Project Mandate
[Devonport-Takapuna Green Routes]
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6 May 2016 - Version 0.1
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No reproduction of any part of this document is permitted without written
permission.
Change History and Approval
Approval indicates an understanding of the purpose and content described in this document. By
signing this document each individual agrees work should be initiated on this project and necessary
resources should be committed as described herein.
PREPARED BY:
REVIEWED BY:
REVIEWED BY:
REVIEWED BY:
APPROVED BY:
Patrícia
Kathryn King
Vasconcelos
Senior Transport
Walking and
Planner – Walking
Cycling Manager
and Cycling
[JOB TITLE]
[JOB TITLE]
[JOB TITLE]
[JOB TITLE]
PROJECT SPONSOR
DATE:
DATE:
DATE:
DATE:
DATE:
Revision Status
REVISION NUMBER:
IMPLEMENTATION DATE:
SUMMARY OF REVISION
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Contents
1
Background (Problem / Opportunity) .......................................................................................... 2
2
Strategic Fit.................................................................................................................................... 4
3
Seriousness and Urgency ............................................................................................................ 6
4
Objectives ...................................................................................................................................... 7
5
Scope .............................................................................................................................................. 9
6
Stakeholders ................................................................................................................................ 11
7
Interfaces ..................................................................................................................................... 11
8
Constraints .................................................................................................................................. 12
9
Project Roles ............................................................................................................................... 12
10
Relevant Documentation ........................................................................................................ 12
11
Timing and Cost ...................................................................................................................... 13
12
Quality Expectations ............................................................................................................... 13
13
Project Tolerances .................................................................................................................. 14
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Purpose of Document
The purpose of this document is to provide the strategic justification for starting up a project.
A Project Mandate can be as simple as an email request from an executive or a minuted action from a
meeting in the case of a standalone small project, or it could be a documented formal requirement taken
directly from a wider Programme Mandate for which a Programme Plan has been drawn up and
indicates that a specific project should be started in order to deliver the benefits of the programme.
The Project Mandate is used to trigger the process, ‘Starting up a Project’. The mandate will be used
to create the Project Initiation Document.
It should contain sufficient information to identify at least the prospective Sponsor of the Project and
indicate the subject matter of the project.
The actual composition of a Project Mandate will vary according to the type and size of project and also
the environment in which it is generated. The project may be a completely new piece of work which
has just arisen, it may be the outcome of an earlier investigation or it may be part of a larger programme.
A Project Mandate should come from a level of management which can authorise the cost and resource
usage.
This Project Mandate should ideally contain the topics contained in this template, although it may not
be possible to define each at this early stage.
If the mandate is based on earlier work, there may be other useful information, such as an estimate of
the project size and duration, or a view of the risks faced by the project; refer to this information.
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1 Background (Problem / Opportunity)
This project mandate provides the strategic justification for advancing the Devonport-
Takapuna Green Routes project. It provides a guide for establishing the capex phase of the
project based on current knowledge, however it cannot anticipate all eventualities. Information
within this mandate should not therefore prevent innovation in scope, investigation, design or
delivery going forward.
1.1 Cycle facilities programme
Auckland Transport has an ambitious programme to deliver cycle facilities over the next three
years. The Urban Cycleway Programme (UCP) for Auckland, comprised of funding from the
Government’s Urban Cycle Fund, the National Land Transport Fund and local share totals
$90 million.
The focus of spend for the next three years is on improving cycling facilities in Auckland city
centre and to the city centre, along east and west corridors.
Additional information on the background of the cycle facilities programme and challenges
facing cycling are attached in Appendix A.
1.2 Devonport-Takapuna Green Routes
The Devonport-Takapuna Green Routes are key links in the Devonport peninsula and in the
Auckland Cycle Network in general, and must serve a range of different type of people on
bike, from the existing confident and enthused to the large segment of Auckland population
comprised by the interested but concerned.
The Devonport-Takapuna Green Routes comprises of two routes, one along the western side
of the peninsula, refer to as Western Green Route hereafter; and another along the eastern
side of the peninsula, refer to as Eastern Green Route hereafter (see Figure 1 below). These
two routes have a common section north of Esmond Road.
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Eastern Green Route
Western Green Route
Figure 1 Devonport-Takapuna Green Routes
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2 Strategic Fit
2.1 Auckland Cycle Network (ACN)
Auckland’s transport system is being planned and managed as One System. The Auckland
Cycle Network (ACN) is a layer within the One System, providing quality connections and
integration with the other transport modes of road, rail, bus, ferry and walking.
The ACN is the Auckland Transport, NZ Transport Agency and Auckland Council blueprint for
developing a well-connected and convenient cycle-friendly region. The ACN’s function is to:
Serve as a key planning tool and guide for investment
Provide the strategic programme for cycling infrastructure development in Auckland
Define levels of service so there is clarity for cyclists using these routes
Provide a designated network that serves longer-distance cycle trips, as well as
everyday cycle trips.
Eastern Green Route
Western Green Route
The Devonport-Takapuna Green Routes are part of the Auckland Cycle Network (ACN). The
ACN is Auckland Transport’s blueprint for developing a well-connected and convenient cycle-
friendly region. The ACN has been developed based on the five main principles of coherence,
directness, safety, attractiveness and comfort. As a ‘living document’, it will be updated and
edited to respond to new users’ needs and urban planning.
The ACN includes regional significant cycle routes (cycle metros), cycle routes to key local
destinations such as public transport interchanges and town centres (cycle connectors) and
neighbourhood cycle routes to key community facilities, schools parks and reserves (cycle
feeders).
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The majority of Devonport-Takapuna Green Routes is classed as cycle feeders. Completing
these important links in the cycle network will improve safety for current users and promote
cycling as a viable, sustainable alternative to motorised transport. These links are currently a
significant gap in the network between Devonport and Takapuna.
2.2 Auckland Plan
The Auckland Plan sets out a path to transform and optimise Auckland’s transport system to
accommodate future demands, through better management and infrastructure development. It
envisions an Auckland by 2040 where most people will have improved alternatives to driving a
car, including walking, cycling, public transport, carpooling and telecommuting.
Cycling is a key component of the Auckland Plan and its vision for Auckland as the world’s
most liveable city. Cycle routes assist in providing transport choices and increase the
accessibility in Auckland for those who do not want/can drive.
The Devonport-Takapuna Green Routes assist in achieving the Auckland Plan cycling targets
of:
Deliver 70% of the ACN by 2020, and to complete it by 2030.
Cycling’s mode share is 3% by 2030, compared to 1.5% at present.
Across all of Auckland, 45% of trips in the morning peak are non-car based (walking,
cycling and public transport) by 2040, compared to 23%.
2.3 Integrated Transport Programme (ITP)
The ITP sets out the 30-year investment programme to meet the transport priorities outlined in
the Auckland Plan. The ITP responds to the strategic vision, outcomes and targets of the
Auckland Plan with key outcomes for cycling. It also responds to the government’s wider
transport policies.
The overarching outcome in the ITP is:
Auckland’s transport system is effective, efficient and
provides for the region’s social, economic, environmental and cultural wellbeing.
The Devonport-Takapuna Green Routes contribute to the following six ITP impact statements:
Better use of transport resources to maximise return on existing assets
Auckland’s transport network moves people and goods efficiently
Increased access to a wider range of transport choices
Improved safety of Auckland’s transport system
Reduced adverse environmental effects from Auckland’s transport system
Auckland’s transport network effectively connects communities and provides for
Auckland’s compact urban form.
2.4 Statement of Intent 2015/16 – 2018/19
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This Statement of Intent (SOI) outlines the three year work plan (2015/16 to 2018/19) to
continue delivering to the strategic direction for transport in Auckland, the key actions required
for achievement and the consequential key performance measures.
One of the key initiatives/projects to deliver on Auckland Transport’s strategic
objectives/themes is the
development of safe cycleways and walkways. This will contribute to
achieve the following strategic themes:
Transform and elevate customer experience; and
Build network optimisation and resilience
The Devonport-Takapuna Green Routes will extend the ACN and support the Devonport-
Takapuna Local Board greenways plan.
3 Seriousness and Urgency
The Devonport-Takapuna Green Routes provide important north-south routes in Devonport
peninsula linking Devonport and Takapuna. This project will provide a western and an eastern
link between these two town centres and popular destinations. It also provides local access to
several schools along the routes. It will also improve access to Devonport Ferry Terminal, to
Takapuna Transport Centre and to Akoranga Busway Station enabling multi-modal travel. This
project will therefore improve cycling connectivity throughout Devonport peninsula and
consequently improve the overall ACN's connectivity.
Furthermore, this project will also incorporate the Local Board1 Greenways Plan and seek to
improve the overall bike quality of service along the routes.
The Devonport-Takapuna Green Routes will also connect with the NZ Transport Agency
project, the Seapath and ultimately with Skypath, extending its reach for people on bike to cycle
in the area or as far as Auckland city centre.
These routes will be well integrated with its surroundings, look attractive and contribute in a
positive way to a pleasant cycling experience. Further, this project not only tackles actual safety
but aims also to tackle perceived safety, which is one of the main barriers to cycle in Auckland.
A delay in progressing this project will delay the wider route benefits – heath, economic,
transport, environmental – likely to be achieved and delivered through this project.
1 The Devonport-Takapuna Local Board has been upgrading some sections of the Western Green Route that go
through the parks.
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4 Objectives
The main objective of the Devonport-Takapuna Green Routes is to:
Deliver safe and attractive cycle links that caters for existing people on bike while encouraging
new and potentially less confident ones.
Further objectives are to:
Integrated with its surroundings, look attractive and contribute in a positive way to a
pleasant cycling experience
Link and expand the ACN
Increase levels of cycling and walking along these routes
Improve the quality of journeys made by pedestrians and people on bike
Improve real and perceived safety in the area for people on bike
Reduce congestion by encouraging more trips by cycle
Look for opportunities to deliver public cycle parking to make it easy for cyclists to stop
and visit local facilities or businesses.
Ensure internal stakeholders and partners (e.g. AT, AC, and NZ Transport Agency) are
involved in investigation, design and construction to avoid “surprises” which lead to
inefficient delivery.
Ensure the potentially affected external stakeholders (e.g. advocacy groups, local
business, local board etc.) are informed, and where necessary consulted, at key project
milestones
Trial new and innovative approaches of cycle facilities in Auckland
4.1 Design consideration to achieve objectives
The Devonport-Takapuna Green Routes must be designed to provide for existing “
confident
and enthused” people on bike, while attracting the “
interested but concerned” ones. This is the
main potential market to increase mode share and get more people biking.
These routes are aimed at encouraging all ages and abilities to walk or cycle. Any trade-offs
will need to be discussed as part of the early investigation phase. Failing to consider the
specific needs of these types of user may reduce the successfulness of the routes, attract
fewer people on bike and fail to maximise the benefits.
Generally this type of user:
Is not comfortable mixing with high volume traffic and high speeds
Travels at slow speeds
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May be a child cycling to school or an older person cycling to the shops, as well as a
commuter cycling to Devonport Ferry Terminal or Akoranga Busway Station
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5 Scope
The Devonport-Takapuna Local Board is a key partner in developing and implementing these
routes. As such it is expected that AT and the local board work closely throughout the entire
project life.
As mentioned above, the Devonport-Takapuna Green Routes includes two routes, as follows:
Western Green Route
Eastern Green Route
It is therefore recommended to split the study into two main work streams to cover
independently the above routes.
The Scope of the project is to undertake a Feasibility Study of both routes. The Feasibility Study
must:
Review proposed routes and investigate whether there are better routes to achieve the
objectives of the project
Review the work being undertaken by the Devonport-Takapuna Local Board
Identify and investigate the viability of the proposed network improvement;
Assess how well it contributes to the objectives of the Land Transport Management Act
2003 (LTMA);
Identify one or more feasible scheme options which can be investigated in more detail
in the scheme assessment phase of the project.
The main deliverable will be one Project Feasibility Report (PFR) that includes the feasibility
study of both routes. The PFR must consist of (but not be limited to):
Description of the problem including identification of potential constraints
Project objectives
Description of existing conditions of the study area
Collected data:
o
Geotechnical requirements (preliminary geotechnical appraisal report should
be prepared and appended to the PFR. This should be summarised within the
PFR with recommendations on geotechnical aspects and a summary of the
recommended testing schedule).
o
Crash history
o
Pedestrian movements survey
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o
Cycling survey (total number of people on bike passing the observation points;
direction in which they are travelling; time at which people on bike pass through
the observation points (to the nearest minute); whether people on bike are
children or adults; gender (as far as is discernible); whether people are riding
on the road or the footpath; and any pelotons/groups of cyclists training
together). The average annual daily traffic flow of cyclists (cycling AADT)
estimate for each observation point and for the entire cycle route must be
provided.
o
Traffic volumes and speed
o
Parking survey (record number plates on every hour; which side of the street
the vehicles are parked; length of stay). Survey data should be able to be sliced
on kerbside basis.
o
Services locations
o
Structural surveys e.g. bridges
Overview of the strategic planning framework for the development of cycle facilities
Alternatives and options considered
Economic evaluation
Risk assessment
Social and Environmental Assessment. For each option considered, the following has
to be identified:
o
The potential social and environmental effects of each option including
opportunities to improve social and environmental outcomes;
o
The degree of potential effect (before mitigation) in the most affected area(s)
of each option.
Design Statement
Identify all necessary building and resource consents and any other statutory
requirement to allow proposed physical works
Prepare a consultation plan
Maintenance Issues – current and future whole of life costs
Assessment of preferred option
Minimum Requirements that are expected from the project are:
Increase safety (real and perceived) for people on bike on the network links created
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Increase levels of cycling on the Devonport Peninsula
Increased transport choice by making cycling more attractive
Increase the connectivity of the Auckland Cycle Network
Integrate with Devonport-Takapuna Local Board aspirations.
6 Stakeholders
The following table indicates the project stakeholders who should be included in the
investigation work going forward:
STAKEHOLDER
INVOLVEMENT
APPLICABLE PROJECT PHASE
AT – Walking and Cycling
(in addition to client role)
Investigation, design
Network input
AT – project specialists: walking
Technical design and
Investigation, design,
and cycling, urban design,
functionality input
construction
stormwater
AT- Road Corridor Operations
Design and functionality,
Investigation, design,
project approval
construction
AT Metro
Design and functionality,
Investigation, design,
project approval
construction
AT- Road Safety
Design and functionality,
Investigation, design,
project approval
construction
AT- Parking
Design and functionality,
Investigation, design,
project approval
construction
Auckland Council
Project Partner
Investigation, design,
construction
NZTA
Project Partner and Investor
Investigation, design,
construction
Bike Auckland
Cycling community
Investigation, design
representative
Bike Devonport
Cycling community
Investigation, design
representative
Devonport-Takapuna Local
Community stakeholder
Investigation, design,
Board
construction
General public
Community stakeholder
As required
7 Interfaces
There are several teams/departments from Auckland Transport likely to be involved in this
project as listed in the section above. These include: Walking and Cycling Department, Road
Corridor Operations and Road Safety, Road Corridor Maintenance, Urban Design and Local
Board liaison.
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External parties who will contribute to the project are the Devonport-Takapuna Local Board,
local resident/business groups, Auckland Council, NZ Transport Agency and Bike Auckland/
Bike Devonport.
8 Constraints
Overlap with Devonport-Takapuna Local Board work
The project might not have an adequate benefit cost ratio to attract funding subsidy.
Existing contractual commitments
9 Project Roles
The Project Team will comprise:
ROLE
NAME
Project Sponsor
Kathryn King, Walking and Cycling Department
Senior User Representative
Patrícia Vasconcelos, Walking and Cycling Department
Project Manager
To be Advised
Other roles
To be Advised
10 Relevant Documentation
The relevant documentation is listed below:
Devonport-Takapuna Local Board Greenways, June 2015
Others TBC
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11 Timing and Cost
The first stage of the project, i.e. feasibility study, will take place in the current W&C
Programme.
The costs can be summarised in the table below:
PHASE
$$ COSTS
COUNCIL BUDGET
NZTA SUBSIDY
% ACCURACY
ESTIMATE
APPROVED
APPROVED
FEASIBILITY STUDY
$40,000-$60,000
SAR
TBC
DETAILED DESIGN
TBC
CONSTRUCTION
TBC
PROJECT COST “WHOLE OF LIFE”
TBC
12 Quality Expectations
It is expected that any deliverable complies with the following documents:
Austroads
ATCOP (TDM)
CPTED and IPTED
Furthermore, the documents listed below will help the engineer understand the quality of facility
the client is expecting. They will be useful to consider during investigation and design. The list
is not exhaustive and does not replace the role the client plays in the project to ensure the
desired outcomes are met.
The following list are documents which
Fundamentals of Bicycle Boulevard Planning and Design, Initiative for Bicycle and
Pedestrian Innovation, Portland, July 2009.
Connect2 Greenways Guide, Sustrans
Handbook for cycle-friendly design, Sustrans Design Manual, April 2014.
NACTO Urban Bikeway Design Guide, Second Edition, March 2014.
London Cycling Design Standards, 2014
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13 Project Tolerances
The following table outlines the recommended project tolerances for this project.
Red
Amber
Green
Item
Green
Amber
Red
Scope decrease
Risk of scope
Risk of scope
Scope increase
no change
scope
no change
necessary
decrease
increase
necessary
> 10% or $20k
10% or $20k under 5% or $10k under
5% or $10k over
10% or $20k over > 10% or $20k over
Spend
under forecast
forecast
forecast
forecast
forecast
forecast
> 3 week behind
3 weeks behind
1 week behind
1 week ahead
3 weeks ahead
> 3 week ahead
agreed
agreed
agreed
Programme
agreed
agreed
agreed
programme
programme
programme
programme
programme
programme
< 2 minor issues
< 2 minor issues
> 3 pending issues 3 pending issues
Issues log
3 open issues
> 3 open issues
pending
open
Risk outcome
Risk outcome of
Risk outcome of
Risk outcome
>10% or $20k
10% or $20k under All risks mitigated
Risk
All risks mitigated 10% or $20k over >10% or $20k over
under forecast
forecast
forecast
forecast
At least 2 amber
At least 2 amber
At least 1 amber
All green
Overall
All green
At least 1 amber
or 1 red
or 1 red
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Appendix A
Auckland Cycle Programme Background
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Auckland Cycle Facilities Programme Background
Auckland Transport has an ambitious programme to deliver cycle facilities over the next three
years. An increase in the Urban Cycleway Programme (UCP) funding for Auckland was recently
announced. The UCP for Auckland, comprised of funding from the Government’s Urban Cycle
Fund, the National Land Transport Fund and local share now totals $90 million.
The programme, which will be jointly delivered by Auckland Council, the NZ Transport Agency
and Auckland Transport, will be used to accelerate key projects over the next three years and
help establish cycling as an integral part of Auckland’s transport network in line with the long-
term vision set out in the Auckland Plan.
The focus for the next three years is on improving cycling facilities in the city and to the city,
along east and west corridors. Auckland’s urban cycleway programme is comprised of:
City Centre Network of separated cycleways and intersection treatments expected to
increase the number of journey per day to more than 8,500 journeys each day. Total
estimated cost $20.33 million made up of an estimated $7 million local share, estimated
$7 million National Land Transport Fund share and $6.33 million Urban Cycleways
Fund share
An additional 10.8km of cycling routes providing Eastern connections to city centre.
Total estimated project cost of $39.03 million, made up of estimated equal shares of
$13.01 million from local share, National Land Transport Fund and Urban Cycleways
Fund.
A safer and more direct route to the city centre for residents from the western suburbs,
including improved links to the North Western cycleway and connections with the
Waterview shared path. Total estimated cost $11.37 million, made up of an estimated
$4.57 million each from local and National Land Transport Fund as well as $2.23 million
from the Urban Cycleways Fund.
Improved links to the New Lynn and Glen Innes public transport interchanges. Total
cost $18 million, made up of an estimated $7.41 million each of local and National Land
Transport Fund shares and $3.18 million from the Urban Cycleways Fund.
The cycling mode share for trips to work in the Auckland region is approximately 1.5% (2013
Census). The Auckland Plan requires cycling to play a key role in reducing the percentage of
vehicle trips to the city centre by 2040. In 2014, single occupant vehicle trips comprised 41% of
trips to the city centre and the Auckland Plan forecasts to reduce this percentage to 25% by
2040. Active modes (walking and cycling) are forecast to comprise approximately 20% of the
city centre mode share by 2040. Delivering on the outcomes and goals from the Auckland Plan
will require investment in the city centre cycle network.
One of the major barriers to cycling is the real or perceived risk of injury. Potential cyclists are
typically deterred from cycling (or cycling more often) by safety concerns associated with
sharing the road with motor vehicles. These concerns about cycling are often exacerbated by
media attention focusing on cyclist crashes. The five year trend for cyclist deaths and serious
injuries (DSI) in Auckland is unfortunately not improving. The graph below presents the cyclist
DSI data for Auckland from 2010 to 2014:
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Common wisdom suggests that the number of collisions varies directly with the amount of
walking and cycling in a community. However, numerous international studies have found a
‘safety in numbers’ phenomenon in which an increase in people walking and cycling actually
results in a decline in walking and cycling collision rates. Countries that have the highest cycling
rates per capita tend to have the lowest injury and fatality rates per capita. Conversely, countries
such as New Zealand with low per capita cycling rates suffer from relatively high injury and
fatality rates per capita. The following graph illustrates this relationship between cycling rates
and cycling fatalities from ten different countries:
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Action is required to increase cycling rates and safety. Currently Auckland has a very limited
existing cycle network in the city centre.
A City Centre Cycling Network package has been approved for funding through the Urban
Cycleways Programme (UCP), a new funding source of $100 million announced by the Prime
Minister on 18 August 2014 The UCP aims to make significant improvements to cycling
infrastructure in the main urban areas of New Zealand.
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