INTEGRATED TRANSPORT ASSESSMENT

INTEGRATED TRANSPORT ASSESSMENT

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'n SAVE supermarket 980 Te Rapa Road, Hamilton INTEGRATED TRANSPORT ASSESSMENT Ref: 17119-r1v3 November 2018

INTEGRATED TRANSPORT ASSESSMENT

Auckland Office: P O Box 60-255, Titirangi, Auckland 0642 Level 1, 400 Titirangi Road, Titirangi Village Tel: (09) 817 2500 Fax: (09) 817 2504 www.trafficplanning.co.nz Foodstuffs North Island Limited Proposed PAK'n SAVE supermarket development 980 Te Rapa Road, Hamilton Integrated Transport Assessment Prepared by: John Burgess Director Traffic Planning Consultants Ltd Ref: 17119-r1v3 November 2018

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment i Contents 1 Introduction .

1 2 The transport planning context … 2 2.1 Site location … 2 2.2 Site accessibility to travel modes … 4 2.2.1 The road network . 4 2.2.2 Public transport services . 6 2.2.3 Walking . 7 2.2.4 Cycling . 7 3. The traffic environment … 9 3.1 Existing road environment . 9 3.2 Existing traffic flows … 11 3.3 Safety records . 11 3.4 Proposed changes to the transport environment . 12 4 The proposed supermarket development . 13 4.1 The site . 13 4.2 Proposed site layout and access arrangements . 14 5 Travel characteristics of the proposed PAK'nSAVE … 16 5.1 Travel modes and locational characteristics .

16 5.2 Traffic generation predictions . 16 5.2.1 Customer traffic . 16 5.2.2 Service vehicles . 17 5.3 Traffic distribution . 17 6 Effects on the wider transport network . 18 6.1 Traffic modelling . 18 6.2 Te Rapa Road/Avalon Drive/Wairere Drive intersection . 19 6.3 Te Rapa Road/Eagle Way/The Base Parade intersection . 20 6.4 Wairere Drive/Karewa Place intersection . 21 6.5 Karewa Place/Eagle Way/Maui Street intersection . 24 7 Site access design and operation . 27 7.1 PAK'nSAVE Te Rapa Road access . 27 7.2 PAK'nSAVE Eagle Way access . 28 7.3 PAK'nSAVE Maui Street access . 28 7.4 Delivery vehicle access on Maui Street .

29 8 Other impacts of the proposed development . 31 8.1 Impacts on travel modes . 31 8.2 Safety impacts . 31 8.3 Parking impacts … 31 8.4 Impacts on neighbouring properties . 31 8.5 Impacts of construction traffic . 31 9 Hamilton District Plan assessment . 32 9.1 Section 9: Industrial Zone . 32 9.2 Section 25.14.2: Objectives and Policies: Transportation . 32 9.3 Section 25.14.4. Rules - General Standards . 32 9.4 Appendix 1.3.3. Restricted Discretionary, Discretionary and Non-Complying Assessment Criteria . 36

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment ii 10 Conclusions . 39 Appendices A New Zealand Transport Agency crash records for 2013-2017 B Traffic generation and distribution C 2021 Te Rapa North VISSIM Model results D Wairere Drive/Karewa Place intersection E Karewa Place/Eagle Way/Maui Street intersection - SIDRA model results F PAK'nSAVE accesses - SIDRA model results List of Figures Figure 1 Site location, including District Plan zoning … 2 Figure 2 Site in relation to new subdivision . 3 Figure 3 Site in relation to surrounding activities .

4 Figure 4 District Plan - Figure 15.5b Transport corridor hierarchy plan, and site location . 5 Figure 5 Bus services in Hamilton . 6 Figure 6 400m walking contour from the site . 7 Figure 7 1km walking contour from the site . 8 Figure 8 3km cycling contour from the site … 8 Figure 9 Current road layout around the site … 9 Figure 10 Te Rapa Road looking to the south towards the Eagle Way intersection . 10 Figure 11 Eagle Way looking to the east from the Te Rapa Road intersection . 10 Figure 12 Eagle Way looking to the west to the Te Rapa Road intersection . 11 Figure 13 Figure 15-8c from the District Plan, showing proposed collector road .

12 Figure 14 Porters Properties Ltd - consented development . 13 Figure 15 Proposed site layout … 14 Figure 16 Wairere Drive/Karewa Place intersection - proposed layout . 22 Figure 17 Eagle Way/Karewa Place intersection - layout proposed in subdivision consent application . 25 Figure 18 Typical tracking path for a truck and trailer delivery vehicle . 29 Figure 19 Typical tracking path for a fuel delivery tanker . 30

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment iii List of Tables Table 1 Te Rapa Road/Eagle Way/The Base Parade intersection - NZTA crash record summary . 11 Table 2 Predicted customer trip distribution … 17 Table 3 Te Rapa Road/Avalon Drive/Wairere Drive signals 2021 VISSIM model results - Saturday peak . 19 Table 4 Te Rapa Road/Avalon Drive/Wairere Drive signals 2021 VISSIM model results - Saturday peak, with mitigation . 20 Table 5 Te Rapa Road/Eagle Way/The Base Parade signals 2021 VISSIM model results - Saturday peak .

21 Table 6 Te Rapa Road/Eagle Way/The Base Parade signals 2021 VISSIM model results - Saturday peak, with mitigation . 21 Table 7 Wairere Drive/Karewa Place intersection with new traffic signals 2021 VISSIM model results - Saturday peak … 22 Table 8 Wairere Drive/Karewa Place intersection with new traffic signals SIDRA model results - Saturday peak, 2021 flows . 23 Table 9 Wairere Drive/Karewa Place intersection with new traffic signals - Sight distance assessment . 24 Table 10 Karewa Place/Eagle Way/Maui Street as a standard Give Way T-intersection - SIDRA results Saturday peak, 2021 flows with PAK'nSAVE and Wairere Drive/Karewa Place signals .

26 Table 11 Karewa Place/Eagle Way/Maui Street as a standard Give Way T-intersection - SIDRA results – Saturday peak, 2021 flows with PAK'nSAVE and Wairere Drive/Karewa Place signals, plus a conservative allowance for the proposed SHA in Maui Street . 26 Table 12 PAK'nSAVE Te Rapa Road access - SIDRA results - Saturday peak, 2021 flows . 27 Table 13 PAK'nSAVE Eagle Way access - SIDRA results - Saturday peak, 2021 flows . 28 Table 14 PAK'nSAVE Maui Street access - SIDRA results - Saturday peak, 2021 flows . 28

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 1 1. Introduction The purpose of this report is to provide an Integrated Transport Assessment (ITA) of a proposal by Foodstuffs North Island Limited to establish a new PAK'nSAVE supermarket on its site at 980 Te Rapa Road, Hamilton. The property lies on the north eastern corner of the intersection of Te Rapa Road/Eagle Way/The Base Parade. The proposal involves a new supermarket building with a gross floor area (GFA) of 6358 m2 , including 3925 m2 of retail floor space, together with a fuel facility, a separate delivery area, and a total of 300 parking spaces.

The property currently has frontage to Te Rapa Road and Eagle Way and will have frontage to a new collector road that is to be constructed at the rear of the site as part of a proposed subdivision, linking Karewa Place with Maui Street to the north.

The structure of this TIA is as follows: • Section 2 discusses the site in the overall transport planning context. • Section 3 describes the existing and future traffic environments within which the proposed PAK'nSAVE will operate. • Section 4 describes the proposed supermarket development, including proposed layout and access arrangements. • Section 5 describes the travel characteristics of the proposed PAK'nSAVE, including traffic generation predictions • Section 6 assesses the effects on the wider transport network, including traffic modelling of the key intersections in the vicinity of the site.

• Section 7 describes the proposed site accesses and their design and operation. • Section 8 assesses other impacts of the proposed redevelopment, • Section 9 assesses the proposal in terms of the relevant rules and assessment criteria of the Hamilton City Council Operative District Plan (District Plan). In preparing this ITA, discussions have been held with the Council's traffic engineers and consultants to identify all of the key issues that need to be addressed in this report, including details of the traffic modelling that has been completed as part of this assessment.

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 2 2.

The transport planning context 2.1 Site location The location of the site in relation to the surrounding road network is shown in Figure 1, which also shows the site in the context of the District Plan zoning. Figure 1 Site location The site currently has frontage to and vehicle access from two roads, namely Te Rapa Road along the site's western frontage and Eagle Way on its southern boundary. Te Rapa Road is a major arterial road in the City's roading

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 3 network, and as such forms a key part of the transport network through this part of Hamilton. Eagle Way is a short length of local road that provides access to frontage properties, predominantly the existing Countdown supermarket on its southern side. The current traffic environment is discussed further in Sections 2.2 and 3, but it is clear that the site enjoys direct access to the arterial road network serving this part of Hamilton.

The site is located at the southern end of the Industrial Zone which extends along the eastern side of Te Rapa Road towards the north.

The area to the south fronting Te Rapa Road is zoned Business 4 for Large Format Retail activities, whilst the land along the western side of Te Rapa Road is zoned Business 3 and contains the Sub-Regional Centre of The Base. A recent subdivision consent application by Porter Developments Limited for the subject property is shown in Figure 2, with Lot 8 being the site of the proposed PAK'nSAVE supermarket development. Figure 2 Site in relation to new subdivision Figure 3 shows in more detail the site in relation to the immediately surrounding activities. The site currently accommodates a small office building towards the Te Rapa Road frontage, with the remainder being essentially vacant and used for vehicle storage.

The are numerous commercial and industrial activities adjoining the site to the north, whilst there is a large format retail development to the south containing a Countdown supermarket and a Kmart store. Directly opposite the site is The Base, which is accessed through the Te Rapa Road/Eagle Way traffic signals.

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 4 Figure 3 Site in relation to surrounding activities 2.2 Site accessibility to travel modes 2.2.1 The road network Section 15-5 Transport Corridor Hierarchy Plan and Definitions in the District Plan classifies current and planned future transport corridors within the City. The location of the site in relation to the "transport corridor hierarchy plan" as contained in Figure 15-5b of the District Plan is shown in Figure 4.

Te Rapa Road is classed as a Major Arterial Transport Corridor, which is defined as follows: d) A ‘major arterial’ transport corridor’s principal function is the movement of significant levels of goods and people between parts of the City and beyond.

Inter- and intra-city heavy freight and through traffic should generally be directed to these corridors. This classification includes all corridors managed as Motorway or Expressway by the New Zealand Transport Agency. Property access is either non-existent or heavily controlled. Inter-city passenger transport services are expected to use these routes. Intra-city passenger transport services may traverse these routes.

Current activities along the eastern side of Te Rapa Road in the vicinity of the site do have some vehicle crossings to serve frontage property (including the Foodstuffs' site), although to the south of the Eagle Way intersection direct access from Te Rapa Road has not been provided for the Countdown/Kmart development. Access to recent developments, such as The Base, has generally been confined to major intersections.

INTEGRATED TRANSPORT ASSESSMENT

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 5 Figure 4 District Plan - Figure 15.5b Transport corridor hierarchy plan, and site location Karewa Place between Wairere Drive and Eagle Way is classed as part of a Collector Transport Corridor which is to be extended towards the north to link up with Church Road to the north (this is discussed further in Section 3.4 of the report), running parallel to and to the east of Te Rapa Road.

A Collector Transport Corridor is defined as follows: f) A ‘collector’ transport corridor performs both a movement and property access function. These transport corridors often move goods and people between local destinations or to higher order transport corridors for further travel. Property access is provided with few restrictions. Depending on the land use environment heavy freight and through traffic may be limited on these corridors. Intra-city passenger transport services are likely to use these routes.

Access to properties fronting onto the road is appropriate, although the movement of traffic along the road remains important. The short section of Eagle Way between Te Rapa Road and Karewa Place is currently classed as a Local Transport Corridor, which is defined as follows:

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 6 g) A ‘local’ transport corridor’s principal function is the provision of property access. The movement of goods and people is directed to higher-order transport corridors.

Property access has few restrictions. The land-use environment dictates whether heavy freight movement is supported. Through-traffic is generally discouraged. Intra- city passenger transport services are unlikely to use these routes where an alternative higher-order transport corridor is available.

As such, Eagle Way is the most appropriate road for providing access to frontage properties, as it currently does for the Countdown/Kmart development. However, given that it provides a direct connection between a Collector (Karewa Place) and a Major Arterial (Te Rapa Road), movement of traffic between the two will remain an important element in its function. Having frontage to three separate roads, the site clearly will have direct and convenient access to the primary road network serving this part of Hamilton.

2.2.2 Public transport services The Te Rapa area is reasonably well serviced by public transport, with several services operating in the general vicinity of the site, as shown in Figure 5.

Figure 5 Bus services in Hamilton The Site

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 7 Service O is a link service following a loop route and connecting The Base Shopping Centre, University, Hospital and other places within Hamilton. It runs in clockwise and anticlockwise directions with a frequency of 15 minutes through the day on weekdays, and 20 minutes at weekends. Services 1, 9 and 18 run between The Base Shopping Centre and the Transport Centre in the Hamilton CBD via different routes. They connect both destinations with most residential and commercial centres in the Hamilton area, and run with a frequency of 30 minutes through the day on weekdays, and 1 hour at weekends.

The nearest bus stop to the subject site is located within The Base Shopping Centre. 2.2.3 Walking Figure 6 shows the 400m walking contour from the site entrance, whilst Figure 7 shows the 1km walking contour. Figure 6 400m walking contour from the site Much of The Base and the commercial/industrial activities along Eagle Way and Karewa Place fall within the 400m walking distance, including part of the area that is earmarked for a Special Housing Area development to the east of a proposed new collector road that is shown as a white dashed line in Figure 6. This proposed road link and the proposed SHA are discussed later in Section 3.4.

2.2.4 Cycling Figure 8 shows the 3km cycling contour from the site, which encompasses a significant part of the surrounding Pukete residential areas.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 8 Figure 7 1km walking contour from the site Figure 8 3km cycling contour from the site

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 9 3.

The traffic environment 3.1 Existing road environment Figure 9 shows the basic layout of the roads around the site. Figure 9 Current road layout around the site Te Rapa Road is a median divided 4-lane road, with additional and separate left and right turning lanes on the approaches to the intersection with The Base Parade and Eagle Way, which is controlled by traffic signals. It has an overall carriageway width of about 22 metres, plus the turning lanes at the intersection. There are No Stopping At All Times (NSAAT) markings on both sides of the road, and there are cycle lanes and pedestrian footpaths running along both sides.

Eagle Way is a two-lane road which widens to provide separate right, through and left turn lanes at the traffic signals, and a painted flush median to accommodate vehicles turning to and from the existing Countdown car park. There are NSAAT markings on both sides of the road, and pedestrian footpaths, and a cycle lane extends along the northern side. Eagle Way extends into Karewa Place which is a two-lane road that links through to Wairere Drive.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 10 The general traffic environment along the frontages of the site is shown in Figures 10, 11 and 12.

Figure 10 Te Rapa Road looking to the south towards the Eagle Way intersection Figure 11 Eagle Way looking to the east from the Te Rapa Road intersection

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 11 Figure 12 Eagle Way looking to the west to the Te Rapa Road intersection. 3.2 Existing traffic flows The closest traffic count data recorded by Hamilton City Council on Te Rapa Road in 2016 was between Pukete Road and McKee Street (about 2.8 kilometres north of the site) and this showed a daily flow of 28,700 vehicles/day. No traffic data is available for Eagle Way.

As will be described later in this report, all of the traffic modelling for this traffic assessment of the proposed PAK'nSAVE supermarket has been based on 2021 flows, utilising the Council's 2021 Te Rapa North VISSIM Model, originally developed for master planning and consenting new development at The Base.

A full assessment of the "existing" 2021 flows with and without the proposed PAK'nSAVE supermarket is presented in Section 7. Consequently, no further traffic surveys have needed to be undertaken as part of this ITA. 3.3 Safety records Appendix A presents a summary of the crash records maintained by the New Zealand Transport Agency for the period 2013-2017 on the road network in the immediate vicinity of the site. During this period there were seven reported crashes at the Te Rapa Road/Eagle Way/The Base Parade intersection, as summarised in Table 1.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 12 Table 1 Te Rapa Road/Eagle Way/The Base Parade intersection NZTA crash record summary (red = injury crash) Crash Type 2013 2014 2015 2016 2017 Total nose-to-tail - northbound 1 1 1 3 nose-to-tail - southbound 2 2 vehicle turning at intersection 1 1 pedestrian accident 1 1 TOTALS 1 3+1 1 1 6+1 Nose-to-tail crashes in queues that form on the Te Rapa Road approaches was the main accident type, and there was one pedestrian accident in 2015 (aged 15, minor injury).

Overall, this record indicates that the intersection is generally operating safely and efficiently.

At the Wairere Drive/Karewa Place intersection which accommodates left turn movements only to and from Karewa Place, there were nine reported crashes in the 5-year period, all being nose-to-tail crashes, eight on the Karewa Place approach to the intersection and one on Wairere Drive. All were non-injury accidents. During the same period, there were no reported crashes along Karewa Place, and only one reported crash on Eagle Way (2017, non-injury), this involving a vehicle turning left out of the Countdown driveway being hit by a westbound vehicle on Eagle Way.

3.4 Proposed changes to the transport environment Chapter 9 Industrial Zone in the District Plan includes the following: 9.5 Rules – Specific Standards 9.5.10 Activities on defined site Lot 3 DP S270, Pt Lot 3 DRO 346, Pt Lot 2 DRO 346, Pt Lot 1 DPS 4044 and Pt Lot 2 DPS 4044 c) Collector Road and Te Rapa Road Intersection i.

Prior to the commencement of development of managed care facilities, retirement villages, rest homes or visitor accommodation on the defined site shown on Figure 15-8c: a. The Future Road shown on Figure 15-8c to connect between Maui Street and Eagle Way shall be constructed to collector road standard and vested in the Council, and; b. The existing through lane on the Eagle Way approach to the Te Rapa Road intersection shall be changed to a shared through and right-turn lane, or other intersection configuration to optimise intersection performance as determined through an ITA.

The required road link is shown in Figure 13, linking Maui Street with Karewa Place and Eagle Way. Item (b.) relating to the approach lanes to the Eagle Way/Te Rapa Road intersection is discussed later in Section 7. The provision of this collector road is addressed in the subdivision application by Porter Developments Ltd which precedes this application for a supermarket on Lot 8. The responsibility for the design, construction and vesting of this road rests with the applicant of the subdivision and this ITA has been prepared on the basis that this road is in place.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 13 Figure 13 Figure 15-8c from the District Plan, showing proposed collector road

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 14 4. The proposed supermarket development 4.1 The site The site of the proposed PAK'nSAVE originally formed part of a much larger land holding by Porters Properties Limited which extends to the north as far as Maui Street, which in turn connects with Church Road. The proposed subdivision which is the subject of a recent subdivision consent application was shown earlier in Figure 2, with Lot 8 of that subdivision being the site of the proposed PAK'nSAVE development.

In 2014 the property was the subject of a land use consent to enable a mixed-use development containing a range of activities including large format retail, offices and places of assembly, and Figure 14 shows this development concept. The "Future Road" shown on the plan is the Collector road that is required to be constructed in Rule 9.5.10 of the District Plan as referred to earlier in Figure 13. The existence of this current consent is relevant in terms of the traffic modelling that has been undertaken for the proposed PAK'nSAVE, as described later in Section 6. Figure 14 Porters Properties Ltd - consented development Also, subsequent to undertaking the traffic modelling for this ITA, a proposal has been approved by the Council for a Special Housing Area development on that part of the Porters Properties Ltd site that lies to the east of the new

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 15 Maui Street extension. This will replace a large portion of the consented development shown in Figure 14, and comment is made late in this report on the implications of the SHA in terms of traffic generation and traffic modelling. 4.2 Proposed site layout and access arrangements The proposed layout for the PAK'nSAVE supermarket is detailed in the plans accompanying the resource consent application and is shown in Figure 15.

Figure 15 Proposed site layout The proposed supermarket building is to be located adjacent to the northern boundary of the site and towards the site's rear frontage to the new link road.

Car parking is then provided in the western part of the site fronting on to Te Rapa Road, and along the southern part of the site along the Eagle Way frontage. A separate loading area is located behind the building fronting onto the new link road. The supermarket is to have a total gross floor area of 6358 m2 , including 3925 m2 of retail floor space.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 16 The customer car parking on the site is to be served by one vehicle crossing on each of the three road frontages. The vehicle crossing on Te Rapa Road will be located close to the site's northern boundary to maximise the separation distance from the Eagle Way signals and clear of the existing left turn lane into Eagle Way. The vehicle crossing on Eagle Way will operate as a left turn entry and left turn exit only, whilst the vehicle crossing on the new link road will accommodate all entry and exit movements.

Two separate vehicle crossings will be provided on the link road to serve the unloading area at the rear of the building.

The proposed parking layout provides for simple two-way circulation around the site, and the design is based on the normal Foodstuffs standard of 2.6m wide parking spaces with 8.0m wide manoeuvring aisles, which is in excess of the minimum requirements of the District Plan. A total of 300 parking spaces will be provided, including 7 accessible spaces required by the District Plan. The very nature of a supermarket car park means that the desire routes for pedestrians walking between the store entrance and their parked vehicles are numerous and spread out and are not always concentrated into any one specific route.

A customer car park is very much a shared space where slow moving vehicles can and do mix with pedestrian movements, including customers pushing shopping trundlers, so that the mix of pedestrians and vehicles is a normal and integral part of the customer car park operation. Consequently, no specific pedestrian facilities or routes through much of the car park are considered necessary or appropriate.

However, a strong pedestrian link is proposed across the centre of the car park in front of the building linking out to Te Rapa Road and continuing along the southern face of the building out to the new link road. In line with Foodstuffs’ recent designs, it is then proposed to incorporate a “shared zone” on the main driveway at the front of the building to simply reinforce the areas outside the store where pedestrian volumes are greatest. The service area is to be located behind the new building, to be accessed from the new link road. The design and operation of the proposed vehicle crossings is discussed further in Section 7.4.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 17 5. Travel characteristics of the proposed PAK'nSAVE 5.1 Travel modes and locational characteristics The main characteristics of a modern supermarket from a transportation perspective are that supermarkets attract large volumes of customers, who make regular visits to purchase significant quantities of groceries and other household items. Whilst cross-shopping (and therefore shared trips) can and should be encouraged wherever possible, the fact remains that a large proportion of supermarket shopping trips are and will continue to be sole- purpose trips.

The need to transport large quantities of goods between the supermarket and (generally) home means that the private vehicle is realistically the only practical alternative for many grocery shopping trips, and the use of public transport or walking and cycling is typically not a feasible option. Depending on the particular type and location of the supermarket, varying proportions of customers can and will make smaller purchases and travel by other modes (public transport, walking, cycling), but the underlying characteristics of most supermarkets do involve the private vehicle. Realistically, this is unlikely to change in the foreseeable future.

The result is that supermarkets generate relatively high levels of traffic movement on the road network, which means that they need to be located where the road network is able to accommodate increased volumes of traffic in and around the site with no more than minor impact on the transport environment, or where appropriate mitigation measures can be introduced (such as road widening, intersection signalisation, etc) in order to properly deal with potential effects. Supermarkets also generate high levels of parking demand, and the provision of customer car parking that is readily available at all times is fundamental to supermarket operation.

Whereas customers of many retail activities may be able to use slightly more remote and “shared” parking opportunities (and indeed in many situations should be encouraged to do so), the simple need to utilise shopping trundlers for large quantities of groceries means that car parking must be provided and be available as close as possible to the supermarket. Acknowledgment of these basic characteristics of supermarkets leads to the conclusion that a variety of supermarket locations is needed to achieve a comprehensive, efficient and balanced offering to the general public. Sites within town centres are particularly suited to customers seeking to make smaller purchases and travel by other modes (public transport, walking, cycling), and are a valuable asset to the make-up of the town centre, but the underlying need to also provide extensive car parking is not always the best outcome for the town centre as a whole.

Supermarkets located outside of town centres, and on major transport corridors, can provide a very convenient and accessible alternative, particularly for customers wishing to purchase large quantities of groceries on a single- purpose trip, avoiding the need to add to congestion and parking demand within the town centre. The provision of an extensive car parking area can also be achieved with much less impact on a town centre or on neighbouring activities. The existing Countdown supermarket on the southern side of Eagle Way is a clear example of such a supermarket.

The current proposal is to establish a supermarket that is on a transport corridor, close to but separate from the retail centre of The Base and further afield from the Hamilton Town Centre. The site is readily accessible from the primary road network, can offer sufficient car parking to properly serve the supermarket, and can operate safely and efficiently with minimal impact on neighbouring properties or other road users. Although there is limited public transport available close to the site at present, it will remain desirable to promote its use wherever possible. Walking and cycling will remain (albeit minor) alternative modes for the grocery shopping trip.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 18 5.2 Traffic generation predictions 5.2.1 Customer traffic The traffic predictions and analysis for the proposed PAK'nSAVE supermarket have focused on the busiest times for the supermarket, namely the weekday PM peak period and the Saturday afternoon period. These generally coincide with the busy times on the road network. During the AM peak period, which is often the critical period on the road network when commuter traffic tends to combine with school traffic, the proposed supermarket will generate very low volumes of traffic.

Consequently, the AM commuter peak period has not been included in this ITA for the proposed supermarket.

Data from existing PAK'nSAVE stores indicates that a typical trip rate is expected to be about 15 vph/100 m2 GFA during both the weekday PM peak period and the Saturday afternoon peak period. This rate generally applies to stores that are well established in a mature catchment, and it is expected that this new store in Te Rapa Road will take some time to reach these levels with ongoing development in the northern areas of Hamilton. Adopting this trip rate produces peak traffic movement predictions for the proposed new store (6358 m2 GFA) of about 954 vph, including all entry and exit movements.

Traffic flows during other periods of the day will be considerably lower. The traffic generation rate refers to the total number of vehicle movements that occur to or from the facility during a given period, meaning that one customer visiting the site by private vehicle represents two vehicle movements, one into the site and one out of the site. The number of vehicles entering and leaving the site in any hour is generally split 50/50.

The above peak trip generation prediction represents the total number of customer vehicle movements that will occur into and out of the site during those identified peak periods and can generally be made up of three separate elements. The first element involves primary customers from the catchment who make a specific trip to the supermarket, predominantly from home and returning to home, and these make up the largest portion of total customers. It is assumed that this traffic would not be present on the road network near the site if the supermarket was not established on the site, but rather would be additional traffic on that part of the road network as a direct result of the supermarket.

The second element involves pass-by customers who are already using Te Rapa Road for some other trip (e.g. work to home, or visiting other sites elsewhere), and who take advantage of the presence and convenience of the PAK'nSAVE to call into the supermarket as part of that original trip. This traffic is not additional to the traffic flows already on Te Rapa Road and is simply diverted into the site. While this element of pass-by traffic does not result in additional vehicles being added to the road network, it will result in a redistribution of turning movements at the main access points to the site.

The pass-by rate commonly adopted is 20% of total customer traffic, and this has been adopted for the purposes of this assessment.

The third element involves diverted customers. These customers are normally already travelling on other (usually nearby) roads on a different purpose trip (such as work-to-home) and choose to divert to the site in order to do the grocery shopping as part of that original trip. Diverted customers would normally only make up a relatively small percentage of total customers, and the distribution of any such trips on the road network has been assumed to be similar to the distribution of primary customers.

The total predicted traffic generation of the site is therefore 954 vph during the peak periods, of which 20% (or 191 vph) is assumed to be pass-by traffic that is already present on Te Rapa Road.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 19 5.2.2 Service vehicles The number of service vehicles visiting a supermarket depends on the scale of the operation and its location. Based on experience of existing PAK'nSAVE supermarkets, some 30-40 delivery vehicles (only a few of which are large vehicles) can be expected to be visiting the site in a day, with deliveries normally being scheduled to be spread through the main part of the morning, which maximises the efficiency of the unloading operations and eliminates the occurrence of queuing and congestion.

Deliveries are also arranged to avoid the peak traffic periods, particularly the PM peak period. In general, most of the deliveries occur within the 7.00 am to 3.00 pm daytime period, although there is likely to be a milk delivery and a bread delivery prior to 7.00 am.

These figures are considered to give a good indication of the likely level of delivery activities that will be associated with the proposed supermarket, and they have been adopted for the purposes of this assessment. It is however noted that the access and servicing arrangements that are proposed will if necessary be easily able to accommodate larger volumes of service vehicles through the day without difficulty. 5.3 Traffic distribution A customer catchment analysis was undertaken by Foodstuffs for the proposed PAK'nSAVE, and the results are set out in the spreadsheet in Appendix B. As well as predicting the percentage of customers coming from each census unit area, the table also assigns each element of customers to the different routes to and from the site.

The resulting distribution of customer trips is summarised in Table 2. The largest percentage of customers is predicted to come from the east along Wairere Drive.

Table 2 Predicted customer trip distribution Route Approach direction Departure direction Te Rapa Road (south) 13.0% 14.3% Wairere Drive (west) 20.1% 17.7% Te Rapa Road (north) 20.9% 11.8% Wairere Drive (east) 36.4% 46.6% Maui Street (north) 9.6% 9.6%

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 20 6. Effects on the wider transport network 6.1 Traffic modelling At the time of Foodstuffs undertaking its due diligence on the acquisition of the site for a PAK'nSAVE supermarket, discussions were held with the Council to determine the extent of traffic modelling that would be required to provide an appropriate level of assessment of the likely effects of the additional PAK'nSAVE traffic on the wider road network, including identifying any mitigation measures that would be needed in order to satisfactorily accommodate that traffic.

It was recommended by the Council that its 2021 Te Rapa North VISSIM Model, originally developed for master planning and consenting new development at The Base, would be the most appropriate tool with which to evaluate the traffic effects of the proposed PAK'nSAVE on the surrounding road network. Modelling work using the VISSIM Model had previously been undertaken by Bloxam Burnett & Olliver (BBO) on behalf of the Council, and so they were commissioned by Foodstuffs to undertake the modelling work for the proposed PAK'nSAVE. The traffic generation and distribution predictions for the PAK'nSAVE described earlier in Section 5 were provided to BBO for input to the 2021 VISSIM model.

With the predicted traffic generation for the supermarket being similar for the weekday and Saturday peaks, it was determined that the Saturday peak would represent the worst-case scenario when the peaks for the supermarket and the road network coincide, and so the VISSIM model concentrated on the Saturday peak period. The outcome of that modelling is presented in the BBO report in Appendix C. The following is noted: • The 2021 base model has been checked by BBO (in June 2018) to make sure it is still up-to-date in terms of all consented developments in the area that could influence the outcome of the modelling.

The 2014 consented development for the Porters site was fully included in the model. • At the time of the original modelling, the predicted traffic generation of the proposed PAK'nSAVE was a little higher at 975 vph for the critical PM peak hour, and this was added to the 2021 base model. The PAK'nSAVE prediction has subsequently been reduced to 954 vph as a result of a slight reduction in the final proposed GFA of the store, but the "with PAK'nSAVE" model remains valid, if a little conservative. • At the time of the original modelling, the full 975 vph for the PAK'nSAVE was added into the 2021 base model, and no allowance was made for the underlying development shown earlier in Figure 14 that would be displaced by the PAK'nSAVE development.

This was estimated to amount to 258 vph, which would effectively result in a net increase of only 717 vph due to the PAK'nSAVE development. Again, the "with PAK'nSAVE" model is conservatively high in terms of trip generation predictions. The results of the model runs are presented in the BBO report in Appendix C. The spreadsheet attached to that report details the predicted traffic flows and performance indicators for each turning movement at the key intersections in the vicinity of the site.

In terms of the road network in the vicinity of the site, the overall conclusion from the VISSIM model was that the addition of the predicted PAK'nSAVE traffic would potentially have a significant effect on some turning movements, and therefore on the operation of those intersections. In particular, customers approaching along Wairere Drive would need to make the right turn movement from Wairere Drive into Te Rapa Road followed by the right turn movement from Te Rapa Road into Eagle Way. The increase in traffic flows on both of these movements would have a significant impact on the intersection as a whole, with significant increases in delay and queuing.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 21 Accordingly, as will be discussed below in Section 6.4, it is proposed to install traffic signal control at the Wairere Drive/Karewa Place intersection to provide for the right turn movement from Wairere Drive into Karewa Place, this being a movement that is not possible under the current intersection layout. This will provide significant relief to the above two critical right turn movements, providing benefit not only in terms of satisfactorily accommodating the traffic that will be generated by the proposed PAK'nSAVE development, but also in terms of the various other developments that will be occurring along the Karewa Place-Maui Street corridor.

A further consideration in the assessment of effects based on the traffic modelling is the recent proposal to utilise a large portion of the overall Porters site as a Special Housing Area (as noted in Section 4.1), understood to contain a proposed 186 residential units. If this SHA proposal proceeds, it will displace a considerable amount of planned mixed use development that was included in the 2014 land use consent, and it is estimated that predicted flows for that part of the property would reduce from 591 vph originally predicted for the mixed-use activity down to some 203 vph for the residential development.

Again, this reduction has not been taken into account in the 2021 VISSIM model.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 22 6.2 Te Rapa Road/Avalon Drive/Wairere Drive intersection The 2021 VISSIM model outputs for the Te Rapa Road/Avalon Drive/Wairere Drive intersection are included in Appendix C, and are summarised in Tables 3 and 4 below. Table 3 compares the intersection performance parameters for the 2021 base model with those for the "with PAK'nSAVE" model. Table 3 Te Rapa Road/Avalon Drive/Wairere Drive signals 2021 VISSIM model results –Saturday peak Movement 2021 base model 2021 with PAK'nSAVE Flow (vph) Ave delay (secs) LOS Queue (m) Flow (vph) Ave delay (secs) LOS Queue (m) average max average max Wairere (E) left 72 43.4 D 99 209 70 56.2 D 144 360 through 270 59.9 E 99 209 276 81.7 F 144 360 right 1020 90.0 F 99 209 1167 129.9 F 144 360 Te Rapa (N) left 327 49.7 D 14 56 408 54.0 D 17 70 through 779 64.1 E 52 179 924 130.2 F 230 507 right 576 21.4 C 22 260 582 60.4 E 190 505 Avalon (W) left 298 19.8 B 33 164 340 22.2 C 23 80 through 341 57.2 E 33 164 353 54.0 D 23 80 right 89 36.0 C 33 164 91 32.1 C 23 80 Te Rapa (S) left 75 11.7 B 0 23 76 59.0 E 0 20 through 736 64.4 E 70 234 821 133.6 F 202 361 right 256 95.5 F 59 202 301 190.4 F 211 361 Intersection 60.2 E 102.8 F The model results show a significant increase in overall average delay at the intersection, increasing from 60.2 to 102.8 seconds/vehicle.

The LOS would drop from E to F), and queue length would increase substantially, particularly for the through and right turn movements on the Te Rapa Road northbound and southbound approaches. Table 4 shows the effects of the mitigation measures that are proposed at the Wairere Drive/Karewa Place intersection on the performance of the Te Rapa Road/Avalon Drive/Wairere Drive intersection, comparing the 2021 base model with the 2021 "with PAK'nSAVE and mitigation measures" model. These results show that the proposed signalisation of the Wairere Drive/Karewa Place intersection will have a significant effect on the operation of this intersection, resulting in an overall improvement to the current intersection operation.

Overall average delays will decrease from 60.2 to 54.7 seconds/vehicle, the LOS will improve from E to D, and queues on all approaches will be reduced. Clearly, the proposed signalisation of the Wairere Drive/Karewa Place intersection will not only enable the proposed PAK'nSAVE to be satisfactorily accommodated but will also result in benefits to the existing road network.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 23 Table 4 Te Rapa Road/Avalon Drive/Wairere Drive signals 2021 VISSIM model results –Saturday peak, with mitigation Movement 2021 base model 2021 with PAK'nSAVE and mitigation Flow (vph) Ave delay (secs) LOS Queue (m) Flow (vph) Ave delay (secs) LOS Queue (m) average max average max Wairere (E) left 72 43.4 D 99 209 55 49.0 D 64 192 through 270 59.9 E 99 209 276 61.0 E 64 192 right 1020 90.0 F 99 209 887 79.6 E 64 192 Te Rapa (N) left 327 49.7 D 14 56 397 69.3 E 23 72 through 779 64.1 E 52 179 954 60.8 E 65 292 right 576 21.4 C 22 260 695 33.5 D 53 273 Avalon (W) left 298 19.8 B 33 164 389 19.4 E 21 87 through 341 57.2 E 33 164 323 56.3 E 21 87 right 89 36.0 C 33 164 88 36.5 D 21 87 Te Rapa (S) left 75 11.7 B 0 23 80 9.5 E 0 14 through 736 64.4 E 70 234 879 53.9 D 45 167 right 256 95.5 F 59 202 112 50.6 D 11 118 Intersection 60.2 E 54.7 D 6.3 Te Rapa Road/Eagle Way/The Base Parade intersection The 2021 VISSIM model outputs for the Te Rapa Road/Eagle Way/The Base Parade intersection are included in Appendix C, and are summarised in Tables 5 and 6 below.

Table 5 compares the intersection performance parameters for the 2021 base model with those for the "with PAK'nSAVE" model. The model results show a small increase in overall average delay at the intersection, increasing from 62 to 67.6 seconds/vehicle, with the LOS dropping from D to E. Queue lengths would increase on most of the movements, particularly for the right turn movement into Eagle Way. Table 6 shows the effects of the mitigation measures that are proposed at the Wairere Drive/Karewa Place intersection on the performance of the Te Rapa Road/Eagle Way/Base Parade intersection, comparing the 2021 base model with the 2021 "with PAK'nSAVE and mitigation measures" model.

These results show that the proposed mitigation measures will enable this intersection to accommodate the additional traffic from the proposed PAK'nSAVE whilst continuing to operate much as at present.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 24 Table 5 Te Rapa Road/Eagle Way/The Base Parade signals 2021 VISSIM model results –Saturday peak Movement 2021 base model 2021 with PAK'nSAVE Flow (vph) Ave delay (secs) LOS Queue (m) Flow (vph) Ave delay (secs) LOS Queue (m) average max average max Eagle Way (E) left 376 21.8 C 8 88 391 44.7 D 25 189 through 156 85.1 F 62 219 167 102.4 F 52 197 right 69 83.1 F 62 219 90 102.0 F 52 197 Te Rapa (N) left 108 5.5 A 0 16 180 12.8 B 0 27 through 467 42.7 D 24 92 511 50.9 D 38 148 right 81 53.3 D 24 92 85 56.6 D 38 148 The Base (W) left 68 17.5 B 0 7 79 20.5 C 0 9 through 262 110.7 F 366 496 282 111.3 F 285 505 right 1002 109.9 F 373 496 986 115.1 F 284 505 Te Rapa (S) left 816 20.0 B 36 171 878 21.7 C 27 190 through 566 46.8 D 25 76 715 50.5 D 32 106 right 214 90.6 F 51 151 265 181.3 F 107 189 Intersection 62.0 D 67.6 E Table 6 Te Rapa Road/Eagle Way/The Base Parade signals 2021 VISSIM model results –Saturday peak, with mitigation Movement 2021 base model 2021 with PAK'nSAVE and mitigation Flow (vph) Ave delay (secs) LOS Queue (m) Flow (vph) Ave delay (secs) LOS Queue (m) average max average max Eagle Way (E) left 376 21.8 C 8 88 390 24.7 C 9 114 through 156 85.1 F 62 219 161 83.0 F 32 134 right 69 83.1 F 62 219 87 80.6 F 32 134 Te Rapa (N) left 108 5.5 A 0 16 113 10.0 A 0 12 through 467 42.7 D 24 92 574 51.7 D 46 165 right 81 53.3 D 24 92 117 59.4 E 46 165 The Base (W) left 68 17.5 B 0 7 93 45.0 D 0 17 through 262 110.7 F 366 496 259 115.3 F 383 503 right 1002 109.9 F 373 496 989 115.4 F 384 503 Te Rapa (S) left 816 20.0 B 36 171 891 44.0 D 81 308 through 566 46.8 D 25 76 642 47.3 D 26 150 right 214 90.6 F 51 151 172 47.5 D 17 92 Intersection 62.0 D 62.1 E

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 25 6.4 Wairere Drive/Karewa Place intersection 6.4.1 Proposed changes to the intersection To provide an improved access route to the ongoing development along Karewa Place and Maui Street, including the proposed PAK'nSAVE development, it is proposed to partially signalise this intersection under a basic two-phase arrangement to control the right turn movement from Wairere Drive into Karewa Place and the eastbound through movement on Wairere Drive. The westbound movement on Wairere Drive continues uncontrolled, and the left turn entry and exit movements to and from Karewa Place remain as Give Way controlled.

A proposed layout for the intersection (subject to the normal detailed design and safety audit procedures) is shown in Figure 16, with additional design details and tracking curves presented in Appendix D. Figure 16 Wairere Drive/Karewa Place intersection - proposed layout The 2021 VISSIM model outputs for the modified Wairere Drive/Karewa Place intersection are included in Appendix C, and are summarised in Table 7.

The VISSIM model results indicate that the modified intersection will operate satisfactorily at an overall LOS of B. However, in order to provide a more detailed assessment of the proposed modified intersection layout and operation, the intersection has also been modelled using the SIDRA-8 software, based on the predicted traffic flows from the 2021 VISSIM model. The results are presented in Appendix D, and are summarised in Table 8.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 26 Table 7 Wairere Drive/Karewa Place intersection with new traffic signals 2021 VISSIM model results –weekday PM peak Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Ave delay (secs) LOS Queue (m) average max Wairere (E) through - right 514 25.3 C 24 215 Karewa (N) left 487 8.8 A 4 119 Wairere (W) left 181 5.2 A 8 87 through 1071 10.3 B 8 83 Intersection 13.0 B Table 8 Wairere Drive/Karewa Place intersection with new traffic signals SIDRA model results – weekday PM peak, 2021 flows Movement 2021 with PAK'nSAVE Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Wairere (E) through 1263 0.332 0 A 0 right 541 0.844 26.6 C 90 Karewa (N) left 513 0.593 10.9 B 40 Wairere (W) left 191 0.220 12.1 B 13 through 1127 0.847 19.8 B 95 Intersection 3635 0.847 12.3 B The SIDRA model results confirm that the intersection will operate efficiently and well within capacity, with an overall average delay of 12.3 seconds/vehicle and an LOS of B.

There is no added delay to westbound through traffic on Wairere Drive, but the average delay for eastbound through traffic is predicted to be up to 19.8 seconds during peak times with an LOS of B.

The 95th percentile queue on the right turn lane into Karewa Place is 90 metres, which can be accommodated within the proposed 120 metres of right turn lane within the existing central median island along Wairere Drive. The 95th percentile queue on the eastbound approach on Wairere Drive is predicted to be 95 metres, which is about half way back to the Te Rapa Road signals which are some 180 metres from the Karewa Place intersection. The model predicts a 95th percentile queue for the left turn out of Karewa Place of 40 metres, which could affect vehicles turning right out of the Motor Inn on the corner of the intersection.

However, any queue will quickly dissipate during the signal phase for the right turn into Karewa Place, and in reality the effects will be minimal.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 27 6.4.2 Intersection design considerations Sight Distances Appropriate sight distance standards at an intersection are set out in the AUSTROADS publication “Guide to Road Design - Part 4A - Unsignalised and Signalised Intersections”. There are three key sight distance parameters indicated in the guide: 1. Approach Sight Distance (ASD) is a minimum requirement to provide the driver of a vehicle adequate distance to observe the roadway layout in sufficient time to react and stop if necessary before entering a conflict area.

It is measured from driver eye height (1.1m) to 0m (the road surface). 2. Safe Intersection Sight Distance (SISD) provides a sufficient distance for a driver of a vehicle on the major road to observe a vehicle from a minor road approach moving into a collision situation and to decelerate to a stop before reaching the collision point. It is measured from driver eye height (1.1m) to the top of an approaching car (1.25m).

3. Minimum Gap Sight Distance (MGSD) provides a sufficient distance for a driver of a vehicle entering onto a major road to see a vehicle in the conflicting traffic stream in order to safely commence the desired manoeuvre. It is measured from driver eye height (1.1m) to the object height of an approaching vehicle (0.65m). The sight distance assessment for the intersection has been based on a reaction time of 2.0 seconds, an operating speed of 80 km/hr on Wairere Drive, and an operating speed of 60 km/hr on Karewa Drive. Table 9 provides an assessment of the available sight distances at the intersection, from which it can be seen that the AUSTROADS standards are met.

Table 9 Wairere Drive/Karewa Place intersection with new traffic signals Sight distance assessment SAFE INTERSECTION SIGHT DISTANCE Direction Speed Recommended Minimum Sight Distance Available Sight Distance From the east 80 km/hr 181 metres > 200 metres From the west 80 km/hr 181 metres > 200 metres APPROACH SIGHT DISTANCE Direction Speed Recommended Minimum Sight Distance Available Sight Distance To the north 80 km/hr 73 metres > 200 metres MINIMUM GAP SIGHT DISTANCE Direction Speed Recommended Minimum Sight Distance Available Sight Distance To the east 80 km/hr 89 metres > 200 metres To the west 80 km/hr 89 metres > 200 metres Pedestrian movements and safety There are currently no safe crossing facilities for pedestrians at the intersection and across the existing slip lanes, and pedestrians need to cross wide carriageways in between vehicle movements without the support of a formal facility.

To enhance pedestrian amenity and safety at the intersection, it is proposed to establish zebra crossings on both slip lanes to and from Karewa Place. A signalised pedestrian crossing will also be provided between the slip lane islands to avoid conflict with right turning vehicles into Karewa Place. The signalised crossing is anticipated to operate parallel with the westbound through movement on Wairere Drive avoiding any additional delays to flows at the intersection. As discussed above, the intersection enjoys a high standard of visibility, and drivers will be able to see the intersection and pedestrian crossings well in advance and prepare to stop if necessary.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 28 Potential effects on the Te Rapa Road/Wairere Drive intersection to the west To accommodate the right turn pocket for traffic turning right into Karewa Place, it is necessary to reduce the length of the existing westbound right turn pocket on the Wairere Drive approach to the Te Rapa Drive intersection by about 20 metres. However, the 2021 VISSIM model shows that there will be a reduction in demand for the right turn movement into Te Rapa Road as a result of the new right turn facility into Karewa Place (from 1020 vph to 887 vph in the PM peak), a reduction in average delay for the right turning traffic from 90.0 to 79.6 seconds/vehicle, and a reduction in the average queue length from 99 metres to 64 metres.

Consequently, the proposed changes at the Karewa Place intersection are not anticipated to result in any detrimental effect on the performance and safety of Wairere Drive or at its intersection with Te Rapa Road. Weaving from Pukete Road to Karewa Place The distance between the Karewa Place and the Pukete Road signals is about 170 metres, and so the predicted 95th percentile queue of 90 metres for the right turn movement into Karewa Place, within a right turn lane of 120 metres, will be well separated from the Pukete Road intersection. Vehicles turning left out of Pukete Road to travel to the west do so through a Give Way controlled free-left-turn, and so are seeking gaps in the westbound flows on Wairere Drive in order to make that movement.

With the separation distance that is available, these vehicles will easily be able to move into the outer lane in order to access the right turn lane into Karewa Place, without creating any undue conflict with other westbound traffic.

6.5 Karewa Place/Eagle Way/Maui Street intersection In connection with the subdivision proposal referred to earlier in Figure 2, a traffic assessment was undertaken by Traffic Design Group1 which included an investigation into the possible alternative layouts for this new intersection. The granted consents referred to earlier in Figure 14 were based on this intersection being retained in its current priority form, with the continuous, priority flow being between Eagle Way and Karewa Place, with Maui Street established as the minor leg of the intersection. However, as part of the proposed subdivision assessment, two alternative layouts were tested, these being a standard priority-controlled T-intersection with the Give Way control applying to the Eagle Way approach, and a signalised T-intersection.

The TDG assessment concluded that any of the options would operate satisfactorily, but that the standard T- intersection was preferred as it could be constructed as a Give Way intersection initially, and easily converted to a signalised intersection if required in the future without requiring major changes to the built layout. The concept layout for the Give Way intersection that was included in the TDG report is shown in Figure 17. This intersection has been modelled using SIDRA-8, based on the 2021 VISSIM traffic flows with the PAK'nSAVE, and the results are presented in Appendix E and summarised in Table 10.

The model shows that the right turn movement from Eagle Way into Karewa Place is close to capacity, and has an average delay of 76 seconds/vehicle and an LOS of F. The 95th percentile queue is predicted to be 70 metres long, which would extend back as far as the proposed PAK'nSAVE left turn entry and exit crossing, but still 20 metres clear of the existing Countdown vehicle crossing. The average queue length during the same peak hour would be 28 metres, which is well short of both the PAK'nSAVE and Countdown crossings. 1 Porter Developments – Subdivision Consent, Te Rapa - Integrated Transportation Assessment TDG Ref: 14768.006 14 May 2018

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 29 Figure 17 Eagle Way/Karewa Place intersection - layout proposed in subdivision consent application source: TDG report, footnote 1 Table 10 Karewa Place/Eagle Way/Maui Street as a standard Give Way T-intersection SIDRA Results – Saturday peak, 2021 flows with PAK'nSAVE and Wairere Drive/Karewa Place signals Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Karewa (S) left 148 0.117 5.4 A 4 through 461 0.244 0 A 0 Maui (N) through 396 0.211 0 A 0 right 225 0.209 6.8 A 7 Eagle Way (W) left 205 0.207 6.8 A 6 right 198 0.946 75.7 F 70 Intersection 1634 0.946 11.5 In considering the adequacy of a Give Way T-intersection to properly accommodate all traffic when the PAK'nSAVE and the balance of the Porters site are fully developed and operational, the effects of the over-estimation of traffic

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 30 in the model should be taken into account, as described earlier in Section 6.1. This includes an over-estimated 258 vph for the PAK'nSAVE and a reduction of 388 vph for the use of part of the Porters site for an SHA, acknowledging that not all of this traffic would necessarily be passing through the Eagle Way/Karewa Place intersection. As a conservative allowance, 50% of the reduction due to the SHA has been deducted from the 2021 VISSIM model flows through the intersection (ie 194 vph), and the SIDRA model re-run.

The results are presented in Appendix E and are summarised in Table 11.

The results show that the intersection will operate efficiently and well within capacity, and queues on the Eagle Way approach will be much shorter (95th percentile queue of 31 metres). The conclusion of this analysis is that the installation of traffic signals is not warranted as a result of the proposed PAK'nSAVE development, and that the standard Give Way T-intersection that forms part of the current subdivision application will be sufficient to accommodate all generated traffic from currently planned developments. If for any reason the proposed SHA did not go ahead and a more intense development occurred on that part of the property, consideration might be given to signalisation of the intersection, but in any case the installation of traffic signal control remains an easy option for the future should that become necessary.

Table 11 Karewa Place/Eagle Way/Maui Street as a standard Give Way T-intersection SIDRA Results –Saturday peak, 2021 flows with PAK'nSAVE and Wairere Drive/Karewa Place signals plus a conservative allowance for the proposed SHA in Maui Street Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Karewa (S) left 148 0.113 5.3 A 4 through 388 0.206 0 A 0 Maui (N) through 333 0.177 0 A 0 right 189 0.161 6.3 A 5 Eagle Way (W) left 173 0.159 6.3 A 5 right 198 0.695 28.9 D 31 Intersection 1429 0.695 6.2

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 31 7.

Site access design and operation An important characteristic of this site is that vehicle access can be provided on three frontages, giving customers various options for entering and leaving the site. This also enables the vehicle crossings on Te Rapa Road and Eagle Way to be designed and operated for left turn entry and exit movements only, thereby minimising potential effects on other traffic using the roads.

The design and operation of each proposed vehicle crossing is discussed in the following sections. 7.1 PAK'nSAVE Te Rapa Road access The proposed access on Te Rapa Road has been modelled using SIDRA-8, based on the 2021 VISSIM traffic flows with the PAK'nSAVE, and the results are presented in Appendix F and summarised in Table 12. Table 12 PAK'nSAVE Te Rapa Road access SIDRA results –Saturday peak, 2021 flows Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Te Rapa (S) through 865 0.226 0 A 0 Site access (E) left 277 0.211 4.6 A 7 Te Rapa (N) left 271 0.149 4.6 A 0 through 569 0.149 0 A 0 Intersection 1982 0.226 1.3 The access will operate with left turn entry and exit movements only, and the model indicates minimal delays and queueing for entering and exiting vehicles.

However, although the SIDRA model is unable to show it, vehicles leaving the site could also be delayed by vehicle queues in the southbound through lane at the signals, but this tends to occur mainly at the busiest times on the road network and queuing generally dissipates relatively quickly. The access has been located as far to the north as possible to maximise the separation distance from the Eagle Way signals (about 80 metres from the southbound stop line), and to position it clear of the existing left turn slip lane that accommodates traffic turning left from Te Rapa Road into Eagle Way.

The 2021 VISSIM model results for the signals (with the PAK'nSAVE and mitigation measures) show a predicted average queue in the southbound through and right turn lanes of 46 metres, with a 95th percentile queue of 165 metres, during the Saturday peak period (Table 6). From this it can be concluded that the queue is likely to reach back to the PAK'nSAVE vehicle crossing on only a few occasions during the peak period, and at other times of the day the queue is likely to be much less. Vehicles that are turning left out of the site and wishing to proceed to the south along Te Rapa Road will be able to make a simple left turn into the kerbside through lane, prior to the start of the left turn slip lane.

Vehicles wishing to make a right turn into The Base Parade will have to cross the two through lanes in order to enter the right turn lane

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 32 at the signals and, although this movement will be more difficult during peak periods, the 80-metre separation from the signals will afford plenty of opportunity to make these manoeuvres. It is noted that most visits to a PAK'nSAVE supermarket tend to be single purpose trips with "home" being the next destination, and in reality it is unlikely that many PAK'nSAVE customers will be seeking to visit other retail activities in The Base once they leave the supermarket.

Overall, it is considered that this crossing/weaving movement is unlikely to create any operational or safety issues.

Vehicles approaching along Te Rapa Road from the north will be slowing to make the left turn entry movement into the site, just before the start of the left turn slip lane into Eagle Way. There is some potential for confusion or conflict as vehicles slow to make this movement, but again the 80-metre separation from the signals should be sufficient for the intentions of approaching motorists who will be signalling to make the left turn quite clear to vehicles exiting from the site and to following southbound vehicles.

It is considered that the provision of the vehicle crossing on Te Rapa Road (as left turn entry and exit only) is important to the operation of the proposed supermarket, reducing the amount of traffic that would otherwise be turning left into Eagle Way, and enabling the Eagle Way vehicle crossing to also operate as left turn entry and exit only.

Overall, it is concluded that the Te Rapa Road vehicle crossing will operate safely and efficiently as proposed. 7.2 PAK'n SAVE Eagle Way access The proposed access on Eagle Way has been modelled using SIDRA-8, based on the 2021 VISSIM traffic flows with the PAK'nSAVE, and the results are presented in Appendix F and summarised in Table 13. Table 13 PAK'nSAVE Eagle Way access SIDRA results –Saturday peak, 2021 flows Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Eagle Way (E) through 374 0.200 0 A 0 Site access (N) left 231 0.214 6.4 A 7 Eagle Way (W) left 337 0.185 4.4 A 0 through 403 0.216 0 A 0 Intersection 1344 0.216 2.2 The access will operate with left turn entry and exit movements only, and the model indicates minimal delays and queueing for entering and exiting vehicles.

A left turn slip lane is included to enable vehicles entering the site to pull clear of other eastbound traffic approaching the Karewa Place intersection, and also traffic that is entering the Countdown supermarket car park opposite.

The predicted 95th percentile queue length on the Eagle Way approach to the Karewa Place intersection is predicted to be 31 metres (Table 10) during the Saturday peak period, which is still well clear of the exit from the PAK'nSAVE site. Overall, it is concluded that the Eagle Way vehicle crossing will operate safely and efficiently as proposed.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 33 7.3 PAK'n SAVE Maui Street access The proposed access on Maui Street has been modelled using SIDRA-8, based on the 2021 VISSIM traffic flows with the PAK'nSAVE, and the results are presented in Appendix F and summarised in Table 14.

Table 14 PAK'nSAVE Maui Street access SIDRA results –Saturday peak, 2021 flows Movement 2021 with PAK'nSAVE and mitigation Flow (vph) Deg of Satn Ave delay (secs) LOS 95% Queue Maui (S) left 101 0.357 3.4 A 0 through 565 0.357 0 A 0 Maui (N) through 497 0.266 0 A 0 right 101 0.123 8.0 A 4 Site access (W) left 124 0.795 24.5 C 43 right 124 0.795 45.1 E 43 Intersection 1513 0.795 6.5 The access will provide for all left and right turning movements, with the right turn entry movement being made from the flush median on Maui Street at the start of the right turn lane at the Eagle Way intersection.

The only potentially difficult movement at this access will be the right turn exit movement, which is predicted to operate at a LOS of E, although the queuing and delay for this movement will occur within the site, and with no effect on other traffic on Maui Street. However, traffic making this manoeuvre and wishing to proceed to the south along Karewa Place does have a very convenient alternative route via a left turn onto Eagle Way, whilst traffic wishing to proceed to the south along Te Rapa Road can exit through the Te Rapa Road crossing. 7.4 Delivery vehicle access on Maui Street Two new vehicle crossings are proposed on Maui Street to serve the unloading area at the rear of the supermarket building.

Delivery vehicles will enter the site via the proposed new southern vehicle crossing on Maui Street, circulate in a clockwise direction through the unloading area, and exit back onto Maui Street through the northern crossing. With the service area being completely separated from all customer activity, its operation will have less than a minor effect on the transport environment.

Most deliveries will involve rigid trucks and vans, with the occasional larger B-train, semi-trailer of truck & trailer. A typical tracking curve for a large truck and trailer circulating through the site is shown in Figure 18. Fuel delivery tankers will also be required to access the proposed fuel facility in the south eastern corner of the site. These vehicles, which visit the sit on perhaps two or three occasions per week and generally outside of busy supermarket periods, will enter the site through the Eagle Way crossing, circulate through the fuel facility to discharge fuel within the forecourt area, and exit back onto Maui Street.

A typical tracking curve for a large fuel tanker circulating through the site is shown in Figure 19.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 34 Figure 18 Typical tracking path for a truck and trailer delivery vehicle Figure 19 Typical tracking path for a fuel delivery tanker

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 35 8. Other impacts of the proposed development 8.1 Impacts on travel modes As discussed in Section 5.1, the proposed supermarket is very much oriented towards the private vehicle, this really being the only practical alternative for the main grocery shopping trips, and the use of public transport or walking and cycling is typically not a feasible option.

However, whilst public transport at this particular site is limited at present, some customers can and will choose to make smaller purchases and travel by other modes (public transport, walking, cycling), but the underlying characteristics of the supermarket do involve the private vehicle, and realistically this is unlikely to change in the foreseeable future.

8.2 Safety impacts As discussed in this report, the proposed vehicle crossings serving the PAK'nSAVE development have been located and designed to minimise any impact on the safe and efficient operation of the road network, including the movement and safety of pedestrians and cyclists. The good standard of inter-visibility that is available at each location between entering and exiting vehicles and passing pedestrians and cyclists will ensure that there is no detrimental effect on the continuing safety of all travel modes.

The on-site layout has been designed to provide safe and easy circulation within the site, and strong pedestrian links are proposed through the site from the Te Rapa Road and Maui Street frontages.

The proposed partial signalisation of the Wairere Drive/Karewa Place intersection meets all of the sight distance standards for safe intersection design, and the improved pedestrian facilities across Karewa Place will improve pedestrian safety and amenity at the intersection. 8.3 Parking impacts The on-site parking that is to be provided meets the minimum requirements of the Hamilton City District Plan, and is expected to be sufficient to meet all peak demand. The result is that there will be no over-spill parking beyond the site, and no effects on the surrounding transport network or neighbouring properties.

8.4 Impacts on neighbouring properties The proposed vehicle crossing on Te Rapa Road is to be located close to the western boundary of the site, but its separation from the wide crossing currently serving the neighbouring property to the west is considered to be sufficient to avoid any undue conflict between turning vehicles. The vehicle crossings on Maui Street will be well clear of any neighbouring driveways.

The proposed vehicle crossing on Eagle Way has been located to be well clear of the existing crossing serving Countdown on the southern side of the road, and the design for left turn entry and exit movements only will ensure there is no conflict between the two crossings. From a traffic engineering point of view, it is considered that the proposed PAK'nSAVE development will have less than a minor effect on neighbouring properties.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 36 8.5 Impacts of construction traffic The need to introduce truck and other vehicle movements during the construction phases of any development or intersection up-grade always has a potential to impact on the surrounding area and road network, but a certain degree of impact for what is normally a relatively short period of time (at least in the context of the life of the proposed development) is inevitable, and should not normally be a reason for restricting development.

What is important however is that measures must be put in place to minimise the potential impacts of construction traffic, and this is generally achieved through the requirement for a construction traffic management plan to be prepared and approved prior to work commencing. Where necessary this seeks to control the times of operation (eg avoiding peak periods), routes used, and other matters to minimise potential impact. Te Rapa Drive, Eagle Way and the new Link Road will all be able in capacity terms to accommodate the sorts of volumes that will be associated with the construction phases, and the application of a construction traffic management plan will ensure that any potential impact on the surrounding area is minimised.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 37 9. Hamilton District Plan assessment 9.1 Section 9 Industrial Zone Section 9.3 Rules – Activity Status Table includes the following: cc) New supermarkets, where the activity complies with the standards in Rule 9.5.4, are a restricted discretionary activity. The following is relevant to an assessment of the effects of a new supermarket: 9.7 Restricted Discretionary Activities: Matters of Discretion and Assessment Criteria a) In determining any application for resource consent for a restricted discretionary activity, Council shall have regard to the matters referenced below, to which Council has restricted the exercise of its discretion.

xi.New supermarkets in the industrial zone • A1 – General Criteria • M – Supermarkets • G – Transport • H2 – Function, Vitality and Amenity of Centres The assessment criteria are addressed in detail in Section 10.4. 9.2 Section 25.14.2 Objectives and Policies: Transportation Section 25.14.2 includes the following: Objective 25.14.2.1: Integrated Transport Network An integrated multi-modal transport network that meets national, regional and local transport needs and is: • Responsive • Efficient • Affordable • Safe • Accessible • Sustainable • Integrated with land use Policy 25.14.2.1e: Adverse Effects on the Transport Network Adverse effects of subdivision use and development activities on the transport network are avoided or minimised with particular regard to: i.

Connections to, and integration with, the transport network. ii. Reverse-sensitivity effects of land uses sensitive to adverse transport effects (e.g. noise). iii. Promoting streetscape amenity.

iv. Ensuring performance, condition, safety, efficiency and long-term sustainability and affordability of the transport network. v. Ensuring trips by active modes and passenger transport are encouraged through integration with travel demand management and passenger transport options. vi. Protection of strategic and arterial transport networks, including associated intersections

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 38 The proposed PAK'nSAVE development has been designed to provide the safest and most efficient arrangement of access from the transport network, taking into account surrounding activities and the layout and operation of the immediately adjacent roads and intersections.

The traffic modelling that has been undertaken using the Council's 2021 Te Rapa North VISSIM Model has ensured that the overall transport network is able to accommodate the proposed PAK'nSAVE satisfactorily, and that all required mitigation measures have been identified. It is considered that the proposal meets the requirements of this policy.

Policy 25.14.2.1f: Integrated Transport Assessments shall be required for new subdivision, use or development of a nature, scale or location that has the potential to generate significant adverse transportation effects. This ITA is considered to meet this requirement. 9.3 Section 25.14.4 Rules - General Standards 25.14.4.1 Vehicle Crossings and Internal Vehicle Access a) Distance between vehicle crossings on the same transport corridor frontage The distance between vehicle crossings shall be either: i. Less than 2m; or ii. Meet the relevant separation requirements in Table 15-1a of Appendix 15-1, Volume 2 Table 15-1a states that, for a speed limit of 60 km/hr or under on the adjoining transport corridor, a minimum separation distance between vehicle crossings of 7.5 metres is required.

The proposal complies. b) Minimum distance between any vehicle crossing and a railway level crossing This is not relevant.

c) Minimum distance between any vehicle crossing and a transport corridor intersection Vehicle crossings shall meet the relevant separation requirements in Tables 15-1c and 15-1d measured in accordance with Figure 15-1e of Appendix 15-1, Volume 2 Table 15-1c states that, for a speed limit of 60 km/hr or less, the minimum distance between a vehicle crossing on a local or collector corridor and an intersection with a major arterial corridor is 20 metres (ie along the Eagle Way frontage), whilst the minimum distance between a vehicle crossing on a major arterial corridor and an intersection with a local or collector road is 30 metres (ie along the Te Rapa Road frontage).

Between two collector or local corridors, the minimum separation is 15 metres. The proposal complies with all of these standards. d) Minimum distance from a dedicated pedestrian crossing facility (e.g. pedestrian crossing, mid-block pedestrian signals, refuge islands, kea crossings). The closest edge of the vehicle crossing shall be at least 7m from the centre of the pedestrian crossing facility measured in accordance with Figure 15-1f of Appendix 15-1, Volume 2 The proposal complies. e) Minimum sight distance from any vehicle crossing Vehicle crossings shall meet the relevant sight distance requirements in Table 15-1g measured in accordance with Figure 15-1h of Appendix 15-1, Volume 2 On major/minor arterials with a speed limit of 60 k/hr, Table 15-1g requires a minimum sight distance of 150 metres from any vehicle crossing.

The proposed vehicle crossing on Te Rapa Road achieves well in excess of this standard, noting that the crossing will accommodate left turn entry and exit movements only.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 39 On local and collector roads with a 50 km/hr speed limit, sight distances of 60 metres and 70 metres respectively are required, and these can be achieved on Eagle Way and the new link road. f) Maximum number of vehicle crossings for any site within a Residential or Special Character Zone This not relevant. g) Maximum number of vehicle crossings for any site, not within a Residential or Special Character Zone i. One per frontage that is equal to or less than 20m width ii.

Two per frontage that is more than 20m wide (excluding frontages to the strategic network or arterial transport corridor iii. One per frontage to a strategic network or arterial transport corridor The proposal complies.

Design and Access Widths h) Vehicle crossing and internal vehicle access dimensions shall: i. Comply with the relevant dimensions identified in Tables 15-1i and 15-1j of Appendix 15-1, Volume 2, and ii.Be formed and drained with a permanent sealed or paved all weather, dust- free surface and in a manner suitable for the type and quantity of vehicles using the site Table 15-1i stipulates a minimum vehicle crossing width of 5.0 metres and a maximum width of 7.7 metres in non- residential zones. As discussed earlier in this report, the vehicle crossing on Eagle Way has been specifically designed to accommodate left turn entry and exit movements only, whilst the vehicle crossings serving the service area to the rear of the supermarket building have been designed to accommodate large truck and trailer delivery vehicles, and so these do not strictly comply with this rule.

The customer car park accesses on Te Rapa Road and on Maui Street do comply. All vehicle crossings will comply with item (ii) of this rule. i) Any internal vehicle access shall be provided with sufficient clearance from the edge of the formation to buildings, fences and other structures to enable the safe and unobstructed operation of the vehicle access. The proposal complies.

(j) Passing bays shall be provided along an internal vehicle access which serves more than one allotment or more than five car parking spaces, in cases where: i. The access is less than 5.5m wide and has a length greater than 70m, or ii. Unrestricted visibility is not available over its full length. This is not relevant. 25.14.4.2 Parking, Loading Spaces and Manoeuvring Areas Quantity a) Where: • a new building is constructed on previously vacant land, or • a new use establishes on previously vacant land or within a vacant building, or • an existing building is altered in a way that increases the gross floor area, or • an existing use increases in scale (e.g.

increased gross floor area), or • the use of land or buildings changes to a use with a higher traffic generation level, then parking facilities shall be provided on that site for the increased parking demand in accordance with the levels set out in Tables 15-2a to 15-2f of Volume 2, Appendix 15-2, as applicable to the zone and activity, with the following exceptions:

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 40 Table 15-2a requires the following minimum provisions: gg) Retail activities - supermarkets only Car parking spaces 1 per 20m2 GFA devoted to retail sales activities and 1 per 40m2 GFA for all other activities. Loading spaces 1 space Visitor cycle spaces1 per 500m2 GLFA Staff cycle spaces 1 space per 10 FTE staff For a retail floor area of 3925m2 and a total of 2433m2 of "other" activity within the supermarket building (storage, delivery area, services and mezzanine level), the minimum parking requirement is 257 spaces.

With 300 spaces being provided on the site, the proposal complies.

A separate loading area is provided at the rear of the supermarket building, and so complies. The required number of visitor and staff cycle parking spaces are to be provided, and the proposal will comply. c) For car parking required by Rule 25.14.4.2(a), for non-residential uses. i. Accessible car park spaces for people with a disability shall be allocated and provided for in accordance with Table 15-2d of Volume 2, Appendix 15-2. ii. Where 50 or more car park spaces are provided, accessible car park spaces for less mobile users shall be allocated and provided for in accordance with Table 15-2e of Volume 2, Appendix 15-2.

In accordance with Table 15-2d, 7 disabled parking spaces are required to be included in the 300 spaces provided, and the proposal complies. Table 15-2e requires 5 spaces to be provided for less mobile users (such as the elderly and parents with infants), although the note to the table states that the allocation and management of these spaces is at the discretion of the site owner/occupier. The proposal complies.

Design f) Parking spaces, loading spaces and manoeuvring areas shall: i. Comply with the relevant dimensions and layouts in Table 15-2h of Volume 2, Appendix 15-2 and are suitably designed for the vehicles and their occupants. ii. Be formed and drained with a permanent sealed or paved all weather, dust- free surface in a manner suitable for the type and quantity of vehicles using the site. The car parking layout has been designed on the basis of 2.6m wide spaces with 8.0m wide circulation/manoeuvring aisles, which is the standard adopted by Foodstuffs in most of its recent supermarket developments.

This exceeds the minimum standards in Table 15-2h, and therefore complies. All parking, manoeuvring and service areas will comply with item (ii) of this rule.

g) No part of any parking space, cycle space, loading space or manoeuvring area shall be located on any outdoor living area or service area. The proposal complies. h) Design and layout shall meet any requirements for landscaping and screening in the applicable zones and Chapter 25.5: City-wide – Landscaping and Screening. i) All parking space, cycle space, loading spaces or manoeuvring areas, (excluding those for residential activities), which are used during the hours of darkness shall be illuminated in accordance with NZS1158.3.1 Lighting of Pedestrian Areas (P11), during the hours of operation of the activity that the areas serve.

These matters are addressed elsewhere in the application.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 41 j) Sufficient on-site manoeuvring areas shall be provided to avoid the reversing of vehicles off a site: i. Where any car park has vehicle access to any arterial transport corridor. ii. Where any car parking areas with vehicle access to any transport corridor contains: A. More than five parking spaces, or B. Is located more than 30m from the boundary with the transport corridor. No reversing of vehicles to or from the frontage roads is necessary, and so the proposal complies.

k) Vehicles occupying any parking or loading space shall have ready access to a transport corridor at all times, without needing to move any other vehicle occupying other parking or loading spaces. The proposal complies.

m) Sufficient on-site manoeuvring areas shall be provided for loading spaces to avoid: i. Vehicles needing to reverse off site on to an arterial transport corridor. ii. Vehicles projecting on to the transport corridor whilst loading or unloading. The proposal complies. n) Where on-site parking is provided, sufficient space shall be provided for vehicle queuing as follows. i. For up to and including 30 parking spaces, a minimum on-site queuing length of 6m. ii. For more than 30 parking spaces, the vehicle capacity of the queuing length shall be calculated as (0.03) x (number of parking spaces).

The required vehicle capacity calculated shall be rounded up to the next whole number (i.e. the next whole vehicle) and a queuing length of 6m provided per vehicle. iv. The required queuing length shall be measured from the transport corridor boundary at the vehicle entrance of the site, to the nearest vehicle control point on the site. v. For the purpose of assessment, where more than one vehicle crossing is provided to a site, the required queuing length may be assessed for each access point individually, with each parking space allocated to the nearest usable entry vehicle crossing.

At the proposed Te Rapa Road vehicle crossing, vehicles entering the western circulation aisle will have about 15 metres of queuing space prior to the first car parking space, whilst most customers will make the right turn to access the southern circulation aisle. This provision is considered to be adequate to minimise any potential for queuing out onto Te Rapa Road. At the Eagle Way entry, the left turn slip lane provides more than enough queuing space to avoid any potential blockage of Eagle Way. Overall, it is considered that the proposed access arrangements and on-site layout effectively comply with these requirements.

o) Visitor cycle parking spaces shall be located within 30m of public entrances for the activity. p) Staff cycle parking spaces shall be located so it may be easily accessed by regular users of the activity and may be provided off-site. The proposal will comply. 25.14.4.3 Integrated Transport Assessment Requirements Trip Generation Triggers a) A Simple or Broad Integrated Transport Assessment (ITA) shall be prepared for activities as required by this rule, in accordance with the following trigger thresholds.

Any restricted discretionary activity in the relevant zone SIGNIFICANT >1500 vpd - Broad ITA required New Vehicle Access Triggers g) A Broad ITA shall be prepared for any activities requiring a new vehicle access to a transport corridor.

i. That is part of the strategic network, ii. That is identified as a major arterial transport corridor,

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 42 This ITA is considered to meet this requirement. 9.4 Appendix 1.3.3 Restricted Discretionary, Discretionary and Non-Complying Assessment Criteria Section G - Transportation sets out the following assessment criteria. General G1 The extent to which the proposal: a) Integrates with and minimises adverse effects on the safe and efficient functioning of the transport network and infrastructure.

b) Minimises conflicts between users both within the site and any adjoining transport corridor.

c) Encourages easy and safe access and circulation for those not arriving by vehicle. d) Provides for the accessibility needs of all users of the site. e) Provides convenient and safe circulation for connections and/or the provision of facilities for passenger transport modes of travel relative to the scale of the proposal. f) Provides for integration with neighbouring activities to reduce the need for separate traffic movements on the transport network.

Note: Acceptable means of compliance for the provision, design and construction of infrastructure is contained within the Hamilton City Infrastructure Technical Specifications. The proposed site layout and access arrangements have been specifically designed to minimise any adverse effects on the safe and efficient functioning of the transport network. Full on-site circulation is provided to maximise safety and convenience for all customers, with a completely separate service area at the rear of the supermarket building. Pedestrian links are provided from Te Rapa Road and the new Maui Street link to the rear.

G2 The extent to which the proposal and the traffic (including nature and type of the traffic, volume and peak flows, travel routes) generated by the proposal: a) Requires improvements, modifications or alterations to the transport network and infrastructure to mitigate its effects.

b) Achieves efficient connectivity and accessibility of transport corridors, pedestrian accessways, cycleways, public reserves and green corridors. c) Adversely affects the streetscape amenity, particularly in relation to sensitive land use environments (e.g. residential land use environments identified within Table 15-5a of Appendix 15). Integrated Transport Assessment Note: In addition to the specific ITA criteria outlined in G3 to G6 below, the balance of criteria contained within Section G may be used to assess a simple or broad ITA where considered relevant.

Through the Council's 2021 Te Rapa North VISSIM traffic model, it has been determined that the installation of traffic signal control at the Wairere Drive/Karewa Place intersection to provide for the right turn movement from Wairere Drive into Karewa Place will provide significant benefit not only in terms of satisfactorily accommodating the traffic that will be generated by the proposed PAK'nSAVE development, but also in terms of the various other developments that will be occurring along the Karewa Place-Maui Street corridor.

This, together with the construction of the new Maui Street collector road link discussed in Section 3.4, will create a much-improved level of access to this development, with benefits to the wider road network.

The proposed PAK'nSAVE development will provide efficient connectivity and accessibility for all transport modes. G3 The extent to which the proposal considers and responds to: a) The issues, opportunities and shared outcomes in the Access Hamilton Strategy and its associated Action Plans. b) Relevant:

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 43 i. New Zealand Transport Agency guidelines ii. Kiwirail guidelines iii.Regional and national transport and growth strategies c) The recommendations and proposed conditions of any integrated transport assessment prepared to accompany the application.

d) Issues and outcomes arising from consultation with the relevant road controlling authorities and/or Kiwirail. The proposal meets these various criteria, noting that extensive consultation has occurred with Council officers through the preparation of this ITA.

G4 The extent to which the proposal incorporates travel demand management and is well-located to be served by passenger transport, or encourages other active modes of travel such as walking or cycling. Recognising that the majority of PAK'nSAVE customers will continue to travel by private vehicle for the grocery shopping trip, the proposed development has been designed to include strong pedestrian links with the surrounding roads, encouraging active modes of travel such as walking and cycling to the extent possible. G5 The extent to which an integrated transport assessment assesses how the proposal and any mitigation measures ensure that the safety and efficiency of the transport network is maintained or enhanced.

The design and operation of the proposed vehicle crossings, together with the various mitigation measures on the road network, will enable the proposed PAK'nSAVE supermarket to operate satisfactorily whilst ensuring that the safety and efficiency of the transport network is maintained or enhanced. G6 Whether access restrictions, auxiliary lanes or other measures are necessary to provide for the safe and efficient operation of key transport corridors such as: a) Major arterial transport corridors b) Transport corridors that are part of the Strategic Network c) Transport corridors carrying more than 20,000 vehicles per day or with four or more vehicle lanes.

The vehicle crossings on Te Rapa Road and Eagle Way are to operate as left turn entry and exit crossings only, which will minimise any potential impact from vehicles entering and exiting the PAK'nSAVE site. The proposed changes and signalisation at the Wairere Drive/Karewa Place intersection will have benefits to the key transport corridors of Te Rapa Road and Wairere Drive by providing some relief to the two signalised intersections on Te Rapa Road. Access G7 The extent to which the proposal minimises the number of vehicle access points to transport corridors, taking into account: a) Opportunities that exist for shared access with adjoining sites.

b) The hierarchy of the fronting transport corridor and opportunities that exist for access to transport corridors of a lower status (e.g. collector or local transport corridors or service lanes). c) Traffic generated by the proposal.

d) The siting of the access points with respect to adjacent access points, visibility and flow. e) The operational requirements of the proposal. f) Potential obstruction for access to network utilities. g) The appropriateness of restricting types of movements (e.g. left in/out only, entry or exit only). h) The impact of multiple vehicle entrances (which break up berm, landscaping, footpath and cycleway continuity) on streetscape amenity, retail frontage areas and pedestrian and cycle movements. i) The cumulative effects on traffic safety and efficiency from multiple vehicular accesses on to major arterial routes and whether this can be adequately addressed.

The provision of a single vehicle crossing on each road frontage (two of which are to be restricted to left turns only) is considered to be the most efficient and effective way of providing access to the proposed PAK'nSAVE supermarket, and these crossings have been carefully located in relation to intersections and other existing vehicle crossings to ensure any potential effect on other road users is minimised.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 44 Parking G8 Except in the Central City Zone where there are no minimum parking standards, the extent to which the proposal provides for anticipated parking demand to meet current and future needs.

The proposal provides in excess of the minimum parking requirements of the District Plan, and it is considered that the appropriate level of parking has been included to meet the peak demands of the PAK'nSAVE. G9 In assessing a lesser number of parking spaces and the adequacy of end-of-journey facilities, regard may be had for the following . .

G10 In assessing whether the parking demand for a particular proposal may be provided on other sites, regard shall be given to the following………. These are not relevant, as adequate and complying parking space numbers are being provided on the site. Section M - Drive-through Services (Business Zones and Central City Zone - City Living Precinct only), Building Improvement Centre (Business 3 and 5 Zones) and Supermarkets (Central City, Business and Industrial Zones) includes the following: Design and Layout M2 The extent to which parking, manoeuvring areas, driveways and outdoor service areas have been designed and located: a) To appropriately manage any adverse effects resulting from the location and interrelationship between these areas on streetscape amenity.

b) To ensure traffic generation avoids, remedies or mitigates adverse effects on amenity values. c) So as not to compromise the safe use of the footpath adjacent to the site. d) To integrate with adjacent activities and development in terms of the provision of entrances, publicly accessible spaces, parking, loading areas, access to public transport and pedestrian linkages. To the extent possible and relevant to this site, the proposed PAK'nSAVE development has been designed to minimise any adverse effects on street amenity, and on the continuing safe use of adjacent footpaths and cycle lanes.

Waste Management M4 The extent to which developments provide for goods handling, storage, waste and recycling areas that are: a) Easily accessible for collection agencies and avoid adverse visual, noise or odour effects. b) Consistent with the amenity values of the site and avoid causing nuisance for neighbouring residential activities.

c) Suitable for the demand expected by the activity. A comprehensive service area has been designed at the rear of the PAK'nSAVE building to operate completely separately from all vehicle and pedestrian customer activity, and will accommodate all goods handling, storage and waste/recycling activities of the supermarket. Supermarkets M10 For the purpose of assessing the above criteria, regard shall be had to the following operational and functional requirements: a) Store visibility that is easily identifiable when viewed from the street and surrounding area. b) The provision of appropriate customer car parking, which is clearly visible and accessible to motorists approaching the store from the local roading network and to customers on-site.

c) Where large-format building formats are required, there is provision for some solid facades to facilitate internal shelving and fresh produce display.

d) Adequate and accessible servicing areas that are preferably separated from customer vehicle traffic and pedestrian movements. The proposed supermarket meets all of these criteria.

Foodstuffs North Island Limited Proposed PAK'nSAVE supermarket, 980 Te Rapa Road, Hamilton Ref: 17119-r1v3 - Integrated Transport Assessment 45 10. Conclusions The proposal by Foodstuffs North Island Limited is to develop ta new PAK'nSAVE supermarket on a site at 980 Te Rapa Road, Hamilton. The proposal involves a new supermarket building with a gross floor area (GFA) of 6358 m2 , including 3925 m2 of retail floor space, together with a fuel facility, a separate delivery area, and a total of 300 parking spaces.

The property currently has frontage to Te Rapa Road and Eagle Way and will have frontage to a new collector road that is to be constructed at the rear of the site as part of a proposed subdivision, linking Karewa Place with Maui Street to the north.

The conclusions of this ITA can be summarised as follows: • The site is to be served by a single vehicle crossing on each of the road frontages, namely Te Rapa Road, Eagle Way and Maui Street. The crossings on Te Rapa Road and Eagle Way are to accommodate left turn entry and exit movements only, whilst the vehicle on Maui Street will accommodate all turning movements. The crossings have been carefully located and designed in relation to intersections and other existing vehicle crossings to ensure any potential effects on other road users are minimised. • All vehicle crossings will be designed to comply with Council standards, to take full account of existing cycle lanes and pedestrian footpaths in order to minimise impacts on those active travel modes.

Direct pedestrian access to the supermarket building is to be provided from Te Rapa Road and Maui Street, noting that the existing traffic signals at the Te Rapa Road/Eagle Way intersection provide a safe crossing facility for pedestrians crossing Te Rapa Road or Eagle Way.

• The on-site layout of circulation, manoeuvring and parking, including the completely separate service area at the rear of the building, will comply with all of the standards in the District Plan, and will enable the site to function with minimal impact on the surrounding area. • It is proposed to install traffic signal control at the Wairere Drive/Karewa Place intersection to provide for the right turn movement from Wairere Drive into Karewa Place, this being a movement that is not possible under the current intersection layout. This will provide significant relief to the critical right turn movements at the intersections of Te Rapa Road with Wairere Drive and Eagle Way.

This mitigation measure will provide significant benefit not only in terms of satisfactorily accommodating the traffic that will be generated by the proposed PAK'nSAVE development, but also in terms of the various other developments that will be occurring along the Karewa Place-Maui Street corridor.

• A condition of consent should be included to require the preparation of a Construction Traffic Management Plan prior to works commencing on the site. It is concluded that the proposed development is acceptable from an overall transportation point of view and that, with the mitigation measures identified and discussed in this report, the effects on the existing transport environment will be less than minor. John Burgess Director

APPENDIX A New Zealand Transport Agency safety records: 2013-2017

APPENDIX B Traffic generation and distribution

PTR217 - TRIP ASSIGNMENT - PM PEAK HOUR 6500 15 975 primary 80% IN 390 OUT 390 pass-by 20% IN 98 OUT 98 northbound 50% southbound 50% Te Rapa (S) Wairere (W) Te Rapa (N) Wairere (E) Maui (N) Te Rapa (N) Te Rapa (S) Te Rapa (S) Wairere (W) Te Rapa (N) Wairere (E) Maui (N) Te Rapa (N) Te Rapa (S) 13.01% 20.07% 20.92% 36.37% 9.61% 50.00% 50.00% 14.33% 17.68% 11.78% 46.60% 9.61% 50.00% 50.00% 51 78 82 142 37 49 49 56 69 46 182 37 49 49 975 TE RAPA/WAIRERE Wairere (W) 1 left 78 78 2 through 0 3 right 0 Te Rapa (S) 4 left 0 5 through 51 51 6 right 0 Wairere (E) 7 left 0 8 through 0 9 right 142 142 Te Rapa (N) 10 left 0 11 through 56 56 12 right 69 69 TE RAPA/EAGLE The Base 13 left 0 14 through 0 15 right 0 Te Rapa (S) 16 left 0 17 through -49 -49 18 right 51 78 142 49 320 Eagle Way (E) 19 left 28 69 24 121 20 through 0 21 right 46 49 95 Te Rapa (N) 22 left 0 23 through -49 28 24 4 24 right 0 EAGLE/MAUI Eagle 25 left 37 37 26 right 182 182 Maui 27 through 0 28 right 37 37 ww 29 left 0 30 through 0 PNS SITE Te Rapa 31 left in 82 49 130 32 left out 28 24 52 Eagle Way 33 left in 51 78 142 49 320 34 right in 37 37 35 left out 182 37 219 36 right out 28 69 46 49 24 216 SUPERMARKET TOTALS IN from: PRIMARY PASS-BY PRIMARY PASS-BY OUT to:

APPENDIX C 2021 Te Rapa North VISSIM Model results

1 Memorandum From: Cameron Inder To: Nick Hanson (Foodstuffs); Tony McLauchlan (Porters) Project No: 145370 C C : John Burgess(TPC ) Date: 15/11/17 Subject: Proposed PAK’nS AVEPortersTe RapaSite – TrafficModelling Background and Purpose This report has been prepared at the request of Nick Hanson for Foodstuffs North Island Ltd, to investigate the network effectsof a proposed PAK’nS ave supermarket north of the intersection of Te RapaRoad and The Base Parade. The proposal for the supermarket includes three vehicles accesses; one directly off Te Rapa Road north-west of the Te Rapa Road/Base Parade intersection allowing left in and left out movements only, a left in only accessfrom Eagle Way for the proposed fuel station, and an accessoff anew road extension from KarewaPlace allowingall movementsin and out.

The road extension northward from Kawera Place will eventually connect through to Maui S treet. Figure 1 illustratesthe site location and the proposed accesses, asprovided by Foodstuffs. Figure 1: proposed site location and accesses

2 Methodology Model Validity The 2021 Te RapaNorth VIS S IM Model, originally developed for master planningand consentingnew development at The Base, has been recommend by Hamilton City Council (HCC) to evaluate the proposed PAK’nS AVEtrafficeffectson the surroundingroad network. Prior to codingPak n Save into the model, BBOcarried out abrief check that the model isstill valid by comparing traffic volumes for the Te Rapa Road/The Base Parade intersection in the converged baseline model against recent S CATScounts(July/August 2016) at the same intersection. The results of thiscomparison are shown in Figure 2 below.

Figure 2: Volume comparison Comparisonof thetwodiagramsrevealsthat themajorityof flowsinthe2021model areeither similar or higher than the 2016 SCATScounts, and the relative turning proportionson each approach are of the same magnitude. Thisprovidessomeassurance that themodel isstill suitableasaprediction tool for local network effectsin 2021. There are two flows where the S CATScountsand the model have a clear difference: The left turn from Te RapaRoad north into Eagle Way The through movement from The Base Parade to Eagle Way These two discrepancieswere discussed with FoodstuffsTrafficEngineer, John Burgessand Hamilton City Council’s consultant traffic engineer, Alastair Black.

Both engineers agreed with BBO’s interpretation of the possible causes. For the first item, the 2021 model network includes the new road connection from Maui S treet to KarewaPlacewhich doesnot exist at present. Vehiclesaccessing KarewaPlacefrom theNorth must comeviaTeRapaR oad into EagleWay. When thelink iscompleted it isexpected that some vehicleswill instead use the new link road viaChurch Road and Maui S treet, which will reduce the left turn volume from Te RapaRoad. For the second item; the route from The Base Parade to Wairere Drive viaEagle Way islikely to be more attractive at present than the 2021 model shows, because there isaGive Way Tintersection of KarewaPlace / Eagle Way in the model that doesnot yet exist.

The intersection will be created with the new link road, and introducesdelay in the model for trafficusingEagle Way to connect to Wairere Drive.

The model may also be potentially underestimating the percentage of linked tripsbetween The Base and Countdown and K-Mart. This can only be confirmed through an updated Origin / Destination survey, which wasnot part of the scope of thisassessment.

3 Assessment Methodology The traffic effects of the proposed Pak nS ave are demonstrated by comparing the network performance results for the 2021 Baseline model against the 2021 Baseline + Pak nS ave model. Further model iterations were then carried out to identify and evaluate mitigation measures to addressany network effects.

For the purpose of a direct comparison, signal times at the key signalised intersections near the site were not altered in the 2021 Baseline or 2021 Baseline + Pak nS ave model iterations. However, adjustmentswere made in subsequent mitigation model runsto optimise signal performance where needed. The infrastructure changesfor the preferred option are detailed with the resultsbelow. Proposed Pak’ nS ave Trip Generation The number of trips generated by the proposed PAK’nS AVE was supplied by Foodstuffs traffic engineering consultant, John Burgess of Traffic Planning Consultants (TPC) and are attached in Appendix A.

The total predicted trips are 975 trips per peak hour of which 780 are new trips on the network and 195 are expected to be passer-by trips. Both of these trip typesare split evenly between inbound and outbound movementsin the model. The trip generation information provided also gave an indication of the origin and destination of the proposed trips. TPCadvised that the Weekday pm peak and S aturday midday peak periodsfor the supermarket will generate similar total trip volumes. Therefore, the modelling assessment focuses on the S aturday midday period given that thisisthe peak flow period of the adjacent land usesand road network.

2021 Baseline Land Uses The 2021 Baseline model includesthe followingconsented but not yet operable land uses: The Base Comprehensive Development Masterplan for includingTe AwaLevel 1 and Lot 2 Portersmixed use consents(2014) generatingapproximately 1380 trips/hr, including: o Large Format Retail 10,550 sq.m o Office 10,917 sq.m o Education 3,600 sq.m o Community centre 3,600 sq.m o Placesof Assembly 2,930 sq.m o Medical centre 1,520 sq.m o S ervice S tation 400 sq.m o Fast Food outlet 300 sq.m Gull Holdingsconsent (October 2017) for Te Rapa Rd / Wairere Drive corner site, generating approximately 295 trips/hr The site under consideration for the proposed Pak nS ave is part of the consented baseline on the Porterssite, contributing approximately 260 tripsof the 1380 total peak hour tripsallowed for in the consents.

For this assessment the Pak nS ave supermarket trip generation has been added into the model without deductingthebaselinetripsfor thesite,resultinginat least 25%moretrafficgenerated by the site than ispredicted for the supermarket.

Accordingly, the assessment iseffectively asensitivity test and the resultsare conservative. Network Zone Diagram Figure 3 shows the 2021 Baseline + Pak nS ave zone diagram (zoomed in to the area of interest). Numbersfrom 1-33 are Origin / Destination Zones. Numbersgreater than 33 are intersection Nodes.

4 Figure 3: 2021 Baseline + Pak nS ave Model Zone Diagram PnS Wairere Drive Eagle Way KarewaPl Future Link Road Te RapaRoad The Base Parade

5 Results The trafficperformance effectsbetween the 2021 Baseline Model (without Pak’ nS ave) and the 2021 Model with Pak’ nS ave have been assessed by comparing average delays, queue lengths and travel timesfor key movementsand routesin the network.

From an initial review of the 2021 Baseline resultsand knowledge of the traffic patternsin the area, the key trafficmovementsin the network affected by aPak nS ave supermarket at thissite are: Te RapaRoad / Church Road roundabout – Te RapaRd S outhbound Through Te Rapa Road / The Base Parade / Eagle Way intersection - Right turn into Eagle Way. Wairere Drive / Te Rapa Road intersection - Right turn into Te Rapa Road (from Wairere Drive).

Delays are reported as average delays per vehicle in seconds, and the Level of S ervice attribute is based on the delay range definition in HCM 2010. Queue resultsare the average queue length and average maximum queue length in metresrecorded from the signal stop line. A summary of the key intersection performance results are provided in Tables 1-3 below, with the more detailed resultsattached in Appendix A. The resultsare the average of 5 random seed model runsafter convergence of the route choice (dynamicassignment) model. Observations The performance of the right turn movement from Te Rapa Road to Eagle Way (Table 2) reduces significantly with PAK’nS AVEtraffic compared to the 2021 Baseline performance without Pak nS ave.

Thisisshown by theaveragedelay per vehicledoublingfrom 91sto 181s, and theoverall intersection performance reducing from Level of S ervice D to E. On occasion, the queue for the right turn was observedtoextendpast thetaper of theright turnbay(175m)andblocktheTeRapaRoadnorthbound through lane. Thismaximum queuelength could bereduced byassigningmoregreen timeto theright turn, although that would detrimentally affect other movements, particularly The Base Parade which isperformingalready at LoSFwith longqueues.

S imilarly, delaysfor the right turn movement from Wairere Drive to Te Rapa Road (Table 3) increase by 44%, from 90s to 130sand the maximum queue length increases by 150m with the queue being observed to regularly extend beyond the 190m longstorage length in each lane.

Various mitigation options were discussed between TPC, Foodstuffs and Porters traffic engineering consultants, TDGto addressthese affects. A preferred option involving adding a signalised right turn from Wairere Drive to Karewa Place was identified and this has been modelled in the simulation model. Aconcept sketch of thisoption by TDGisattached in AppendixB. Asseen in the resultsin Tables2 and 3 thismitigation option givesan effective solution that benefits the whole network by significantly reducing right turn flow demandsfrom Wairere Drive to Te Rapa Road, and from Te Rapa Road to Eagle Way.

The delays and queues at these critical right turn movementsreducetolevelslessthantheBaseline(noPaknS ave). Theright turnvolumefromWairere Drive to Te Rapa Road reduces by 280 vph, resulting in the average delay reducing from 130s to 80s and the maximum queue reducing from 360m to 192m, which now fitsin the available lane storage length. S imilarly, the right turn from Te Rapa Road to Eagle Way experiences a significant delay reductionfrom 181sto 46sand theresultingmaximumqueueof 92mis60%of theBaselinemaximum queue length.

6 Table1: TeRapa Road / C hurch Road Roundabout Table2: TeRapa Road / The BaseParade / EagleWay S ignal Intersection Table3: TeRapa R oad / WairereDriveS ignal Intersection It wasnoted duringthedynamicassignment modellingof theright turn to KarewaPlacefrom Wairere Drivethat it quicklybecomesaveryattractivetime-savingalternativeto TeRapaRoad for northbound traffic from Wairere Drive. Part of the attractiveness is the link road connection of Karewa Place through to Maui S treet effectivelycreatingasecond north/south corridor in thenetworkbut with less intersection delay than Te RapaRoad. In order to reduce itsattractivenessto prevent ‘lock up’ of the networkit wasnecessarytoreducethedesiredfreetravel speedonKarewaPlaceto40kph(compared with 70 kph on Te Rapa Road) and add signalised control at the proposed new intersection of E agle Way/ KarewaPlaceExtension.

This‘finetuning’ resultedintheWaireretoKarewaright turnattracting Te Rapa Road / Church Road Roundabout 2021 Baseline 2021 Baseline + Pak nSave 2021 Baseline + Pak nSave +Karewa / Wairere Signals Te Rapa S BThru Overall Intersection Te Rapa S BThru Overall Intersection Te Rapa S BThru Overall Intersection Volumeper hour 216 1793 274 2379 297 2352 Av. Delay per Vehicle (s) 11.5 7.3 31.5 15.2 33.1 15.7 Level of Service (LoS) B A D C D C Av. Maximum Queue (m) 80 84 98 135 131 136 Te Rapa Road / The Base Parade / Eagle Way signal Intersection 2021 Baseline 2021 Baseline + Pak nSave 2021 Baseline + Pak nSave +Karewa / Wairere Signals RTto Eagle Way Overall Intersection RTto Eagle Way Overall Intersection RTto Eagle Way Overall Intersection Volumeper hour 214 4214 265 5134 172 5036 Av.

Delay per Vehicle (s) 90.6 62.0 181.3 67.6 47.5 62.1 Level of Service (LoS) F D F E D E Av. Maximum Queue (m) 151 496 189 505 92 503 Te Rapa Road / Wairere Drive Signal Intersection 2021 Baseline 2021 Baseline + Pak nSave 2021 Baseline + Pak nSave +Karewa / Wairere Signals Wairere RT to Te Rapa Overall Intersection Wairere RT to Te Rapa Overall Intersection Wairere RT to Te Rapa Overall Intersection Volumeper hour 1020 4920 1167 5494 887 5232 Av. Delay per Vehicle (s) 90.0 60.2 129.9 102.8 79.6 54.7 Level of Service (LoS) F E F F E D Av. Maximum Queue (m) 209 260 360 507 192 348

7 approximately515vph, and operatingat LoSCwithamaximumqueuelengthof 215m and an average queueof 24m. Aconcept design sketch of the EagleWay / KarewaPlaceExtension signal intersection isattached in AppendixB. Travel timeswere recorded through the network near the proposed Pak nS ave site for the following key routes(refer to the colour coded diagram below): 1. Te RapaRoad S outhbound (purple), 1416m 2. Te RapaRoad Northbound (orange), 1416m 3. Wairere Drive Right Turn to Te RapaRoad (green), 1000m 4. Te Rapa Road Northbound Right Turn to Eagle Way (black), 512m Figure 4: Travel Time Routesin the Network Average Travel Times over 5 model runs (seconds) 2021 Baseline 2021 Baseline + PAK’nS AVE Change from Baseline 2021 Baseline + PnS+ Karewa / Wairere RT Change from 2021 Baseline + PAK’nS AVE 1: TeRapa Road Southbound 215 296 +81 197 -99 2: TeRapa Road Northbound 161 205 +44 203 -2 3: Wairere DriveRT 219 263 +43 169 -94 4: TeRapaRoad RT 122 222 +99 81 -141 Table1: Travel Times(seconds) on key routes The travel time resultsidentify increased delaysdue to the Pak nS ave supermarket of 99 secondsfor traffic from Wairere Drive turning right and travelling north through the Te Rapa / Eagle Way intersection.

S imilarly, southbound journey timeson Te Rapa Road are also adversely affected by an additional 81 secondsover the 1.4km section.

APPENDIXA Pak nS ave trip generation figuresby Traffic PlanningConsultants Detailed Model Results

PTR217 - TRIP ASSIGNMENT - PM PEAK HOUR 6500 15 975 primary 80% IN 390 OUT 390 pass-by 20% IN 98 OUT 98 northbound 50% southbound 50% Te Rapa (S) Wairere (W) Te Rapa (N) Wairere (E) Maui (N) Te Rapa (N) Te Rapa (S) Te Rapa (S) Wairere (W) Te Rapa (N) Wairere (E) Maui (N) Te Rapa (N) Te Rapa (S) 13.01% 20.07% 20.92% 36.37% 9.61% 50.00% 50.00% 14.33% 17.68% 11.78% 46.60% 9.61% 50.00% 50.00% 51 78 82 142 37 49 49 56 69 46 182 37 49 49 975 TE RAPA/WAIRERE Wairere (W) 1 left 78 78 2 through 0 3 right 0 Te Rapa (S) 4 left 0 5 through 51 51 6 right 0 Wairere (E) 7 left 0 8 through 0 9 right 142 142 Te Rapa (N) 10 left 0 11 through 56 56 12 right 69 69 TE RAPA/EAGLE The Base 13 left 0 14 through 0 15 right 0 Te Rapa (S) 16 left 0 17 through -49 -49 18 right 51 78 142 49 320 Eagle Way (E) 19 left 28 69 24 121 20 through 0 21 right 46 49 95 Te Rapa (N) 22 left 0 23 through -49 28 24 4 24 right 0 EAGLE/MAUI Eagle 25 left 37 37 26 right 182 182 Maui 27 through 0 28 right 37 37 ww 29 left 0 30 through 0 PNS SITE Te Rapa 31 left in 82 49 130 32 left out 28 24 52 Eagle Way 33 left in 51 78 142 49 320 34 right in 37 37 35 left out 182 37 219 36 right out 28 69 46 49 24 216 SUPERMARKET TOTALS IN from: PRIMARY PASS-BY PRIMARY PASS-BY OUT to:

2021 BAS ELINE(No PnS ) Model name: 2021Sakpk … no P&S 2021 with PnS Model name: 2021S akpk… P&S _Rev 1 2021with PnSand Karewa / WairereSignalised RTIn and Karewa / Eagle updated signal layout Model Name: 2021 S atpk KarewaS igsRev2 Church / TeRapa Av Q (m) Max Q(m) Vol (vph) LOS LOSValue Av Delay per veh (s) Stop Delay per Veh (s) Av Q (m) Max Q(m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Te Rapa NBUturn 3.3 77.7 201 A 1 8.2 0.7 9 132 325 C 3 16.2 2.1 7 106 317 B 2 14.5 2.0 Te RapaNBRT 3.3 77.7 210 A 1 7.9 0.6 9 132 251 B 2 13.9 1.8 7 106 180 B 2 11.0 1.7 Te Rapa NBThrough 3.3 77.7 152 A 1 8.1 0.7 9 132 169 B 2 12.8 1.9 7 106 164 B 2 11.2 1.7 Te Rapa NBLT 3.4 80.6 70 A 1 3.8 0.1 9 135 99 A 1 6.4 0.5 7 109 70 A 1 6.5 0.7 Church LT 5.6 71.7 161 A 1 4.1 0.4 8 105 214 A 1 9.1 2.9 8 117 262 A 1 8.2 1.8 Church Uturn 5.4 67.7 0 7 98 5 C 3 14.7 5.5 7 111 7 B 2 18.1 8.9 Church RT 5.4 67.7 30 A 1 7.3 1.4 7 98 74 C 3 20.9 8.1 7 111 113 C 3 19.1 6.2 Church T 5.4 67.7 190 A 1 7.5 1.8 7 98 219 C 3 17.6 7.5 7 111 220 C 3 16.1 6.1 Te Rapa S BT 5.8 79.6 216 B 2 11.5 4.0 18 98 274 D 4 31.5 15.8 18 131 297 D 4 33.1 17.0 Te Rapa S BLT 6.0 84.4 32 A 1 5.4 1.0 18 102 45 C 3 18.0 7.9 19 136 51 C 3 23.0 11.2 Te Rapa S BUturn 5.8 79.6 0 18 98 0 18 131 0 Te RapaS BRT 5.8 79.6 86 B 2 12.6 4.5 18 98 99 D 4 32.8 16.7 18 131 79 D 4 31.9 16.8 Te Kowhai RT 1.6 48.6 214 A 1 5.1 0.8 4 52 336 A 1 7.6 1.5 3 55 317 B 2 11.1 2.3 Te Kowhai T 1.6 48.6 169 A 1 5.2 1.1 4 52 212 A 1 7.1 1.4 3 55 214 B 2 12.1 2.9 Te Kowhai LT 1.6 48.6 62 A 1 5.5 1.1 4 52 58 A 1 8.5 1.9 3 55 62 A 1 9.4 1.3 Te Kowhai Uturn 1.6 48.6 0 4 52 0 3 55 0 TOTAL 4.4 84.4 1793 1 7.3 1.4 10 135 2379 C 3 15.2 4.9 10 136 2352 C 3 15.7 5.2 Avalon Drive / Te Rapa Av Q (m) Max Q(m) Vol (vph) LOS LOSValue Av Delay per veh (s) Stop Delay per Veh (s) Av Q (m) Max Q(m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Wairere Dr Through 99.4 208.6 270 E 5 59.9 43.4 144 360 276 F 6 81.7 60.9 64 192 276 E 5 61.0 45.1 Wairere Dr RT 99.4 208.6 1020 F 6 90.0 68.2 144 360 1167 F 6 129.9 93.6 64 192 887 E 5 79.6 60.0 Wairere Dr LT 99.4 208.6 72 D 4 43.4 36.0 144 360 70 D 4 56.2 45.0 64 192 55 D 4 49.0 41.3 Wairere Dr Uturn 99.4 208.6 0 144 360 0 64 192 0 Wairere Dr Uturn to GHldgsWairere Access 99.4 208.6 25 E 5 85.6 69.8 144 360 27 F 6 108.4 81.9 64 192 34 E 5 71.0 55.6 Te RapaS BRT 13.6 55.9 327 D 4 49.7 36.5 17 70 408 D 4 54.0 38.1 23 72 397 E 5 69.3 54.2 Te Rapa S th LT 0.2 23.0 75 B 2 11.7 2.8 0 20 76 E 5 59.0 29.4 0 14 80 B 2 9.5 2.8 Te RapaS th Thru 70.5 234.0 736 E 5 64.4 44.8 202 361 821 F 6 133.6 88.8 45 167 879 D 4 53.9 38.8 Te Rapa S th RT 58.9 201.8 256 F 6 95.5 71.9 211 361 301 F 6 190.4 138.8 11 118 112 D 4 50.6 36.5 Te Rapa S th RTto GHldgsWairere Access 58.9 201.8 13 E 5 93.2 71.3 211 361 14 F 6 190.6 140.1 11 118 13 E 5 57.5 44.1 Avalon Dr LT 33.1 164.0 298 B 2 19.8 10.6 23 80 340 C 3 22.2 11.2 21 87 389 B 2 19.4 8.9 Avalon Dr RT 33.1 164.0 89 C 3 36.0 28.6 23 80 91 C 3 32.1 24.8 21 87 88 D 4 36.5 29.1 Avalon Dr Thru 33.1 164.0 341 E 5 57.2 44.3 23 80 353 D 4 54.0 42.0 21 87 323 E 5 56.3 42.5 Avalon Dr Thru to GHldgsWairere Access 33.1 164.0 13 E 5 68.4 54.7 23 80 14 D 4 52.4 41.9 21 87 13 D 4 49.3 39.5 Te Rapa Road N Thru 51.8 178.6 779 E 5 64.1 48.3 230 507 924 F 6 130.2 98.7 65 292 954 E 5 60.8 44.7 Te RapaRoad NRT 22.5 260.4 576 C 3 21.4 3.4 190 505 582 E 5 60.4 20.1 53 273 695 D 4 33.5 8.6 Te Rapa Road N LTto GHldgsWairere Access 22.5 260.4 31 B 2 19.7 3.4 190 505 30 E 5 60.7 21.3 53 273 38 C 3 29.3 8.0 TOTAL 260.4 4920 E 5 60.2 43.0 507 5494 F 6 102.8 71.1 348 5232 D 4 54.7 38.1 Te Rapa / Eagle Way Av Q (m) Max Q(m) Vol (vph) LOS LOSValue Av Delay per veh (s) Stop Delay per Veh (s) Av Q (m) Max Q(m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Te Rapa NThru 24 92 467 D 4 42.7 32.5 38 148 511 D 4 50.9 36.9 46 165 574 D 4 51.7 37.6 Te RapaNRT 24 92 81 D 4 53.3 47.3 38 148 85 D 4 56.6 47.9 46 165 117 E 5 59.4 50.1 Te Rapa NLT 0 16 108 A 1 5.5 1.9 0 27 180 B 2 12.8 3.6 0 12 113 A 1 10.0 1.7 TBPLT 0 7 68 B 2 17.5 11.9 0 9 79 C 3 20.5 13.9 0 17 93 D 4 45.0 32.4 TBPThru 366 496 262 F 6 110.7 87.6 285 505 282 F 6 111.3 88.0 383 503 259 F 6 115.3 90.7 TBPRT 373 496 1002 F 6 109.9 88.4 284 505 986 F 6 115.1 92.2 384 503 989 F 6 115.4 92.3 Te Rapa S th LT 36 171 816 B 2 20.0 10.6 27 190 878 C 3 21.7 11.8 81 308 891 D 4 44.0 21.5 PnSTe RapaIn 0 0 0 A 1 1.5 0.0 0 13 222 A 1 3.9 0.1 1 41 238 A 1 5.3 0.5 PnSTe Rapaout 0 0 0 D 4 46.4 36.1 2 61 184 D 4 54.6 41.1 2 45 190 E 5 55.5 43.3 PnSTe Rapaout to TBPWB 0 0 0 2 61 72 E 5 62.2 50.8 2 45 74 E 5 66.2 54.8 Te Rapa SThru 25 76 566 D 4 46.8 38.0 32 106 715 D 4 50.5 40.0 26 150 642 D 4 47.3 32.9 Eagle LT 8 88 376 C 3 21.8 11.8 25 189 391 D 4 44.7 27.2 9 114 390 C 3 24.7 13.8 Te RapaS th UTurn 51 151 29 F 6 89.2 79.2 107 189 28 F 6 178.0 156.4 17 92 45 E 5 56.3 46.9 Te Rapa S th RT 51 151 214 F 6 90.6 77.7 107 189 265 F 6 181.3 157.1 17 92 172 D 4 47.5 36.2 Eagle RT 62 219 69 F 6 83.1 72.5 52 197 90 F 6 102.0 87.9 32 134 87 F 6 80.6 71.1 Eagle Thru 62 219 156 F 6 85.1 72.7 52 197 167 F 6 102.4 86.2 32 134 161 F 6 83.0 70.9 TOTAL 496 4214 D 4 62.0 48.5 505 5134 E 5 67.6 52.5 503 5036 E 5 62.1 45.6 Pukete / Wairere Av Q (m) Max Q(m) Vol (vph) LOS LOSValue Av Delay per veh (s) Stop Delay per Veh (s) Av Q (m) Max Q(m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) Wairere W LT 0 18 184 A 1 3.4 0.4 0 18 203 A 1 3.4 0.4 0 16 203 A 1 3.3 0.1 Wairere W Thru 21 113 979 C 3 32.7 23.8 25 122 1119 C 3 33.5 24.4 21 111 1116 C 3 31.0 21.8 Wairere ERT 10 62 121 E 5 55.8 45.0 11 59 126 E 5 70.3 52.9 11 63 130 E 5 55.4 44.6 Pukete SThru 8 56 55 F 6 82.6 72.9 9 85 54 F 6 84.1 74.3 10 67 65 F 6 83.1 73.0 Pukete SLT 0 20 207 B 2 17.4 9.6 0 33 224 B 2 20.8 11.8 3 87 370 C 3 21.2 9.9 Wairere ELT 2 54 389 A 1 6.2 2.1 9 154 397 B 2 14.7 6.2 2 47 372 A 1 5.5 1.4 Wairere W RT 27 113 247 E 5 65.2 54.0 30 118 249 E 5 70.6 58.0 28 109 248 E 5 68.3 57.0 Pukete N RT 20 93 186 D 4 52.4 45.5 21 72 205 D 4 52.8 45.6 23 102 210 E 5 61.4 50.0 Pukete N LT 0 17 120 A 1 3.2 0.7 0 28 123 A 1 3.6 0.9 0 21 128 A 1 4.5 1.5 Pukete N Thru 20 93 76 D 4 56.7 49.6 21 72 77 E 5 64.5 56.7 23 102 72 E 5 58.7 51.6 Wairere EThru 78 322 1047 C 3 34.6 23.6 265 513 1139 E 5 55.5 37.5 62 278 1205 D 4 38.9 24.6 Pukete SRT 32 181 381 E 5 64.4 54.0 39 212 386 E 5 65.8 54.8 36 200 385 E 5 66.4 54.9 Total 18.1 322.3 3993 D 4 35.4 26.7 37 513 4304 D 4 42.9 31.4 18 281 4503 D 4 36.6 26.3 Pak nSave Accesses Av.

vph Min. vph max. vph Pak nSave Accesses Av. vph Min. vph max. vph In Te Rapa 222 215 238 In Te Rapa 237 222 257 Out Te Rapa 260 255 265 Out Te Rapa 262 259 263 In E agle 83 72 100 In E agle 77 69 85 In KarewaTot 157 144 164 In KarewaTot 170 148 190 In Karewafrom north 62 52 70 In Karewafrom north 87 82 96 In Karewafrom south 95 92 94 In Karewafrom south 83 66 96 Out Karewa 231 226 235 Out Karewa 232 228 235 Total 1110 1056 1166 Total 1148 1074 1222 Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) KarewaLTto Wairere 4 119 487 A 1 8.8 1.4 Wairere W Thru 10 83 1071 B 2 10.3 5.3 Wairere W LTto Karewa 8 87 181 A 1 5.2 2.5 Wairere ERT 24 215 514 C 3 25.3 13.2 Total 12 215 2252 B 2 13.0 6.0 Karewa / EagleSignal Intersection Av Q(m) Max Q (m) Vol (vph) LOS LOS Value Av Delay per veh (s) Stop Delay per Veh (s) KarewaNBThru 64 294 438 D 4 48.1 34.0 KarewaLT 64 294 141 D 4 49.7 36.8 Eagle RT 8 116 188 C 3 23.8 17.3 KarewaExt S BRTto Eagle 183 303 214 F 6 109.4 81.2 KarewaExt S BThru 183 303 376 E 5 63.3 40.8 Eagle LT 1 40 195 A 1 7.9 3.7 Eagle / Karewa 64 308 1551 D 4 52.4 36.6 Karewa / Wairere Signal

2021 BASELINE(No PnS) 2021 BASELINEplusPnSno Karewa / Wairere Signals Difference 2021 PnSwith Karewa / Wairere Signals Difference to PnSno Karewa Signals Travel Time Route vph TT(s) Dist (m) Travel Time Route vph TT(s) Dist (m) vph TT(s) Dist (m) Travel Time Route vph TT(s) Dist (m) vph TT(s) Dist (m) Min 1: Te RapaS outhbound 85 210 1416 1: Te RapaS outhbound 89 272 1416 4 62 0 Min 1: Te RapaS outhbound 89 178 1416 0 -94 0 2: Te RapaNorthbound 45 153 1416 2: Te RapaNorthbound 54 178 1416 9 25 0 2: Te RapaNorthbound 49 195 1416 -5 17 0 3: Wairere Drive RT 179 205 1000 3: Wairere Drive RT 270 238 1000 91 33 0 3: Wairere Drive RT 132 147 1000 -138 -91 0 4: Te RapaRoad RT 135 105 500 4: Te RapaRoad RT 249 138 519 114 33 19 4: Te RapaRoad RT 158 74 500 -91 -64 -19 Average1: Te RapaS outhbound 92 215 1416 1: Te RapaS outhbound 98 296 1416 6 81 0 Average 1: Te RapaS outhbound 101 197 1416 3 -99 0 2: Te RapaNorthbound 61 161 1417 2: Te RapaNorthbound 58 205 1416 -3 44 0 2: Te RapaNorthbound 54 203 1417 -4 -2 0 3: Wairere Drive RT 206 219 1000 3: Wairere Drive RT 283 263 1000 77 43 0 3: Wairere Drive RT 150 169 1000 -133 -94 0 4: Te RapaRoad RT 214 122 501 4: Te RapaRoad RT 272 222 533 58 99 32 4: Te RapaRoad RT 174 81 512 -98 -141 -21 Max.

1: Te RapaS outhbound 101 222 1416 1: Te RapaS outhbound 105 318 1416 4 96 0 Max. 1: Te RapaS outhbound 112 224 1416 7 -95 0 2: Te RapaNorthbound 71 169 1417 2: Te RapaNorthbound 64 232 1417 -7 62 0 2: Te RapaNorthbound 58 220 1417 -6 -11 0 3: Wairere Drive RT 221 258 1000 3: Wairere Drive RT 300 293 1000 79 35 0 3: Wairere Drive RT 162 215 1001 -138 -78 0 4: Te RapaRoad RT 254 150 505 4: Te RapaRoad RT 283 311 550 29 161 45 4: Te RapaRoad RT 187 88 526 -96 -224 -23 PnS

APPENDIXB Concept design sketchesfor Karewa Place / Wairere Drive signal intersection Eagle Way / KarewaPlace Extension signal intersection

APPENDIX D Wairere Drive/Karewa Place intersection

MOVEMENT SUMMARY Site: 17119-1 [Wairere Dr/Karewa Pl - 2021 with PNS] 17119 Foodstuffs PTR217 Site Category: (None) Signals - Fixed Time Isolated Cycle Time = 40 seconds (Site Practical Cycle Time) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg.

Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h East: Wairere Drive 5 T1 1263 4.0 0.332 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 79.9 6 R2 541 2.0 0.844 26.6 LOS C 12.6 89.9 0.98 0.98 1.36 34.1 Approach 1804 3.4 0.844 8.0 LOS A 12.6 89.9 0.30 0.29 0.41 49.6 North: Karewa Place 7 L2 513 2.0 0.593 10.9 LOS B 5.7 40.3 0.78 0.80 0.84 41.3 Approach 513 2.0 0.593 10.9 LOS B 5.7 40.3 0.78 0.80 0.84 41.3 West: Wairere Drive 10 L2 191 2.0 0.220 12.1 LOS B 1.8 12.9 0.63 0.73 0.63 44.1 11 T1 1127 4.0 0.847 19.8 LOS B 13.2 95.4 0.99 1.02 1.36 35.4 Approach 1318 3.7 0.847 18.7 LOS B 13.2 95.4 0.94 0.98 1.26 37.3 All Vehicles 3635 3.3 0.847 12.3 LOS B 13.2 95.4 0.60 0.61 0.78 43.3 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Intersection and Approach LOS values are based on average delay for all vehicle movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 19 June 2018 10:58:48 AM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8

APPENDIX E Karewa Place/Eagle Way/Maui Street intersection SIDRA model results

MOVEMENT SUMMARY Site: 17119-2-1 [Eagle Way/Karewa Pl - 2021 with PNS - Standard T] 17119 Foodstuffs PTR217 Site Category: (None) Giveway / Yield (Two-Way) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h South: Karewa Place 1 L2 148 9.0 0.117 5.4 LOS A 0.5 3.7 0.33 0.54 0.33 44.6 2 T1 461 5.0 0.244 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 609 6.0 0.244 1.3 LOS A 0.5 3.7 0.08 0.13 0.08 48.9 North: Future Road 8 T1 396 5.0 0.211 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 9 R2 225 5.0 0.209 6.8 LOS A 1.0 6.9 0.54 0.71 0.54 43.0 Approach 621 5.0 0.211 2.5 NA 1.0 6.9 0.19 0.26 0.19 47.8 West: Eagle Way 10 L2 205 5.0 0.207 6.8 LOS A 0.8 6.2 0.51 0.71 0.51 43.3 12 R2 198 9.0 0.946 75.7 LOS F 9.2 69.7 0.99 1.82 3.69 19.4 Approach 403 7.0 0.946 40.6 LOS E 9.2 69.7 0.74 1.25 2.07 27.0 All Vehicles 1634 5.8 0.946 11.5 NA 9.2 69.7 0.29 0.46 0.61 41.9 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 21 June 2018 5:15:45 PM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8

MOVEMENT SUMMARY Site: 17119-2-1 [Eagle Way/Karewa Pl - 2021 with PNS - Standard T - with SHA] 17119 Foodstuffs PTR217 Site Category: (None) Giveway / Yield (Two-Way) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h South: Karewa Place 1 L2 148 9.0 0.113 5.3 LOS A 0.5 3.6 0.30 0.52 0.30 44.7 2 T1 388 5.0 0.206 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 537 6.1 0.206 1.5 LOS A 0.5 3.6 0.08 0.14 0.08 48.8 North: Future Road 8 T1 333 5.0 0.177 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 9 R2 189 5.0 0.161 6.3 LOS A 0.7 5.3 0.48 0.65 0.48 43.3 Approach 522 5.0 0.177 2.3 NA 0.7 5.3 0.17 0.24 0.17 47.9 West: Eagle Way 10 L2 173 5.0 0.159 6.3 LOS A 0.7 4.7 0.45 0.65 0.45 43.5 12 R2 198 9.0 0.695 28.9 LOS D 4.1 30.9 0.91 1.24 1.78 30.9 Approach 371 7.1 0.695 18.4 LOS C 4.1 30.9 0.70 0.96 1.16 35.8 All Vehicles 1429 6.0 0.695 6.2 NA 4.1 30.9 0.28 0.39 0.40 45.1 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 21 June 2018 4:27:58 PM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8

APPENDIX F PAK'nSAVE accesses: SIDRA model results

MOVEMENT SUMMARY Site: 17119-5 [Te Rapa Road Access] 17119 Foodstuffs PTR217 Site Category: (None) Giveway / Yield (Two-Way) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h South: Te Rapa Road 2 T1 865 3.0 0.226 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 865 3.0 0.226 0.0 NA 0.0 0.0 0.00 0.00 0.00 50.0 East: PNS Western Access 4 L2 277 3.0 0.211 4.6 LOS A 0.9 6.5 0.00 0.53 0.00 34.0 Approach 277 3.0 0.211 4.6 LOS A 0.9 6.5 0.00 0.53 0.00 34.0 North: Te Rapa Road 7 L2 271 3.0 0.149 4.6 LOS A 0.0 0.0 0.00 0.53 0.00 43.4 8 T1 569 3.0 0.149 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 840 3.0 0.149 1.5 NA 0.0 0.0 0.00 0.17 0.00 47.5 All Vehicles 1982 3.0 0.226 1.3 NA 0.9 6.5 0.00 0.15 0.00 47.5 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 19 June 2018 10:58:51 AM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8

MOVEMENT SUMMARY Site: 17119-4 [Eagle Way Access] 17119 Foodstuffs PTR217 Site Category: (None) Giveway / Yield (Two-Way) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h East: Eagle Way 5 T1 374 6.6 0.200 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 374 6.6 0.200 0.0 NA 0.0 0.0 0.00 0.00 0.00 50.0 North: PNS Southern Access 7 L2 231 3.0 0.214 6.4 LOS A 0.9 6.5 0.48 0.68 0.48 29.4 Approach 231 3.0 0.214 6.4 LOS A 0.9 6.5 0.48 0.68 0.48 29.4 West: Eagle Way 10 L2 337 3.0 0.185 4.4 LOS A 0.0 0.0 0.00 0.47 0.00 41.0 11 T1 403 7.0 0.216 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 Approach 740 5.2 0.216 2.0 NA 0.0 0.0 0.00 0.21 0.00 44.6 All Vehicles 1344 5.2 0.216 2.2 NA 0.9 6.5 0.08 0.23 0.08 42.1 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 19 June 2018 10:58:50 AM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8

MOVEMENT SUMMARY Site: 17119-6 [Future Road Access] 17119 Foodstuffs PTR217 Site Category: (None) Giveway / Yield (Two-Way) Movement Performance - Vehicles Demand Flows 95% Back of Queue Mov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh m km/h South: Karewa Place 1 L2 101 3.0 0.357 3.4 LOS A 0.0 0.0 0.00 0.08 0.00 44.2 2 T1 565 6.0 0.357 0.0 LOS A 0.0 0.0 0.00 0.08 0.00 49.2 Approach 666 5.5 0.357 0.5 NA 0.0 0.0 0.00 0.08 0.00 48.9 North: Future Road 8 T1 497 6.0 0.266 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0 9 R2 101 2.0 0.123 8.0 LOS A 0.5 3.5 0.60 0.79 0.60 40.4 Approach 598 5.3 0.266 1.4 NA 0.5 3.5 0.10 0.13 0.10 47.9 West: PNS Eastern Access 10 L2 124 3.0 0.795 24.5 LOS C 6.0 42.8 0.88 1.45 2.32 26.6 12 R2 124 3.0 0.795 45.1 LOS E 6.0 42.8 0.88 1.45 2.32 11.5 Approach 248 3.0 0.795 34.8 LOS D 6.0 42.8 0.88 1.45 2.32 20.8 All Vehicles 1513 5.0 0.795 6.5 NA 6.0 42.8 0.18 0.33 0.42 41.3 Site Level of Service (LOS) Method: Delay (SIDRA).

Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2018 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TRAFFIC PLANNING CONSULTANTS LTD | Processed: 21 June 2018 11:25:31 PM Project: \\Mac\Dropbox\1 TPC JOBS\1 CURRENT JOBS\17119 PTR217\RC\SIDRA\17119 - Foodstuffs PTR217.sip8