TE PUAWAI DEVELOPMENTS LIMITED

TE PUAWAI PRIVATE PLAN CHANGE

INTEGRATED TRANSPORT ASSESSMENT

27 October 2020

Quality Assurance Statement

Contract Number 7114

Contract Title Te Puawai Plan Change – Integrated Transport Assessment

Project Manager Boyd Wilson

Name Signature Date

Prepared By: Glenn O’Connor 27/10/2020

Approval for issue: Boyd Wilson 27/10/2020

Bonisch File C:\BONISCH\Bonisch Consultants\Bonisch Consultants Team Site - JOB\7100 - 7199\7114 - Location Rockdale Road development Invercargill\2. Engineering\5. Integrated Transport Assessment

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1. INTRODUCTION

Bonisch Consultants Limited (Bonisch) has been engaged to prepare a Plan Change application relating to the property at 514 Tramway Road, Invercargill. It is proposed to rezone the site from Rural to Residential. A small neighbourhood commercial activity area and a retirement village is also proposed within the Plan Change area, as are numerous reserve and recreational areas. The Concept Plan for the development of the site is shown in Figure 1 below, and the development of the site is described in more detail in Section 4 of this report.

This Integrated Transport Assessment (ITA) describes and assesses transport matters relevant to the proposed Plan Change including details of the existing transport environment, future transport changes, road safety, functionality of key intersections, and development standards. The ITA has been prepared in general accordance with the guidance specified in the New Zealand Transport Agency “Integrated Transport Assessment Guidelines”.

Figure 1 - Proposed site plan concept.

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2. SURROUNDING ENVIRONMENT

2.1 Site Locality and Zoning

The site is located at 514 Tramway Road, Invercargill, shown in Figure 2 below. It is contained within the Rural zone of the Invercargill City District Plan. The site has significant road frontage to Rockdale Road and Tramway Road. The proposal also features access to Regent Street via an existing narrower road frontage, and to Centre Street via Rannoch Street.

Centre Street

Rockdale Road

DEVELOPMENT SITE

Regent Street

Tramway Road

Figure 2 – Aerial Plan of the subject site. 2.2 Existing Transport Network

The site is bounded between four main roads as shown in Figure 2 above, being Rockdale Road to the east, Tramway road to the south, Regent Street to the west, and Centre Street to the north. The existing infrastructure for each of these roads is detailed below.

2.2.1 Rockdale Road

Rockdale Road is located to the east of the site and has a One Network Road Classification of “Primary Collector”. It has a posted speed limit of 100km/h. The average daily traffic volume for Rockdale Road has been obtained from MobileRoad RAMM data, showing an AADT of 4,363 vehicles per day (vpd, two-way).

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Rockdale Road typically comprises the following infrastructural features in the vicinity of the site:

▪ Two x 3.5m wide sealed traffic lanes with painted centreline and edge-lines. ▪ Significant lengths of solid yellow no passing lines where road crests limit forward visibility. ▪ Gravel shoulders on both sides of the road. ▪ Intersections with Centre Street, Mason Road, and Tramway Road.

Figure 3 – Rockdale Road looking north Figure 4 – Rockdale Road looking south

2.2.2 Tramway Road

Tramway Road is located to the south of the site and has a One Network Road Classification of “Primary Collector”. It has a posted speed limit of 70km/h. The average daily traffic volume for Tramway Road has been obtained from MobileRoad RAMM data, showing an AADT of 1,547vpd (vpd, two-way) at the proposed new intersection location.

Tramway Road typically comprises the following infrastructural features in the vicinity of the site:

▪ Two x 3.5m wide sealed traffic lanes with painted centreline and edge-lines. ▪ Grass berms on either side of the sealed carriageway, but no gravel shoulder. ▪ Intersections with Rockdale Road and Regent Street.

Figure 5 – Tramway Road looking east Figure 6 – Tramway Road looking west

2.2.3 Regent Street

Regent Street is located to the west of the site and has a One Network Road Classification of “Secondary Collector”. It has a posted speed limit of 50km/h. The average daily traffic volume for Regent Street has been obtained from MobileRoad RAMM data, showing an AADT of 1,842 vehicles per day (vpd, two-way) at the proposed new intersection location.

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Regent Street typically comprises the following infrastructural features in the vicinity of the site:

▪ A 3.5m wide sealed traffic lane in each direction separated by a raised centre median with street trees. Flush median pavement markings associated with the raised median, plus turning lanes at several intersections. ▪ A 1.8m wide on-road cycle lane on each side of the road. ▪ A 2.4m wide on-road parking lane on each side of the road. ▪ A 1.8m footpath on each side of the road.

Figure 7 – Regent Street looking north Figure 8 – Regent Street looking south Note proposed road entrance to the site at right of the image.

2.2.4 Centre Street

Centre Street is located to the north of the site and has a One Network Road Classification of “Secondary Collector”. It has a posted speed limit of 50km/h. The average daily traffic volume for Regent Street has been obtained from MobileRoad RAMM data, showing an AADT of 2,143 vehicles per day (vpd, two-way) between Norwood Street and Rannoch Street.

Centre Street typically comprises the following infrastructural features in the vicinity of the site:

▪ A 3.2m wide sealed traffic lane in each direction with painted centreline and edge- lines. ▪ A 2.0m wide on-road cycle lane on each side of the road. ▪ A 2.0m wide on-road parking lane on each side of the road. ▪ A 1.6m wide footpath on the northern side of the road, and a 3.0m wide footpath on the southern side.

Figure 9 – Centre Street looking east Figure 10 – Centre Street looking west

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3. CRASH HISTORY

The NZTA Crash Analysis System (CAS) has been reviewed to identify crashes that have been reported in the vicinity of the site from 2015 to 2020 inclusive. There have been 29 reported crashes in the immediate vicinity of the site during this period. These crashes are shown spatially on the crash diagram in Figure 11 below.

Development Site

Figure 11 - CAS diagram showing the spatial location of all crashes reported within the blue area between 2015 and 2020 inclusive.

Descriptions of these crashes have been exported from CAS as follows:

Crash ID Crash Road Date Description of events 201643097 CENTRE STREET 10/07/2016 Van1 EDB on Centre Street hit Car/Wagon2 crossing at right angle from right 201837656 CENTRE STREET 26/04/2018 load or trailer from Car/Wagon1 EDB on CENTRE ST hit VEHB, Car/Wagon1 hit non-specific fence, non-specific pole 201844341 CENTRE STREET 12/07/2018 Car/Wagon1 EDB on Centre hit Car/Wagon2 crossing at right angle from right 201810800 CENTRE STREET 3/02/2018 Car/Wagon1 WDB on Centre Street hit parked veh, Car/Wagon1 hit non-specific parked 201953108 CENTRE STREET 20/04/2019 Moped1 SDB on REGENT STREET lost control turning right but did not leave the road

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Crash ID Crash Road Date Description of events 201895181 CENTRE STREET 30/09/2018 Car/Wagon1 EDB on Centre Street missed intersection or end of road, Car/Wagon1 hit cliff (uphill), fence 201836090 GLENALMOND 30/03/2018 Car/Wagon1 WDB on Glenalmond CRESCENT Crescent lost control turning right, Car/Wagon1 hit non-specific fence 201519113 JOHN STREET 26/12/2015 Car/Wagon1 EDB on JOHN ST lost control turning left, Car/Wagon1 hit non-specific kerb, non-specific tree 201718995 MASON ROAD 29/10/2017 Motorcycle1 NDB on Rockdale Rd lost control turning right 201719717 MCMILLAN 30/11/2017 Car/Wagon1 SDB on MCMILLAN ST hit STREET Pedestrian2 (Age 18) 201614324 REGENT STREET 22/06/2016 Car/Wagon2 turning right hit by oncoming Car/Wagon1 NDB on REGENT ST, Car/Wagon1 hit non-specific fence, non-specific tree, Car/Wagon2 hit non- specific traffic island 201734841 REGENT STREET 18/03/2017 Car/Wagon1 NDB on REGENT ST hit workmans veh, Car/Wagon1 hit non- specific stationary vehicle, non-specific roadwork 201534573 REGENT STREET 28/04/2015 Car/Wagon1 NDB on REGENT ST changing lanes/overtaking to right hit Car/Wagon2 201730556 REGENT STREET 16/01/2017 Car/Wagon1 NDB on Regent Street changing lanes to left hit Car/Wagon2 201896175 REGENT STREET 16/12/2018 Car/Wagon1 SDB on Regent Street lost EAST control; went off road to right, Car/Wagon1 hit raised median, garage, house, 201633587 ROCKDALE ROAD 25/02/2016 Car/Wagon1 NDB on ROCKDALE ROAD hit SUV2 merging from the left 201644929 ROCKDALE ROAD 6/03/2016 Car/Wagon1 NDB on ROCKDALE ROAD lost control but did not leave the road, Car/Wagon1 hit non-specific pole 201895205 ROCKDALE ROAD 3/10/2018 Car/Wagon1 SDB on ROCKDALE ROAD, ROCKDALE, INVERCARGILL hit rear of SUV2 SDB on ROCKDALE ROAD, ROCKDALE, INVERCARGILL turning right from centre line 201955630 ROCKDALE ROAD 5/02/2019 Car/Wagon1 SDB on ROCKDALE ROAD, ROCKDALE, INVERCARGILL missed inters or end of road, Car/Wagon1 hit ditch 201978126 ROCKDALE ROAD 25/12/2019 Motorcycle1 SDB on ROCKDALE ROAD missed inters or end of road 201610343 ROCKDALE ROAD 20/02/2016 Car/Wagon1 SDB on ROCKDALE ROAD lost control; went off road to right, Car/Wagon1 hit non-specific fence

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Crash ID Crash Road Date Description of events 201735962 ROCKDALE ROAD 31/03/2017 Car/Wagon1 SDB on Rockdale road hit VEHB manoeuvring 201896933 SKYE STREET 26/12/2018 Car/Wagon1 NDB on Skye Street, Invercargill lost control; went off road to right, Car/Wagon1 hit parked (unattended) vehicle 201544840 TRAMWAY 30/08/2015 Car/Wagon1 SDB on TRAMWAY ROAD ROAD lost control turning right, Car/Wagon1 hit non-specific other 201850714 TRAMWAY 1/11/2018 Car/Wagon1 EDB on Tramway Road lost ROAD control; went off road to left, Car/Wagon1 hit non-specific fence, non- specific pole 201544189 TRAMWAY 18/08/2015 Car/Wagon1 and Car/Wagon2 both SDB ROAD on TRAMWAY ROAD and turning; collided 201972292 TRAMWAY 27/06/2019 Car/Wagon1 WDB on TRAMWAY ROAD, ROAD HEIDELBERG, INVERCARGILL lost control but did not leave the road, Car/Wagon1 hit parked (unattended) vehicle 201712678 TRAMWAY 10/04/2017 Car/Wagon1 EDB on Tramway Road lost ROAD control; went off road to left, Car/Wagon1 hit non-specific cliff 201982263 TRAMWAY 3/10/2019 Car/Wagon1 EDB on TRAMWAY ROAD ROAD lost control; went off road to right, Car/Wagon1 hit fence

The descriptions in the above table show numerous loss of control crashes, and 37% of the total number of crashes resulting in injuries. No fatalities were recorded. The number of loss of control crashes on what are generally straight roads, and percentage of crashes resulting in injury, indicates that high speed is likely to be a factor in crashes occurring on the road network captured by this assessment, particularly on Rockdale Road and Tramway Road.

Several crash clusters have also been reported within the area shown on Figure 11, particularly at the intersections of Rockdale Road / Centre Street, and Centre Street / Regent Street. While crashes are to be expected at intersections of Primary and Secondary Collector roads such as these due to higher prevailing traffic volumes, it is again noted that a high proportion of these resulted in injuries indicating that high speed is a likely factor in those crashes.

4. FUTURE TRANSPORT CHANGES

Future changes to the existing transport network have been discussed with Invercargill City Council personnel. The Council has stated that they anticipate construction of cycling infrastructure on Rockdale Road at some point in the future, though this work is presently unfunded and therefore not yet committed in programmed forward works. It is noted that

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the developer has agreed to vest a 5m wide strip of the site along its Rockdale Road frontage as road, which may facilitate construction of this cycleway or other transport infrastructure in the future. However, this would be at the discretion of the Invercargill City Council to progress.

The above notwithstanding, it is understood that there are no significant changes to the transport network committed to, or programmed by, the Council in the vicinity of the site.

5. PROPOSED DEVELOPMENT

The proposed Plan Change involves rezoning the subject property from Rural to Residential. A Concept Plan showing the general layout of the proposed development of the site is shown in Figure 1 of this report.

The key development and transport features of the Concept Plan include:

▪ The potential for approximately 600 residential lots comprising a mix of high, medium, and low-density residential development. ▪ A 5.87ha site for an aged care facility. ▪ A neighbourhood commercial area at the centre of the site. ▪ New road connections as follows: • Two new road intersections with Rockdale Road. • A new road intersection with Regent Street, plus road connections to the existing roads of Farrar Street, Crowther Crescent, and Skye Street, which link to Regent Street. • A single new road intersection with Tramway Road. • A new road connection to Centre Street (via Rannoch Street). ▪ An internal roading hierarchy of collector roads and local roads laid out within the site. ▪ Pedestrian footpaths, both within the site and on Rockdale and Tramway Roads. Cycling provisions as appropriate within the site. ▪ An extensive pedestrian/cycling network including accessways, green links, and reserves.

6. TRAFFIC GENERATION

Peak hour traffic generation volumes for the proposed residential activity and commercial area within the site have been calculated based on the NZTA Research Report 453 “Trips and Parking Related to Land Use” (RR453). As a development layout for the proposed 5.87ha aged care site is not yet available, traffic volumes for this land use activity have been estimated based on traffic generation for a similar style of aged care development recently assessed by Bonisch. The peak traffic rate for that development has been prorated from a 4.33ha site to the proposed 5.87ha site*.

Expected peak hour traffic generation rates and estimated total trips are thus presented in the following table:

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Total Peak Hour Activity Peak Hour Trip Rate Number Trip Generation Residential 1.2 trips per dwelling 556 dwellings 667 trips Aged Care *Prorated Indicative development providing for 136 units + 48 trips 100 care beds Commercial 2.5 trips per 100m2 4,000m2 100 trips TOTAL 815 trips

While the proposed commercial area is included within the traffic generation figures shown in the above table, it is reasonable to consider that many of the trips made to this area will be internal trips within the proposed development. Such trips will not necessarily increase traffic on the existing transport network surrounding the site. However, assumptions relating to how these trips have been assessed are detailed further in the separate intersection assessments made in Section 7.2.1 of this report.

7. TRAFFIC EFFECTS ASSESSMENT

7.1 Safe Systems Assessment

7.1.1 Assessment Framework

Due to the 100km/h posted speed limit on Rockdale Road, the 70km/h posted limit on Tramway Road, and the change from rural to urban environment that would occur as a result of the proposed Plan Change, a safety assessment of these two roads has been undertaken in accordance with Safe Systems principles. The guidance document Austroads Research Report AP-R509-16 Safe Systems Assessment Framework has been used to identify the degree to which these two roads align with Safe System objectives, and to identify solutions that would move them closer toward alignment with a Safe System.

In order to measure how well the existing Rockdale Road and Tramway Road transport environments align with Safe System principles, the following Safe System matrix from the Austroads Report has been adopted. The purpose of the matrix is to assess different major crash types (those identified as the predominant contributors to fatal and serious crash outcomes) against the exposure to that crash risk, the likelihood of it occurring and the severity of the crash should it occur. Risk scores for each component of the matrix have been assigned based on the scoring system contained within the Austroads Report, and reported crash details noted earlier in this report, as follows:

ROCKDALE Loss of Head-on Intersection Other Pedestrian Cyclist Motorcyclist ROAD control Exposure 2/4 2/4 2/4 2/4 2/4 2/4 2/4 Likelihood 3/4 2/4 3/4 0/4 1/4 2/4 2/4 Severity 4/4 4/4 4/4 0/4 4/4 4/4 4/4 Product 24/64 16/64 24/64 0/64 8/64 16/64 16/64 TOTAL 104/448

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TRAMWAY Loss of Head-on Intersection Other Pedestrian Cyclist Motorcyclist ROAD control Exposure 2/4 2/4 2/4 2/4 2/4 2/4 2/4 Likelihood 2/4 2/4 3/4 0/4 1/4 2/4 2/4 Severity 3/4 4/4 3/4 0/4 4/4 4/4 4/4 Product 12/64 16/64 18/64 0/64 8/64 16/64 16/64 TOTAL 86/448

It is clear from the matrix that the key drivers in risk for each crash type (i.e. loss of control, head on, etc) are both likelihood and severity, which in this case considered to be mostly related to the existing speed limits of 100km/h for Rockdale Road, and 70km/h for Tramway Road. Consideration should also be given to the proposed construction of footpaths on Rockdale Road and Tramway Road, or a future cycleway on Rockdale Road. Without these types of facilities, the risk factors for pedestrians and cyclists would increase if they were introduced to these roads in greater volumes while retaining the existing posted speeds.

The Safe System Matrix has been used to inform what treatments might be used to address the likelihood and severity risks that have been identified. Measures to mitigate these risks, based on Tables 4.5 to 4.11 of the Austroads Report which provide treatment hierarchies for each crash type, are outlined below. These measures generally involve lowering of speeds and construction of infrastructure to help create a lower-speed road environment near the site.

7.1.2 Safe and Appropriate Speeds

The Austroads Report identifies a reduction in speed as being a primary, or supporting, treatment measure that addresses crash severity risks identified across all crash types in the Safe Systems Matrix. The NZTA Speed Management Guide, shown in Figure 7 below, has therefore been used to assess the appropriateness of existing speed limits for the road network in the vicinity of the site. The NZTA Guide contains an evidence-based Speed Management Framework to assist in the setting of safe and appropriate speeds and has been used in this report to assess speed limits in the vicinity of the site.

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Figure 12 – NZTA Speed Management Guide "Table 2.1: Proposed Safe and Appropriate Speeds classification method - Urban Roads"

As noted earlier in this report, both Rockdale Road and Tramway Road are classified as “Primary Collector” roads under the NZTA One Network Road Classification. Personal Risk, which is a measure of the risk to each individual using the road, has been obtained from the New Zealand Road Assessment Programme (known as KiwiRAP) available at www.roadsafetyrisk.co.nz, shown in Figure 8 below. The Personal Risk profile for Rockdale Road is “Medium-High”, and for Tramway Road is “Medium”.

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Rockdale Road

Tramway Road

Figure 13 – Urban KiwiRAP map output. Rockdale Road has a Personal Risk classification of “Medium-High”, and Tramway Road “Medium”.

Given that the proposed Plan Change is for residential use of the site, Table 2.1 of the NZTA Speed Management Guide (shown in Figure 7 above) determines that a safe and appropriate speed would be 50km/h for both roads. It is therefore recommended that should the Plan Change for the site be approved, the existing posted speed limits on Rockdale Road and Tramway road are lowered. It is appreciated, however, that permanently lowering the speed limit is a legal process that must be undertaken by the Invercargill City Council as it is the Road Controlling Authority for the local road network.

7.1.3 Urban-Rural Threshold:

The proposed Plan Change would see the south-eastern corner of the site effectively become the new Urban-Rural boundary of Invercargill City. While a reduction of the speed limit would set legal speed restrictions on Rockdale Road and Tramway Road, it is noted that there is little existing road infrastructure to distinguish a change from the surrounding rural environment to the proposed urban environment. With no visual delineation between these road environments it is expected that lowering of the speed limit alone is not sufficient to encourage road users to adopt the recommended 50km/h safe and appropriate speed.

The NZTA has published two relevant guides on how to treat Urban-Rural thresholds which address this scenario. These are the “Speed Management Guide – Volume 2: Toolbox – How to implement treatments and activities”, and “RTS 15 Guidelines for Urban-Rural Speed Thresholds”. These guides state that an effective threshold involves creating a ‘pinch point’ at the start of the urban area. By the appropriate use of horizontal and vertical elements, the roadway should be narrowed over a length of 10-20 metres, though the road width through this pinch point will vary depending on circumstances including allowing all entitled vehicles to pass through it. Figures 14 and 15, below, are taken from the NZTA guides and show acceptable solutions for the layout of Urban-Rural threshold treatments.

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Figure 14 – Plan view of typical threshold treatments.

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Figure 15 – Perspective view of a typical threshold treatment. Note use of vertical elements such as speed limit signs / vegetation.

Table 2.6 of the Austroads Guide to Traffic Management Part 6: Intersections, Interchanges, and Crossings, is shown as Figure 16 below. The table states that both priority controls (i.e. “Stop” or “Give Way” signs), or a roundabout are appropriate treatments for a Primary Collector / Primary Collector intersection based on operational and Safe System objectives. Given that there is a reasonably significant imbalance in traffic volumes on Rockdale Road and Tramway Road, installation of a roundabout at this intersection is not recommended. It is instead recommended that the existing priority controls are retained at this intersection, with an Urban-Rural threshold treatment installed just south of the Tramway Road intersection in order to support a change of speed environment for motorists entering the proposed urban area.

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Figure 16 - Austroads Guide to Traffic Management Part 6: Intersections, Interchanges, and Crossings "Table 2.6 Suitability of types of traffic control to different road types based on operational and Safe System objectives".

Overall, reduction in speed is considered the primary tool that can be used to move Rockdale Road and Tramway Road closer toward alignment with a Safe System. It is therefore recommended that installation of speed management infrastructure be carried out in conjunction with any lowering of the speed limit on these roads.

Based on the above assessments, the following speed management measures are recommended should the Plan Change application be approved:

1. Prior to development of the site, the Invercargill City Council, in consultation with the developer and any other relevant stakeholders, begin the process to investigate permanently lowering the speed limits of Rockdale Road and Tramway Road adjacent to the site to 50km/h.

2. The Invercargill City Council investigate, and implement if necessary, a temporary speed limit of 50km/h on Rockdale Road and Tramway Road adjacent to the site until such time as the formal speed limit change is adopted.

3. The developer constructs an Urban-Rural threshold treatment on Rockdale Road immediately south of the Rockdale Road / Tramway Road intersection. Detailed design plans for the proposed Urban-Rural threshold comply should NZTA RTS15 and are submitted to the Invercargill City Council for their approval prior to its construction commencing.

7.1.4 Non-Motorised Road Users:

Non-motorised road users also score relatively highly in risk under the Safe System Matrix, especially if greater numbers of pedestrians and cyclists are introduced on Rockdale Road

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and Tramway Road without lowing the speed limit, even with dedicated infrastructure for those road users. While both road user types benefit greatly from a reduction in traffic speed, provision of separated facilities for them is also a primary treatment measure that can be employed to address the risks identified in the Safe Systems Matrix.

As noted earlier in this report, the Invercargill City Council anticipates construction of cycling infrastructure on Rockdale Road. The developer will vest as Legal Road a 5m wide strip of their frontage to Rockdale Road which may facilitate construction of such a facility in the future. It is understood that the residential properties created along Rockdale Road will have vehicle access to the internal road network within the site, thus they will not have vehicle accesses that might interfere with the safe functioning of cycling facilities that might be constructed on Rockdale Road in the future. Appropriate cycling considerations will also be incorporated into the detailed design of the Urban-Rural threshold treatment recommended above to ensure that it does not create a hazard to cyclists.

Regarding pedestrians, it is the intent of the developer to construct new footpaths on sections of Rockdale Road and Tramway Road linking to footpaths within existing urban areas. Specifically, a new footpath will be constructed on Rockdale Road between the proposed northern road intersection and the existing footpath which terminates at the eastern end of Centre Street. A new footpath will also be constructed on Tramway Road between the proposed road intersection and the existing footpath on Tramway Road west of the proposed intersection.

An extensive network of footpaths and pedestrian accessways will be incorporated into the design of pedestrian infrastructure within the site. It is expected that this infrastructure will be designed in general accordance with the Invercargill City Council Code of Practice for Land Development and Subdivision 2016, incorporating safety, mobility, and CPTED principles and treatments as appropriate.

7.2 Intersection Assessment

7.2.1 Intersection Performance

Traffic modelling software SIDRA Intersection has been used to assess the functionality of each proposed intersection in relation to traffic generated by the proposed development of the site. A traffic scenario representative of the morning (AM) peak has been modelled as this typically exhibits higher traffic volumes than the evening (PM) peak and is therefore more representative of a “worst case” scenario in terms of intersection performance.

Several assumptions have been made in respect of intersection performance modelling as follows:

▪ Peak AM traffic volumes for Rockdale Road, Tramway Road, Regent Street, and Centre Street have been assumed as a conservative 10% of the respective road’s AADT based on available RAMM data. Furthermore, ▪ It is assumed that all peak AM traffic generated by development of the site will flow from the site onto the existing road network, though in reality a proportion of this traffic will only travel locally within the development site during the AM peak. ▪ No allowance for vehicles turning into the development site in the AM peak has been made, however this is not considered to affect the overall efficiency of the model

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outputs. For assessment purposes trip distributions from the site onto the existing road network have been assumed as detailed below. ▪ Trips associated with the proposed commercial area have been distributed to each intersection in accordance with percentage splits shown in the table below.

Indicative catchments for each proposed intersection have also been created for assessment purposes and are shown on Figure 17. Intersections have been numbered, and their respective catchments labelled, for reference purposes. The number of allotments and proposed development areas contained within each catchment have then been used to approximate at a high-level what percentage of traffic generated by development of the site could be directed toward each intersection.

6

1

Rockdale Road North 5 Centre Regent Street Street North

Regent Rockdale Street Road South South 4 2

Tramway Road

3

Figure 17 – Assumed intersection catchment areas. Intersections have been labelled 1 to 6 for ease of identification in this report.

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Based on these catchments, the percentage of traffic generated by development of the site is estimated to be distributed onto the existing road network as follows:

Total Site Traffic Percentage of Forecast Traffic Intersection Generation Generated Traffic Volume Using (veh/h) Using Intersection Intersection 1 - Rockdale Road North 820 20% 164 2 - Rockdale Road South 820 23% 188 3 - Tramway Road 820 23% 188 4 - Regent Street South 820 20% 164 5 - Regent Street North 820 6% 50 6 - Centre Street 820 8% 66

Note that specific analysis of the Regent Street/Milford Street intersection has not been carried out due to the small number of lots that this connection might serve. It is expected that the level of service of this intersection will not be significantly impacted on by the proposed development as most traffic generated by the development will utilise the other connections to the existing road network.

Manual traffic counts of the existing road network near the site have been undertaken during the AM peak to assist in forecasting traffic percentages that would turn left and right from each proposed intersection onto the existing road network. The forecast percentages and volumes for left and right turning traffic at each proposed intersection, based on observed traffic patterns and the total volume forecast for each intersection (from the above table), are presented in the table below:

Turning Volumes Intersection Left Turn Right Turn (veh/h) - Left Turn/Right Turn 1 - Rockdale Road North 63% 37% 103/61 2 - Rockdale Road South 63% 37% 118/70 3 - Tramway Road 53% 47% 100/88 4 - Regent Street 39% 61% 64/100 5 - Regent Street North 39% 61% 20/30 6 - Centre Street 46% 54% 30/36

While it is impossible to forecast trip distribution with absolute accuracy, the trip assumptions made above are considered useful in order to establish whether there are any significant capacity constraints at intersections that may need to be assessed in further detail. These forecast volumes are shown spatially on Figure 18, below.

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INTERSECTION 6 Left Turn: 30 Right Turn: 36

INTERSECTION 1 Left Turn: 103 Right Turn: 61 INTERSECTION 5 Left Turn: 20 Right Turn: 30

INTERSECTION 4 Left Turn: 64 Right Turn: 100

INTERSECTION 2 Left Turn: 118 Right Turn: 70

INTERSECTION 3 Left Turn: 100 Right Turn: 88

Figure 18 - Trip distribution of assumed turning volumes at intersections. Intersections have been labelled 1 to 6 for ease of identification in this report.

Based on the assumptions made above, the average delay for vehicles exiting the development site onto the surrounding road network at these intersections is predicted as shown in the following table. It is noted that all legs of each intersection are predicted to operate to Level of Service A, indicating that there are no capacity issues regarding their functionality.

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Right Turn Left Turn Average Intersection Level Intersection Average Delay Delay (sec) of Service (sec) 1 - Rockdale Road North 7.1 6.2 A 2 - Rockdale Road South 7.1 6.2 A 3 - Tramway Road 5.2 4.7 A 4 - Regent Street South 5.9 4.9 A 5 - Regent Street North 5.2 4.7 A 6 - Centre Street 5.6 5.1 A

There are six levels of service, A to F, with A representing the top level as a condition of free flow in which individual drivers are virtually unaffected by the presence of others in the traffic stream and F representing the worst level. As shown in the above table all intersections are predicted to operate to a high degree of efficiency with only minimal average delays and queuing.

7.2.2 Intersection Sight Distance:

The Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections has been used to assess the adequacy of sight distances available at each of the proposed new intersections. As no operating speed data was available at the time of writing this report, a conservatively high estimated operating speed of 60km/h (i.e. the speed limit plus 10km/h) has been adopted, including on Rockdale Road and Tramway Road (assuming that the speed limit on these roads is reduced). The Safe Intersection Sight Distance (SISD) requirement for this operating speed is 123m based on the Table 3.2 of the Austroads Guide, shown in Figure 18 below.

Figure 19 – Austroads Safe Intersection Sight Distance requirements.

Based on existing road geometry the available sight distance at the proposed Rockdale Road, Tramway Road, and Centre Street intersections is considered to exceed the minimum 123m SISD requirement based on a 60km/h operating speed. The proposed intersection with Regent Street does not meet the minimum SISD based on a 60km/h operating speed due to the vertical geometry of the road south of the site, and existing vegetation contained within the raised median.

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There are several options that are available to configure the proposed Regent Street intersection to address sight distance deficiencies. However, as part of detailed design the first step will be to determine the actual operating speed of the road in this location, given that the SISD has been adopted based on a conservatively high estimated operating speed. Should capture of speed data for Regent Street confirm that the minimum SISD is not achieved, options for treating this intersection might include:

1. Installation of a roundabout, including realignment of north and south bound lanes on Regent Street to “square-up” the intersection, and incorporation of appropriate cyclist and pedestrian infrastructure.

2. Installation of a “seagull” intersection layout to enable right-turning traffic from the site to cross the south bound lane on Regent Street, while still being separated from north bound traffic. The “seagull” intersection could be used to improve safety at the intersection by allowing the entering and exiting traffic to select gaps more effectively. On-road cycle facilities can be designed to accommodate cyclists safely. However, it must be cautioned that in some circumstances a “seagull” intersection can exhibit higher crash rates, therefore robust assessment of its appropriateness for this intersection would need to be undertaken during the design options phase of the project.

3. Prohibiting right-turns out of the site via alterations and extensions to the existing raised median island on Regent Street. It is noted that this will redistribute traffic from the site differently than what has been modelled in SIDRA Intersection, however intersections from the site are still expected to operate to a high degree of efficiency given the excellent levels of service detailed earlier in this report.

It must be noted that the above options are just several potential measures that could be undertaken in order to address sight distance deficiencies at the proposed intersection. However, it would be prudent to consider all other options that might be available for treatment of the intersection in the future. The future detailed design phase is therefore considered the most appropriate time to undertake detailed investigations and design option analysis.

Each intersection should be designed to maximise available sight distances, and kerb radii should also be designed to moderate speeds of vehicles entering and exiting the subdivision. It is expected that such design matters would be undertaken as part of detailed infrastructure design of the proposed transport network within the site. Furthermore, detailed design of the threshold treatment recommended for Rockdale Road should ensure that it does not impact on the SISD at the Rockdale Road / Tramway Road intersection.

7.3 Internal Road Network

As the project is essentially at the master planning stage, cross sections and detailed designs for the internal road network have not yet been prepared and therefore cannot be specifically assessed as part of this Integrated Transport Assessment. It is however expected that the internal network within the proposed Plan Change area will be designed and constructed to conform with its intended network hierarchy, and generally comply with the relevant requirements of the Invercargill City Council Code of Practice - Land Development

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and Subdivision 2016. Should departure from the ICC Code of Practice be proposed as part of detailed design of the transport network within the site, it is expected that any such matters would be justified through reference to appropriate alternative engineering guidance documents such as New Zealand Standards, Austroads, and NZTA guidelines. Furthermore, consultation with Invercargill City Council must be undertaken if such departures are proposed.

Similarly, a detailed safe systems assessment has not been undertaken for the proposed internal local road network given that detailed design plans have not yet been produced. However, it is understood that new roads within the subdivision will be designed in general accordance with the ICC Code of Practice which incorporates road safety and speed management measures appropriate for urban environments. These include specifications such as road widths, layout, and intersection design. It is expected that roads within the subdivision will be designed in general accordance with the ICC Code of Practice and will therefore adequately address road safety and speed management requirements.

As discussed earlier in this report, provision of dedicated cycling infrastructure is considered beyond the scope of what is feasible and appropriate for the developer to construct beyond the site, as such infrastructure requires a network-wide approach managed by the Road Controlling Authority. Detailed design of roads within the subdivision will incorporate cycling safety measures as appropriate.

Regarding pedestrians, it is the intent of the developer to construct new footpaths on sections of Rockdale Road and Tramway Road linking to footpaths within existing urban areas. As noted earlier in this report, a new footpath will be constructed on Rockdale Road between the proposed northern road intersection and the existing footpath which terminates at the eastern end of Centre Street. A new footpath will also be constructed on Tramway Road between the proposed road intersection and the existing footpath on Tramway Road west of the proposed intersection. Transport infrastructure within the subdivision site will also incorporate footpaths and pedestrian accessways, and it is expected that these will be designed in accordance with the ICC Code of Practice.

Development of individual lots is expected to be undertaken in accordance with all relevant ICC District Plan and Code of Practice provisions, such as vehicle crossing location, dimensions and spacings, sight distance, and parking requirements will be specified in accordance with Council requirements.

7.3.1 Intersection Performance and Safety

The road intersections proposed within the site have not been modelled to determine their level of service due to the lower peak volumes of traffic expected to use them. However, it is expected that they will operate to a high degree of efficiency, noting that the proposed intersections with the existing road network are predicted to operate to Level of Service A.

In terms of design, all intersections within the site should be designed to maximise available sight distances and accommodate appropriate crossing facilities for pedestrians. Kerb radii should be designed to moderate speeds of vehicles entering and exiting the subdivision. It is expected that such design matters would be undertaken as part of detailed infrastructure design of the proposed transport network within the site.

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7.3.2 Property Access, Parking, and Manoeuvring

Proposed access, parking, and manoeuvring provisions are not specifically detailed within available concept plans at this stage of the development. It is expected that all District Plan and Bylaw provisions will be adhered to. In particular, the width and location of all vehicle accesses should maintain the safe and efficient operation of the transport network, and adequate parking should be provided within each lot to provide for residential activity. Where required by the District Plan and Bylaw, on-site manoeuvring should be provided such that vehicles are able to drive onto and off the road network in a forward direction, without the need for more than one reverse manoeuvre.

7.4 Effects on Existing Road Safety

As noted earlier in this report, there have been several crashes reported at intersections near the site. A high percentage of these resulted in injury, with speed appearing to be a significant factor in such crash severity. While there will be a significant increase in traffic volumes using the road network near the site, it is considered that speed mitigation measures including lowering of posted speed limits of the road network in the vicinity of the site, and construction of an Urban-Rural threshold on Rockdale Road, will have a positive effect on road safety.

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8. CONCLUSION AND RECOMMENDATIONS

Overall, it is concluded that the proposed Plan Change can be supported from a transport perspective. Traffic movements generated by all road users, including non-motorised road users, can be safely and efficiently catered for provided the following measures are undertaken.

(a) The Invercargill City Council, in consultation with the developer and any other relevant stakeholders, immediately begin the process to permanently lower the speed limits of Rockdale Road and Tramway road to 50km/h adjacent to the site.

(b) The Invercargill City Council applies a temporary speed limit of 50km/h on Rockdale Road and Tramway Road adjacent to the site, until such time as the formal speed limit change is gazetted.

(c) The developer constructs an Urban-Rural threshold treatment on Rockdale Road immediately south of the Rockdale Road / Tramway Road intersection. Detailed design plans for the proposed Urban-Rural threshold must comply with NZTA RTS15 and must be submitted to the Invercargill City Council for their approval prior to its construction commencing.

(d) A new footpath is constructed on Rockdale Road between the proposed northern road intersection and the existing footpath which terminates at the eastern end of Centre Street. A new footpath is also be constructed on Tramway Road between the proposed road intersection and the existing footpath on Tramway Road west of the proposed intersection.

(e) The Regent Street intersection is specifically designed in order to mitigate any sight distance deficiencies that are identified through investigations at the detailed design phase.

(f) All new transport infrastructure associated with the proposed development is designed in general accordance with the Invercargill City Council Code of Practice for Land Development and Subdivision 2016, incorporating safety, accessibility, and CPTED principles and treatments as appropriate.

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