Million provides an important refinement to some of the key directions of Melbourne 2030, (The Victorian Government, 2008).
Critique of the Melbourne Plans

The original plan Melbourne 2030 set more ambitious infill growth aims, closer to those set by the Auckland Plan as well as smaller outward growth areas. A change in state government leadership resulted in an expansion of the UGB and a higher percentage of growth in Greenfield land to around about a 50-50 split greenfield/ brownfield ratio.
The Melbourne 2030 plan was praised for its strategic content in terms of values and directions, however when it came to implementation it was less successful. One reason was the lack of political will and a local authority level as the plan would create a significant departure to the character of areas by making them more intensive. Within the existing urban fabric these refinements include: At a local level this type of change creates local political backlashes or NIMBY attitudes. Because of this the strategies that were un 6 new central activity districts with CBD type functions dertaken by the State Government (the body which produced and Employment corridors to improve access to jobs and services endorsed the plan) were implemented well. Whereas those left to and reduce congestion. Local Councils, such as land-use changes and upzonings were less An overall aim to provide Infill 53% development, 316,000 successful. One of the main strategic areas implemented at a State dwellings level was that of transport. The major transport infrastructure projects were successful and with the onset of Melbourne @ 5 Million a And within the growth fringe areas include: shift in emphasis was noticed, whereby the Department of Transport was a key partner. This was noticeable in the Melbourne @ 5 Million Urban fringe or sprawl development 47%, 284,000 dwellings strategy, in particular with the emphasis on the proposed creation of Growth areas investigation areas in the north and west, employment corridors, which departed to some degree from Mel poorer areas, areas without existing growth or shortest rele bourne 2030s centres based plan, (Mees, n.d). vant distance from CBD. Small portion in southeast with high existing amounts of sprawl. Melbourne @ 5 Million sets aspirational densities of 15 d/h. Mel Target 15 dwellings/hectare. bourne 2030 states that the average density in the metropolitan Consider green wedges when investigating changes to the region is already 14.9d/h, which is low by international standards UGB. Create 2 grassland protection areas in the west. (Montreal 33.8d/h and Toronto 41.5d/h), which have a similar size Linking Jobs transport and land use planning and function. This density is too low to support good access to public New communities planned and designed to be of sufficient transport and has potential to result in further urban sprawl. size to support and sustain new infrastructure, jobs and services residents expect. This will involve encouraging the net developable hectare densities to be a minimum of 15 d/h, which reflects what the current market achieves currently. This does not invoke an at tempt to curb existing patterns of lifestyle of develop ment behaviour that has led to current problems, same old same old approach, (The Victorian Government, 2008).
(The Victorian Government, 2008)
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Comparison of the strategic plans for Auckland and Melbourne

The fundamental principles included in both plans are comparable, including: Consolidating growth to limit adverse effects of urban sprawl. Aligning transport infrastructure with more intense land use planning. Creating a strategic centres approach to target growth. Adopting best practice urban design principles for place-mak ing. Similar strategies have been adopted in a lot of urban areas throughout the world. However they have varying degrees of success usually because of how they are implemented. Both strategic plans as expected have been criticised by some sections of the community for changing the character of areas and for the perceived threats to urban environments, in particular the threat of higher buildings and densities. Both strategic plans have come under criticism for underestimating the level of intervention required to accommodate growth levels. This has placed added pressure on the fringes as this is often seen as the only alternative to accommodate the heightened levels of unforeseen growth. Differences of the strategic plans for Auckland and Melbourne Auckland has the advantage whereby the Auckland Plan will be largely implemented by the same body that prepared it (i.e. Auckland Council). Melbourne to a large extent relied on the various Local Councils to implement the strategy, because there was not extensive by-in by the Local Councils, implementation was less successful. Interestingly though the Melbourne strategies had less interference from the Federal Government, whereas the Auckland Plan is receiving pressure at a national level, which has the potential to derail some of the fundamental strategies of the plan. Melbourne places more emphasis on the development of transport corridors that link centres than Auckland, which places a high degree of emphasis on centres as the main locations for future growth.
Key Considerations for the Framework Plan

The key urban design principles surrounding walkable liveable communities are consistent and generally accepted by various stakeholders. However what is apparent is that higher buildings and densities are not supported. In Australia and New Zealand even the mention of higher buildings, which is often linked with higher density can spark a negative emotional reaction. The negative stigma is often a result of poor existing examples of high built form or a negative memory of a place visited or lived in. Therefore growth needs to be mindful of these stigmas and how it can affect implementation. Based on the above analysis there will be pressure to contain growth within the planned boundaries set by the Auckland Plan. Even with the interventions proposed, there will still be a lot of pressure on Greenfield areas to accommodate a lot of the future growth, arguably well beyond the percentage levels set of 30-40%. Because of this greenfield areas should be created to maximise their density to accommodate as much of the future population growth as possible in relation to their location and with regard to ensuring liveable, walkable communities. It is anticipated that Auckland will not be able to contain future growth within a centres based strategy within existing areas due to local politics and other issues. The spill over growth therefore will have to be contained somewhere and like Melbourne this could be located within strategic corridors that link centres and follow major transport and public transport routes. Intense development is generally only feasible in areas that are market attractive.
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Western study area
This section of the report was prepared using material created by the Team West Group as part of URBDES 710, First Semester 2013, University of Auckland.
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Western study area regional context

The study area is approximately 15km from the CBD on the western outskirts of the Auckland urban area. The majority of the area is occupied by undeveloped rural land. There is an emerging Metropolitan Centre (Westgate) on the southwestern corner of the study area and two smaller town centres (Kumeu and Riverhead) to the northeast. The area is connected via a motorway to the CBD, which continues through the area north-westward to Helensville. A rail line also runs through the eastern portion of the site with a stop at Kumeu, however at this stage it is only for freight.
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Study area analysis

2 km radius
2 km radius
There is good access in the area to surrounding natural recreational environments, including the Riverhead Forest; West Coast Beaches; the Riverhead Estuary; a traditional Maori canoe portage; these features provide and have the potential to provide both an economic base for tourism and amenity for residents. The various separated townships in the area offer a different character to the main urban area of Auckland, which offers their own sense of place, community pride and individualism. Population growth in these areas would greatly benefit their vibrancy and the viability of future local shops and services. The rural area has wine; orchard; beef and equine expertise providing rural agricultural economic collateral. The area has a large availability of undeveloped Greenfield land. The area contains a population of high incomes and self-employed persons, which can benefit economic growth and job creation.
ra 1 km dius
ra 1 km dius
1. The motorway offers connections to other centres not just the CBD. The new motorway leading to the Northshore, provides excellent access to the north shore and beyond. 2. There is rail infrastructure in place, especially serving Kumeu that currently offers freight connections to other centres. This has the potential to offer passenger movement in the future, which would offer fast unconstrained access especially towards the CBD. 3. Ferry commuting within the area is growing into a viable option for fast movement into the CBD and other centres. 4. The Kumeu Township thrives from its physical location of being situated on a main road. It benefits economically from this location both from surrounding residents but also from people passing through the town. This also increases the viability of some shops and services that would not otherwise be viable based upon the population size of the town alone. Growth in the area would increase the viability for new shops and services with the town. Kumeu also has a population catchment large enough to sustain a limited amount of social infrastructure. Its separation from the main urban front of Auckland allows it to retain a rural town character.
2 km radius
ra 1 km dius
3
5. The Riverhead Township has a secluded rural charm different from Kumeu, with a very limited amount of shops and services it appeals to people wishing to escape the hustle and bustle of busy urban areas.
rad iu s
2 km
rad
ius
3 6 1
6. The Westgate and Hobsonville areas represent the urban front of Auckland encroaching from the east. With Westgate proposed to become a major regional centre, general population growth and the economic and social opportunities are massive. These areas have good access to the motorway system connecting the area to other centres. Further growth in these areas will be able to be absorbed with little effect to the character of the area. 7. The uncertainty about the future of the Air-force base and airport in Whenuapai provides possible future opportunities.

This map/plan is illustrative only and all information should be independently verified on site before taking any action.Copyright Auckland Council. Boundary information from LINZ (Crown Copyright Reserved). Whilst due care has been taken, Auckland Council gives no warranty as to the accuracy and completeness of any information on this map/plan and accepts no liability for any error, omission or use of the information. Height datum: Auckland 1946.
1 km
Strengths and Opportunities 1:50,000 @ A3
LEGEND Existing urban Existing industrial
Map Title
Main road (access to North Shore, CBD and Helensville) Riverhead forest Whanuapai Airbase
Future industrial
Notes
Source: Auckland Council GIS land value data and aerial photography, and draft Unitray Plan Scale @ A3 1:50000
Created: Friday, 22 March 2013,6:45:01 p.m.
Rail line (Rapid transport to CBD)
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Growth within the various separated townships, including Kumeu and Riverhead may affect the rural character and charm of those areas. Unconstrained growth in the area in general has the potential to affect the amenity and environmental quality of the areas high quality natural resources. Furthermore the additional required land for growth would mean a reduction in land used for rural agricultural production.
There is a lack of teenagers and people aged between 20 and 30 to offer youthful enthusiasm, vitality and promise. This is reflected by the fact that there are no high schools in the area. There is a mainly European ethnicity in the area with very little diversity in cultures. This affects the richness and vibrancy that variety in culture can produce in the area.
1. The rail, motorway and power-line infrastructure create strong barriers and reduces amenity within the area. 2. Commuting to the CBD and other centres eastward is still largely constricted to the motorway, which in peak hour in highly prone to traffic jams. 3. The rail line is only for freight and there are no immediate plans to change it for passenger commutes. This change would be expensive. 4. The airport noise contour may affect development potential in terms of building height and density and would affect the amenity of the area within the contour. 5. The Kumeu Township is based on the motorway resulting in low amenity; poor quality built form; and a drive through centre focus rather than destination focus. The limited population catchment results in the town only being able to support a limited range of local shops, services and cultural vibrancy. 6. The Riverhead township has a very limited population catchment that results in hardly any local shops, services and cultural vibrancy, residents would have to venture further afield for even the most basic supplies, services and vibrancy. 7. A lot of existing urban area is located on known flood plains.
4
There is no affordable housing in the area as the real estate values are high. This can affect economic activity especially in rural areas as there is poor access to cheap labour markets that are willing to do necessary low paid jobs.
1 1 2 3 1
There seems to be a separated layout of community facilities within the various townships, but also within the area as a whole, this means that there is no civic heart. There is a lack of heritage recognition, gateways or a celebration of history that can instil community pride. The wastewater and increased water supply capacity is not set to be implemented up to Kumeu/Huapai until the 2020s and it is not planned to go further west.
8. There is a real treat of sea level rise for urban areas situated near the estuary on lower gradients, including Riverhead & Hobsonville Point. (Auckland Council GIS, 2013)
Weaknesses and Threats 1:50,000 @ A3
LEGEND Existing urban Existing industrial Airport noise contour
Title 1:100 yearMap oodplain

Riverhead forest Whanuapai Airbase
Notes Main road Powerline corridor Rail line Prone to sea level rise Future industrial
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Choosing the study site
2 1
1 2 3 4 5
Offers good potential to build on existing infrastructure. Reliant on passenger rail happening for sustainable transport. Constrained by flood prone areas. Little movement options other than private cars. The chance of a ferry service going to Riverhead is slim. Very little existing social and commercial infrastructure to build on. Proximity to Westgate Regional Centre and existing residential areas is great to build upon. Little natural amenity to encourage development. Situated in between two significant urban areas, Westgate and Hobsonville. Long stretched out shape is challenging as is the intended future industrial use taking up a lot of the area. The motorway and airport present major barriers to development. Able to build upon the new Hobsonville development. Ideally placed to take advantage of the waters edge and views towards the City.
5 4

Map Title
Potential areas for future residential growth
Notes
1:50,000 @ A3
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Refining the study site
The area chosen for further investigation holds a lot of potential for future residential development and in particular the creation of walkable, vibrant neighbourhoods. Its location abutting a substantial area of existing urban fabric to the south, Westgate Metropolitan Centre to the west and the residential character area of Hobsonville Point to the east present an ideal area for future residential development. The area is divided by the Upper Harbour Highway (State Highway 18). The northern side of the area abuts Whenuapai Airport. Due to the resulting noise and amenity issues, this area is more suited to industrial type uses, while the southern side of the area abuts existing residential type uses and maybe more suited for a continuation of this use type. The long thin irregular shape of the area presents challenges in terms walkability and access and where and how best to locate centres of activity. Nevertheless it is considered worth tackling these challenges due to the areas advantageous strategic location.
Notes Chosen area for further investigation Re ned area for further investigation Source: Auckland Council GIS land value data and aerial photography, and draft Unitray Plan
1:50,000 @ A3
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Study site analysis
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(Statistics NZ, 2013) Whenuapai West Westgate West Harbour Lucken Point Hobsonville
Socio-economic demographics
Percentage
Households with 3 or more cars

30 25 20 15 10 5 0 Luckens Point West Harbour Hobsonville Auckland
Hobsonville

Whenuapai West

2006 dwellings: 612 2006 population: 1,842 2006 people per dwellings: 3.4 Area: 1,558ha 2006 gross residential density: 0.4 dw/ha Expected population in 2031: 4,710
2006 dwellings: 1,179 2006 population: 3,378 2006 people per dwellings: 2.9 Area: 698ha 2006 gross residential density: 1.7 dw/ha Expected population in 2031: 12,700
Unemployment rate
Lucken Point
8 7 6
West Harbour Westgate

2006 dwellings: 402 2006 population: 1,092 2006 people per dwellings: 3.4 Area: 109ha 2006 gross residential density: 3.6 dw/ ha Expected population in 2031: 2,300
Percentage
5 4 3 2 1 0 Luckens Point West Harbour Hobsonville Auckland
Households earning over $50,000 per year

30 25
Percentage
20 15 10 5 0
The population in 2006 within the wider area, which includes all five sectors was 16,482 persons. In 2031 this is expected to be 31,700 persons, which is an increase of 15,218 persons, or approximately double the current population. The majority of growth will occur within Hobsonville Point and Westgate, which are two areas planned for major development. These areas together are also expected to create 12,000 new jobs (Westgate 10,000 and Hobsonville Point 2,000). Furthermore with approximately 617ha of future employment/industrial growth to the north of the Upper Harbour Motorway, the area is planned to become a major employment generating area. Therefore while the expected population growth may seem excessive, the amount of new jobs expected to be created will justify it. The two sector directly to the south of the site, West Harbour and Lucken Point had a combined population in 2006 of 10,170 persons. In 2031 this is expected to be 11,098 persons, which is an increase of only 928 persons. This reflects the highly developed nature of the area, (Statistics NZ, 2006).
Luckens Point
West Harbour
Hobsonville
Auckland
Population projections
14000 12000 10000 8000 6000 4000 2000 0 Luckens Point West Harbour Hobsonville Whenuapai West Westgate 2010 2031
Ethnicity
70 60
Percentage
50 40 30 20 10 0 Luckens Point West Harbour Hobsonville Auckland
European Maori Pacic Asian
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Existing land-uses
The existing land-uses are predominantly consistent with the Draft Unitary Plan. All major changes are within mostly undeveloped rural land, whereby changes will have the lest effect on current land-uses, such as the new industrial areas and the intensive Metropolitan Centre development. Westgate will provide access to a wide range of regional type shops and services when it is fully developed. However, the residential areas are considered to be under-served by local shops and services, residents are forced to travel by car or by inadequate public transport to access centres, such as Westgate. Three small centres exist within the area (located at Hobsonville, Luckens Road and West Harbour Marina) as well as a variety of various non-residential uses situated along Hobsonville Road, which benefit from exposure to high traffic volumes. Three primary schools exist in the area and a secondary school is currently under construction in Hobsonville Point, which will provide a much needed facility in the wider area.
Draft Unitary Plan Zoned land

The Draft Unitary Plan proposes that approximately half of the site be zoned for Light Industrial Use, as discussed previously this will be removed and relocated elsewhere. A strip of land running along the length of Hobsonville Road is zoned Mixed Housing, this constitutes an up-zoning from the current zone and may result in more intense development in proximity to Hobsonville Road. This zoning is consistent with that of the Hobsonville Point area. The remainder of the residential area to the south of Hobsonville Road remains similar to that which currently exists, predominantly being single dwelling residential. The Plan includes Westgate Metropolitan Centre, however at this stage the area to the north of Upper Harbour Motorway has not been zoned Light Industrial.
Neighbourhood Centre Local Centre Metropolitan Centre Ferry Service Primary School Secondary School Airport Commercial Industrial Residential Rural
(www.googlemaps.com, 2013) (Auckland Council GIS, 2013)

Map Title
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Character areas
2 5
Rural area
Typified by large lots used for general rural activities, including grazing land and horticulture. Land is often used more intensely and not for typical rural activities where it is in close proximity to urban areas. The rural land will change dramatically in the near future due to the need for additional industrial business and residential land.
1
Rural area Airport area Residential area Upmarket area Hobsonville Point area Westgate area
4 6 3
2 3 4 5
Farm Land

Map Title
Whenuapai Airport
Scale @ A3 1:25000
Created: Thursday, 18 April 2013,4:42:49 p.m.
Farm Land
www.theaucklander.co.nz
Airport area
Whenuapai Airport and its surrounds is an active military base. The surrounding area provides housing and a community for the defence workers. The defence community integrates well with the surrounding rural community and together support the local Whenuapai area. The future of the military base is uncertain at present. There are plans for it to relocate, however nothing has been finalised.
Rural Activities
Whenuapai Airport
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Residential area
The main residential area would have been developed in the 60s, 70s or 80s and is typical of suburban design from that period. Cul de sacs, curved roads and large lots are the main design elements. This results in poor vehicle connectivity, permeability and legibility. The resulting gross residential density is approximately 9-10 dw/ha, which is considered low by todays standards. The area is serviced by little commercial, recreational or social infrastructure within a reasonable walking distance. Private vehicles dominate the mode of movement in the area. Open space areas are frequent where land contours are too steep to build upon cheaply and are therefore also of little use to the residents for recreation. Walkways are providing extensively throughout the area linking cul de sacs with roads. This increases pedestrian connectivity and permeability within the area. However the walkways are prone to encouraging crime and antisocial behaviour. Due to a magnitude of separate owners and the fact that the area is highly developed, it is considered that the area will experience little change in the future. Any change will be in the form of small scale infill subdivision. The area historically, being on the fringe of the city, with little access to employment centres and with little natural amenity within the immediate area has accommodated a lower socio-economic population.
Walkway
Typical Dwelling
Open Space
Urban Fabric
Open Space
Typical Dwelling
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Upmarket area
The upmarket areas contain all the form characteristics of the general residential area, including cul de sacs, curved roads, large lots and detached housing. However due to the proximity to the harbour and the marina, the area has a more prestigious feel. This is also reflected in the community infrastructure, in particular the areas of open space, being of a higher quality then the general residential area. Generally the built form in this area is also of a higher quality then the general residential area.
Typical Dwelling
Urban Fabric
Typical Dwelling
Open Space
Open Space
(Wright, 2013)
Marina
Open Space
Marina
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Hobsonville Point area

The 167ha Hobsonville Point area is currently in a state of redevelopment. Historically it was used for military purposes, however with the encroaching urban front requiring additional space for growth on the fringe, the area is being redeveloped for mainly residential purposes. It is being marketed as a new community and a place that has a different character to other residential areas. This is being achieved with the retention and adaptation of existing built form, together with new and different housing typologies and new community facilities, including a secondary school. The area will expect to provide 3,000 dwellings, which works out to be a gross residential density of 18 dw/ha. The area is also expected to create 2,000 jobs mainly focused around the boat building / maintenance and marine industries. www.caroflot.com
www.architecturenow.co.nz
Urban Fabric
Typical Dwelling
www.3news.co.nz
Public Art
www.easyfoodhacks.blogspot.com
www.eventfinder.co.nz
www.localist.co.nz
Farmers Market
Marina
Heritage Building
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Westgate area
The 156ha Westgate Regional Centre area will provide a major regional hub of activity in the area. The initial stages are currently under development. It is mainly focussed around providing a centre for business and industrial types of employment, expecting to create 10,000 jobs. The centre will be a major magnet to activity in the area. In contrast the expected number of dwellings will only be around 1,000-1,500, creating an expected gross residential density of around 6-10 dw/ha. The fabric of the centre will be vastly different from the existing surrounding areas, particularly in terms of scale and the intensity of activity. The centre is buffered to the east by the Northwestern motorway. The centre is boarded to the south and southeast existing residential land, which will likely intensify in the future, however due to existing residential development will be constrained. The centre is boarded to the north, west and northeast by rural land, which will likely be rezoned in the future to uses more intensive due their proximity to the regional centre.
http://www.westgatetown.co.nz/
Urban Fabric
http://www.westgatetown.co.nz/
Vision of Future Built Form

www.aucklandtransport.govt.nz

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Environmental context
Streams
The site contains intermittent streams where stormwater flow-paths occur. The streams do not present a major constraint to the development of the site, furthermore they could be used as areas of amenity. The streams directly relate to the contour pattern of the land. A ridgeline running along Hobsonville Road as well as a ridge following Trigg Road produce the alignment of the streams.
Stormwater Catchments
The site is divided by two stormwater catchment areas, Totara Creek and Waiarohia. Various sections of the two catchment have had Stormwater Network Consents granted, as illustrated in blue. The catchments are divided Totara Creek GIS, 2013) by Hobsonville Road and a line rough- (Auckland Council ly following Trigg Road.
Waiarohia
Map Title
Scale @ A3 1:25000
Created: Wednesday, 24 April 2013,11:02:21 a.m.
Slope Analysis
The contours show that land generally slops from south to north, which provides an ideal situation to provide north-facing built form.
Existing Vegetation
The site is currently and was previously used for rural activities, such as grazing and horticulture. Therefore there is little existing quality vegetation that could be protected or accom- (Auckland Council GIS, 2013) modated within the design. However there is a few patches of mature vegetation running along the streams that may have some amenity value and be worthy of retention.
Gradients
1:4 - 1:6 1:7 - 1:9 1:10 plus
The site contains a few steep areas radiating out from the intersection area of Trigg Road and Hobsonville Road. These areas may present a constraint to development and the location of roads or paths.
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Public open space
Conservation
2 3 1
Luckens Reserve
Sport and active recreation Informal recreation
5 4
There is a range of public open space areas, offering different activities and a range of quality. The better areas tend to be closer to the upmarket areas. Moire Park offers regional quality outdoor sporting facilities. It is considered that any new development would need to provide a good mix of quality areas that have a range of activities as the existing areas are all beyond what would be considered a reasonable walking distance.
Stormwater drainage
Manutewhau Track
Moire Park
Picasso Reserve
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Movement network
Road Pattern and Hierarchy
The existing residential area to the south of Hobsonville Road contains an irregular road pattern, typical of the era in which subdivision occurred. The pattern, which includes a distinct hierarchy of curved arterial roads feeding cul de sacs is considered impermeable and poorly connected. The patterns provides only a few alternative routes, resulting in a clear distinction of busy and quiet roads.
Motorway Arterial Road Local Road
Existing Bus Network

Map Title
Scale @ A3 1:25000
Street Syntax
A street syntax based upon how many connections various streets in the area have can be used to gage an understanding as to where activity levels are high and low. The syntax aligns closely with observed behaviour, whereby Hobsonville Road and the circular road that begins as Luckens Road and becomes Marina View Drive have high levels of activity.
Buses currently only serve the southern portion of the site directed by the current population concentrations. Surprisingly, there is currently no bus route that runs along the full length of Hobsonville Road. The route is not very direct due to the existing road pattern and is forced to wind around the roads. It is expected that when the Hobsonville Point population increases a direct bus route will emerge along Hobsonville Road. The buses all run to Westgate, where a regional bus interchange is developing. Ferry services run from two points in the area, West Harbour Marina and Hobsonville Point. The services are growing rapidly in popularity and are expected to continue as movement via the road system becomes increasingly congested.
Number of road connections
15 or more 10 - 14 7-9 4-6 less than 3

(Auckland Council GIS, 2013) (Auckland Council GIS, 2013)
4 bus routes 2 bus routes 1 bus route Ferry service
Map Title
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Road Pedestrian Path
Pedestrian Pedsheds
Walkable pedsheds of 800m or 10 minutes centring around two key intersections identified on the syntax plan, which could form the basis for centres of activity shows that the existing residential area to the south of Hobsonville Road has a high level of permeability and walkability. Any activity centring around Hobsonville Road will be accessible for a large portion of the existing residential population by foot.
Pedestrian Links
Despite the unconnected an impermeable road pattern, the area to the south of Hobsonville road is well served by pedestrian paths linking into the road system. So while the area may not be very permeable for motor vehicles, for pedestrian movement the area is reasonably permeable.
80 0m or 10 m inu lk wa te
800m catchment at intersection of Hobsonville Road and Luckens Road 800m catchment at intersection of Hobsonville Road and Marina View Drive
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View corridors
The site has good access to views in all directions, due to the contours of the land, in particular a ridgeline central to the site. Higher building heights could be introduced to take advantage of views in all directions.
View towards Riverhead Forest
View towards Whenuapai Airport View towards Hobsonville and Estuary
View towards Westgate View towards Waitakere Ranges View towards open space
View towards harbour and Auckland Harbour Bridge
Ridgeline View direction
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Morphology
1 5 4 6
Map Title
(Auckland Council GIS, 2013) (Auckland Council GIS, 2013)
Areas 1 and 3 show the relationship between built form and open space within the rural parts of the wider area. Large buildings, sheds, warehouses are clustered and surrounded by large areas of open space, used for either grazing or crop growing. Areas 2 and 6 show the relationship between built form and open space within the fully developed residential areas. The fabric shows Map Title the dominance of single detached dwellings and extensive infill Map Title development that has occurred since the area was originally subdivided. The large front and side setbacks mean that streets have an open feeling, there is no sense of enclosure or a perception of an outdoor room. The random curved road pattern is also illustrated, the absence of a regular pattern decreases legibility. Area 4 shows the relationship between built form and open space within the southern section of the Westgate Metropolitan Centre. The fabric is typical of large shopping centre style development where large box built form is surrounded by carparking. Area 6 shows the relationship between built form and open space where the built up urban fringe meets the rural landscape.
Scale @ A3 1:25000 Scale @ A3 1:25000
Map Title
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This map/plan is illustrative only and all information should be independently verified on site before taking any action.Copyright Auckland Council. Boundary information from LINZ (Crown Copyright Reserved).
SWOC
Page 31
Strengths
1. Ridgeline has potential to offer good views 2. Watercourses can add to amenity of open space areas 3. Existing bridge connections to north side of motorway and beyond 4. Hobsonville Road provides a strong east-west road connection linking Westgate Regional centre and the Hobsonville Point character area 5. Site adjoins existing established residential development 6. Close proximity and key connection via Hobsonville Road to Westgate Regional Centre 7. Close proximity and good southern connections to Westpark Marina, quality areas of both active and passive open space and the harbour. 8. Three Primary Schools are within close proximity 9. A new Secondary School is currently under construction in Hobsonville Point. 10. Close proximity to upmarket residential area 11. Largely undeveloped site 12. No heritage buildings or other conservation areas 13. Mostly large undeveloped lots. 14. The widest part of the site is only 900m, which is advantageous for walkability
8 2
11 12 13 6 15 8 2 1
90 0m 14
7 7 8
7 5 10
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Weaknesses
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Existing residential areas to the south have little diversity in housing typology, mainly being detached single dwellings Area to the north is likely to become industrial in the future which may affect the site amenity The site is split between two stormwater catchment areas The site abuts a motorway Steep land within site may be difficult to develop Existing residential development turns its back on Hobsonville Road, creating a poor street-scape Trig Road is poorly connected to the southern residential area Open space areas to the west of the existing residential area are mostly poor quality, steep and unusable for recreation al purposes Bus routes do not currently travel the full length of Hobsonville Road due to low catchments Very little commercial activity or jobs within the existing residential areas to the south, existing residents are highly de pendent on private vehicles to access basic shops and services Half of the site is currently earmarked for industrial development Long thin shape of the site (approximately 3km long) is not conducive to providing a single centre of activity that is walk able to all
4 12
11
m 3k
3 10
7 3 5
6 1 10 9
13 14 15

Scale: 1:25,000
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Opportunities
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Provide quality open space areas, in particular active recreation areas, to the west of the site to serve not only new residents but also the existing residential area to the southwest Add variety in housing stock within the general area Take advantage of the existing activity and energy flows from the existing areas to the south Provide a dense population catchment to make viable strong bus routes along Hobsonville Road Provide a strong cycle focus along Hobsonville Road Provide strong connections and take advantage of the existing quality open space areas, West park Marina and the Harbour Leverage of the existing resident population catchment in the south to make viable new walkable commercial activity, which is currently under-provided in the general area Weave into existing connections from the existing residential development to the south of the site Intensify on the ridgeline to maximise the potential of the views Take advantage of the areas market attractiveness by maximising development potential Use the existing streams for areas of open space and a green network Connect existing green spaces in the wider area to form a green network
11 4 1 13 14 15 3 12 8 7 9
12
Scale: 1:25,000
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Constraints
1. Patches of steep land 2. Existing development within the site 3. The motorway to the north and existing residential develop ment to the south to provide a strong edges to develop ment 4. Nearby existing residents may be ad verse to new residen tial development on the site 5. A poorly connected street network within the existing res idential area to the south funnels traffic onto only a few roads making roads busy, in particular Hobsonville Road 6. Watercourses can constrain development
7 8 9 10 11 12 13 14 15
5 4
Scale: 1:25,000
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Big move
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Relocating the proposed industrial use within the site
Future Urban Areas-Growth Strategy for Waitakere June 2009

The former Waitakere Council prepared a strategy for growth called Future Urban Areas-Growth Strategy for Waitakere June 2009. The strategy outlined areas for future growth within the local council region. Due to the location of Whenuapai Airport, a lot of the land in and around the site was planned for industrial type uses and the noise and flight paths place constraints on more sensitive types of development. Furthermore Auckland in general faces a major shortage of land suitable for employment/industrial use.
Under the Draft Unitary Plan approximately half of the site is zoned for Light Industrial type uses.
Aucklands Industrial Need

(Waitakere Council, 2009)
(Waitakere Council, 2009)
The extent of the land zoned for future industrial type uses is considerable, approximately 617ha. However, the Auckland Plan states that by 2041 an additional 276,700 jobs will be required. The goal of the Auckland plan is to better connect where people live and work in order to reduce travel. In order to cater for these additional jobs the following floor areas are envisaged. Office 2,968,000m2 Retail and hospitality 1,813,000m2 Industrial 6,067,000m2 Education and health 1,659,000m2
In relation to industrial land presently, there is a concern that approximately one third of industrial zoned land is not being used for industrial purposes. Instead it is being used for retail, office and residential purposes. In order to offset this problem, along with tighter landuse controls, industrial land will need to be more carefully located in suitable areas. It is expected that Auckland will require about 1,000 hectares of industrial land to be located in Greenfield sites, within the investigation areas. A conceptual structure plan has been created for this area based on predominate Light Industrial zoning. Changes in the way businesses operate, due to advances in technology and information systems, are expected to have an impact on land use and business land needs.
Composite of all future planned industrial areas
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Industrial Land within the Site
83ha
83ha
Within the site approximately 83ha of land is zoned for Light Industrial use. However due to the abutting uses of the site and its advantageous strategic location, could this section of the site be better used for other purposes? If so, could 83ha of land zoned for Light Industrial use be relocated to a better place to ensure that there is no net loss of land zoned for industrial use, in which there is a shortage of in Auckland?
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Possible Alternate Locations
85ha
83ha
Alternative 2:
An area west of Whenuapai Airport currently contains uses of an intensive nature, including intensive farming and horticultural activities, furthermore the area abuts an airport. With the future development of industrial uses to the south the areas amenity will be further eroded. Furthermore, if in the future Whenuapai Airport becomes commercial, the proximity of industrial zoned land will be advantageous to the function of a commercial airport.
Alternative 1:
An area west of the area currently planned for industrial uses would make an ideal location for further industrial use expansion. The area would be served by an existing north-south aligned road, which is currently used for predominantly heavy vehicles. The area already contains uses that are of an intensive nature, accustom to industrial type uses mixed with other non-sensitive rural activities. With the onset of further industrial type activities the area will become busier and any rural amenity will be diminished.
100ha
Map Title
83ha
Scale @ A3 1:50000
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Evaluating the Possible Locations

100ha
2
Areas 1 and 2 are considered more suitable to industrial type development and expansion in the future due to the abutting current and future uses. The airports noise contour further provides reason why industrial type uses are planned to be located where they are. The Upper Harbour Motorway provides an ideal separation point, whereby more non-sensitive use types, such as industrial are confined north of the motorway and less sensitive use types, such as residential are safeguarded south of the motorway.
85ha
83ha
Refined area
The refined site area will be residentially based, removing most industrial type activities and relocating them to more ideally suited locations. The refined area is approximately 222ha and has a direct interface with existing residential uses to the south and northeast and is boarded to the north by the Upper Harbour Motorway and to the southwest by the Northwestern Motorway. (Auckland Council GIS, 2013)
Map Title
Scale @ A3 1:50000
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Framework Plan
Page 41
Vision
To provide a medium to high density residentially based transition environment between the high intensity feel of the Westgate Metropolitan Centre and low intensity feel of the surrounding existing residential areas. To focus intensity along and draw off and magnify the energy of Hobsonville Road, identifying it as a significant activity corridor, linking Westgate and Hobsonville Point. To provide high densities, while at the same time ensuring urban design principles are not jeopardised.
Westgate Hobsonville Point
Hobsonville Corridor
Low Density
Med-low Density
Aims
The aims and the corresponding actions are derived from both the site analysis as well as a review of urban design principles. The aims have been grouped into four overall areas.
Hobsonville Corridor - a medium to high density residentially based transition environment
Open Space
1. Minimise the effect on the natural environment and integrate existing natural features into the design of open space. 2. Locate open space so that it is highly accessible. 3. Ensure the open space network provides for a range of activities to suit various needs. 4. Link greenery to provide ecological corridors.
Built form
1. Create a unique residentially based identity that respects neighbouring development that will create opportunities for high residential densities to respond to Aucklands need to provide for population growth and provide an environment that will encourage walking. 2. Respond to existing and likely locations of activity and energy. 3. Integrate into the existing abutting development.
Movement
1. 2. 3. 4. 5. 6. Provide a continuous north/south running road connecting the wider area. Integrate into the existing movement network in the wider area. Work with the existing contours of the site. Recognise a dominate east/west running road(s) for the provision of a bus service. Maximise connections onto the dominate east/west running road(s). Provide a highly permeable and legible street pattern maximising the use of 4-way intersections and if possible orientate streets for optimum solar access. 7. Locate a range of cycle and pedestrian paths especially alongside places of high amenity.
Land uses
1. Remove the concept of detailed land-use zoning and replace them with a few broad brush zonings. 2. Integrate into the abutting development. 3. Provide a land-use zone that can be set aside for the provision of future civic or educational use. 4. Create a small area of light industrial zoned land to provide services to the predominantly resi dential uses of the wider area. 5. Create a mixed use zone, which will be the predominant zone.
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Streams
Open Space
Urban Design Principles:
Build on the landscape context and character resulting in places that are adapted to local conditions, (Ministry for the Environment, 2005). Protect and enhance distinctive landforms, water bodies and indigenous plants and animals, (Ministry for the Environment, 2005). Protect landscapes, ecological systems by limiting earthworks and the modification of the land and managing stormwater to protect stream edges and water quality and introducing designs which minimise runoff, (North Shore City Council, 2007). Wherever possible align watercourses to follow slope contours. This enables natural gravity-flow drainage to be utilised, (Llewelyn-Davies, 2007, pg 58).
Greening the Streams

Scale: 1:32,000
Open Space Aim 1: Minimise the effectMap on Title the natural environment and integrate existing natural features into the design of open space.
The intermittent streams within the site have been used to provide areas of open space and amenity. Furthermore the streams natural function of providing an outlet for stormwater can be retained naturally without the need for piping or other engineering solutions to be introduced. Widening the width of the stream locations allows for stormwater treatment measures to be introduced so that the stormwater generated from the development will be cleaned before it enters the natural system. Due to the need to provide enough land to make development viable, not all streams are turned into open space fingers. A central finger is extended past where the stream ends all the way to Hobsonville Road. This provides an opportunity to link up with open space on the south side of Hobsonville Road and to provide a separation between urban areas, a definition between east and west, this will further emphasised in the stage plan discussed later.
This map/plan is illustrative only and all information should be independently verified on site before taking any action.Copyright Auckland Council. Boundary
Scale @ A3 1:25000
n.
Scale: 1:32,000
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Linking the Greenery
Open Space Aim 2: Locate open space so that it is highly accessible.

The extensive areas of open space combined with the educational and civic areas provide excellent access to open space. Most areas set aside for development will be within a 1-2 minute walk of an area of open space, and all will be within a 5 minute walk. Areas of open space have been maximised to cater for the reduced amount of private open space that may result from the high intensity nature of the built form development.
Educational and civic Public open space Green links
Open Space Aim 3: Ensure the open space network provides for a range of activities to suit various needs.
The combination of areas for education, civic as well as the stream fingers of open space, provide active and passive open space opportunities for a wide range of various needs. The educational and civic areas of open space, including sports facilities will be shared with general community use to maximise efficiencies in space and use and to share maintenance costs.
Scale: 1:32,000
Map Title
Scale @ A3 1:25000
Open Space Aim 4: Link greenery to provide ecological corridors.

The open space areas are linked to existing areas to the south of Hobsonville Road via street trees and vegetation forming ecological corridors. Additional street trees will be planted where needed to provide for strong corridors within existing residential areas and the new development site. The roads selected are main arterial roads, the street trees will act to reinforce their status as important roads within the movement hierarchy. The stream areas will provide mostly separated natural areas for wildlife, free of human interaction.
n.
Ensure open space areas cater for a range of activities, (North Shore City Council, 2007). ....childrens play, nature conservation and sports should be provided within walking distance. Local parks are ideally placed within a 3-5 minute walk (250 - 400m) of the majority of homes, (Llewelyn-Davies, 2007, pg 57). Open space networks are often more useful for visual amenity, recreational use and wildlife corridors than isolated and unrelated landscape elements. Networks may join up linear parks, road reserves, playing fields, parks, allotments, private gardens, buffer planting and surface drainage corridors. Greenways can be created to run through or alongside linear elements such as natural streams, wooded belts or canals and connect with parks and footpaths in nearby neighbourhoods, (Llewelyn-Davies, 2007, pg 57). In creating a network of open spaces, there is an inherent conflict between human beings and other animals. We need to make it easier to live apart, whilst being close together. This means identifying some spaces within the network with limited access that provides rich habitats for wildlife. Railway embankments, for instance, act as good wildlife corridors as they are undisturbed by people and many animals are unaffected by train movement, (Llewelyn-Davies, 2007, pg 57).
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Provide a north/south running road

Airport To North-western Motorway and Humeu
Movement
Movement Aim 2: Integrate into the existing movement network in the wider area.
All existing road connections that lead to Hobsonville Road from the south have been identified and will provide connections to the new development site with the creation of 4-way intersections, providing legibility and permeability.
Employment / Industrial Land
Employment / Industrial Land
Movement Aim 3: Work with the existing contours of the site.

Realigned Trigg Road Existing roads Primary School Luckens Reserve
Luckens Road Shops
Scale: 1:32,000
Existing ridgelines are followed to provide way finding using the natural height of the land as a marker as well as amenity. Furthermore providing streets on the ridgelines helps to position local roads that run from high to low contour points, whereby amenity is created from not only the contours but also the open space areas at low points forming terminating focal points.
Connect to existing and use contours

Moire Park
Manutewhau Creek To Royal Heights Shopping Centre
Movement Aim 1: Provide a continuous north/ south running road connecting the wider area.
In order to provide better legibility and connections between the existing south and new north development areas, Trigg Road will be realigned and a new 4-way Intersection with Hobsonville Road will be created. The existing construction of Trigg Road will be utilised and reworked into the new development. The new road alignment will link up and connect a number of existing nodes in the north and in the south.
Map Title

An assessment of how best the site can plug into the wider movement networks should aim to provide the maximum number of direct connections to main streets carrying through traffic. The more direct the links between main streets, the greater the potential for mixed use (the links do not have to be vehicular). Decide which links are most important to extend into the scheme, to provide the basis for the internal movement structure, (Llewelyn-Davies, 2007, pg 36). Wherever possible align streets, sewers to follow slope contours. This minimises cut and fill and enables natural gravity-flow drainage to be utilised, (Llewelyn-Davies, 2007).
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n.
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Existing route (Hobsonville Road)
Consideration of an alternate east-west running arterial road
400m catchment 800m catchment Hobsonville Road Centre
Scale: 1:32,000
Alternative route
Movement Aim 4: Recognise a dominate east/west running road(s) for the provision of a bus service.
Realigning the main east-west running road (currently Hobsonville Road) to generate the opportunity for more intensive development both sides of the main east running road was considered. However for the following reasons this was not implemented: Hobsonville Road is a well established known route. It is relatively straight and direct and runs along a ridgeline, which magnifies its prominence and legibility in the area. If a new road were to be constructed, would Hobsonville Road remain or be removed? If removed this would be at a high cost, if it were to remain it is likely that people would still use Hobsonville Road as the main east-west running route due to its familiarity. Intensely developing the north side of Hobsonville Road would act as a catalyst for more intense redevelopment of the south side of Hobsonville Road. This would benefit the south side of Hobsonville Road, which currently suffers in terms of being close to a major road, without the benefits of intense development. Hobsonville Road currently located running through the centre of a land parcel which is defined by the Upper Harbour Motorway to the north and the coastline to the south. The road provides an equal separation of this land area, providing walkable catchments on both the north and south side of the road. If the road were to be realigned it would disadvantage the existing southern residential areas, by increasing the distance and therefore access to (Auckland Council GIS, 2013) activity, services and amenities that would naturally locate along a main corridor road.
400m catchment 800m catchment Alternative route Centre Hobsonville Road
Scale: 1:32,000
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Reaffirming Hobsonville Road
800m
400m
Hobsonville Road currently provides an excellent straight and direct path between two major nodal areas being Westgate and the fast developing Hobsonville Point residential area. Furthermore various paths leading off Hobsonville Road provide links to the existing southern development. The road is aligned approximately half way between the existing development area to the south and the new area to the north (edged by the Motorway), this provides equitable access and walking distance to both sides of the area in relation to the provision of a bus route, most residents will be within a 10 minutes walk (800m).
800m
800m
400m
400m
Connect to existing and use contours

Scale: 1:32,000
Map Title
Scale @ A3 1:25000
n.
A secondary east/west arterial road connecting the ridgeline roads, and the main north/south running roads coming off Hobsonville Road provides a main alternative route to ease congestion off Hobsonville Road. This will be used for a possible secondary bus route, a part of the cycle network and as a wildlife corridor (Auckland Council GIS, 2013)
Scale: 1:32,000
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Proposed Bus Routes

The map shows proposed and existing streets whereby buses will travel. Hobsonville Road will provide the primary bus path as it provides a straight direct path connecting nodal points as well as providing an equal walking access to both the new northern and existing southern areas. It is expected that a route along Hobsonville Road would justify being high frequency. The majority of the new northern and existing southern areas will be within a 10 minute walk of the bus service. A secondary east-west route moving through the development site, maybe justified depending upon development density and therefore population catchment. This road will connect major landuses and points of interest that are linked along the road. These will be identified later in the report. The realignment of Trigg Road will enable a north-south running bus route linking the southern suburbs with northern areas, which will eventually become areas of employment, particularly north of the Upper Harbour Motorway.

The principal streets within a development should be the streets on which public transport runs. These should be identified in the design process, working in partnership with public transport operators. Bus routes and stops should form key elements of the walkable neighbourhood, (The Scottish Government, 2010, pg 28). Designers and local authorities should try to ensure that development densities will be high enough to support a good level of service without long-term subsidy, (The Scottish Government, 2010, pg 28).
Primary Secondary
Scale: 1:16,000
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Detailed movement network
Movement Aim 6: Provide a highly permeable and legible street pattern maximising the use of 4-way intersections and if possible orientate streets for optimum solar access.
The street pattern is primarily influenced by land contours, existing road alignments(Hobsonville Road and the Upper Harbour Motorway) and by existing connections from the southern residential area. The street pattern is then influenced by adopting where possible a regular grid pattern maximising 4-way intersections as they provide a safe pedestrian environment, they act to slow traffic and they are permeable and legible.
Hobsonville Road Arterial Road Local Road Local Road/Pedestrian Path
The streets are as straight as possible to maintain view corridors and to assist with legibility. The street pattern offers many alternative route choices and no dead ends to ensure that traffic volumes are spread out evenly throughout the site. This also assists with pedestrian safety and amenity and allows a higher degree of interest as people can walk different paths from time to time. Block sizes range in dimension from approximately 60m-120m, this provides a good balance between maximising the amount of developable land and providing a good level of route options, which increases permeability. Street are situated around all areas of open space to ensure that passive surveillance is increases and that they do not have a privatised feel. Where gradients are steep, roads have been bracketed with pedestrian paths. Further investigation into the gradients will need to be undertaken to see whether or not road construction is possible, if not pedestrian paths and steps will provide permeability for pedestrians.
Scale: 1:32,000
Map Title
Movement Aim 5: Maximise connections onto the dominate east/west running road(s).
Movement connections are maximised onto Hobsonville Road to maximise access to hobsonville Road where a bus service will run and where commercial activity and intensity will be encouraged to locate.

Scale @ A3 1:25000
n.
Connected or permeable networks encourage walking and cycling, and make navigation through places easier. They also lead to a more even spread of motor traffic throughout an area and so avoid the need for distributor roads with less desirable place characteristics, (The Scottish Government, 2010, pg 19). Grid spacing of 80-100m provides an optimum network for pedestrian and vehicular needs in most circumstances. The size of resulting development blocks has to be checked against proposed uses and building types, and adjusted to suit. In central areas with intensive pedestrian activity, grid spacing of 50-70m provides an optimum circulation network, (Llewelyn-Davies, 2007, pg 38). On local streets use four-way intersections where possible to control vehicle speeds, (Landcom, n.d). More intersections increases the safety of pedestrians and drivers by slowing down traffic and making drivers more aware of street crossings and turning motorists, (Landcom, n.d). Where land slopes at a grade of 6 % or more the predominant street alignment should be perpendicular to contours. Where the slope is less the street alignment is not constrained by topography, (Landcom, n.d).
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Terminate streets with views that make the most of the special features of a site or enhance its character, such as a park, a stand of mature trees, distant hills, water or significant building, (Landcom, n.d, pg 10). Where streets terminate with a view of a house (or other building), ensure that the house (but not the garage) is on axis with the street, and require high quality design for terminating buildings, (Landcom, n.d, pg 10). Ensure the street alignment is straight or gently curved where possible to enable edges (such as street trees and building frontages) to frame vistas, (Landcom, n.d, pg 10). Short and curved or irregular streets can contribute to variety and a sense of place, and may also be appropriate where there are topographical or other site constraints, or where there is a need to introduce some variation for the sake of interest. However, layouts that use excessive or gratuitous curves should be avoided, as they are less efficient, reduce legibility and make access for pedestrians and cyclists less direct, (The Scottish Government, 2010, pg 23). Straight streets maximise connections between places and can better serve the needs of pedestrians who prefer direct routes. The regular spacing of junctions, where drivers are required to slow, can be an effective method for reducing vehicle speeds on straight road layouts, (The Scottish Government, 2010, pg 23). Avoid roundabouts wherever possible by ensuring the design indicates the presence of the intersection on all approaches, using short block lengths (less than 70 metres) to control vehicle speed on minor streets and using traffic signals, street markings and signs where required, (Landcom, n.d, pg 8). Streets with one-way operation should be avoided. They require additional signs and result in longer vehicular journeys and higher speed, (The Scottish Government, 2010). The ....layout structure (such as a grid pattern) should be design-led and responsive to context. It should not be the product of standard approaches or the application of inappropriate models, (The Scottish Government, 2010, pg 28). Locate minor streets along stream edges and reserves to ensure good visibility and access, (North Shore City Council, 2007, pg 4).
Hobsonville Road Arterial Road Local Road Local Road/Pedestrian Path

Map Title
Scale @ A3 1:25000
This main road and centre of activity, which will be discussed later in the report, terminates at a focal point within the site. The red and yellow area represents a different zone from the surrounding zones and provides the opportunity for a significant landmark to be created by way of a prominent building or section of open space. The feature will draw views up the street and it will become a landmark within the area.
Terminating at a focal point
(Wright, 2013)
Contour cross-section
The diagram illustrates a cross-section of how the open space streams will be developed in relation to built form. Streets and open space align with the natural contours, which in turn influences the character of the built form. This creates a unique sense of place.
(Wright, 2013)
Terminating with a view of open space

Where contours are not too steep, local streets have been designed to run up and down them, terminating at open space focal points used for stormwater flows. These streets are short and straight to maintain views towards the open space areas are to provide a sense of place.
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Cycle paths
Movement Aim 7: Locate a range of cycle and pedestrian paths especially alongside places of high amenity.
A range of cycle paths will cater for different needs at different times. When efficiency is required cyclist as well as pedestrians can move along the primary path, alternatively if cyclists want a high amenity journey then the recreational path may be more appropriate. The secondary paths provide a middle ground between recreation and efficiency. All the paths interconnect so that cyclists can make up their own route. Paths run alongside areas of public open space to maximise the amenity of the journey while at the same time providing casual surveillance of the open space areas. Pedestrian footpaths are also provided along the same routes as well as along all streets within the development, allowable maximum permeability and choice in movement.
Cycle Paths: Recreational Primary Secondary
Scale: 1:16,000
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Built Form
Urban Design Principles
To maximise the development potential of land without comprimising contemporary urban design principles. The following looks at ways built form can be influenced to increase population density, while also benefiting other urban design objectives. These will then be modified into specific rules that are applied to the Framework Plan. For many urban situations, medium-rise buildings provide an optimum form, because of their ability to accommodate a range of uses, (which generally decreases beyond four storeys), the potential for medium-high densities, as well as generally lower energy demands and construction costs. In more suburban situations, where two or three storeys are the norm, it is desirable to place higher buildings in key locations such as on corners, along principal routes, the end of vistas or around parks. Decisions about building height should also be made in relation to creating street-building height ratios creating good enclosure, (Llewelyn-Davies, 2007, pg 93).
Provision of a quality place

This factor relates to the visitor population of a place as opposed to the population that either live or work in a place. The quality of the public space and semi-public place as opposed to private space in a place can affect visitor population density, which in turn can have a great effect on the vibrancy and viability of a place, as shown below.
Building height
Building height is one clear factor that can influence population density. The higher the building, the more floors available and as a result more units or bedrooms can be built, as shown below.
Mixed use
Non-residential uses including offices, shops and services can take up considerable space in the urban fabric if they are separated spatially from other uses. However if woven well and mixed into the urban fabric with residential and other uses, the built form component of an urban place becomes much more efficient and densities increase as a result, as shown below.
Building height can influence density, (Wright, 2013).
Building height controls usually focus on maximum heights in relation to protecting the amenity of surrounding properties. However setting a minimum height limit can be an effective way to increase densities by ensuring a minimum scale is met, as shown below. The below development was partly achieved by controlling not only the maximum, but also the minimum building heights allowed along the street. The effect creates uniformity within the street-scape, while also allowing for a degree of flexibility to break up the monotony in height.
Example of non-residential uses separated from other uses, (Googlemaps.com, 2013).
The provision of quality place can increase visitor population, (barcelona-tourist-guide.com, 2013).
Building coverage
The area of which a building consumes on a given parcel of land affects density. The greater the building footprint the greater the amount of internal building area can be used for human habitation, as shown below.
Example of mixed use development, (pedshed.net, 2013).
Example of a development where minimum building heights are imposed, East Perth WA, (Googlemaps.com, 2013)
The efficiencies of building coverage influences density, (Landcom, 2011).
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Hobsonville Corridor Framework Plan Attached/detached

Attached buildings providing no separation is a way of reducing the required width of lot sizes, while still achieving the same building footprint. Therefore densities can increase substantially be providing row or terrace housing as opposed to single detached housing. Although it can be argued that access to light and ventilation are reduced by attaching housing, heating substantially increases.
Adaptability
The ability of a building to adapt can affect density in the present and over time. If a building or a unit is highly in-adaptable then it may not be used as efficiently as it could. For example a standard four bedroom family house, housing a couple and two children, would start off with a good level of efficiency. However when the children leave home the same size dwelling is only housing two people and as a result the efficiency of the dwelling decreases. If the dwelling had a good level of adaptability then the dwelling could be converted to provide for example a studio apartment to be used by another person. A similar thought process should be given to converting uses, such as from residential to retail or office. Carmona (2010) lists the main attributes that can affect adaptability of a building typology as being: The cross-sectional depth of a building - If a building is too wide then only a limited number of uses can be accommodated as most buildings require natural sun and ventilation. Conversely if a building is too narrow then the room shapes and sizes will be limited.
Attached built form increases density, (Campoli, 2012).
Variety
Variety in unit stock, both in terms of residential dwellings and non-residential units can affect density. If there is sufficient variety to suit a range of differing household groups and non-residential needs, as opposed to a homogeneous built form stock, then efficiencies in space can be made, which in turn can increase density, as shown below.
Access - The number of access points or potential access points into a building, from floor to floor and within floors to different units can dictate how adaptable a building is. Different building codes will have different standards in relation to access also from place to place, particularly in relation to the event of fires. Room shape and size - The sizes of rooms need to be universal to accommodate a range of uses. Brand (as sited in Carmona, 2010) suggests that the rectangle is the only shape that grows and subdivides well as is efficient to use. Horizontal and vertical grain - The ability to adapt buildings by growing or subdividing space can be thought of in relation to the horizontal and vertical grain of built form as shown below. Mixing uses and variety in unit sizes are all considerations of adaptable built form.
The vertical and horizontal grain of built can affect its adaptability, (Carmona et al, 2010).
Built form containing a lot of variety in built form, (www.amgencorp.com, 2013).
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Built Form Aim 2: Respond to existing and likely locations of activity and energy.
Building heights, building coverage and the provision of on-street carparking will be variables that will change depending on location. Areas defined as high, medium and low intensity areas will have different allowances. The high areas will be subject to higher minimum and maximum levels of built form as well as a higher building coverage allowance, which will generate more activity. In similar areas wider streets will balance out the relationship between built form and open space and provide additional space for more on-street carparking. The building heights allowed will be tightly controlled in order to achieve a degree of consistency. Maintaining a consistent roof-line, i.e. building height is important for maintaining unity in the urban environment. The roofline establishes a lid for the space and the greater the variation in its height the more unstable the volume, (Moughtin, 2003, p144). However too much control can also cause monotony and make the space boring. A range from about half a storey to 2 stories in variation, depending on the established street height, is considered a reasonable balance to maintain unity and avoid monotony, (Moughtin, 2003). In a town centre or infill development downtown, mixed use can succeed within each building. It may mean offices or apartments over shops along the town square, or a hotel over shops downtown. Mixing uses in each building or in adjacent buildings works best when design guidelines ensure that the buildings will be consistent in height and size, regardless of use, (Local Government Commission, 2003, pg 33). While these measures will not dictate where particular uses will locate they will act to encourage uses to locate in certain places. For example a shop will prefer to locate where there is more activity and intensity and public carparking for customers.
800m
400m
800m
400m
800m
Building height (stories) and building coverage:

800m 400m
4 min - 5 max, 60% coverage max 3 min - 4 max, 55% coverage max 2 min - 3 max, 50% coverage max
400m
Scale: 1:32,000
Built Form Aim 1: Create a unique residentially based identity that respects neighbouring development that will create opportunities for high residential Map Title densities to respond to Aucklands need to provide for population growth and also provide an environment that will encourage walking.
Specific rules controlling how built form is developed will be applied to the mixed use zone within the site. These rules will be tighter than standard built form rules to ensure a high standard of built form and to ensure a unique sense of place that has a primarily residential feel. In contrast land-use controls will be more flexible allowing complementary uses to locate together. These measures will replace formal density controls, which dictate how many dwellings are allowed on a particular sized parcel of land.
Built Form Aim 3:
Integrate into the existing abutting development.

A thin strip on the south side of Hobsonville Road will also be subject to these new Scale @ A3 1:25000 rules. This area already contains some non-residential uses and benefits from exposure to the traffic flows along Hobsonville Road. The rules that will apply to this area will ensure development integrates well into the character of the existing residential area to the south, while at the same time responding to the increase in intensity that Hobsonville Road will continue to experience as well as the intensive development proposed on the north side of Hobsonville Road.
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Urban Design Principles

Place residential, commercial and office space near a transit station to build a stronger base for the day-long train or bus use. It will also support the economic viability of services like a coffee shop or a local hardware store. Without a critical mass of people nearby and day-long, those stores would not be able to survive economically, (Local Government Commission, 2003). Highest concentrations of activity (particularly the retail core) emerge naturally along principal routes or points of convergence - along high streets, at crossroads and so on. These centres vary in size depending on location, the nature of the street network, overall densities and size of catchment, (Llewelyn-Davies, 2007, pg 42). Mixed-use centres are best located at crossroads and along main movement routes, within walking distance of homes. This strengthens their identity, provides passing trade and enables bus stops and/or railway stations to be fully integrated, (Llewelyn-Davies, 2007, pg 42). Position ...density near a town centre so that more people are closer to neighbourhood shops, the town square or civic buildings. This adds life to the downtown, and more people in the town centre ensure its greater public safety, while supporting more shops and broadening the local retail base, (Local Government Commission, 2003, pg 29). Combining the primary activities of living and working supports a greater variety of secondary facilities (whether commercial, entertainment, leisure or community-based). Grouping the main elements of the palette of uses to be accommodated will help to make a place, (Llewelyn-Davies, 2007, pg 41). Density next to a transit station helps improve transit services for more people. As more people live closer to the station, the system will likely be used more and can economically support more frequent service, (Local Government Commission, 2003, pg 29).
Area of high activity
Areas of Activity
Hobsonville Road will become the main route for public transport (buses) running from Hobsonville Point to Westgate as well as the main avenue for vehicle movement. This means that Hobsonville Road will further define itself as the main corridor of energy and activity that will influence the area. The areas of activity identified in red indicate those areas whereby building heights and building coverage allowances will be increase and roughly where onstreet parking will be increased. This type of intervention is created to respond to and help encourage the level of activity that is expected to evolve naturally. Apart from interventions along the length of Hobsonville Road, three other hot spots of activity have been identified, through the site analysis. These are the intersections at Luckens Road and Marina View Drive and a larger area within 800m of the emerging Westgate Metropolitan Centre. Due to the strategic locations of these areas, heightened levels of activity controls have been increased in these areas, to respond to and help encourage higher levels of activity. These areas as well as Hobsonville Road are within a 10 minute walking distance to most of the areas within the development site and the existing area to the south of Hobsonville Road, providing a high level of accessibility.
Scale: 1:16,000
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Masterplans usually define an urban design vision, but they should not define architectural styles as this is best left to individual architects and developers during implementation. However, the masterplan should establish the aim of design quality in architecture, and create a framework within which good quality architecture can flourish. For some aspects of the masterplan it may be appropriate to give guidance as to the architectural approach. Methodologies and tools to assist in the pursuit of design quality in buildings, for example the use of design codes, (CABE, 2004, pg 89). Arrange and design houses to front public streets to enable them to be used for different things over time, (North Shore City Council, 2007). ...avoid walkways at the backs of buildings, (North Shore City Council, 2007, pg 4). Create development blocks that enable backs of buildings to face backs of neighbouring buildings, (North Shore City Council, 2007, pg 4). The most fundamental requirement in structuring built form within development blocks is to make a clear distinction between public fronts and private backs. Buildings which front streets, squares and parks present their public face to the outside world and give life to it. Public fronts and private backs are made distinct when primary access is from the street, the principal frontage, (Llewelyn-Davies, 2007, pg 64). Lining the edges of blocks with a perimeter of buildings is the best way to accommodate a diversity of building types and uses at medium-high densities, while ensuring that buildings relate positively to the public realm. It provides direct, convenient, populated and overlooked routes. In addition, it makes efficient use of land, offers opportunities for enclosed private or communal gardens, and is a tried and tested way of creating quality places, (Llewelyn-Davies, 2007, pg 64). Landmarks such as distinctive buildings, particularly those of civic status, towers or statues help to provide reference points and emphasise the hierarchy of a place, (Llewelyn-Davies, 2007, pg 61). Tall buildings have a positive role to play in signifying locations of civic commercial or visual importance, or focal points of urban activity such as town centres or transport junctions. However, this has to be weighed against the possible negative impacts on micro-climate (such as wind funnels or too much shade, environmental performance of nearby buildings and amount of active frontage (the risk of fewer entrances and a distanced relationship between occupants and the street), (Llewelyn-Davies, 2007, pg 93). Section BB Scale: 1:100
B
Design Guidelines
As well as specific rule interventions that will influence built form and create a unique sense of place, design guidelines will be created to further influence development. Although not specified at the Framework Plan stage, the guidelines will act to encourage a good balance between residential and non-residential uses and ensure a residentially based feel is created.
Building Height
Ensuring a minimum and maximum number of stories as well as building coverage will control building heights and density.
60-120m
60-120m
This will ensure a minimum level of built form is produced to ensure densities are high to ensure the provision of local shops, services and public transport are viable. The maximum height control will ensure that built form retains a residential scale in relation to character and amenity. If built form were allowed to be higher, the area may encourage a more commercial use base.
A
A B
Controlling building coverage will maintain a balance between built form and open space, allowing fresh air to circulation and as well as ensuring access to sunlight and heat.
Min/Max Stories
Section AA Scale: 1:100
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Built Form Interventions

A compulsory rule requiring built form to be developed within the first five meters of the lot frontage will be introduced to the mixed use zone (which will be discussed later). This will be coupled with designed guidelines ensuring frontages interact with pedestrians and the street. This will activate the street frontage providing more interaction, vibrancy and interest between the public and private realm of the street and built form. Private off-street carparking will be limited to the rear of lots and accessed via communal lane-ways for each block. This will ensure that verges and footpaths are prioritised for pedestrians and safety and amenity is not compromised by vehicles. There will be no minimum or maximum limit to the number of private carparks required, however uses that require an excessive amount of carparks, which may compromise amenity may not be permitted. On-street carparking will also be provided and encouraged, particularly in areas where higher intensity and a greater mix of uses is encouraged. A compulsory rule requiring nil side setbacks will be introduced to the mixed use zone (which will be discussed later), meaning that built form will be required to be attached to neighbouring development. The only exception to this will be for the provision of off-street private carparking access. This will ensure built form along a street creates external walls and an enclosed space or an outdoor room. the ideal street must form a completely closed unit! The more ones impressions are confined within it, the more perfect will be its tableau: one feels as ease in a space where the gaze cannot be lost in infinity. (Sitte, as cited in Moughtin, 2003, p 135). This measure will also ensure densities are increased as floor area per lot will increase.
Scale: 1:75
Design Rules: 60-120m

Built form is to be developed within the first five meters of the lot frontage within the mixed use zone. Private off-street carparking will be limited to the rear of lots and accessed via communal lane-ways for each block. A nil side setback will be mandatory in the mixed use zone.
Laneway Private parking at rear
5m
60-120m
Nil side setback
Scale: 1:250
Onstreet parking
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Land Uses
Land Uses Aim 1: Remove the concept of detailed land-use zonings and replace them with a few broad brush zonings.
The purpose of this is to move away from land-use zonings as a way to determine character as this can lead to bland uninteresting environments that can effect market preferences and therefore market viability. Land-use zonings have proven in a lot of western countries to create poor environments.
Land Uses Aim 2:

Residential mixed use Light industry Educational and civic
Integrate into the abutting development.

A thin strip of area on the south side of Hobsonville Road will also be rezoned. This area already contains some non-residential uses and benefits from exposure to the traffic flows along Hobsonville Road. The built form rules that will apply to this area will ensure development integrates well into the character of the existing residential area to the south, while at the same time responding to the increase in intensity that Hobsonville Road will continue to experience as well as the intensive development proposed on the north side of Hobsonville Road.
Scale: 1:32,000
Land Uses Aim 3:

Map Title
Provide a land-use zone that can be set aside for the provision of future civic or educational use.
Scale @ A3 1:25000 The site and the wider area is currently in a state of uncertainty. Large development projects will shape the area over time, but to what degree, in terms of density and landuse, is unknown. Projected growth in density and employment is at best approximate. Due to the uncertainty of how the site and the wider area will develop in terms of land-uses and density, providing precise allocations of land area to certain uses based on projected demand is not practical.
Land Uses Aim 4: Create a small area of light industrial zoned land to provide services to the predominantly residential uses of the wider area.
The zone provides for those uses that are not compatible with residentially based uses but are still useful close to residential areas. Furthermore it provides a good buffer between the main entry/exit road coming off the motorway.
The land allocated to the Educational and Civic Zone will be set aside and not developed initially. Only when demand levels are known more clearly will development occur. The zone allows for educational (primary and secondary as well as civic uses, such as recreational centres and libraries. Facilities, such as sporting fields and recreational centres can be shared in use and maintenance between educational providers and Auckland Council to save costs and increase efficiencies in space and use. If an overallocation of land for this zone is discovered over time then the remaining land can be rezoned appropriately. The amount of land zoned is high in order to supplement the reduced amount of private open space that occurs with denser development. Furthermore it is envisioned that the provision of this type of zone will encourage the development of a more social community through the provision of high quality communal space. This will foster greater community spirit, which in turn will increase walkability as the local community can access the areas easily.
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Encourage a diversity of activities within mixed use developments and neighbourhoods, (Ministry for the Environment, 2005, pg 20). The masterplan should permit variety and individuality without creating an incoherent, placeless environment. The key to success is often simplicity. The strength of the masterplan lies in its ability to accommodate change, (CABE, 2004, pg 89). In recent decades, the dominant patterns of development have been those in which housing, employment, retail and other facilities have been created in a segmented fashion or zoned in separate areas, which are (www.googlemaps.com, 2013) often poorly connected with one another. Such developments often increase the reliance on car use and discourage movement on foot, (The Scottish Government, 2010, pg 20). The creation of mixed-use neighbourhoods with well-connected street patterns is now supported, where daily needs are within walking distance of most residents. Layouts built on these more traditional lines are likely to be more adaptable and will lead to lower car use, thus contributing to wider transportation and environmental objectives, (The Scottish Government, 2010, pg 20). Diversity inevitably brings some conflict. Existing places demonstrate that most activities can live harmoniously side-by-side, with this conflict designed out at the detailed level. Indeed, it is a positive virtue of many well established places, where a whole mle of sights, sounds and smells gives uniqueness and character. But different uses have different needs - not all mixes are appropriate - no-one wants a car breakers yard backing onto a park - and some uses are better located in single use blocks, (Llewelyn-Davies, 2007, (www.googlemaps.com, 2013) pg 41).
Expected built form resulting from the rules

The images revel the expected built form that would result from the proposed (www.googlemaps.com, 2013) built form and land use interventions. The image to the left show the more intense higher development, while the ones on the right the lesser intense development. Mixing uses, nil setbacks, ensuring built form is within 5m of the lot frontage and requiring minimum and (www.googlemaps.com, 2013) maximum height limits will act to add interest, vibrancy and a unique sense of place within the site.
Land Uses Aim 5: Create a mixed use zone, which will be the predominant zone
The zone will be based on the character of a residential environment controlled and created through built form interventions and future design guidelines. Incompatible uses will be controlled by prohibiting those uses that cause excessive of noise, dust, smell, vibrations, danger or vehicle use in relation to a residentially based environment. This will encourage a rich mixture of uses within the place. The arrangement of uses will be entirely dictated by the market. As built form will be highly adaptable, it is perceived that over time activities will locate in their appropriate place based on the form of the urban fabric rather than through intervention, i.e. commercial activity will evolve and fight to locate where people traffic is high and residential activity will locate in quieter parts, (Hillier, 1996). This will also ensure that a fine balance of uses exists overtime, for example if there are too many coffee shops and not enough offices or residents to support them, then this activity will make way for another activity. Design guidelines ensuring the built form is adaptable overtime will be created, ensuring every floor of the built form has a high degree of adaptability. The internal rooms/spaces will be adaptable to cater for changes in unit sizes and use over time, for example a 3 or 4 bedroom apartment will be able to be changed into 3, 1-bedroom apartments. This will allow a greater mix of household types and sizes, creating affordability through increasing variety and supply of homes. Adaptability of built form will even cater for households who wish to downsize or up-size and remain in the area overtime, (Carmona, 2010). Furthermore a residential use will be able to be changed into an office or other use that is compatible with other uses.
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Road Cross-sections
In order to reinforce the prominence of certain areas where intensity and a greater mix of uses is to be focused and to increase interest in the development, a range of differing street types are proposed. The street types are explained on the following pages. In general terms the yellow and red roads are the main roads, the green coloured roads are consistent with higher levels of activity and the blue colours are consistent with lower levels of activity. Like the built form rules different street types are used to respond to and encourage different areas of activity generation. In terms of generating activity the street types are roughly consistent with the built form rules. For example areas that contain wider streets and more carparking and roughly in the same place as where higher building heights allowances are located. However there is a small degree of inconsistency to provide a touch of variety and interest in the area.
Type A Type B Type C Type D Type E Type F Type G Type H
Scale: 1:16,000
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Swales
Swales will be introduced along most streets within the development area. They act to clean stormwater through natural filtration, provide a source of water for plants and generally improve the amenity through the provision of greenery. An overflow drain will be installed to ensure flooding is controlled.
Angled Parking
Angled parking will be provided within the development area to increase the supply of onstreet parking in those areas where a greater mix of uses is encouraged. Angled parking is easier to use for drivers and provides a wider barrier between vehicle lane and cycle-path/footpath to increase pedestrian and cycle amenity. Along Hobsonville Road additional width is provided to allow drivers to reverse out of spots safely without affected the flow of the traffic lanes.
Pictire: (commons.wikimedia.org, 2013).
Cycle Paths
Where separate cycle and shared paths are provided along streets, they will be separate from roads and integrated with pedestrian movement. Cycles are not considered compatible with the speed, danger and amenity that motor vehicles create and therefore separation is necessary to encourage more cyclists in the area.
Bus Shelters
Transparent bus shelters increase the feeling of safety and provide protection from the elements. They will be positioned on a raised pedestrian platform in between angled carparks to ensure separation with motor vehicles whilst been able to look out for approaching buses.
Picture: (citizenstransportcoalition.blogspot.com, 2013)
Type A
Picture: (velo-city.org, 2013)
1 2 3 4 5 6 7
3m wide footpath 1.8m wide cycle path 2m wide swale 9m wide angled carpark 4.5m wide vehicle lane 2.5m median Bus stop
Hobsonville Road will be upgraded to include 4-lanes and angled parking on both sides of the road. Its importance as the main east-west distributor and to provide main bus routes is of significance and therefore traffic flows will need to be maintained. The angled parking provides a high amount of easy to access parking, while at the same time providing a solid wide barrier between moving traffic and the pedestrian and cycle environment. Slip lanes were considered, however the excessive width required would be expensive. Furthermore it would create a large separation between the north and south, making it more difficult to cross and access physically and mentally, therefore reducing pedestrian connectivity and permeability.
Type A
7 5 5 6 5 5
2 3
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Types B, C, D and E
These cross-sections types align with the higher density and a more intense mix of landuses. They provide additional width to increase the provision of carparks making these areas more appealing to non-residential uses. Because these areas are generally associated with higher building height allowances, the additional road widths balance the harmonious ratio relationship of building height to road width. Comfort is derived from the relationship between building height and the street width; certain relationships make people feel comfortable by creating outdoor rooms. In such places, there is a pleasant sense of enclosure enough not to feel too exposed, but not so enclosed as to feel cramped. This enclosure is supported by orienting buildings to be parallel to the street, and placing them within a short distance of the sidewalk. (Local Government Commission, 2003). The image illustrates how angled parking can provide efficient parking space that is easy to use while also maintaining amenity. The variations in the cross-sections account for where cycle lanes are planned for and for when the street abuts an area of open space. Road Type B does not include a swale as these roads are expected to receive a high amount of pedestrian traffic and therefore a greater emphasis on pedestrian function is provided.
1 6 3 4 4 5 6 1
Type B
1 2 3 4 5 6 7
3m wide footpath 1.8m wide cycle path 2.1m wide carpark 3m wide vehicle lane 7m wide angled carpark 2m wide swale 3.6m wide multi-directional shared path
Type C
Type D
Type E
7 6
1 6
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Types F, G and H
These cross-sections types align with the lower density and a less intense mix of landuses. They provide lesser width to decrease the provision of carparks making these areas less appealing to non-residential uses as visitors/customers will have less available parking. Because these areas are generally associated with lower building height allowances, the narrower road widths balance the harmonious ratio relationship of building height to road width. The image illustrates how parallel parking will be less evasive and create minimal amenity impacts. The variations in the cross-sections account for where cycle lanes are planned for and for when the street abuts an area of open space.
1 2 3 4 5 6 7
3m wide footpath 1.8m wide cycle path 2.1m wide carpark 3m wide vehicle lane 7m wide angled carpark 2m wide swale 3.6m wide multi-directional shared path
1 6 4 4
Type F
Type G
1 2 6 3 4 4 7 4
Type H
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Morphology
The resulting proposed urban fabric shows a contrasting style to that of the existing area to the south of Hobsonville Road. The effect of the proposed rules relating to how the built form will develop, including limited front setbacks and rear parking combined with the grid like street pattern, 4-way intersections and open space provision along prominent stormwater drainage lines are clearly illustrated. The fabric also shows the contrast of how the civic and educational areas may develop as random blocks of built form dispersed amongst large areas of open space.
Scale: 1:16,000
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44 dw/ha
52 dw/ha
53 dw/ha
54 dw/ha
Key Figures
The surrounding density profile pictures are consistent with the range of, and type of development that can be expected resulting from the proposed rules and design. The densities within the profiles are all net, meaning that the areas required for roads and open space is removed. The total area of the Hobsonville Corridor site is approximately 220ha. Given that approximately 50% of the site area will be required for roads and open space. Therefore the total net developable area is approximately 110ha. The lowest (44 dw/ha) and highest (61 dw/ha) density profiles were then used to estimate the likely number of dwellings that would be created. This may be a little higher but is still considered consistent with research that suggests ....net densities of 100 persons per hectare (pph) are necessary to sustain a good bus service (LGMB, 1995). Taking the 800m (10 minute) walking distance as a starting point (generating a walkable neighbourhood of 97.5 ha - see 3.1), this equates to 45 dph if the average UK household size of 2.2 persons is applied, (Llewelyn-Davies, 2007, pg 47). The estimated dwelling range was then multiplied by the average number of persons per dwelling in the Auckland region (2.7) to produce an expected population range of between 13,068 - 18,117 persons.
Total area = 220ha
Total dwellings range: From @ 44 dw/ha (net) = 4,840 dw To @ 61 dw/ha (net) = 6,710 dw Population range (@ 2.7 per/dw): From @ 4,840 dw = 13,068 persons To @ 6,710 dw = 18,117 persons
55 dw/ha
61 dw/ha
59 dw/ha
58 dw/ha
57 dw/ha
(All images from: Campoli and MacLean, 2007)
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Staging
Staging is envisioned to occur from east to west. Stage 1 will develop initially resulting from the need to non-residential uses currently developing as part of the Hobsonville Point development. It is considered that development here will take on some of the characteristics of the Hobsonville Point development if it is developed roughly at the same time. This will help it integrate into that area. This stage will also include the light industrial areas as there demand is likely to be required earlier rather than later. The separate landuses adjacent also marks a good place for the next stage to begin. Stage 2 will develop next. This area is adjacent to the existing upmarket area to the south, which will encourage development as it will be able to leverage of the market attractiveness of the existing area. Furthermore stage 1 and 2 are within the same stormwater catchment area, so drainage issues can be resolved independently from the third stage, which will require more work. Stages 1 and 2 also do not have any steep gradient issues. Therefore land is easier to develop. Dividing stages 2 and 3 allows the areas to develop their own unique character as time between developments will alter developers and development styles, each of the stages includes an area encouraged to become a centre of activity. These centres are central to the stage along Hobsonville Road. The stage boundary cuts along an open space finger so that development on both sides is less effected.
2a
2b 3 3b 3a 1
Stages
Stages 2a and 2b will be set aside until the main stage has been developed in order to ascertain what facilities are required depending upon how the area is developed in terms of density and land uses. Although landuses and resident populations may change over time it is expected that these changes will not be determining factors that will effect facility provision, whether it be schools, recreational centres or other community based facilities and services. Stage 3 will be developed later and its form and landuse balance will depend upon both the form of stages 1 and 2 and by that time the emergence of Westgate. Leaving this stage to the end means that the area will be able to respond to any shortcomings of Westgate and the other two stages and the rules that are imposed on development may change as a result. The area will likely be one of the last remaining undeveloped areas in the wider area and therefore due to its proximity to Westgate, will be very market attractive. This will help to justify any expenses that may result from difficult contours or stormwater issues.
Scale: 1:16,000
As with stage 2, stages 3a and 3b will be set aside until the main part of the stage has been developed.
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References
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References:
Auckland Council, 2012, The Auckland Plan, Auckland Council, New Zealand. Auckland Council, 2013, GIS viewer, Retrieved from www.aucklandcouncil.govt.nz. Auckland Council, 2013, The Draft Unitary Plan, Retrieved from www.aucklandcouncil.govt.nz. Campoli. J, 2012, Made for Walking: Density and Neighbourhood Form, Lincoln Institute of Land Policy, USA. Campoli. J and MacLean. S, 2007, Visualizing density, Lincoln Institute of Land Policy, USA. Carmona. M, et al, 2010, Public Places Urban Spaces the Dimensions of Urban Design, Oxford: Architectural Press, UK. CABE, 2004, Creating successful masterplans: A guide for clients, CABE, UK. Department of Infrastructure, 2002, Melbourne 2030: Planning for sustainable growth, State of Victoria, Australia. Google maps, 2013, various images, Retrieved from www.maps. google.com. Hillier, B. Cities as Movement Economies, Cambridge University Press, 1996. Landcom, 2011, Residential density guide for Landcom project teams, Landcom, NSW, Australia. Landcom, n.d, Street Design Guidelines for Landcom Projects, Landcom, Australia. Llewelyn-Davies, 2007, Urban Design Compendium, Llewelyn-Davies, UK. Local Government Commission, 2003, CREATING GREAT NEIGHBORHOODS: DENSITY IN YOUR COMMUNITY, Local Government Commission, USA. Mees. P, n.d, Who killed Melbourne 2030?, RMIT, Melbourne, Australia. Ministry for the Environment, 2005, New Zealand Urban Design Protocol, Ministry for the Environment, New Zealand. Moughtin. C, 2003, Urban Design: Street and Square, Architectural Press, UK. North Shore City Council, 2007, Good solutions guide for medium density housing, North Shore City Council, Auckland, NZ. The Scottish Government, 2010, Designing Streets: A policy statement for Scotland, The Scottish Government, Scotland. Sitte. C, 1945, The art of building cities: City building according to its artistic fundamentals, Reinhold publishing institute, New York. Statistics NZ, 2013, 2006 Census Data, Retrieved from www.stats. govt.nz. Studio D4 and Jasmax, 2011, Auckland Plan: Total Auckland Development Potential, Final Report, Auckland, NZ. Team West Group, 2013, URBDES 710, First Semester 2013, University of Auckland. Waitakere Council, 2009, Future Urban Growth Areas, Waitakere Council, Auckland. Western Australian Planning Commission, 2000, Liveable Neighbourhoods: Street Layout, Design and Traffic Management Guidelines, Western Australian Planning Commission, Australia. The Victorian Government, 2008, Melbourne @ 5 Million, State of Victoria, Australia. Various images, 2013, Retrieved from: www.eventfinder.co.nz www.localist.co.nz www.easyfoodhacks.blogspot.com www.caroflot.com www.3news.co.nz www.architecturenow.co.nz http://www.westgatetown.co.nz/ http://www.westgatetown.co.nz/ www.aucklandtransport.govt.nz pedshed.net barcelona-tourist-guide.com www.amgencorp.com
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Hobsonville Corridor Master Plan Assignment

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(Auckland Council GIS, 2013)

Hobsonville Corridor Framework Plan

Hobsonville Corridor Framework Plan

Study site analysis 17

Western Study Area 11

Hobsonville Corridor Framework Plan

Hobsonville Corridor Framework Plan

The Auckland Plan

(Auckland Council, 2012)

(Auckland Council, 2012)

(Auckland Council, 2012)

Hobsonville Corridor Framework Plan

Critique of the Auckland Plan

(Auckland Council, 2012) (Auckland Council, 2012)

Hobsonville Corridor Framework Plan

(Auckland Council, 2012)

(Auckland Council, 2012) (Auckland Council, 2012)

Hobsonville Corridor Framework Plan

Melbourne 2030 and Melbourne @ 5 Million

(Department of Infrastructure, 2002)

(Department of Infrastructure, 2002)

(Department of Infrastructure, 2002)

Hobsonville Corridor Framework Plan

Critique of the Melbourne Plans

(The Victorian Government, 2008)

(The Victorian Government, 2008)

(The Victorian Government, 2008)

Hobsonville Corridor Framework Plan

Comparison of the strategic plans for Auckland and Melbourne

Key Considerations for the Framework Plan

Western study area

Hobsonville Corridor Framework Plan

Western study area regional context

(Auckland Council GIS, 2013)

Hobsonville Corridor Framework Plan

Study area analysis

(Auckland Council GIS, 2013)

Strengths and Opportunities 1:50,000 @ A3

LEGEND Existing urban Existing industrial

Created: Friday, 22 March 2013,6:45:01 p.m.

Rail line (Rapid transport to CBD)

Hobsonville Corridor Framework Plan

Weaknesses and Threats 1:50,000 @ A3

LEGEND Existing urban Existing industrial Airport noise contour

Title 1:100 yearMap oodplain

Created: Friday, 22 March 2013,6:45:01 p.m.

Hobsonville Corridor Framework Plan

Choosing the study site

(Auckland Council GIS, 2013)

Created: Friday, 22 March 2013,6:45:01 p.m.

Hobsonville Corridor Framework Plan

Refining the study site

(Auckland Council GIS, 2013)

Study site analysis

Hobsonville Corridor Framework Plan

Households with 3 or more cars

West Harbour Westgate

5 4 3 2 1 0 Luckens Point West Harbour Hobsonville Auckland

Households earning over $50,000 per year

50 40 30 20 10 0 Luckens Point West Harbour Hobsonville Auckland

European Maori Pacic Asian

Hobsonville Corridor Framework Plan

(Auckland Council, 2013)

Draft Unitary Plan Zoned land