The Western Corridor Strategic Study Smartgrowth Option 3B Settlement Pattern Review Appendices

The Western Corridor Strategic Study SmartGrowth Option 3B Settlement Pattern Review Appendices

Objective ID: A7094146 SmartGrowth Option 3B Settlement Pattern Review – Western Corridor Strategic Study

Appendices

Appendix 1: Western Corridor Land Use Scenario Report

Appendix 2: Land use and Transport Modelling Report

Appendix 3: Planning Constraints Study

Appendix 4: Western Corridor Three Waters Assessment

Appendix 5: Matrix of Keenan/Tauriko West/Pukemapu/Neewood Assessment

Appendix 6: Record of Iwi and Hapu Engagement

Appendix 7: NZTA Tauriko Programme Business Case Investment Logic Map

Appendix 8: Key Dependencies Between Western Corridor Workstreams

Objective ID: A7098008 Appendix 1

Western Corridor Land Use Options and Transport Network Options

Purpose

The purpose of this memo is to:

 Part One: Outline a likely range of long-term land use options for the Western Corridor and identify a potential preferred scenario  Part Two: Identify some possible future arterial / collector road corridors that could support this land use scenario as well as to provide initial feedback on the implications of the various NZTA suggested SH29 road alignments through Tauriko on this land use scenario. Assumptions

The following assumptions have been adopted:

 The SH29 corridor will be the key economic corridor to the Waikato and Auckland which is critical for freight through-movements, but also makes the Western Corridor an attractive business location and, due to high quality transport connections, a desirable residential location.  Based on the adopted NIDEA population projections, between 10,000 and 20,000 additional houses are required in Tauranga over the next 50 years that cannot be accommodated within existing growth areas, the future identified urban growth areas at Keenan Rd and Te Tumu, or through infill or intensification  As part of the delivery of a well-rounded SmartGrowth strategy, alternative locations outside the Western Corridor may be suitable to locate some of this additional urban growth meaning that some of the potential development areas identified in the Western Corridor may not all be required for urban growth in the long-term. The probability of this will need consideration as part of the second stage of the SmartGrowth Settlement Pattern Review i.e. after the Stage 3B accelerated investigation is concluded. Long-term demographic trends in NZ and worldwide support the slowing and eventual decline in population growth over the next 20-50+ years as identified within the adopted NIDEA projects, which may cap the future size of Tauranga and WBOP sub-region.  A live/work/learn/play philosophy will be taken to land use in the Western Corridor meaning: o A mixture of housing and employment opportunities o A range of appropriately sized commercial and retail centres o A desire for primary, intermediate and secondary schooling options within the catchment, and possibly tertiary o A range of parks and reserves including an integrated walkway and cycleway network o Social infrastructure (libraries, aquatics, community halls/centres, sports facilities etc)  From a compact city perspective in relation to the Western Corridor it would be logical: o To first maximise the delivery of brownfield redevelopment over development in greenfield areas o To then allow urbanisation of the areas in the Western Corridor closest to Tauranga to occur first

Objective ID: A7094146 o For development within the Western Corridor to be contained as much as possible within one logical catchment rather than multiple catchments.  Delivery of this philosophy should assist in minimising external transport demands from development in this area  Other macro trends which may have global, national, regional and sub-regional impacts will be considered within this project using the same knowledge and potentiality as recognised within international studies, noting this is still an emerging science. These factors include: o population ageing which will reduce the percentage of people in the workforce or in fulltime work, o technologies that allow for working from home, o changing generational perspectives on car ownership and public transport use, Part One: Land use options

Industrial / employment

The centre of the Western Corridor is the Tauriko Business Estate (TBE). It is assumed that this will be completed within its current footprint and then expanded in size to provide a significant employment and service function for population in the Western Corridor as well as to provide for its regional and national importance as a strategic industrial area.

This expansion would occur through:

 The development of the zoned part of TBE  Expansion into the 50ha area south of Belk Rd currently within the RPS urban limits and the SG Settlement Pattern (the lower Belk Rd area / Belk Rd South)  Potential further expansion if necessary, based on upon national/regional economic growth or local population growth noting that topography suggests a further 50-80ha may be available in the lower part of Belk Rd contiguous to the TBE.

Our initial thoughts are that this may provide sufficient long-term industrial land supply in this corridor and therefore other options may not need to be considered. However this needs to be verified.

If additional industrial land was required in the Western Corridor an option would be the upper part of the Tauriko West corridor (Clarkson/Hopping Farms) but this would probably be a second best policy option due to its disconnection from the main industrial area and potential visual impacts for example.

Sub-regional retail centre

Tauranga Crossing is likely to be developed into a sub-regional retail centre that will provide for the specialist and bulk retail needs of the whole Western Corridor (and beyond). There is the potential for this to become more like a town centre in the longer-term with activities like commercial offices and medical facilities incorporated into the development and even possibly residential (mixed use) living options. This is a private development currently without a SmartGrowth partner as a stakeholder (and therefore potentially limited opportunity for inclusion of publicly-provided social infrastructure). Discussions should occur with the developer in this regard.

We do not anticipate the need for any additional town centre to be developed elsewhere in the Western Corridor. Nonetheless there is likely to be opportunity for smaller commercial and

Objective ID: A7094146 neighbourhood activities to be established to support residential growth areas, as is occurring in The Lakes and on Pyes Pa Rd currently.

Residential development

The other future development areas identified in the Western Corridor study are anticipated to be focused on residential development with ancillary supporting activities i.e.:

 Commercial / neighbourhood centres  Education  Open space  Social infrastructure.

Areas under consideration include those shown on the attached Western Corridor Strategic Study map (Attachment A) and described below.

Tauriko West This area includes the area known as the Hopping land which extends south from the edge of Bethlehem at River Oaks Drive to Tauriko village. It also includes Bob Clarkson’s interests from approximately the Caltex petrol station in Tauriko as far southwest as Redwood Lane.

Situated between the Wairoa River and SH29 / Cambridge Road, the area is somewhat constrained and has the potential to be isolated unless appropriate connections can be provided to the TBE which is hidden underneath a steep escarpment.

Existing neighbourhood and community facilities in Tauriko Village appear likely to form the hub of activity in any future growth area.

Upper Belk Rd This area comprises developable land adjacent to Belk Road beyond the proposed industrial area extension. Belk Road is many km long with suitable land for significant development in a number of areas.

Keenan Rd This area is identified already within SmartGrowth and the Regional Policy Statement. It comprises three broad portions divided by gulley systems with one of these providing a good, flat developable area around Gasson Lane.

Merrick Rd Merrick Road may provide a southerly extension of the Keenan Road area.

Upper Joyce Rd This area comprises the flatter area at the southern end of Joyce Road, within Western Bay District (as opposed to the northern area of Joyce Rd which is less suitable for urban development).

Based on initial indicative estimates, at 15 dwellings per hectare, these areas collectively have the potential to accommodate 12,500 to 15,500 additional dwellings which is likely to be sufficient to meet the city’s entire long-term projected dwelling shortfall if it were deemed appropriate that all of that growth occurred in one corridor.

Objective ID: A7094146 Part Two: Transport network options

The Tauranga Transport Strategy identifies that based on the existing land use pattern (for example including development of Pukemapu and Neewood), future traffic growth on the Takitumu Drive- Barkes Corner segment of SH29 is projected to experience the highest traffic volume increases on the entire Tauranga network over the next 30 years >20,000 AADT. SH29 from Belk Road to Oropi Road will experience the next highest growth category 10,000-20,000 AADT, with LOS link failures in the near term and intersection failures in the medium term. Thus SH29 will become more congested and a significant barrier to crossing traffic in peak periods.

Objective ID: A7094146

For this reason, development of an appropriate local roading system and hierarchy is a requirement of an integrated approach to land use and transport planning. This approach, consistent with the One Network Road Classification, would require appropriate local, collector and arterial roads to be constructed within each identified Urban Growth Area. This appears broadly feasible as follows:

Tauriko West The development area suits provision of a north/south collector spine road with local roads opening up residential areas (preferably not as cul de sacs). Key connection points to the surrounding transport network appear most likely at Cambridge Road, in the centre of Tauriko village and at Redwood Lane / Belk Road.

Upper Belk Rd Other than some potential to provide limited collector and arterial connections to Keenan Road, the area appears likely to develop predominantly as a cul-de-sac with Belk Road providing a collector connection and the main access point being the SH29 / Belk Road intersection.

Keenan Rd Primary access is currently off SH36 but there is potential to provide connections into The Lakes and potentially Belk Road / Upper Belk Road as well as Merrick Road.

Merrick Rd Primary access is currently off SH36 but there is some potential to provide connections into Keenan Road.

Upper Joyce Rd The area appears likely to develop as an effective cul de sac with a main connection to SH36 although the currently rural Joyce Road may provide a second route to the north.

Objective ID: A7094146

The potential for collector road networks within each area to be connected into a larger Tauranga City Council-controlled arterial road network that would support and protect the State Highway network is worthy of some discussion. A number of indicative future local roads (arterials / collectors) are marked in black on the Western Corridor Strategic Study map (Attachment One). The current State Highway network is marked in blue and the current local road network is marked in green. There is likely to be a need to upgrade portions of this network to provide capacity and an appropriate level of service for the indicative land use option. They can be described as follows:

 East/west connection from Belk Rd through to Keenan Rd / The Lakes / SH36 – would remove local traffic from the current SH29 / SH36 roundabouts  North / South connection from The Lakes, through Keenan Rd to Merrick Rd – would remove local traffic from SH36  Upgrading the north / south collector road through Tauriko West to an arterial with potential east / west linkages across/under SH29 to Tauriko Business Estate and a full intersection at Belk Rd may provide the opportunity to close the SH29 / Cambridge Rd intersection and direct arterial traffic directly instead directly through Tauriko West to the Belk Road intersection. This would reduce local traffic on SH29 through Tauriko village.  East / West connection from Joyce Rd to Oropi Rd allowing traffic from Keenan Rd / Merrick Rd / The Lakes / SH36 to avoid the twin roundabouts and the urbanised part of Pyes Pa Rd which leads to Cameron Rd, so that it can instead utilise Frazer St or Turret Rd to access the city centre or connect to SH29 around the harbour.  Extending the above, another option that may be worth considering for the long-term is to continue this arterial connection from Belk Road to Pyes Pa Road to Oropi Road and eventually on to Poike Road and Welcome Bay Road. This extends the discussion to include other identified growth areas at Pukemapu Road, Neewood Road and Upper Ohauiti. If integrated into early planning, this may provide the opportunity to provide a local arterial route parallel to SH29 that eventually connects Welcome Bay to the Tauriko Business Estate.  Further extending this, constructing this arterial to State Highway standard may eventually provide a new outer ring road between SH29/Belk Road and SH29/Welcome Bay Road. Under this scenario the current route would ultimately be revoked and become a city arterial. This may provide a more “balanced” network with strategic longer trips moving in the opposite direction from city commuter traffic to access the ring road (e.g. Taurikura Drive) and diverting East-West regional through traffic away from the critical SH36/SH29/Takitumu Drive junction. It also should preclude or delay the need to widen the current SH29 road. Tauriko village would also become more “liveable”.

Page 38 Objective ID: A7094146

Alternative alignments to the current alignment of SH29 through Tauriko north of Belk Road would require rethinking of future local road requirements and reconfirmation of connection points between the local road network and the State Highway network.

Objective ID: A7094146

Implications of proposed SH29 alignments on land use scenario

The implications of each SH29 alignment option on the land use scenario are identified below.

Current alignment

This alignment would support the development of the land use option. It is noted that while the current SH29 alignment could be seen as a barrier to connectivity between the Tauriko West and Tauriko Business Estate catchments, the existing steep escarpment along much of this alignment means that this barrier would still largely exist even a new alignment for SH29 was chosen.

Significant challenges include:

 The potential need to increase capacity along SH29 from the twin roundabouts to Belk Rd to support this land use option  The need to ensure appropriate connections from the Tauriko West area to the city centre, TBE and the wider city for all trip types (employment, education, commerce etc).  Noting the escarpment, there is a need to provide appropriate east / west connectivity across and along the highway for walking / cycling.

If the current alignment was upgraded there appears to be the opportunity for much of the existing land use within the Tauriko Village to the west of the State Highway network to be reoriented so that it could be serviced by a local road network within the Tauriko West rather than having direct access to the State Highway network. This includes the Tauriko School and the Tauriko Hall as well as a number of businesses and residential properties.

Property to the east of SH29 may need to be acquired to provide land for any future upgrade of SH29 – this area is constrained by the escarpment and has no opportunity for local road connections to Tauriko West or TBE. Closure of the Cambridge Road intersection appears possible as described above if the local road network through Tauriko West is appropriately designed.

Northern alignment

The northern alignment is through the Tauriko West catchment. This alignment could create significant issues based on the land use option in respect of:

 Needing to minimise or prevent severance of the new residential community. Loss of yield (100m designation for approx 3km = 30ha or 450 houses).  It could create connectivity issues as it would replace the option for a local collector / arterial road through Tauriko West. Local trips would then rely on the revoked SH29 corridor – due to the landform, access to this route is constrained by topography and the existing escarpment and would be unlikely to accommodate significant frontage development.

Overall this alignment would not be consistent with the land use option.

There has been some discussion about the potential for the northern alignment to be on the western rather and southern side of the Wairoa River. This would minimise any impact on the Tauriko West

Objective ID: A7094146 catchment whilst also freeing up capacity on existing roads to support urban growth and could be supported. However, two costly new river bridges would be required and there would be a need to review the strategic network across a much wider area – i.e. Tauranga Northern Link, future role of Route K, State Highway connections to SH29 towards Te Maunga, and State Highway connections to SH36. There are also likely to be significant encroachment issues into the rural area.

Southern alignment

The southern alignment would take SH29 from the vicinity of Omanawa Rd, through TBE to connect with SH36 in the vicinity of Kennedy Rd. Upgrades to SH36 would be required, including the twin roundabout capacity.

This alignment would create significant issues based on the land use option in respect of:

 Further severing the TBE and Pyes Pa West (The Lakes) catchments  Attraction of local traffic and industrial traffic onto the route north of Kennedy Road, undermining the State Highway function.  Noise and visual issues for The Lakes, including the prospect of grade separated flyovers and interchanges at the twin roundabouts and SH36 connection  Loss of yield (100m designation for approx 3km = 30ha of industrial land)

On the plus side this option would free up some capacity for local growth on the current SH29 alignment for the Tauriko West corridor. However, overall this alignment does not appear to be an ideal alignment from the perspective of delivering the current land use pattern, let alone of possible future land use option set out in this memo.

Alignment option summary

The current SH alignment appears to best compliment the current and possible future land use scenario for the Western Corridor. The alternative SH29 southern and the northern alignment options appear to least compliment the current and future land use options.

Conclusions At a high level and subject to detailed modelling and Structure Planning, each of the identified areas has some potential to be a viable development area. An appropriate locally managed road network appears viable within each Urban Growth Area. There are some opportunities for connection of predominantly collector standard roads between a number of Urban Growth Areas.

The identified areas form two broad corridors: land fronting SH36 and land accessed from SH29. There are limited opportunities for connection of arterial roads across all Urban Growth Areas, in particular due to the escarpment between TBE and Tauriko West, and the gully between Belk Road and Keenan Road.

From an integrated land use perspective and subject to detailed modelling, there is a need to have a strategic conversation about the current and future role of SH36 (currently identified as a primary collector in the ONRC) and how this might support local development. The combination of

Objective ID: A7094146 [Type text] developments off the SH36 corridor (Keenan, Merrick and Joyce) appears to provide more opportunity to deliver local transport network options that avoid the strategic transportation network than for the SH29 catchment. These SH36 growth areas may be favoured over the SH29 catchment on this basis, and those areas accessed off SH29 may be urbanised later, particularly if sufficient alternative options exist elsewhere to accommodate the city’s long-term development capacity requirements.

This however is a preliminary view and will be informed by further analysis to occur through the Western Corridor Strategic Study and through other work e.g. the Tauriko Network Plan, the reassessment of the Pukemapu and Neewood Rd growth areas as well as the wider Settlement Pattern Review project which encompasses all growth corridors.

From a land use perspective, the current State Highway 29 alignment appears to be preferred over other proposed State Highway alignments which all appear to create new issues. However, the twin roundabouts continue to be a major constraint to both north/south and east/west arterial flows.

Objective ID: A7094146

Attachment A

Objective ID: A7094146 Appendix 2 to Western Corridor Strategic Study Final Report

Prepared by: Bruce Robinson,

Checked by: Clare Cassidy

Subject: Western Corridor Land Use and Transport Modelling Report (Draft v7)

Date: 10 May 2016

Table of Contents

Purpose ...... 46 Smart Growth 3b programme ...... 46

Stakeholder roles ...... 52

Sketch Planning ...... 55

Transport Model Inputs ...... 62 Brief based on sketch level scenarios ...... 65

Role of Access management of SH29, Travel Demand Management, Public Transport72

SH29 vs SH36 growth area bias ...... 74

Conversion of Land yields to trip tables ...... 74

Tranche 1: Base, Keenan S2 and Full Growth S7 ...... 75

Tranche 2: High growth and SH29 route options 3A, 3B, 3C ...... 78

Transport Model Findings ...... 81 Do Minimums ...... 82

Base scenario ...... 82

Scenario 2: Keenan Road connections and Incremental impacts ...... 90 Western Corridor Land Use and Transport Modelling Report (Draft v7)

Scenario 7: Full Growth networks A & B ...... 101

Scenario 3: Route Options A/B/C for SH29 ...... 116

SH29 preferred route- NZTA Business Case Process ...... 129

Global run statistics: Wider Impacts ...... 130

References ...... 132

Appendices ...... 133 Sketch Plan Scenarios ...... 134

TTM model run inputs and outputs: TRANCHE 1 ...... 141

TTM model run inputs and outputs: TRANCHE 2 ...... 142

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Purpose This document is a file note intended to bridge the gaps between NZTA Tauriko Programme Business Case2 documents and the Tauranga Transport Model modelling report prepared by Beca3. It outlines the process which the working group followed and their findings in general terms. This should fill in the transport “picture” for non-technical audiences, as well as serve as a record of discussions and decisions as the study progressed.

Smart Growth 3b programme

This section sets the context for the transport planning aspects of the project in terms of the Strategic Planning milieu and scope.

The Western Corridor Strategic Study is one of four Projects comprising the Smart Growth Settlement Plan review option 3B.

2 (NZ Transport Agency December 2015)

3 (BECA 2015)

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Figure 1 Smart Growth 3B Projects

The Project Management Plan4 states that the purpose of the project is “to provide a strategic review of the potential capacity for development in the Western Corridor”. Workstream 3 is to “provide a high level assessment of infrastructure that would be required to enable the development of the potential future growth areas”. Regarding transport, a task was to “facilitate any discussions between State Highway and local roading approaches which form part of the higher level issues and challenges component to the 3b SPR”.

4 (Project Management Plan: Option 3b Settlement Review - Western Corridor Strategic Study 2015)

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Figure 2 Western Corridor Study Area

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Besides the transport considerations, companion products of this project include a literature review of past studies in the area5, initial consideration of land use and transport network options6, and an identification and analysis of key planning constraints7.

Figure 3 Estimated Sizes (hectares) of Potential Growth Areas

5 (Tauranga City Council 2015)

6 (Tauranga City Council 2015)

7 (Tauranga City Council 2015)

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The above figure indicates the locations and approximate sizes of each growth area within the study area, as described below:

Tauriko Business Estate & Belk Road South

This expansion would occur through:

Potential further expansion if necessary, based on upon national/regional economic growth or local population growth noting that topography suggests a further 50-80ha may be available in the lower part of Belk Rd contiguous to the TBE.

Tauranga Crossing Retail Centre

Tauriko West

This area includes the area known as the Hopping land which extends south from the edge of Bethlehem at River Oaks Drive to Tauriko village. It also includes Bob Clarkson’s interests from approximately the Caltex petrol station in Tauriko as far southwest as Redwood Lane.

Upper Belk Rd

This area comprises developable land adjacent to Belk Road beyond the proposed industrial area extension. Belk Road is many km long with suitable land for significant development in a number of areas.

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Keenan Rd

This area is identified already within SmartGrowth and the Regional Policy Statement. It comprises three broad portions divided by gulley systems with one of these providing a good, flat developable area around Gasson Lane.

Merrick Rd

Merrick Road may provide a southerly extension of the Keenan Road area.

Upper Joyce Rd

This area comprises the flatter area at the southern end of Joyce Road, within Western Bay District (as opposed to the northern area of Joyce Rd which is less suitable for urban development).

Development of an appropriate local roading system and hierarchy is a requirement of an integrated approach to land use and transport planning. This approach, consistent with the One Network Road Classification, would require appropriate local, collector and arterial roads to be constructed within each identified Urban Growth Area. The potential for collector road networks within each area to be connected into a larger Tauranga City Council-controlled arterial road network that would support and protect the State Highway network was discussed. A number of indicative future local roads (arterials / collectors) were marked in black on the following map. The current State Highway network is marked in blue and the current local road network is marked in green. There is likely to be a need to upgrade portions of this network to provide capacity and an appropriate level of service for the indicative land use option.

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Figure 4 Potential Road Network for Circulation and Collection

Stakeholder roles

As a joint project, each jurisdiction has particular roles and interests relative to their functions and geographic domains. In broad terms, NZTA is responsible for the State Highways SH29, SH29A, SH36. In general terms, TCC is responsible for local/collector/arterial street connections, particularly east-west and as well as parking. Western Bay of Plenty currently encompass the southern growth areas and will be involved in any boundary changes. Environment BOP is responsible for public transport, funding streams and area-wide transport initiatives such as Travel Demand Management.

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In parallel with this Smart Growth project, the NZ Transport Agency has identified8 the need to develop a Programme Business Case for State Highway 29 through this area, including possible new “off-line” routes. The project dependencies are shown in the figure below:

 “Developing and testing programme options. Smartgrowth’s Western Corridor Strategic Study and Keenan Road Urban Growth Area Studies will proceed iteratively with the PBC process, informing and being informed by each other. Key outputs from these two studies will be development yields, types and locations, based on the variety of constraints and opportunities presented (e.g. cultural and topographical). The PBC will iterate the transport responses in parallel according to available guidance on the development of programmes, alternatives and options by NZTA. Transport option testing will be undertaken using the Tauranga Traffic Model (TTM) and other tools where the TTM is neither suited nor adoptable to testing non-infrastructure transport responses.  Preferred programme refinement and finalisation. The draft preferred programme will be refined according to key outputs (i.e. yield, scale and type of development) from the Western Corridor and Keenan Road studies completed in Phase 2 and allow sufficient detailed scoping of the short, medium and long term interventions for further development as indicative business cases. This phase will also allow the PBC to take account of potential future plan changes across the wider area of influence, including structure planning for the Te Tumu area, the intensification study and any additional sub- regional growth areas that may be identified through the wider SPR process.”

8 (NZTA 2015)

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Tauriko Network Plan - Programme Business Case Development and Key Dependencies

Phase ONE (Complete) Phase TWO Phase THREE Programme Business Case Development of Preliminary Stage 2A Stage 2B Stage 2C Stage 3A Stage 3B Stage 3C Development programme options (1 to 14) Short List Short List Draft Refined Final Final Process options options Preferred Programme Programme Revised - develop - review and Programme Programme investment retest options objectives and and mix of kpis options

Indicative Business

2014- Complete June 2015 December 2015 March 2016 June 2016 December 2016 December 2017

Western Workstream 1 Workstream 2 Workstream 3 Workstream 4 Corridor Baseline Potential Transport Comms and Strategic constraints and development responses consultation Smartgrowth Study opps yields including Regional Policy Statement, Regional and District Plan Full Settlement settlement and transport Infrastructure variations as informed by settlement pattern review 3B Pattern Review pattern review scenario Follows PBC development Phase 3 Key relevant Timings TBC Workstreams

Keenan Road Workstream 2: Structure Planning - includes analysis of infrastructure requirements and Strategic costs and development yields Study

Te Tumu Strategic Study and Intensification Study - outside study area but relevant to growth that may need to be accomodated with western corridor.

Figure 5 NZTA Program Business Case Phases and Key Dependencies

The transport analysis evolved from an initial discussion of various land-use scenarios with supportive transport networks at a sketch planning level of detail, to specific modelling of a range of growth levels to confirm and size a robust set of supporting transport links and junctions. The next step is for NZTA to post-process these model results into a Programme Business Case which will include a series of logical Work Programs for the State Highway System. A key decision which will affect the Western Corridor growth strategy is the longevity of the current SH29 alignment, including widening, access management and junction improvements. This will provide greater certainty for the surrounding growth strategy.

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Sketch Planning The first two months from July through August 2015 were focussed on the NZTA proposed sketch planning maps and related roading. This was an important conversation that set the scene and to some extent a path dependency for the more robust strategic transport modelling runs and a program business case.

At the outset of this project NZTA expressed their desire for:

 Minimising the number of local connections to SH29 which is a nationally strategic highway to the Port of Tauranga. Specifically within the study area, a southern connection and northern connection only between SH29 and the local street system are desirable;  Following on from this, there is a need for a strong set of local east-west routes to distribute any traffic loads across the existing north-south arterial routes: SH29A; Cambridge Road, SH36, Cameron-Pyes Pa Road, Oropi Road–Fraser Street. The concern is that SH29A is currently the only road in the area serving that function and that there are no other continuous east-west routes south of 15th Avenue-Turret Road. The effect is that SH29A junctions with the north-south arterials will effectively act as a barrier to north- south flow, and SH29A itself will reach capacity in the medium term (between SH36 and Barkes Corner, and between Oropi Road and Poike Road).

In response to these recommendations, a number of road network options were initially suggested9 by the working group. They can be described as follows:

 East-west connection from Belk Rd through to Keenan Rd / The Lakes / SH36 – would remove local traffic from the current SH29 / SH36 roundabouts  North-south connection from The Lakes, through Keenan Rd to Merrick Rd – would remove local traffic from SH36  Upgrading the north-south collector road through Tauriko West to an arterial with potential east-west linkages across/under SH29 to Tauriko Business Estate and a full intersection at Belk Rd may provide the opportunity to close the SH29 / Cambridge Rd intersection and direct arterial traffic instead directly through Tauriko West to the Belk Road intersection. This would reduce local traffic on SH29 through Tauriko village.  East-west connection from Joyce Rd to Oropi Rd allowing traffic from Keenan Rd / Merrick Rd / The Lakes / SH36 to avoid the twin roundabouts and the urbanised part of Pyes Pa Rd which leads to Cameron Rd, so that it can instead utilise Frazer St or Turret Rd to access the city centre or connect to SH29 around the harbour.  Extending the above, another option that may be worth considering for the long-term is to continue this arterial connection from Belk Road to Pyes Pa Road to Oropi Road and eventually

9 (Tauranga City Council 2015)

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on to Poike Road and Welcome Bay Road. This extends the discussion to include other identified growth areas at Pukemapu Road, Neewood Road and Upper Ohauiti.. If integrated into early planning, this may provide the opportunity to provide a local arterial route parallel to SH29 that eventually connects Welcome Bay to the Tauriko Business Estate.  Further extending this, constructing this arterial to State Highway standard may eventually provide a new outer ring road between SH29/Belk Road and SH29/Welcome Bay Road. Under this scenario the current route would ultimately be revoked and become a city arterial. This may provide a more “balanced” network with strategic longer trips moving in the opposite direction from city commuter traffic to access the ring road (e.g. Taurikura Drive) and diverting east-west regional through traffic away from the critical SH36/SH29/Takitumu Drive junction. It also should preclude or delay the need to widen the current SH29 road. Tauriko village would also become more “liveable”.

NZTA developed a spreadsheet based 2016 daily trip generation and assignment model. To “calibrate” this model, select link model runs of the Tauranga Transport Model were used for the 2016 Base and Scenario 1. The maps in appendix A show the various scenarios which are summarised in the following flowchart, map, and table.

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Figure 6 Flow-charted Logic of Land-Use Scenario Genesis

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Figure 7 Scenario 7 Showing Growth Area Lettering Scheme

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Table 1 Sketch Level Land-Use and Transport Networks

Urban UGA Scenario Transport Network Assumptions Growth Areas Access Points 2016 Base A, B, C 4, 5  Network ‘as built’ 2016 – access to/from A and B limited to Taurikura Drive/SH36/The Lakes Blvd RAB and access to/from C via above RAB plus Kennedy Road/SH36 RAB. 1 A, B, C, D, F 1,3,4,5,6,7  Taurikura Drive complete through to Belk Road.  Belk Road and SH29 intersection upgrade  Kennedy Road connection between Taurikura Drive – SH36 – Pyes Pa Road.  SH29/Cambridge Road intersection restricted to ‘left in/left out’ with an underpass road connection between Cambridge Road and Tauriko Business Estate to link through to Taurikura Drive.  Connect road between Keenan Road (D) and The Lakes residential (C). 2 A – F incl. 1 – 7 incl.  As per Scenario 1 plus:  Belk Road intersection upgrade to include connection to spine road through Tauriko West (E) to Cambridge Road. 3 A, B, C, D, F, 1,3,4,5,6,7,8,9,10 As per Scenario 1 plus: H, I  Belk Road intersection upgrade to include connection to spine road through Tauriko West (E) to Cambridge Road.  New ‘east – west’ road connection between SH29 and Keenan Road via Belk Road.  Keenan Road (D) – Merrick Road (H) connection. 4 A, B, C, D, E, 1 – 12 incl. As per Scenario 1 plus: F, H, I  Belk Road intersection upgrade to include connection to spine road through Tauriko West (E) to Cambridge Road.  New ‘east – west’ road connection between SH29 and Oropi Road via Belk Road through to SH36 (with links to The Lakes (C) and Keenan Road (D) / Merrick Road (H) and new link road between SH36 and Oropi Road via Joyce Road connection. 5 A – I incl. 1 – 12 incl. As per Scenario 4. 6 A – G incl. 1 – 7 incl. plus As per Scenario 4 plus: 11, 12  New ‘northern’ bypass alignment for SH29 netween Belk Road interchange and Tauranga Northern Link connection. 7 A – I incl. 1 – 12 incl. As per Scenario 6. The model and maps are daily traffic volumes. The other generic assumptions across all scenarios were as follows:

 All vehicle trips calculated in the model were assigned an external origin or destination, i.e. 100% of the traffic generation was assigned as entering or exiting the wider road network via the various UGA access points shown on the maps (the yellow or orange dots). The

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low rate used accounts for trip retention within the study area and travel demand management that may reduce the private (single occupant) vehicle mode share.  The traffic volumes shown on each link are total (two-way) volumes. (The maps show the volumes rounded to the nearest 100veh/day).  Traffic was assigned in/out of the various access points and distributed on the basis of the 2016 select link TTM outputs provided by Beca for the 2016 Base and Scenario 1. Traffic assignment and trips distribution for the remaining scenario s (2-7) were determined on the basis of a local understanding of the current network and land use activity and using a ‘shortest or most direct or convenient path’ selection criteria.  Two versions of Scenarios 6 and 7 which include a new northern ‘bypass’ alignment for SH29 were developed that assigned 40% and 60% trip diversions accordingly to the through traffic volumes on SH29 respectively. In this regard 40% and 60% respectively of all UGA trips generated through Access point 1 that were distributed to/from the north via SH29 through Tauriko Village and Takitimu Drive Toll Road were reassigned to this new ‘bypass’. Likewise, 40% and 60% respectively of the 2016 base ADT volumes on SH29 north of Belk Road were reassigned to the new ‘bypass’.

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Nzta (Iain China’s) sketch-level traffic networks and assignment (8 land-use scenarios)

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Transport Model Inputs Based on the level of effort required for further sketch planning traffic assignments and a need to validate the travel demand assumptions, it was decided to progress some of the sketch planning scenarios to more rigorous testing within the strategic Tauranga Transport Model. A number of high level questions were posed to guide the model run programme and post-processing of the raw model outputs:

1. How much growth capacity is left over after the approved land uses in the area are built out and where on the network are these infill opportunities?

2. Where should new growth go spatially and how much

a. Highway 36 corridor (F, G&/E)?

b. Highway 29 corridor (D,H,I)?

c. Dispersed and what order (F, D, E/G, H/I)?

3. How much new growth can occur in these corridors if we only complete “local” east-west street connections (like Kennedy, Gargan, Taurikura, Lakes Blvd.). What can be done in existing “arterial” road corridors to improve capacity?

a. Are four lane links needed anywhere?

4. Where does SH29 go in future?

a. Improve current Tauriko-Takitumu Toll route?

b. Wairoa River valley (connecting to Takitumu Drive via Northern link)?

c. Southern alignment down Tauriko Valley sharing SH36 corridor at north end?

- Is the south end functionally the same as the western (Belk-SH36) link?

5. What are the growth impacts and improvements required on external north-south arterials such as (Cameron, Fraser, Takitumu, Cambridge)

6. Do we need to consider an alternative east west arterial ring road to help disperse existing highway impacts?

a. If so, how does it affect the improvement needs on the existing road system?

b. Does it need to be all built at once, i.e. which Land Uses trigger which sections?

c. Are some sections not needed at all?

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d. Can/should it “share” SH36 in the middle section?

e. How wide, speed, #lanes, junctions and types?

f. Should it replace SH29A and existing Takitumu Dr to Oropi Rd revert to TCC? g. Instead of an E-W “Ring”, should we be thinking E-W-N “T” including parts of SH36, in stages i.e

- SH29-Belk-SH36 (new roundabout)

- SH36-Takitumu (exists)

- SH36-PyesPa (exists)

- PyesPa-Oropi

This does some of the work of 5c. SH29 southern alignment

The intended network functions of the possible main routes can be summarised by the following conceptual figure.

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Figure 8 Conceptual Functional Hierarchy (source Mark Haseley NZTA)

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Brief based on sketch level scenarios

A draft brief was provided to the TTM modelling consultants, discussed in a meeting, then further refined. The land-use “yields” modelled are in the following table10. These are generally based on a residential density of 15 dwelling units/hectare, as recommended by TCC strategic land-use planners. These densities are considered typical for Tauranga given current housing market conditions. To the extent that higher denisties are realised, less land area would be required to accommodate the anticipated growth (e.g. the more outlying Areas such as G,H & I could be allocated less growth). Thus, the effect of higher densities on infrastructure needs including roads have not been explicitly modelled at this stage, but would need to be considered as part of any Structure Planning.

The 2031+ land uses in Pukemapu Road area east of Oropi Road and Neewood Road area west of Ohauti Road have been tested under various growth assumptions in earlier studies using TTM 5.8. Note that for the purposes of this study, the 2031+ Base model assumption was for growth of 650 households between 2006 and 2031.

Table 2 Land Use Assumptions

Area Name Land use Yield A Tauriko Business Estate Industrial (zoned) 255ha of industrial land B Tauranga Crossing Retail (zoned) 44,000m2 net leasable retail area. 7ha Bulk retail 11 C Pyes Pa West Residential (zoned) 3000 total dwellings D Keenan Rd Residential (planning) 2000 total dwellings E Tauriko West Residential (possible) 3000 total dwellings F Belk Rd South Industrial (future) 100ha developable G Upper Belk Residential (possible) 6000 total dwellings H Merrick Road Residential (possible) 2,500 total dwellings I Upper Joyce Residential (possible) 2,000 total dwellings

The modelling was undertaken on the 2031+ base model in two Tranches, consisting of Land-Use Options (prefix: Base, 2, 7, 3) and Network sub-Options for each Land-Use option (postfix: A, B, C, DM). DM represents a Do Minimum network for a given Land-Use option. The initial network assumptions were increased or decreased depending on forecast Levels of Service, with a goal of achieving no worse than LOS “E” (i.e “near capacity” with volume/capacity 0.82

10 (BECA 2015)

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Junction capacity improvements were also considered, but not exhaustively modelled as they would be subject to a more detailed analysis in the Programme Business Cases if necessary. However for now, the major junction turning movements have been extracted from the model runs in anticipation of further detailed junction analyses. The worst junction LOS are shown as colour-coded dots and report the average hour conditions over a peak two-hour period, based on user delay for all movements at the junction. Thus, the critical movement LOS and capacity for the peak T=15 minutes should be considered later for any junction lane-design according to Austroads standards12.

The Levels of Service for the AM Peak, Inter-Peak and PM Peak were provided as a series of colour coded plots, either per time period, and for the combined worst case. These plots provided a quick summary of problem locations and network performance. The level of service performance measures (intersection delay, link Volume/Capacity ratio) and ranges for these plots are provided in the table below. Note that directional link capacities of 2000 vph or more in the modelled networks always indicate greater than one directional lane, i.e. a multi-lane road.

12 (Austroads n.d.)

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Table 3 LOS Criteria for Link and Intersection Types

LOS Intersection13 Rural14 Rural Freeway15 Freeway Arterial16 & (rolling) (level) (FFS<80) (FFS>80) Local (Ave Delay, s) (V/C) (V/C) (V/C) (V/C) (V/C) A < 10 < 0.04 < 0.05 < 0.26 < 0.30 < 0.26 B 10 - 20 0.04 - 0.15 0.05 - 0.17 0.26 - 0.40 0.30 - 0.48 0.26 - 0.43 C 20 - 35 0.15 – 0.30 0.17 – 0.33 0.40 – 0.60 0.48 – 0.70 0.43 – 0.62 D 35 - 55 0.30 – 0.46 0.33 – 0.58 0.60 – 0.85 0.70 – 0.90 0.62 – 0.82 E 55 - 80 0.46 – 0.90 0.58 – 1.00 0.85 – 1.00 0.90 – 1.00 0.82 – 1.00 F > 80 > 0.9 > 1.00 > 1.00 > 1.00 > 1.00

The resulting cumulative list of Network assumptions for each Land Use Option is provided in the following table.

13 HCM2000 Chapter16- Signalised Intersection.

14 Austroad Part2- Roadway Capacity, 1988. Assumed 80% of sight distance length.

15 HCM2000 Chapter23- Basic Freeway Segment.

16 Technical paper “Performance Measures and Threshold Value for Northeast Ohio Areawide Coordinating Agency’s (NOACA’s) Congestion Management Process, NOACA, August 2007”

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Tranche 1 Tranche 2

Base Opt 2 Opt 7A Opt 7B Opt 3A Opt 3B Opt 3C Opt 3 DM

Land Use, refer to Error! Reference source not found. and A,B,C A,B,C,D A,B,C,D, A,B,C,D, A,B,C,D, A,B,C,D, A,B,C,D, A,B,C,D, REF _Ref437957353 \h \* MERGEFORMAT Error! E,F,G,H,I E,F,G,H,I E,F,H,I E,F,H,I E,F,H,I E,F,H,I Reference source not found. Taurikura: TBE spine road from SH36 to Belk Road √ √ √ √ √ √ √ √ including Belk Road and Belk /29 intersection upgrade (roundabout). Closure of Gargan / 29 intersection and Winterbre connection. Internal TBE connections. Kennedy Road Upgrade: Construction of bridge to link Pyes √ √ √ √ √ √ √ √ Pa West to TBE. Upgrade of Kennedy to collector standard and opening of link between Pyes Pa Road and SH36 SH29/36/Taurikura slip lanes: with all five slip lanes √ √ √ √ √ √ √ √ Lakes Boulevard: Completion of Pyes Pa West Southern √ √ √ √ √ √ √ √ Collector and SH36 underpass with link to Keenan Road 17 Keenan connections: Upgrade of Keenan Road and √ √ √ √ √ √ Gasson Lane with link to SH36 underpass (4 lanes) Cambridge underpass √ √ √ √ √ Tauriko West connector: Collector link through Tauriko √ √ √ √ √ West from SH29 at Belk Road to Cambridge Road 18 Belk: SH29 – SH36 connection: Collector link from Belk to √ √ √ √ √ SH36 Merrick – Keenan connection: Collector link from Merrick √ √ √ √ √ to Keenan (4lanes)

17 Only 2 lanes connection

18 4 lane connection Western Corridor Land Use and Transport Modelling Report (Draft v7)

Tranche 1 Tranche 2

Base Opt 2 Opt 7A Opt 7B Opt 3A Opt 3B Opt 3C Opt 3 DM

Upper Joyce connection: Joyce Road upgrade to collector √ √ √ √ √ standard Ring road: Arterial connection from SH36 to SH29@Oropi √ √ Road Upper Belk connection: Upgrade Upper Belk Road to √ √ collector standard into the Upper Belk catchment SH29 widening from Omanawa Road to Route K with a √ flyover from SH29 (W) to Route K (N) Tauriko Bypass (2 lanes from Omanawa Road to the √ Kennedy Interchange then combined with SH36. SH36 is widened to 4 lane sections from the Kennedy interchange to the SH29/Lakes Blvd Two-lane flyover connecting SH36 to Route K bypassing twin roundabouts SH29 new alignment to TNL √ √ SH36 widening from the new Belk connection to the √ SH29/Lakes Blvd Two lane flyover connecting SH36 to Route K bypassing twin roundabouts SH29 widening from Route K to Cameron with Barkes √ √ √ √ √ √ Corner grade-separation Short section widening - SH29 between Oropi and Pokie √ √ roads Short section widening - Belk Road (only very top part) √ √

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Tranche 1 Tranche 2

Base Opt 2 Opt 7A Opt 7B Opt 3A Opt 3B Opt 3C Opt 3 DM

Short section widening – SH36 between Keenan and Belk √ √ √ √ √ connections

10/05/2016 10:46 a.m. 70 The Western Corridor Study Final Report_SGIC 18 MAY (A7094146).docx The brief was flexible in terms of allowing some level of “discovery” and change of course in Tranches 1 & 2. An important decision was to “envelop” the results by considering a Base Case and an extreme Full Growth scenario. These define minimum starting and potential end points, with the likely scenarios in Tranche 2 falling somewhere between these extremes from Tranche 1. As a result of the NZTA business case project time constraints, Tranche 2 became an investigation of three alternative “routes” for SH29, the most strategic road in the western corridor, which would help focus and settle the remaining network strategy.

The following model input parameters and results were provided for each model run:

 Capacity  Free Speed  Length  Modelled flow by peak  Modelled speed by peak  VC ratio by peak  Intersection flow

The various model outputs are provided in the Appendices. Tranche 1 modelling results are attached in Appendix B while Tranche 2 results are in Appendix C. They have also been loaded onto Team View, a GIS based mapping tool accessible via web browsers (see below), which allows any link to be interrogated in terms of the above items.

Figure 9 Team View GIS View of Model Inputs and Outputs Western Corridor Land Use and Transport Modelling Report (Draft v7)

Role of Access management of SH29, Travel Demand Management, Public Transport

It was recognised by the working group that the TTM is not sufficiently detailed to robustly model and consider alternatives to “road building” and that this would need to occur during post- processing of the TTM model results. The following table prepared by NZTA19 indicates an intent to preceed “New Infrastructure” investments with a thorough consideration of other demand management and optimisation strategies. Access management involves increasing capacity on the supply side by removing side friction from state highways through turn restrictions, road closures etc. Travel Demand Management involves reducing demand-side trips by proximity and internalisation of trip ends, Public Transport and other mode choice provisions and preferential treatments e.g a possible Tauriko Business Park TDM Plan/Association.

Preliminary discussions on the Programme Business Case methodology have suggested for example that reasonably achievable TDM and PT trip reductions (benchmarked to national exemplars) could be simplistically modelled as “step-downs” (downward shifts) in volume/capacity trend lines, thus deferring (or avoiding) the need for new infrastructure, depending on the trend growth rate. This policy effect would manifest itself in accelerated travel time benefits as well as discounted future cost streams, which would be captured by the economic evaluations of these sub-programmes.

1.6

1.4

1.2 with Travel Demand 1 Management 0.8 Capacity (#ln or v/c) 0.6 Unconstrained Demand 0.4

0.2

0 Time 1 Time 2 Time 3 Time 4 Time 5

Figure 10 Conceptual Effect of TDM Policy (after Time 2) on Road Widening

19 (NZTA 2015)

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Table 5 Travel Demand Management, Access Management and Public Transport Sub-Programmes Identification

Managing Travel Demands Across the Tauriko Transport Network

Alternatives Options (Strategic Response) Sub-Programmes/Indicative Business Cases Land Use A - Tauriko Business Estate Land Use Scenario 1, 2, 3, 4 B1 - Tauriko Crossing Retail Centre (Full) Land Use Scenario 1, 2, 3, 4 B2 - Tauriko Crossing Retail Centre (Part) Land Use Scenario 1, 2, 3, 4 C- Pyes Pa West Residential Land Use Scenario 1, 2, 3, 4 D - Keenan Road South Residential Land Use Scenario 2, 3, 4 E - Tauriko West Residential Land Use Scenario 3, 4 F - Belk Road South Business Estate Land Use Scenario 2, 3, 4 G - Upper Belk Road Residential Land Use Scenario 4 Move existing property/community facilities into Reconfiguring Existing Access through Tauriko growth area Demand Management Consolidate property access through Tauriko Reconfiguring Existing Access through Tauriko Adjust Route K tolls Increase Level of Service on existing SH29 corridor Route K Electronic Toll Collection system Increase Level of Service on existing SH29 corridor Freight hub in business estates (A or F) Remove SH29/Belk Road intersection Reconfiguring Existing Access through Tauriko Remove SH29/Omanawa Road intersection Reconfiguring Existing Access through Tauriko Remove SH29/Gargan Road intersection Reconfiguring Existing Access through Tauriko Remove SH29/Redwood Lane intersection Reconfiguring Existing Access through Tauriko Do-Min Increase in bus service supply Step change in bus service supply Optimisation Prioritise bus operations Prioritise truck operations Extend existing cycle routes Ban right turns from Cambridge Road Reconfiguring Existing Access through Tauriko Safety "retrofit" through Tauriko New Infrastructure Increase capacity of twin roundabouts at Increase Level of Service on existing SH29 corridor SH29/SH36/Route K Increase capacity of SH29/Pyes Pa Road/Cameron Increase Level of Service on existing SH29 corridor Road intersection Upgrade SH29/Cambridge Road intersection Increase Level of Service on existing SH29 corridor Upgrade SH29/SH36/Route K intersection Increase Level of Service on existing SH29 corridor Upgrade SH29/Belk Road intersection Increase Level of Service on existing SH29 corridor Rationalise Omanawa/Belk/Redwood Lane Reconfiguring Existing Access through Tauriko intersections onto SH29 from 3 to 2/1 Local road link between Taurikura Drive and Belk Reconfiguring Existing Access through Tauriko Road Local road link between Belk Road and Omanawa Reconfiguring Existing Access through Tauriko Road Widen existing SH29 (Belk to Route K) Increase Level of Service on existing SH29 corridor Widen existing SH29 (Route K to Barkes Corner) Increase Level of Service on existing SH29 corridor Selective realignement of existing SH29 Increase Level of Service on existing SH29 corridor Western Realignment of SH29 Eastern Realignment of SH29 New Eastern Local Road New Western Local Road Widen Route K Increase Level of Service on existing SH29 corridor New bus infrastructure

NOTES 1 Sub-Programmes are defined where Options (Strategic Responses) are either completely inter-dependant i.e. one can't happen without another, or complementary in terms of outputs

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SH29 vs SH36 growth area bias

In the sketch planning stage the team discussed whether the growth areas in the SH29 corridor (south west), or the SH36 corridor (south east), would progress first and what the implications may be in terms of traffic patterns and roading investments. In the end, we seem to have settled on a more traditional concentric blend of the two spatial biases, with the growth areas contiguous with the current settlement pattern being considered the most likely to trigger first. However, the Full Growth scenario road network elements have provided us with some comfort that a range of scaled down roading building blocks developed for the extreme case are available to accommodate this expansion path.

Conversion of Land yields to trip tables

In preparation for modelling, the land-use zone assumptions per growth area were split into smaller Transportation Analysis Zones (TAZ’s) such that at least 90% of trip ends would be extra-zonal and thus be assigned onto the road network (see figure below). The residual intra-zonal trips account for typically short trips within each neighbourhood that do not affect the wider transport network. This required some iteration in order to right-size the TAZ’s for modelling purposes.

Figure 11 Disaggregation of Growth to TAZ's

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Tranche 1: Base, Keenan S2 and Full Growth S7

The following worst period LOS plots provide a summary of network performance for the assumed land uses and respective networks. Refer to the prior Table 3 for Level of Service definitions and Table 4 for the land-use and network assumptions. Full inputs and results for Tranche 1 runs are provided in Appendix B. Interpretations and findings from these results are discussed in the next chapter.

Scenario S2

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Figure 12 Scenario S2 Do Minimum

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Scenario S7A

Scenario S7B

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Figure 13 Scenario S7 Do Minimum

Tranche 2: High growth and SH29 route options 3A, 3B, 3C

Tranche 2 of the Tauranga Traffic Model (TTM) scenario tests were designed to help answer the question “What is the future of SH29 through Tauriko as the key national route?

o Offline

o Online; or

o Both (staged)

- Scenario 3 consists of:

o “Most likely” potential growth areas (D, E, F H and I) signaled by SmartGrowth (but still subject to Settlement

Pattern Review & the Western Corridor Strategic Study)

o Necessary minimum local road connections for basic access

o OPTION 1 – Investment in existing primary (national) network i.e. stay on existing SH29 corridor (4

laning, grade sep intersections at 5 km distance)

o OPTION 2 – Investment in additional primary (national) network i.e. new national SH29 route between

the Port and the Kaimais that bypasses the development area completely. Note: it doesn’t matter whether a

bypass or north or south for the purpose of this analysis, although the risks and disbenefits will vary for each

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(e.g. cultural and community severance respectively)

- Key questions to be answered from the outputs in the form of a simplified Multi-Criteria Assessment:

o What is the useful lifetime of OPTION 1? If it’s less than 15 years we would tend to prefer option 2

(appropriately staged). If its 20 years, we might staging OPTION 1 and keeping OPTION 2 in the “bottom

drawer” If it’s 30 years, the we would prefer OPTION 1 permanently

o What are the comparative wider network disbenefits of Options 1 and 2? i.e. how may links and intersections

fail to work adequately?

o What are the costs and risks of these options

o Consequently, what it the current preference for SH29 as the key national route?

The following worst period LOS plots provide a summary of network performance for the assumed land uses and respective networks. Refer to the prior Table 3 for Level of Service definitions and Table 4 for the land-use and network assumptions. Full inputs and results for Tranche 2 runs are provided in Appendix C. Interpretations and findings from these results are discussed in the next chapter.

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Figure 14 3A LOS Existing SH29 Alignment

Figure 15 3B LOS SH29 Southern Alignment

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Figure 16 3C LOS SH29 Northern Alignment

Figure 17 Scenario 3 Do Minimum

Transport Model Findings Whereas the previous Chapter was focussed on the scope of the modelling in terms of scenarios, as well as the model inputs (land-use zones and network assumed improvements) and summary worst

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LOS results, this Chapter presents other results as well as some preliminary post-processing and discussion of possible meanings and findings. However, it avoids making specific recommendations in terms of preferred alternatives, which are the subject of other analyses such as the NZTA program business case, and the final Chapter of this report on next steps.

Do Minimums

These runs were commissioned for each Land-Use Scenario to demonstrate initial conditions of the road network without any incremental improvements beyond what was already assumed and necessary immediately prior to the additional growth areas switched “on”. Therefore, they typically have some significant investment assumptions within the study area which were deemed necessary to accommodate the prior Land-Use option (e.g. Option S2 with Keenan growth area has all the road improvements necessary to accommodate traffic growth in the prior background Base case). Their main purpose later is to serve as a relative comparison for economic evaluation modelling of necessary incremental investments.

Base scenario

The Base Scenario assumes buildout of the Tauriko Business Estate, the regional Shopping Centre, and Pyes Pa West residential areas, together with their conditioned network mitigations. The link capacity plot is provided below, followed by LOS by time period AM, IP, PM. Taurikura Drive is extended to connect with Belk Road, slip lanes are assumed at the twin roundabouts on SH36, and Kennedy Road is complete from Taurikura Drive to Pyes Pa Road. However, SH29A between Takitumu drive and Barkes Corner remains a two-lane section.

Figure 18 Base Case Assumed Link Capacities

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Figure 19 AM (Base)

Figure 20 IP (Base)

Figure 21 PM (Base)

 SH29 and SH29A from Belk Road to Welcome Bay Road are near capacity in all three peak periods, with the

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 SH29A link from Takitumu Drive to Barkes Corner over-capacity in one direction during the AM and IP peaks, and both directions during the PM peak;  The junction of SH29/Cambridge Road is LOS F during the AM and PM peak hours;

Figure 22 AM (Base)

Figure 23 PM (Base)

 During the PM peak the Takitumu Drive/SH29 and Barkes Corner roundabouts are LOS F.

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Figure 24 PM (Base, slip lane flows not shown)

A “select link” run was performed to provide information on the distribution of trips using SH29 and SH29A near the SH29/Takitumu roundabout, as shown below for the inter-peak period. This information can be used to assess the regional/local trip splits on these state highways, intended for longer trips. It is apparent from this analysis that the short section of SH29A between Takitumu

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Drive and Barkes Corner is a critical link, due to the general lack of alternative east-west routes in the sub-area. As to be expected, most local trip ends are in the Tauriko Business Park or the Greerton retail district.

Inter Peak

Figure 25 Select Links IP Scenario Base

Although formal Travel Demand Management strategies have yet to be developed, the sector trip tables provide us with an initial indication of the “natural” propensity to internalise or construct short trips wholly contained within the Western Corridor. It is important to quantify this background effect before overlaying any proposed public transit and TDM program effects, so as to avoid “double counting”. Comparing external trip totals can also be a relative indicator of network wide effects. To perform this analysis, the Transport Analysis Zones for each growth area were aggregated into a “sector” (5 to 11) for each growth area, as well as for existing external areas (1 to 4) of the region, as mapped below:

1. East of Waimapu estuary including Papamoa; 2. Central Tauranga and Mount Maunganui; 3. West of Kopuruera Stream and estuary including Bethlehem and te Puna; 4. Kaimais and SH29 corridor south of Belk Road; 5. Merrick Road growth area; 6. East of Pyes Pa/Cameron Road including Joyce Road, Oropi Road; 7. The Lakes residential growth area; 8. Keenan Road growth area;

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9. Upper Belk Road growth area; 10. Tauriko Business Park and shopping centre; 11. Tauriko West growth area;

11 1 7 10

6 8

Figure 26 Sector Aggregation of Transport Analysis Zones for Tauranga Region (Western Corridor Growth Areas are 5 to 11)

The AM, Inter-Peak and PM peak period sector trip tables are provided below, followed by a percentage of each origin (row) for AM, IP and percentage of each destination (column) for PM. The diagonal numbers tabulated in red represent “intra-sector” local trips which in some cases are not actually assigned to the network. For the new residential growth sectors, the intra-sector trip shares are generally below 10%. However, for a relatively established residential area such as the (Lakes Pyes Pa West) internalisation can reach 10% AM, 15% IP and 11% PM, and for an industrial/retail destination area such as Tauriko Business Estate forecast internalization is quite high in the range of 39% AM, 36% IP, 38% PM.

These sector trip tables are also available for the future scenario runs and provide a rich source of trip distribution information for further policy analysis.

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Base external intrazonal PyesPaW TBE To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW AM 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 12634 4818 350 190 69 219 97 17 8 413 10 18825 Papamoa 2 2779 13270 1201 271 104 291 177 28 16 834 28 18998 City/Mt 3 505 2206 3514 143 59 79 72 11 8 372 15 6983 Beth/TePuna 4 170 285 94 51 7 25 27 5 6 124 4 798 Kaimai 5 88 167 45 8 16 20 19 9 2 61 1 437 Merrick 6 299 701 82 37 23 138 83 16 5 189 5 1578 JoycePyesPaE 7 181 511 93 45 24 95 140 23 10 260 7 1388 PyesPaW 8 36 97 15 9 11 19 24 14 2 49 1 277 Keenan 9 10 31 8 6 1 4 7 1 2 26 1 98 Belk 10 132 475 102 49 20 53 58 8 9 580 8 1495 TBE 11 8 34 11 3 1 3 4 1 1 16 1 82 TaurikoW Total 16842 22594 5515 814 335 948 708 131 68 2923 81 50960

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW IP 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 12294 3376 349 171 50 204 114 20 7 247 7 16838 Papamoa 2 3481 15960 1383 259 92 382 237 38 16 782 23 22652 City/Mt 3 352 1362 3530 102 41 58 69 11 6 178 10 5718 Beth/TePuna 4 173 246 110 50 9 29 33 7 6 73 3 737 Kaimai 5 50 91 42 9 13 16 17 9 1 29 1 277 Merrick 6 206 390 63 28 17 128 80 15 4 110 4 1045 JoycePyesPaE 7 112 244 73 31 17 78 125 21 8 131 5 846 PyesPaW 8 20 40 11 6 9 15 21 13 1 20 1 157 Keenan 9 6 14 6 5 1 4 8 1 2 16 0 63 Belk 10 223 762 176 70 27 101 120 18 15 870 12 2394 TBE 11 6 20 10 3 1 3 4 1 0 12 1 60 TaurikoW Total 16922 22505 5754 733 276 1019 828 153 66 2467 66 50789

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW PM 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 15426 3523 597 168 88 326 201 40 12 211 10 20602 Papamoa 2 5258 16319 2416 332 173 677 520 99 34 742 41 26611 City/Mt 3 357 1432 4402 88 44 78 95 16 7 154 14 6686 Beth/TePuna 4 201 332 186 78 11 53 65 14 10 97 6 1053 Kaimai 5 63 118 57 10 19 27 29 13 2 42 1 382 Merrick 6 233 361 84 33 24 166 114 22 6 108 4 1156 JoycePyesPaE 7 96 204 79 36 21 93 162 27 10 133 5 866 PyesPaW 8 17 33 12 7 10 18 27 16 2 19 1 161 Keenan 9 7 15 8 7 2 5 11 2 3 15 1 75 Belk 10 379 858 381 148 63 196 291 52 29 957 19 3372 TBE 11 8 23 15 4 1 4 7 1 1 13 1 78 TaurikoW Total 22043 23218 8236 911 457 1644 1522 301 114 2492 103 61042

Figure 27 Base Scenario: Vehicle Trip Tables 2031+

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Percentages "from row to column" To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW AM 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 67% 26% 2% 1% 0% 1% 1% 0% 0% 2% 0% 100% Papamoa 2 15% 70% 6% 1% 1% 2% 1% 0% 0% 4% 0% 100% City/Mt 3 7% 32% 50% 2% 1% 1% 1% 0% 0% 5% 0% 100% Beth/TePuna 4 21% 36% 12% 6% 1% 3% 3% 1% 1% 15% 0% 100% Kaimai 5 20% 38% 10% 2% 4% 5% 4% 2% 0% 14% 0% 100% Merrick 6 19% 44% 5% 2% 1% 9% 5% 1% 0% 12% 0% 100% JoycePyesPaE 7 13% 37% 7% 3% 2% 7% 10% 2% 1% 19% 0% 100% PyesPaW 8 13% 35% 5% 3% 4% 7% 9% 5% 1% 18% 0% 100% Keenan 9 10% 32% 8% 6% 2% 4% 7% 1% 2% 26% 1% 100% Belk 10 9% 32% 7% 3% 1% 4% 4% 1% 1% 39% 1% 100% TBE 11 10% 42% 13% 4% 1% 4% 5% 1% 1% 19% 1% 100% TaurikoW Total 33% 44% 11% 2% 1% 2% 1% 0% 0% 6% 0% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW IP 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 73% 20% 2% 1% 0% 1% 1% 0% 0% 1% 0% 100% Papamoa 2 15% 70% 6% 1% 0% 2% 1% 0% 0% 3% 0% 100% City/Mt 3 6% 24% 62% 2% 1% 1% 1% 0% 0% 3% 0% 100% Beth/TePuna 4 23% 33% 15% 7% 1% 4% 4% 1% 1% 10% 0% 100% Kaimai 5 18% 33% 15% 3% 5% 6% 6% 3% 0% 10% 0% 100% Merrick 6 20% 37% 6% 3% 2% 12% 8% 1% 0% 11% 0% 100% JoycePyesPaE 7 13% 29% 9% 4% 2% 9% 15% 2% 1% 15% 1% 100% PyesPaW 8 13% 25% 7% 4% 5% 10% 13% 8% 1% 12% 0% 100% Keenan 9 9% 22% 9% 8% 2% 6% 12% 2% 3% 25% 1% 100% Belk 10 9% 32% 7% 3% 1% 4% 5% 1% 1% 36% 1% 100% TBE 11 10% 33% 16% 5% 1% 5% 7% 1% 1% 20% 1% 100% TaurikoW Total 33% 44% 11% 1% 1% 2% 2% 0% 0% 5% 0% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW PM 1 2 3 4 5 6 7 8 9 10 11 Total From: 1 70% 15% 7% 18% 19% 20% 13% 13% 10% 8% 10% 34% Papamoa 2 24% 70% 29% 36% 38% 41% 34% 33% 30% 30% 40% 44% City/Mt 3 2% 6% 53% 10% 10% 5% 6% 5% 6% 6% 13% 11% Beth/TePuna 4 1% 1% 2% 9% 2% 3% 4% 5% 9% 4% 6% 2% Kaimai 5 0% 1% 1% 1% 4% 2% 2% 4% 2% 2% 1% 1% Merrick 6 1% 2% 1% 4% 5% 10% 7% 7% 5% 4% 4% 2% JoycePyesPaE 7 0% 1% 1% 4% 5% 6% 11% 9% 9% 5% 5% 1% PyesPaW 8 0% 0% 0% 1% 2% 1% 2% 5% 1% 1% 1% 0% Keenan 9 0% 0% 0% 1% 0% 0% 1% 1% 2% 1% 1% 0% Belk 10 2% 4% 5% 16% 14% 12% 19% 17% 25% 38% 18% 6% TBE 11 0% 0% 0% 0% 0% 0% 0% 0% 1% 1% 1% 0% TaurikoW Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Figure 28 Base Scenario: Vehicular Trip Distribution Proportions (%)

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Scenario 2: Keenan Road connections and Incremental impacts

The Keenan Road Growth Area is an early consideration for TCC and WBOP for which a draft structure plan and boundary change is being considered. This section provides a rationale for the local roading connections to the wider network and their preliminary extent and sizes. It is informed by a preliminary investigation by HG consultants into potential yields and indicative road options prepared for the Keenan Road structure plan considerations20. The black roads in the attached figure are option1 with alternatives (option 2) shown in red.

Figure 29 Keenan Road Growth Area Alternative Road Layouts

For the purposes of TTM modelling, the roads in black were assumed (as links or zone centroid connectors). The main north-south Spine Road 1 was initially assumed to be two-lanes (for Scenario 2), but was increased to four lanes (capacity>2000vph) north of Keenan Road intersection to link

20 (Harrison Grierson 2015)

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Figure 30 Keenan Area Link Capacities for Scenario 2 (all single directional lanes)

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Figure 31 Keenan Area Link Capacities for Full Growth Scenario 7B (Spine Road 1 to Merrick, SH36 north of roundabout and Belk Road all 4 lane

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Figure 32 Spine Road 1 and Roundabout Connection to SH36 (shown as single lane roundabout per Scenario 2)).

The resulting LOS plots for AM, IP and PM are shown below (for Scenario 2). Note that the SH29A was assumed to be widened to four lanes from Route K to Cameron with a Barkes Corner grade- separation. However, the existing two-lane highway 29A is over capacity from Barkes corner to Poike Road in one direction during the PM peak hour.

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Figure 33 AM (Scenario 2)

Figure 34 IP (Scenario 2)

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Figure 35 PM (Scenario 2)

Only the SH29/Cambridge Road junction and SH29/Takitumu Drive roundabout are at LOS F during the PM peak hour.

Figure 36 PM (Scenario 2)

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Figure 37 PM (Scenario 2) - slip lane flows not shown

In terms of the proposed SH36/Spine Road 1 roundabout, peak flows are provided below for future roundabout capacity analysis.

Figure 38 AM SH36/Spine Road 1 (Scenario 2)

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Figure 39 PM SH36/Spine Road 1 (Scenario 2)

The existing intersection of SH36/Keenan Road peak flows are provided below for further capacity analysis.

Figure 40 AM SH36/Keenan (Scenario 2)

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Figure 41 PM SH36/Keenan (Scenario 2)

The Sector trip tables for Scenario 2 are provided below, including for the Keenan Road growth sector. Under this Scenario the Keenan Road sector is forecast to generate 849 in & 1149 out trips AM, 844 & 853trips IP, 1287 & 1004 trips PM. Of these vehicle trips a significant, 17% out AM, 21% out IP, 17% in PM would be generated internal to the Keenan growth sector (and thus only travel on the internal neighbourhood road network). As expected, this performance is quite similar to the neighbouring Pyes Pa West residential sector (9%AM, 13% IP, 9%PM). The Tauriko Business Estate and shopping centre would attract 17% (199) AM and 16% (133) of IP Keenan Sector originating trips, and 5% (131) of PM trips from TBE would be destined for the Keenan Road sector.

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S2 external intrazonal To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: AM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 12620 4766 346 192 66 208 90 99 7 407 10 18811 City/Mt 2 2769 13253 1195 269 100 280 167 166 15 811 28 19052 Beth/TePuna 3 502 2185 3506 139 57 78 66 70 7 345 14 6971 Kaimai 4 171 282 92 48 7 25 25 29 6 116 4 803 Merrick 5 87 162 44 7 13 18 16 34 1 55 1 440 JoycePyesPaE 6 289 679 85 36 20 130 73 68 5 181 6 1571 PyesPaW 7 174 491 87 40 21 87 121 110 9 234 6 1379 Keenan 8 127 342 56 37 33 64 86 194 6 199 4 1149 Belk 9 10 30 8 6 1 4 6 6 2 24 1 98 TBE 10 132 472 100 47 19 52 53 70 8 544 7 1505 TaurikoW 11 8 34 11 3 1 3 3 3 1 14 1 82 Total 16889 22696 5530 823 339 949 707 849 68 2929 81 51861

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: IP 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 12330 3369 346 172 48 197 107 86 7 251 7 16919 City/Mt 2 3477 16026 1379 257 88 369 223 188 15 773 23 22816 Beth/TePuna 3 350 1363 3532 100 40 57 64 50 6 169 10 5738 Kaimai 4 173 244 108 47 8 28 30 31 5 69 3 746 Merrick 5 47 88 41 8 11 15 15 28 1 26 1 280 JoycePyesPaE 6 199 374 64 27 15 121 73 58 4 108 4 1046 PyesPaW 7 106 230 69 28 14 72 110 85 7 120 4 846 Keenan 8 84 193 53 29 28 57 85 182 6 133 3 853 Belk 9 6 14 6 5 1 4 7 6 2 14 0 64 TBE 10 227 752 169 67 24 99 111 126 14 818 11 2418 TaurikoW 11 6 20 9 3 1 3 4 3 0 11 1 60 Total 17005 22671 5775 742 278 1020 827 844 66 2492 66 51787

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: PM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 15455 3505 590 174 86 306 193 140 12 224 11 20694 City/Mt 2 5213 16314 2405 332 168 655 502 355 34 770 41 26789 Beth/TePuna 3 359 1446 4410 84 42 77 83 58 6 131 13 6709 Kaimai 4 201 330 178 72 10 53 59 56 9 91 5 1066 Merrick 5 59 114 54 9 16 25 26 42 2 38 1 386 JoycePyesPaE 6 214 345 83 33 22 158 106 77 6 111 4 1159 PyesPaW 7 89 195 72 32 18 85 142 102 9 119 5 867 Keenan 8 96 190 74 36 39 78 125 223 8 131 4 1004 Belk 9 7 15 7 6 2 5 10 7 2 14 1 75 TBE 10 382 865 350 138 58 195 265 223 26 879 17 3396 TaurikoW 11 8 24 15 4 1 5 6 4 1 11 1 78 Total 22081 23342 8238 920 462 1641 1517 1287 114 2519 103 62224

Figure 42 Scenario 2: Vehicle Trip Tables 2031+

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Percentages "from row to column" To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: AM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 67% 25% 2% 1% 0% 1% 0% 1% 0% 2% 0% 100% City/Mt 2 15% 70% 6% 1% 1% 1% 1% 1% 0% 4% 0% 100% Beth/TePuna 3 7% 31% 50% 2% 1% 1% 1% 1% 0% 5% 0% 100% Kaimai 4 21% 35% 12% 6% 1% 3% 3% 4% 1% 14% 0% 100% Merrick 5 20% 37% 10% 2% 3% 4% 4% 8% 0% 13% 0% 100% JoycePyesPaE 6 18% 43% 5% 2% 1% 8% 5% 4% 0% 11% 0% 100% PyesPaW 7 13% 36% 6% 3% 2% 6% 9% 8% 1% 17% 0% 100% Keenan 8 11% 30% 5% 3% 3% 6% 7% 17% 1% 17% 0% 100% Belk 9 10% 31% 8% 6% 1% 4% 7% 6% 2% 24% 1% 100% TBE 10 9% 31% 7% 3% 1% 3% 4% 5% 1% 36% 0% 100% TaurikoW 11 10% 41% 13% 4% 1% 4% 4% 4% 1% 18% 1% 100% Total 33% 44% 11% 2% 1% 2% 1% 2% 0% 6% 0% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: IP 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 73% 20% 2% 1% 0% 1% 1% 1% 0% 1% 0% 100% City/Mt 2 15% 70% 6% 1% 0% 2% 1% 1% 0% 3% 0% 100% Beth/TePuna 3 6% 24% 62% 2% 1% 1% 1% 1% 0% 3% 0% 100% Kaimai 4 23% 33% 14% 6% 1% 4% 4% 4% 1% 9% 0% 100% Merrick 5 17% 31% 15% 3% 4% 5% 5% 10% 0% 9% 0% 100% JoycePyesPaE 6 19% 36% 6% 3% 1% 12% 7% 6% 0% 10% 0% 100% PyesPaW 7 13% 27% 8% 3% 2% 8% 13% 10% 1% 14% 1% 100% Keenan 8 10% 23% 6% 3% 3% 7% 10% 21% 1% 16% 0% 100% Belk 9 9% 21% 9% 7% 2% 6% 11% 9% 3% 23% 1% 100% TBE 10 9% 31% 7% 3% 1% 4% 5% 5% 1% 34% 0% 100% TaurikoW 11 10% 32% 15% 4% 1% 5% 6% 5% 1% 18% 1% 100% Total 33% 44% 11% 1% 1% 2% 2% 2% 0% 5% 0% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: PM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 70% 15% 7% 19% 19% 19% 13% 11% 11% 9% 10% 33% City/Mt 2 24% 70% 29% 36% 36% 40% 33% 28% 30% 31% 40% 43% Beth/TePuna 3 2% 6% 54% 9% 9% 5% 5% 4% 6% 5% 13% 11% Kaimai 4 1% 1% 2% 8% 2% 3% 4% 4% 8% 4% 5% 2% Merrick 5 0% 0% 1% 1% 3% 2% 2% 3% 2% 2% 1% 1% JoycePyesPaE 6 1% 1% 1% 4% 5% 10% 7% 6% 5% 4% 4% 2% PyesPaW 7 0% 1% 1% 4% 4% 5% 9% 8% 7% 5% 4% 1% Keenan 8 0% 1% 1% 4% 8% 5% 8% 17% 7% 5% 4% 2% Belk 9 0% 0% 0% 1% 0% 0% 1% 1% 2% 1% 1% 0% TBE 10 2% 4% 4% 15% 13% 12% 17% 17% 23% 35% 16% 5% TaurikoW 11 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 1% 0% Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Figure 43 Scenario 2: Vehicular Trip Distribution Proportions (%)

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Scenario 7: Full Growth networks A & B

After an initial Do Minimum run (S7-Original), two transport networks were tested using the full growth Scenario 7 land uses:

 Option A assumed a completely new route for SH29 lying to the west of Tauriko and running down the Wairoa River Valley (thus Takitumu Drive would effectively be an extension of SH36);  Option B assumed a four lane roadway on Belk Road connecting with SH36 then four-lanes on SH36 north to the SH29A/SH36 roundabout (effectively a south-eastern option for SH29).

In both options, a ring road arterial with a nominal 70km/h free flow speed was effectively completed by assuming a diagonal link between SH36/Pyes Pa cemetery roundabout and the SH29A/Oropi Road roundabout. This roundabout was assumed to have two lane approaches and exits on all legs and a two-lane circulatory roadway all around. SH29A was assumed to be widened to 4 lanes between this Oropi Road and the Poike Road roundabouts. Other network improvements, including major junction grade separations are provided in Table 4.

Figure 44 Scenario 7A Capacity

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Figure 45 Scenario 7A Free Flow Speeds

Figure 46 Scenario 7B Capacity

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Figure 47 Scenario 7B Free Flow Speeds

Specifically, in Option B, an overpass of the “twin roundabouts” on SH36 was coded according to an earlier long-term conceptual design prepared by Opus21 for NZTA and provided below (essentially forming a “split diamond” interchange with ramps to/from the roundabouts and frontage roads between them). Thus, in terms of capacity and alignment of SH29, Option 7B is somewhat consistent in function with the full “Southern Option” contemplated for SH29, also provided below for reference. However, a four lane Belk Road alignment between SH29 and SH36 serves as a surrogate for the “southern alignment” highway section from Omanawa Road to south of the SH36/Kennedy

21 (OPUS n.d.)

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Road junction.

Figure 48 Conceptual Design of Twin Roundabouts Assumed in TTM Option 7B (Source: Opus/NZTA)

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Figure 49 SH29 Southern Options Route and Network (source: Opus/NZTA)

The resulting LOS plots for the PM peak hour are shown below (for Scenarios 7A & 7B).

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Figure 50 PM Peak LOS (Scenario 7A)

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Figure 51 PM Peak LOS (Scenario 7B)

The AM and IP periods perform better than the PM peak periods shown above. The networks in both options generally perform below capacity but are “near capacity” on some highway and arterial links within the study area. In Option 7B, the overpass of the “twin roundabouts” on SH36 would relieve these bottlenecks. However, there are wider network effects including LOS F intersections. The full growth scenario demonstrates that a robust set of network options is available to mitigate the traffic impacts by providing route choices and eliminating capacity bottlenecks at junctions through grade separation or slip-lane bypasses of major critical movements.

As for the Base case scenario, “select link” analyses on SH29 and SH29A near the SH29/Takitumu Drive roundabout (and for 7A on the new route) were also performed for full growth Options 7A and 7B, shown below for the inter-peak period. Note that the new growth areas, including Keenan, Merrick and Upper Joyce would use SH36 to access SH29A and Takitumu Drive. In Scenario 7A, the Wairoa valley SH29 alignment would attract more trips than the parallel route along Takitumu Drive. In both options, the SH29A link between Takitumu Drive and Barkes Corner continues to attract the most traffic. However, as evidenced on the LOS plots, it is being significantly relieved by the alternative diagonal arterial route between Oropi Road and SH36 and Belk Road from SH29 to SH36. Apparently, the southern zone in the Western Tauriko growth area may also be attracted to this alternative east-west route.

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Inter Peak

Figure 52 Select Links IP Scenario 7A

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Inter Peak

Figure 53 Select Links IP Scenario 7B

A major feature of Scenario 7 A&B is the proposal of a new limited-access arterial ring road alignment from Belk/SH29 junction in the west to SH29A/Oropi Road Roundabout in the east. The free flow speed was nominally coded as 70km/h, although it could be in the 70 to 100km/h range depending on design geometry and access management (a faster or shorter route would tend to attract more trips in the model). In the case of Scenario 7B, the Belk Road section of this route was capacity coded as four lanes, tying into a four lane SH36 north of their proposed junction. The following AM and PM peak intersection turning movements (Scenario 7B) along the route are an indication of the “attractiveness” and utility of such a ring route in terms of trips diverted from existing alternatives.

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AM Peak Flows (vph) PM Peak Flows (vph)

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AM Peak Flows (vph) PM Peak Flows (vph)

Figure 54 Belk-Oropi Ring Road Peak Flows at Key Junctions (running southwest to northeast down the table)

In the Full Growth Scenario, the Upper Belk Road (south) plateau was assumed to be fully developed. Since this is a long area with a single north-south collector road, intial model runs indicated the need to split the Transportation Analysis Zones from one into four. However, the intrazonal trip% continued to exceed the target 3-10%. Upon closer inspection, it became apparent that the northern end of Belk road was over-capacity and constraining the trips from exiting the plateau. Once the northern end was mitigated to a four lane section as far as the SH29 (or SH36) junction, the trip behaviour reverted to a more “normally” expected pattern.

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However, this does demonstrate an interesting (model) effect, that capacity constraints tend to shorten trips by reducing accessibility. Possible lessons for this area are that given its shape and distance away from other areas, a mixed-use land pattern would be appropriate to consider, and that in terms of “resilience” another minor access road (e.g. between Keenan and Upper Belk) may be appropriate although the topography limits such options. Notwithstanding the relative isolation of this area, it may become an attractive candidate for private Plan Changes given the flat nature of the developable terrain and possible yield. It is also the most logical candidate to justify (cost- contribute to) the Belk road extension between SH29 and SH36, as well as partial 4 laning (or incentivise internal mixed-use).

The sector trip tables for the full growth Scenario 7B are provided below (see Appendix 3 for similar Scenario 7A results).

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S7B external intrazonal PyesPaW TBE To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: AM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 12692 4524 319 181 94 243 78 125 200 317 78 18850 City/Mt 2 2769 13444 1153 255 133 323 133 180 334 682 182 19588 Beth/TePuna 3 476 2032 3491 125 65 86 51 73 169 279 103 6949 Kaimai 4 174 267 87 31 13 32 17 33 102 84 35 876 Merrick 5 156 300 65 19 91 99 29 108 89 95 21 1073 JoycePyesPaE 6 387 873 106 48 98 266 89 163 165 214 56 2466 PyesPaW 7 159 431 78 28 32 101 80 95 128 162 47 1340 Keenan 8 191 463 79 46 102 157 83 278 199 210 51 1858 Belk 9 197 545 120 108 62 112 79 149 1014 405 119 2910 TBE 10 122 436 98 39 29 64 41 72 204 428 55 1589 TaurikoW 11 118 401 117 41 18 53 37 48 143 146 116 1239 Total 17442 23716 5712 921 739 1536 717 1325 2747 3022 864 58739

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: IP 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 12716 3399 328 165 80 246 92 120 138 220 74 17578 City/Mt 2 3518 16727 1355 248 138 452 185 224 314 726 224 24112 Beth/TePuna 3 333 1342 3558 94 52 70 52 59 106 165 99 5929 Kaimai 4 170 238 102 29 17 39 21 38 101 55 37 848 Merrick 5 81 141 54 17 79 87 28 95 59 49 17 707 JoycePyesPaE 6 249 463 79 37 86 246 88 146 112 131 50 1688 PyesPaW 7 92 193 56 20 27 87 76 81 90 90 41 854 Keenan 8 120 231 63 36 94 145 81 263 154 139 46 1370 Belk 9 133 315 109 97 57 110 89 152 954 327 120 2464 TBE 10 203 706 165 54 46 122 84 132 318 662 98 2590 TaurikoW 11 72 235 104 34 16 48 40 44 118 101 112 925 Total 17688 23990 5972 831 695 1653 836 1354 2465 2665 917 59065

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: PM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 15728 3513 567 162 153 400 165 197 207 198 128 21419 City/Mt 2 4966 16743 2228 312 308 850 446 489 595 766 420 28123 Beth/TePuna 3 327 1397 4394 83 63 107 80 85 123 151 125 6934 Kaimai 4 190 308 161 46 28 73 42 71 170 69 65 1222 Merrick 5 88 156 65 17 107 118 40 123 77 55 25 872 JoycePyesPaE 6 249 403 98 41 116 320 123 184 134 134 69 1871 PyesPaW 7 78 159 58 22 33 106 94 98 97 89 50 882 Keenan 8 126 215 81 41 124 188 111 321 174 135 63 1579 Belk 9 193 357 173 120 93 178 143 220 1170 298 170 3117 TBE 10 318 772 302 97 99 239 183 235 433 714 175 3568 TaurikoW 11 75 208 123 42 24 66 57 62 137 102 145 1040 Total 22339 24230 8250 983 1150 2645 1483 2086 3316 2712 1434 70627

Figure 55 Scenario 7B: Vehicle Trip Tables 2031+

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Percentages "from row to column" To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: AM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 67% 24% 2% 1% 0% 1% 0% 1% 1% 2% 0% 100% City/Mt 2 14% 69% 6% 1% 1% 2% 1% 1% 2% 3% 1% 100% Beth/TePuna 3 7% 29% 50% 2% 1% 1% 1% 1% 2% 4% 1% 100% Kaimai 4 20% 30% 10% 4% 2% 4% 2% 4% 12% 10% 4% 100% Merrick 5 15% 28% 6% 2% 9% 9% 3% 10% 8% 9% 2% 100% JoycePyesPaE 6 16% 35% 4% 2% 4% 11% 4% 7% 7% 9% 2% 100% PyesPaW 7 12% 32% 6% 2% 2% 8% 6% 7% 10% 12% 4% 100% Keenan 8 10% 25% 4% 2% 5% 8% 4% 15% 11% 11% 3% 100% Belk 9 7% 19% 4% 4% 2% 4% 3% 5% 35% 14% 4% 100% TBE 10 8% 27% 6% 2% 2% 4% 3% 5% 13% 27% 3% 100% TaurikoW 11 10% 32% 9% 3% 1% 4% 3% 4% 12% 12% 9% 100% Total 30% 40% 10% 2% 1% 3% 1% 2% 5% 5% 1% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: IP 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 72% 19% 2% 1% 0% 1% 1% 1% 1% 1% 0% 100% City/Mt 2 15% 69% 6% 1% 1% 2% 1% 1% 1% 3% 1% 100% Beth/TePuna 3 6% 23% 60% 2% 1% 1% 1% 1% 2% 3% 2% 100% Kaimai 4 20% 28% 12% 3% 2% 5% 2% 5% 12% 6% 4% 100% Merrick 5 11% 20% 8% 2% 11% 12% 4% 13% 8% 7% 2% 100% JoycePyesPaE 6 15% 27% 5% 2% 5% 15% 5% 9% 7% 8% 3% 100% PyesPaW 7 11% 23% 7% 2% 3% 10% 9% 9% 11% 11% 5% 100% Keenan 8 9% 17% 5% 3% 7% 11% 6% 19% 11% 10% 3% 100% Belk 9 5% 13% 4% 4% 2% 4% 4% 6% 39% 13% 5% 100% TBE 10 8% 27% 6% 2% 2% 5% 3% 5% 12% 26% 4% 100% TaurikoW 11 8% 25% 11% 4% 2% 5% 4% 5% 13% 11% 12% 100% Total 30% 41% 10% 1% 1% 3% 1% 2% 4% 5% 2% 100%

To: Papamoa City/Mt Beth/TePunaKaimai Merrick JoycePyesPaEPyesPaW Keenan Belk TBE TaurikoW From: PM 1 2 3 4 5 6 7 8 9 10 11 Total Papamoa 1 70% 14% 7% 16% 13% 15% 11% 9% 6% 7% 9% 30% City/Mt 2 22% 69% 27% 32% 27% 32% 30% 23% 18% 28% 29% 40% Beth/TePuna 3 1% 6% 53% 8% 5% 4% 5% 4% 4% 6% 9% 10% Kaimai 4 1% 1% 2% 5% 2% 3% 3% 3% 5% 3% 5% 2% Merrick 5 0% 1% 1% 2% 9% 4% 3% 6% 2% 2% 2% 1% JoycePyesPaE 6 1% 2% 1% 4% 10% 12% 8% 9% 4% 5% 5% 3% PyesPaW 7 0% 1% 1% 2% 3% 4% 6% 5% 3% 3% 3% 1% Keenan 8 1% 1% 1% 4% 11% 7% 8% 15% 5% 5% 4% 2% Belk 9 1% 1% 2% 12% 8% 7% 10% 11% 35% 11% 12% 4% TBE 10 1% 3% 4% 10% 9% 9% 12% 11% 13% 26% 12% 5% TaurikoW 11 0% 1% 1% 4% 2% 2% 4% 3% 4% 4% 10% 1% Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Figure 56 Scenario 7B: Vehicular Trip Distribution Proportions (%)

A summary of the above trip tables is provided below for discussion purposes. They show that as a whole sub-area, during the commuter periods, 54% of AM trip origins (6704) and 56% of PM trip destinations (8253) remain entirely “internal” to the Western Corridor study sub-area. During the IP period, this internalisation would drop to approximately 24% of origins (16610) as the trip purposes become more diverse than in the morning and evening peaks.

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AM 1to4 5to10 Total 1to4 42020 4244 46264 5to10 5771 6704 12475 Total 47791 10949 58739 1to4 5to10 Total 1to4 91% 9% 100% 5to10 46% 54% 100% Total

IP 1to4 5to10 Total 1to4 28006 3589 31596 5to10 52346 16610 68956 Total 80352 20200 100552 1to4 5to10 Total 1to4 89% 11% 100% 5to10 76% 24% 100% Total

PM 1to4 5to10 Total 1to4 51124 6574 57698 5to10 4677 8253 12929 Total 55801 14826 70627 1to4 5to10 Total 1to4 92% 44% 5to10 8% 56% Total 100% 100%

Figure 57 Scenario 7B: Aggregated Western Corridor (Sector 5 to 10) Trip Distribution Characteristics

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Scenario 3: Route Options A/B/C for SH29

The Tranche 2: Scenario 3A 3B, 3C SH29 alignment runs results are presented in this section, and represents the technical basis of the detailed risk analysis and program business case that was subsequently developed by NZTA. The model runs show similar benefits for the three alignments. However, it is important to note that none of them are costed and all have design challenges. SH29 down the Wairoa Valley is the most greenfield and uncertain. SH29 through Tauriko has a razorback ridge to traverse which makes widening to 4 lane challenging (geotech). VOC (vehicle operating costs) particularly for freight are not ideal with a hill to climb and decend (Wairoa and Kopurera essentially near sea-level while Taurkiko village is high ridge). SH29 southern alignment is through lowland (geotech settlement challenges) with land reserved, but not indefinitely (may be last chance to hold?).

Land use

New Growth Areas D, E, F, H and I, i.e. All except Upper Belk “G”. Thought to be most outlying area, resilence is an issue with one road in&out, possible for ultimately private plan change in which case Scenario 7 would inform transport needs?

Networks (see Beca table earlier)

o Common . See Beca table earlier (note: no arterial ring road between SH36 and Oropi Road, or any improvements on SH29A east of Barkes Corner) . SH29 widening from Route K to Barkes Corner plus Barkes Corner grade separation

o 3A Existing SH29 alignment . SH29 widening from Omanawa Road to Route K . SH29 (W) to Route K (N) 90 angle flyover (this improves overall at grade roundabout performance, however the northern Route K approach still have large delay due to traffic heading to Tauriko retail and new residential area)

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Figure 58 Scenario 3A Capacity

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Figure 59 Scenario 3A Free Flow Speed

o 3B SH29 southern alignment (SH36 piggyback) . Tauriko Bypass (2 lane from Omanawa Road to the Kennedy Interchange then combined with SH36. SH36 is widened to 4 lane sections from the Kennedy interchange to the SH26/Lakes Blvd. . Two lane flyover connecting SH36 to Route K bypassing twin roundabouts. Specifically, in Option B (as in option 7B), an overpass of the “twin roundabouts” on SH36 was coded according to an earlier long-term conceptual design prepared by Opus22 for NZTA (essentially forming a “split diamond” interchange with ramps to/from the roundabouts and frontage roads between them). Thus, in terms of capacity and alignment of SH29, Option 3B is somewhat consistent in function with the full “Southern Option” contemplated for SH29 as shown in scenario 7B. An extended Belk Road alignment between SH29 and SH36 is assumed to be a two lane arterial road.

22 (OPUS n.d.)

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Figure 60 Scenario 3B Capacity

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Figure 61 Scenario 3B Free Flow Speed

o 3C SH29 northern alignment (Wairoa) . SH29 new alignment to TNL (Note we modified this option as this 2 lane link starts from near Omanawa Road as opposed to Belk Road in Tranche 1 modelling)

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Figure 62 Scenario 3C Capacity

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Figure 63 Scenario 3C Free Flow Speed

Selective Model Results

Detailed model results are in Appendix 3. Selective summary results follow in this section:

 Levels of Service (AM, InterPeak, PM, and combined Worst LOS per link or intersection) , see Figure 64;  Peak period flows for Scenario 3A (maintain existing SH 29 route), see Figure 65;  Peak Period intersection turning flows (note that they do not include flyover or bypass flows if coded), see Table 6;

Peak period trip tables for Scenario 3A (maintain existing route), see As for previous scenarios, a sectoral trip tables for each peak period are available for each model run (sectors 5 to 11 relate to Western corridor growth areas). These are useful as the basis for further analyses of travel Demand Management and Public Transport Policies.

 Table 7. Sector numbering scheme as in Tranche 1, see Figure 26.

The following Level of Service plots generally indicate that, for each SH29 route alternative, there is a capacity solution that could achieve acceptable Levels of Service within the Western Corridor network. The detailed mitigations needed for each route would need to be further designed and costed.

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It is notable on these LOS plots that SH29A east of Barkes Corner would be congested (as a two-lane road) during the PM peak westbound in all cases as far as Poike Road intersection, as well as during the AM peak for scenarios 3A and 3B and even Inter Peak for Scenario 3B. For Scenario 3A the eastbound direction out of Barkes Corner is forecast as LOS F. This indicates that State Highway 29A may either need to be considered for four laning, or an alternative parallel route south of SH29A be considered which links SH29A with SH36, as was modelled earlier for Scenario 7 (the diagonal arterial route from Pyes Pa to Oropi Road).

The forecast traffic flow plots are shown for Scenario 3A below and are available together with the junction turning flows in the following table for future analysis of appropriate lane configurations and traffic controls (details in Appendix 3). Note that the turning flow tables exclude any bypass or flyover flows that would not impact the junction operations.

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S3A AM LOS S3B AM LOS S3C AM LOS DM AM LOS

S3A IP LOS S3B IP LOS S3C IP LOS DM IP LOS

S3A PM LOS S3B PM LOS S3C PM LOS DM PM LOS

S3A Max LOS S3B Max LOS S3C Max LOS DM Max LOS

Worst

Figure 64 Scenario 3 LOS Results (Columns 3A, 3B, 3C, DM & Rows AM, IP, PM, worst) Western Corridor Land Use and Transport Modelling Report (Draft v7)

Scenario S3A Scenario S3A Scenario S3A

AM Flow (veh/hr) IP Flow (veh/hr) PM Flow (veh/hr)

Figure 65 Scenario 3A: Flows AM, IP, PM

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Table 6 Intersection Turning Flows (Scenarios 3A, 3B, 3C – excludes bypass/flyover flows)

Tauriko Tranche2 Tauriko Tranche2 Tauriko Tranche2 - Intersection Turning Flows (1-hour flow) - Intersection Turning Flows (1-hour flow) - Intersection Turning Flows (1-hour flow)

2031 SCENARIOS S3A 2031 SCENARIOS S3B 2031 SCENARIOS S3C

Intersection Approach Turn S3A_AM S3A_IP S3A_PM Intersection Approach Turn S3B_AM S3B_IP S3B_PM Intersection Approach Turn S3C_AM S3C_IP S3C_PM SH29/Belk Belk L 214 186 259 SH29/Belk Belk L 24 25 48 SH29/Belk Belk L 363 305 496 R 227 107 361 R 67 16 65 R 156 15 147 T 199 226 439 T 252 251 558 T 192 197 409 SH29 SW R 220 193 314 SH29 SW R 38 23 26 SH29 SW R 425 302 635 T 493 453 624 T 38 20 21 T 141 210 222 L 131 163 228 L 23 17 19 L 98 87 177 SH29 NE L 269 95 436 SH29 NE L 9 7 8 SH29 NE L 24 7 90 T 521 464 555 T 19 21 42 T 144 207 143 R 2 4 81 R 1 2 5 R 1 1 3 Belk/Cambridge T 401 224 222 Belk/Cambridge T 426 242 238 Belk/Cambridge T 387 205 218 R 147 144 119 R 16 17 25 R 119 101 98 L 4 4 4 L 2 2 2 L 2 1 6 SH29/Cambridge SH29 SW T 677 568 995 SH29/Cambridge SH29 SW T 69 44 98 SH29/Cambridge SH29 SW T 296 231 379 L 59 9 11 L 51 6 9 L 13 5 7 SH29 NE T 804 571 1084 SH29 NE T 41 39 65 SH29 NE T 178 222 243 R 368 455 393 R 469 461 530 R 346 452 507 Cambridge R 8 6 4 Cambridge R 8 6 7 Cambridge R 8 6 6 L 417 436 359 L 468 457 396 L 386 410 374 SH29/Takitimu SH29 SW T 713 575 815 SH29/Takitimu SH29 SW T 365 274 367 SH29/Takitimu SH29 SW T 577 452 603 L 0 0 0 L 0 0 0 L 0 0 0 R 114 200 102 R 161 211 115 R 65 171 126 SH29 NE T 584 545 589 SH29 NE T 299 282 385 SH29 NE T 418 455 541 R 181 99 70 R 97 98 55 R 197 102 74 L 6 16 161 L 195 184 308 L 6 16 161 Takitimu R 0 0 0 Takitimu R 17 17 17 Takitimu R 15 13 5 L 68 68 78 L 70 72 93 L 73 73 93 T 459 411 362 T 154 146 187 T 490 421 427 SH36 L 5 12 2 SH36 L 0 0 0 SH36 L 1 0 0 R 803 836 967 R 1157 1186 1408 R 813 889 1058 T 416 457 363 T 123 161 86 T 502 462 300 SH29/Cameron Pyes Pa L2 6 6 7 SH29/Cameron Pyes Pa L2 6 6 7 SH29/Cameron Pyes Pa L2 6 6 7 R 483 406 398 R 477 388 405 R 503 421 425 T 671 515 462 T 679 473 459 T 662 518 452 L1 226 170 162 L1 176 161 160 L1 231 165 167 Marshall R1 5 6 7 Marshall R1 5 6 9 Marshall R1 5 6 7 L2 7 7 7 L2 7 7 7 L2 8 7 7 L1 16 14 12 L1 17 14 12 L1 16 13 12 R2 15 13 17 R2 15 13 16 R2 15 13 17 SH29 E L 385 394 519 SH29 E L 374 389 511 SH29 E L 413 403 511 R1 7 7 9 R1 7 7 8 R1 7 7 9 R2 28 20 2 R2 27 20 2 R2 29 21 3 T 0 0 0 T 0 0 0 T 0 0 0 Cameron N T 452 538 744 Cameron N T 380 480 717 Cameron N T 436 536 761 R2 12 14 14 R2 11 14 14 R2 11 14 14 L 23 20 22 L 24 20 14 L 25 21 19 R1 693 701 832 R1 705 746 833 R1 659 677 789 SH29 W R 115 150 250 SH29 W R 120 143 259 SH29 W R 118 150 258 L1 12 12 16 L1 12 13 17 L1 12 12 16 T 0 0 0 T 0 0 0 T 0 0 0 L2 731 635 750 L2 734 671 771 L2 677 612 732 SH29/Oropi Oropi S T 328 181 225 SH29/Oropi Oropi S T 330 181 209 SH29/Oropi Oropi S T 318 179 219 R 210 134 145 R 210 134 144 R 217 136 149 L 270 203 184 L 269 203 203 L 275 203 187 Oropi N T 150 187 324 Oropi N T 144 185 332 Oropi N T 142 185 324 L 221 324 341 L 223 325 359 L 235 333 379 T 11 56 326 T 6 49 230 T 7 50 342 SH29 E L 129 131 228 SH29 E L 129 131 220 SH29 E L 133 133 228 R 352 279 335 R 351 278 287 R 366 284 348 T 1012 904 951 T 1004 899 1022 T 978 877 935 SH29 W R 178 186 273 SH29 W R 185 188 275 SH29 W R 184 187 274 L 23 48 4 L 28 51 4 L 47 48 3 T 1038 881 993 T 1020 882 969 T 961 854 921 SH29/Pokie Pokie E R 44 39 45 SH29/Pokie Pokie E R 44 39 44 SH29/Pokie Pokie E R 44 40 49 L 454 214 388 L 431 214 366 L 417 208 362 T 51 19 42 T 47 19 38 T 45 18 39 SH29 N L 1 2 12 SH29 N L 1 2 3 SH29 N L 1 1 4 T 870 894 883 T 880 887 920 T 883 880 906 R 185 177 172 R 187 175 172 R 185 176 170 SH29 S R 194 201 295 SH29 S R 183 202 301 SH29 S R 160 203 305 T 1054 922 1014 T 1046 920 997 T 1024 900 967 L 221 216 171 L 223 218 176 L 228 219 177 Pokie W T 20 17 36 Pokie W T 19 17 36 Pokie W T 16 17 35 L 165 179 244 L 164 179 243 L 164 179 245 R 170 206 242 R 172 206 243 R 176 207 243 SH36/Lakes SH36 N R 675 752 764 SH36/Lakes SH36 N R 635 625 731 SH36/Lakes SH36 N R 686 750 793 L 2 2 4 L 1 2 1 L 1 2 4 T 833 692 722 T 947 871 834 T 861 693 795 Taurikura L 8 13 12 Taurikura L 3 9 3 Taurikura L 9 11 10 T 15 23 42 T 11 22 40 T 14 22 38 R 148 207 507 R 164 254 509 R 189 223 462 Lakes R 347 136 90 Lakes R 218 128 102 Lakes R 292 135 115 T 40 25 55 T 34 23 27 T 31 23 29 L 2 12 1 L 41 30 7 L 1 12 1 SH36 S T 817 637 553 SH36 S T 831 741 736 SH36 S T 831 652 655 L 83 201 372 L 185 244 280 L 98 197 248 R 1 12 11 R 9 24 28 R 0 12 7 SH36/Kennedy Kennedy E T 220 52 38 SH36/Kennedy Kennedy E T 539 189 165 SH36/Kennedy Kennedy E T 219 52 35 R 197 120 121 L 159 91 94 R 212 118 122 L 191 96 110 Kennedy W T 29 45 132 L 185 95 102 Kennedy W T 31 48 169 R 45 69 159 Kennedy W T 31 48 165 L 12 99 134 SH36 S R 90 92 196 L 7 93 66 R 45 69 167 L 1158 621 627 R 44 69 170 SH36 N L 75 108 334 SH36 N L 89 132 402 SH36 N L 76 108 323 R 297 146 11 R 218 258 92 R 309 141 15 T 610 658 885 T 473 530 1064 T 666 679 920 SH36 S R 157 98 198 #N/A #N/A #N/A SH36 S R 117 96 213 L 364 81 74 #N/A #N/A #N/A L 340 77 70 T 692 631 681 #N/A #N/A #N/A T 711 650 722 SH36/Ring/Belk_Connection SH36 N T 397 501 994 SH36/Ring/Belk_Connection SH36 N T 527 594 1183 SH36/Ring/Belk_Connection SH36 N T 363 467 1015 R 450 323 168 R 150 97 133 R 533 376 177 SH36 S T 1109 526 621 SH36 S T 1151 616 650 SH36 S T 1068 489 589 L 635 319 337 L 621 298 340 L 677 353 359 Ring/Belk L 105 284 332 Ring/Belk L 97 97 173 Ring/Belk L 100 333 416 R 253 308 832 R 228 283 657 R 275 340 798 SH36/Merrick_Connection SH36 N T 378 457 832 SH36/Merrick_Connection SH36 N T 434 481 874 SH36/Merrick_Connection SH36 N T 380 455 838 R 272 352 994 R 322 395 967 R 258 352 976 SH36 S T 742 486 597 SH36 S T 786 499 620 SH36 S T 745 486 589 L 47 43 45 L 13 11 72 L 61 43 63 Merrick L 1001 359 361 Merrick L 986 415 370 Merrick L 1000 356 359 R 92 69 78 R 64 21 80 R 87 70 80 SH36/Pyes Pa Pyes Pa N T 479 482 446 SH36/Pyes Pa Pyes Pa N T 436 459 410 SH36/Pyes Pa Pyes Pa N T 474 485 447 R 126 90 76 R 104 60 100 R 146 79 88 Pyes Pa S T 608 520 548 Pyes Pa S T 588 503 541 Pyes Pa S T 613 524 558 L 663 439 565 L 695 451 593 L 661 449 564 SH36 L 136 122 223 SH36 L 107 72 212 SH36 L 131 122 232 R 334 404 688 R 391 430 742 R 337 403 686 SH36/Keenan SH36 S T 958 624 747 SH36/Keenan SH36 S T 980 618 763 SH36/Keenan SH36 S T 958 634 750 L 43 48 56 L 46 47 54 L 45 48 56 SH36 N T 495 567 885 SH36 N T 517 574 904 SH36 N T 494 567 878 R 318 319 249 R 310 315 248 R 316 321 254 Keenan R 37 37 72 Keenan R 37 37 75 Keenan R 36 37 71 L 312 336 367 L 304 335 370 L 316 340 371 SH36/Merrick SH36 N T 531 604 957 SH36/Merrick SH36 N T 554 611 979 SH36/Merrick SH36 N T 530 604 949 R 0 0 0 R 0 0 0 R 0 0 0 SH36 S T 995 672 803 SH36 S T 1019 666 818 SH36 S T 996 682 806 L 401 156 206 L 332 153 202 L 397 156 204 Merrick L 7 0 0 Merrick L 7 0 0 Merrick L 7 0 0 R 137 141 192 R 139 140 187 R 136 141 199 SH36/Joyce SH36 S R 95 71 97 SH36/Joyce SH36 S R 98 70 95 SH36/Joyce SH36 S R 104 70 97 T 847 546 645 T 854 548 649 T 835 547 645 Joyce L 101 75 120 Joyce L 95 74 114 Joyce L 100 75 114 R 549 282 364 R 497 272 370 R 558 291 364 SH36 N T 493 529 912 SH36 N T 509 532 921 SH36 N T 491 529 919 L 175 216 237 L 184 220 246 L 175 216 230

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10/05/2016 10:46 a.m. 127 The Western Corridor Study Final Report_SGIC 18 MAY (A7094146).docx As for previous scenarios, a sectoral trip tables for each peak period are available for each model run (sectors 5 to 11 relate to Western corridor growth areas). These are useful as the basis for further analyses of travel Demand Management and Public Transport Policies.

Table 7 Scenario 3A: 2031+ Trip Tables S3A

AM 1 2 3 4 5 6 7 8 9 10 11 Total 1 12744 4634 327 186 79 225 71 102 121 323 77 18891 2 2765 13307 1150 269 125 328 141 182 223 719 199 19406 3 487 2073 3481 135 64 92 55 76 110 305 114 6992 4 176 282 92 36 13 35 20 38 56 94 41 882 5 134 284 65 26 141 112 29 111 55 104 22 1083 6 342 849 112 62 126 317 93 188 100 245 63 2497 7 145 431 81 34 32 108 100 116 74 187 55 1363 8 160 457 83 56 98 159 103 333 121 246 65 1881 9 36 115 34 29 14 22 16 37 106 150 29 588 10 113 438 99 42 28 66 44 77 138 451 59 1554 11 116 426 123 46 17 58 42 53 74 163 133 1252 Total 17218 23296 5647 921 736 1521 713 1313 1179 2987 856 56387

IP 1 2 3 4 5 6 7 8 9 10 11 Total 1 12580 3382 334 172 71 231 89 99 49 218 79 17304 2 3495 16350 1345 263 139 453 193 223 139 721 239 23560 3 339 1332 3528 100 54 77 56 63 42 169 102 5860 4 178 252 108 35 19 45 25 44 37 60 43 846 5 72 143 56 19 87 95 32 107 21 53 19 704 6 230 456 84 43 99 270 96 162 37 142 56 1676 7 89 201 59 23 31 96 88 94 25 98 47 851 8 99 233 66 42 105 154 95 304 56 151 53 1358 9 44 126 41 35 19 34 23 53 124 184 38 722 10 200 703 167 58 49 132 91 141 183 685 105 2514 11 77 249 111 39 18 54 45 51 39 107 127 917 Total 17403 23426 5899 829 691 1640 833 1341 751 2588 909 56311

PM 1 2 3 4 5 6 7 8 9 10 11 Total 1 15685 3517 572 155 130 381 159 172 34 184 120 21109 2 5095 16529 2271 336 289 846 433 460 128 718 437 27543 3 334 1380 4379 91 63 110 83 85 34 156 136 6850 4 200 332 178 53 33 87 51 84 48 77 77 1220 5 76 155 69 18 125 131 46 139 20 60 28 868 6 232 397 100 46 143 364 126 210 28 135 71 1853 7 69 163 61 25 37 117 114 116 19 98 57 876 8 101 213 86 47 140 198 137 379 44 147 73 1563 9 107 203 104 63 55 94 72 118 103 181 82 1182 10 311 777 323 106 115 268 214 270 155 759 195 3492 11 74 222 135 49 27 72 66 72 32 111 170 1030 Total 22285 23888 8277 987 1158 2669 1501 2104 643 2628 1445 67586 Western Corridor Land Use and Transport Modelling Report (Draft v7)

SH29 preferred route- NZTA Business Case Process

At the time of writing, NZTA and their contractor OPUS were in the process of developing a Multi- Criteria evaluation of these three route alignments, as part of their Business Case planning process. The expected timeline for this process is outlined below:

Stage Description Outcome/Gate Likely Timing

2016

1. Objectives and ILM Consider the refinement of Agree ILM and Early March the ILM and objectives Objectives for

2. Intervention Options All the options that will be Agree list of Early March loaded into programmes options (including SH work, local roads, PT, traffic demand), and those that should not be given a second thought.

3. Programme Long List All the programmes that will Agree Long List of Late-March be considered in the Multi Programme and Criteria Process (MCA). The MCA. weightings of the MCA need agreement.

4. Programme Short List The MCA will identify 3 to a Agree short list Early April maximum of 5 short listed and rationale. programmes. The rationale, risks and opportunities, and costs are considered.

5. Recommended Programme Business Case Agree Late April / Programme recommendation recommendation May

6. PBC Draft Document Review draft PBC Review and agree May and for NZTA Governance PBC June process The outcome of this State Highway 29 route decision will strongly influence the emergent land-use and transportation pattern. However, the modelling scenarios evaluated have provided some assurance that reasonably robust network responses are available to support growth in this sub- area.

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Global run statistics: Wider Impacts

For each scenario mitigation of bottleneck links and junctions were only applied within the study area, not beyond. This has resulted in unresolved LOS “F” on a number of surrounding parts of the wider network that have not been addressed as part of the study scope.

However, the global model run statistics can be used as a crude indicator of their relative impacts between scenarios (aggregated congestion, travel distance metrics).

Table 8 provides the global statistics for the Tranche 1 model runs and a percentile change relative to the Base case. It can be seen that S2 Keenan Road would perform quite similarly to the Base case. The Scenario 7 cases are quite similar to one another, but have approximately 10 to 15% more travel time and vehicle km travelled than the Base case (due to a combination of congestion and new growth trips on the network).

Table 8 Tranche 1 Model Global Statistics

Percentage Comparisons Scenario Period Veh-km Veh-hr Average Speed Scenario Period Veh-km Veh-hr Average Speed Base AM 716,338 11,513 62.2 Base AM 100.0% 100.0% 100.0% IP 623,745 9,966 62.6 IP 100.0% 100.0% 100.0% PM 823,837 13,951 59.1 PM 100.0% 100.0% 100.0% S2 AM 724,916 11,617 62.4 S2 AM 101.2% 100.9% 100.3% IP 632,748 10,104 62.6 IP 101.4% 101.4% 100.1% PM 836,155 14,217 58.8 PM 101.5% 101.9% 99.6% S7_Original AM 796,692 13,083 60.9 S7_Original AM 111.2% 113.6% 97.9% IP 703,711 11,341 62.1 IP 112.8% 113.8% 99.1% PM 922,591 16,035 57.5 PM 112.0% 114.9% 97.4% S7A AM 806,643 12,978 62.2 S7A AM 112.6% 112.7% 99.9% IP 710,023 11,358 62.5 IP 113.8% 114.0% 99.9% PM 933,703 15,968 58.5 PM 113.3% 114.5% 99.0% S7B AM 803,152 12,962 62.0 S7B AM 112.1% 112.6% 99.6% IP 706,333 11,341 62.3 IP 113.2% 113.8% 99.5% PM 926,583 15,850 58.5 PM 112.5% 113.6% 99.0%

Table 9 compares the three alternative networks and routes for SH29 with the Do Minimum network which has the same demand but a minimally mitigated network. As expected, the vehicle km travelled is similar to DM, representing a slight decrease in average trip length. However, due to the network improvements, there is a 10-11% improvement in AM peak travel times and an 8-9% improvement in PM peak travel times when compared with the Do Minimum network. These global statistics do not indicate a strong performance bias in favour of any particular route. However, the network improvements have not been costed, nor have the exact form and layout of mitigation at the junctions been determined.

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Table 9 Tranche 2 Model Global Statistics

TRANCHE2 SCENARIOS Scenario Period Veh-km Veh-hr Average Speed S3A AM 780,688 12,889 60.6 IP 683,881 10,973 62.3 PM 900,645 15,340 58.7 S3B AM 782,021 12,816 61.0 IP 684,908 10,933 62.6 PM 901,611 15,315 58.9 S3C AM 783,129 12,869 60.9 IP 685,615 10,966 62.5 PM 905,480 15,380 58.9 DM AM 764,618 14,379 53.2 IP 675,485 11,139 60.6 PM 879,678 16,776 52.4 change vs DM

Scenario Period Veh-km Veh-hr Average Speed S3A AM 16,070 -1,490 7 IP 8,396 -166 2 PM 20,967 -1,436 6 S3B AM 17,403 -1,563 8 IP 9,423 -206 2 PM 21,933 -1,461 6 S3C AM 18,511 -1,510 8 IP 10,130 -173 2 PM 25,802 -1,396 6 DM AM 0 0 0 IP 0 0 0 PM 0 0 0

%change vs DM

Scenario Period Veh-km Veh-hr Average Speed S3A AM 2% -10% 14% IP 1% -1% 3% PM 2% -9% 12% S3B AM 2% -11% 15% IP 1% -2% 3% PM 2% -9% 12% S3C AM 2% -11% 14% IP 1% -2% 3% PM 3% -8% 12% DM AM 0% 0% 0% IP 0% 0% 0% PM 0% 0% 0%

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References

Austroads. Guide to Road Design. n.d.

Austroads. Guide to Traffic Management. n.d.

BECA. Summary of TTM Modelling for the Western Corridor. December 2015.

Harrison Grierson. Tauriko/Pyes Pa Urban Growth Sensibility Assessment: Concept Report. August 2015.

MH.docx, C:\Users\brob\Documents\SmartGrowth3b\WesternCorridor\Literature\Tauriko Parts A and B v0.13. C:\Users\brob\Documents\SmartGrowth3b\WesternCorridor\Literature\Tauriko Parts A and B v0.13 MH.docx. n.d. C:\Users\brob\Documents\SmartGrowth3b\WesternCorridor\Literature\Tauriko Parts A and B v0.13 MH.docx.

NZ Transport Agency. The Strategic Future of the Primary Road Network in Tauranga's Western Corridor. December 2015.

NZTA. Managing Travel Demands across the Tauriko Transport Network: Strategic Case & Project Plan for a Programme Business Case (Version 0.13). June 2015.

NZTA. Western Corridor Strategic Study - Land Development and Transport Network Scenario Testing. September 2015.

OPUS. NZTA Southern Options for SH29. n.d.

Project Management Plan: Option 3b Settlement Review - Western Corridor Strategic Study. March 2015.

Tauranga City Council. Western Corridor Land Use Options and Transport Network Options. July 2015.

Tauranga City Council. Western Corridor Planning Constraints Study (Draft) (A6589488). October 2015.

Tauranga City Council. Western Corridor Strategic Study - Background Documents. July 2015.

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133 Sketch Plan Scenarios

MAX DEVELOPABLE 2016 BASE YEAR UGA LAND USE YIELD TESTED DEVELOPED YIELD A: Tauriko Business Industrial 260ha 28.5ha Estate B: Tauriko Crossing Commercial 60,000m2 6,869m2 C: The Lakes Residential 3,000 dwelling units 681 dwelling units D: Keenan Road Residential 1,500 dwelling units E: Tauriko West Residential 3,000 dwelling units F: Belk Road South Industrial 50ha G: Upper Belk Road Residential 6,000 dwelling units No new development H: Merrick Road Residential 2,500 dwelling units I: Upper Joyce Road Residential 2,000 dwelling units

DAILY (EXTERNAL) TRAFFIC GENERATION RATE LAND USE High: 2016 Base and Low: Scenarios 1A – 7A Scenarios 1B – 7B Industrial (A and F) 91 trips/ha 182 trips/ha Commercial (B) 0.5 trips/m2 0.55 trips/m2 Residential (C, D, E, 3.75 trips/dwelling unit 6 trips/dwelling unit G, H, I) (household) (household)

134 135 136 137 138 139 140 TTM model run inputs and outputs: TRANCHE 1

Beca Modelling Report Appendix A to be included here (double click pdf file icon)

Appendix A.pdf

141 TTM model run inputs and outputs: TRANCHE 2

Beca Modelling Report Appendix B to be included here (double click pdf file icon

Appendix B.pdf

142 Appendix 3

WESTERN CORRIDOR PLANNING CONSTRAINTS STUDY

Report By:

The Western Corridor Project Team

143 Western Corridor Planning Constraints Study

Purpose:

To understand the planning constraints in the western Corridor study area, to help determine a draft land use form and extent of potential future development.

Background and Process:

The Western Corridor Strategic Study is part of group of projects under the SmartGrowth 3b Settlement Pattern Review programme. It is a high-level project that seeks to review the potential for urban development in the western corridor of Tauranga, beyond a 10 year planning horizon. This project has a number of components – scenario development, land use and transport modelling, infrastructure feasibility assessment, planning assessment, etc. This part of the project focuses on identifying potential planning constraints that may influence the shape, size and feasibility of future urban development.

The Western Corridor study area is outlined in Figure 1 below. It includes land in both the Western Bay of Plenty District Council, Tauranga City Council boundaries. In addition the Bay of Plenty Regional Council has jurisdiction over the study area. Accordingly, assessments of planning constraints are to be undertaken by each of these councils, relevant to their area of responsibility. As a guide, an initial assessment of possible development yield from urban development has been undertaken and been included in figure 1, over page.

144

Landscape and Amenity:

Planning Constraint topic: outstanding natural features and important amenity landscape plan areas.

Tauranga City Council:

The operative Tauranga City Plan contains objectives, policies and methods to protect:

- outstanding natural features and landscapes, - important amenity landscapes - preservation of the natural character of the coastal environment, wetlands, rivers and streams - rural residential and rural landscape character

The City Plan maps identify some discrete, contained areas within the Western Corridor study area that are identified as important amenity landscape plan areas. These areas are restricted to the western most extent of the study area, immediately adjacent to the Wairoa River, south of Miles Lane, through to the boundary with Western Bay of Plenty District Council.

Rules in the City Plan restrict urban development (construction, erection of any building or structure) as restricted discretionary activities. Matters of discretion relate to height, scale, materials, colour, earthworks, effects on indigenous flora and fauna, impact on landscape feature.

The description of values for the Wairoa River valley refer to the importance of the river flats, lower rolling slopes that contribute to rural character. This area serves as a peri-urban boundary between rural and urban landscapes. Recognised values include ecological significance, moderate to high historical values, high Maori values, high open space and rural character.

A number of the provisions in the City Plan respond to the findings of the Wairoa River Strategy 2013. This non-statutory strategy was developed in order to recognise and provide for the unique environment of the Wairoa River catchment. It sets a context for its management and recognises the importance of the partnership between Tangata whenua, Western Bay of Plenty District Council and Tauranga City Council. The Vision reflects its role as a green corridor of high landscape and amenity value, enabling recreation, work environment and living.

The strategy seeks to find a balance between protection of wilderness values of upper catchment with passive and active recreation values in the lower reaches.

Western Bay of Plenty District Council

The WBOP District Plan provides for the protection of outstanding natural features, landscapes and viewshafts and these features are identified on the planning maps. The only one affecting the study area is the Wairoa River Landscape Management Area, where there are District Plan controls for 300m from the River. Controls relate to height and reflectivity of buildings, earthworks and vegetation clearance.

Implications for Urban Growth

The Wairoa River valley is the only area within the Western Corridor study area that is identified in both the City Plan and the WBOP District Plan as having important landscape and amenity values. It is notable that only a small proportion of the Wairoa River valley is identified as Important Amenity Landscape Plan Area, and this is adjacent to the Wairoa River itself. None of the remainder of the study area that falls within the jurisdiction of TCC and WBOPDC is identified as having either outstanding or important landscape or amenity values. The relatively small area that has been identified as an important amenity landscape plan area should not be overlooked, and protection of the landscape values in this area will be required.

Based, in part, on the recommendations of the Wairoa River Strategy, consideration of any future urban development in the area surrounding the Wairoa River needs to take into account the high value of this area to iwi and Hapu. At the very least, early consultation with relevant iwi and Hapu will be required, as will strong mitigation measures to ensure the mauri is unaffected and kai moana protected. Similarly, strong amenity controls will be required and these should be in concert with protecting recreational opportunities on the river and flood protection measures.

Recommendation

Given the importance of the landscape values of the margins of the river, the importance of this area to iwi and Hapu, and the risks associated with urban development to the mauri of the Wairoa River, it is recommended that formal consultation is undertaken with relevant iwi and Hapu before a decision is made about the urbanisation of the Western Corridor. Further, should urbanisation of this area go ahead, clear recognition and mitigation to protect the important amenity landscape of the area will be required.

Environmental:

Planning Constraint topic: special ecological areas

Tauranga City Council

The operative Tauranga City Plan contains objectives, policies and methods to protect the natural environment, and in particular the remaining best quality area of indigenous flora and fauna. Two special ecological area categories are provided for:

 Category 1 Special Ecological Area – prime areas for protection  Category 2 Special Ecological Area – representative areas for management.

The City Plan also has provisions to maintain and enhance areas of indigenous vegetation, outside the special ecological areas and the objective of reducing habitat fragmentation and isolation.

 Special Ecological Areas  Wairoa River and surrounds (includes cross-over with recreation issues)  Specific water issues – flooding, quality, etc.

There are no category 1 or 2 Special Ecological Areas within the Western Corridor study area. However the more generic indigenous vegetation clearance and reduction of habitat fragmentation would apply to the development of building and structures where these impinge of indigenous vegetation etc.

Western Bay of Plenty District Council

The District Plan has the primary objective of promoting the sustainable management of the remaining natural environmental resources of the District. It does this by identifying significant features on the planning maps which are governed by rules, plus a range of incentives to protect these and other features considered to be of value to the community. There are five separate ecological features identified in the study area. These are in the gullies at the southern extremity: one to the east of Belk Road and south of Lawry Lane which also coincides with a DOC reserve that goes further west and south; one further south and to the west of Belk Road; one to the west of Merrick Road, south of a line with Edward Avenue; and two TCC water catchment reserves to the west of Pyes Pa Road.

There is also a small DOC reserve on the western side of the Kopurererua Stream just south of the TCC/WBOPDC boundary.

Implications for Urban Growth

Special Ecological Areas are not a hindrance to urban growth in the TCC portion of the Western Corridor study area. Generic clearance provisions apply but could be addressed through various mitigation measures at the structure plan process stage. Within the WBoPDC area, should urban development occur, protection should be afforded to the identified ecological features.

Recommendation

Special Ecological Areas should not be a constraint to urban development of the Western Corridor study area.

Recreation:

Planning Constraint topic: Recreation

Tauranga City Council

The primary mechanism in the City Plan to provide for recreation is through ‘open space zones’ used for recreation, amenity, conservation, heritage and landscape. Types of open space are;

 Passive recreation  Active recreation  Conservation  Specific activities, such as camping grounds.

With the exception of the conservation zone, these zones seek to provide for sufficient open space for recreation and specific activities. Consideration of such zoning requirements occurs at the structure planning stage. The conservation zone however, applies to all land with the Tauranga City Council boundaries that borders harbour and coastal margins, or has significant cultural, heritage, landscape or ecological values. The overall intent of this zone is to keep these areas in an unbuilt or natural state.

Two locations within the TCC Western Corridor study area contain discrete areas zoned as ‘conservation’. These are located on planning map 62 (end of Miles lane, adjoining the Wairoa River) and map 77 (further south below Tauriko school again adjoining the Wairoa River).

Western Bay of Plenty District Council

The main recreation related feature within the study area is the Wairoa River. This is in terms of the water based activities on the river, and the esplanade reserve that is alongside. There is also a mountain biking track within the TCC water catchment that runs between Joyce Road and Oropi Road. The Pyes Pa Community Hall is at the southern end of the Merrick Road catchment.

Implications for Urban Growth

The two conservation zoned areas in TCC are small areas immediately adjoining the Wairoa River. Should urban growth occur in the broader area, these zones will need to be fully protected. Other recreation zones can be applied, as required, during structure planning processes. With regard to esplanades, there is one adjoining the Wairoa River and it is expected that with urban growth others will be identified alongside the other waterways in the study area. These in turn will be linked up by a variety of walkways and cycle-ways. Other recreation zones can be applied as required during structure planning processes.

Recommendation

Recreation zones, including conservation zones, should not be a constraint to urban development of the Western Corridor study area.

Cultural and Historical:

Planning Constraint topic: significant Maori areas, archaeological sites, historical trees and historical sites.

Tauranga City Council

The operative Tauranga City Plan contains objectives, policies and methods to identify and protect the City’s historical heritage, Maori heritage, heritage trees and archaeological sites.

The heritage provisions within the City Plan identify those individual buildings, objects, places or areas that are significant enough to warrant recognition and protection.

There are no historical sites identified within the Western Corridor study area.

The City Plan identifies areas that are culturally significant to Tangata Whenua as Significant Maori Areas. These areas are included in the City Plan where subdivision, use and development of these areas could compromise the cultural values and relationships with the Significant Maori Area.

There are no Significant Maori Areas identified in the City Plan maps within the Western Corridor Strategic Study Area.

Particular trees may have historical associations with the City which provide historical or cultural value. There are no identified historic trees located within the Western Corridor study area.

Significant Archaeological Areas are identified within the City Plan to ensure that their values are appropriately managed through subdivision, use and development.

There are no Significant Archaeological Areas identified within the Western Corridor study area. There are a number of sites however identified through the New Zealand Archaeological Association records. These sites have been included in the attached document. To modify, damage or destroy any of these sites must be dealt with through the Heritage New Zealand Pouhere Taonga Act 2014. This is not considered a constraint to the study area.

Western Bay of Plenty District Council

The study area is within the rohe of three Hapu: Ngai Tamawaraho, Ngati Kahu and Ngati Ruahine. The former two have Hapu management Plans that have been lodged with Councils.

The Ngati Kahu Hapu Environmental Management Plan (2011) “Te Awaroa” has a section on the Wairoa River that describes the river’s special relationship and significance to the Hapu in terms of its mauri, and cultural, spiritual, and environmental well-being.

There are a number of sites of interest to the three Hapu. These have been identified in several ways: Cultural Heritage Features in the District Plan; NZAA archaeological sites; other features that have been identified by Hapu in conjunction with Council for a future plan change.

In terms of the geographic spread of sites, the Belk Road catchment is the most affected, with the Keenan/Merrick/Joyce and Tauriko West catchments only having a small number of sites. They are all middens or pits, with a Pa site on Belk Road (opposite Melville Road).

Implications for Urban Growth

A number of archaeological sites have been identified that would require further investigation as part of any future urban development.

Recommendation

Significant Maori areas, Significant Archaeological Areas, Historical trees and Historical sites should not be a constraint to urban development of the Western Corridor study area. However, should urban development occur, early structure planning work must include comprehensive consultation, with appropriate iwi and Hapu, to actively identify cultural sites. This should lead to recognition and protection of important cultural sites and an urban form that is cogniscent of Maori tradition, values and sites within the Western Corridor.

Planning Constraint topic: Iwi Management Plans

Tauranga City Council

Chapter 2 of the City Plan – The Context of the Plan, identifies the role that Iwi Managment Plans have in relation to the Plan making process. These documents must be taken into account when preparing the Plan (including changes to the Plan) and thus have an influence on the control of subdivision, use and development of land.

In addition matters for all controlled subdivision require consideration of cultural values (in addition to rules relating to identified sites) to recognise development process may lead to as yet unidentified sites being identified.

Chapter 7 Heritage – Section C Purpose of the Maori Heritage provisions contains the following objective and policy:

7C.4.5 Objective – Recogition of other Ancestral Areas

To recognise and provide for the relationship of Tangata Whenua with their ancestral lands, water, areas, waahi tapu and other taonga through other methods.

7C.4.5.1 Policy – Recognition of other Ancestral Areas

Recognising other ancestral areas not currently recognised as Significant Maori Areas through GIS alert layers, Iwi/Hapu Management Plans or Iwi/Hapu Protocols

Iwi and Hapu for the Western Corridor Study Area

For completeness it is noted that at an iwi level, Te Kahui Mangai (the government register of iwi authorities) identifies that the study area falls within the areas of Ngati Pukenga, Ngati Rangi and Nga Potiki and Ngati Ranginui. Ngati Ranginui is the iwi for the Hapu within the study area.

At a Hapu level the Western Corridor Study Area falls within the area of interest of Ngati Hangarau, Ngati Kahu, Ngai Tamarawaho and Ngati Ruahine (See Attached Map).

Of these Hapu Ngati Kahu and Ngai Tamarawaho have existing Hapu management plans that have been formally lodged with Council. Ngati Hangarau is currently preparing Hapu management plans with funding assistance from Council through its Iwi Hapu Management Plan Fund.

Ngati Kahu Hapu Environmental Management Plan - the Wairoa River and its protection and enhancement is a focus of the Ngati Kahu Environmental Management Plan reflecting the special relationship of Ngati Kahu with the Wairoa.

Te Mana Taiao o Ngai Tamarawaho Management Plan - Ngai Tamarawaho identify in their managment plan, that they seek greater input into development proposals in Tauriko Valley, Pyes Pa and Oropi. Concerns re impacts on Kopurererua Valley and stream and Waikareao estuary, Waimapu River and Significant Maori Areas (SMA’s) including identification of new SMAs.

Planning Constraint topic: TCC Protocols

All of the following Hapu have protocols with the Tauranga City Council:

Ngati Hangarau

Identified landmarks/sites of significance (in study area): Referred from protocol to Waitangi Tribunal report by Hapu and archaeological report by Ken Phillips.

Identify as Significant Issues: Wairoa River Valley Strategy, Te Ranga Battle Site, Southern Pipeline.

Ngati Kahu

Identified landmarks/sites of significance (in study area): Wairoa River “Ko te Awa tatou – ko tatou te Awa” “We are the river and the river is us”.

Identify as Significant Issues: Wairoa River Valley Strategy, any plan changes in the Wairoa/Bethlehem Area, Northern Arterial, Te Ranga Battle Site, Northern Arterial Route.

Ngai Tamarawaho

Identified landmarks/sites of significance (in study area): Kopurererua Valley, Te Ranga Pa Site.

Identify as Significant Issues: Kopurererua Valley, Te Ranga Battle Site, Southern Pipeline, Strategic Roading Network. Ngai Tamarawaho also has a memorandum of understanding with TCC about monitoring Major City Infrastructure Projects earthworks.

Ngati Ruahine

Identified landmarks/sites of significance (in study area): Te Ranga Pa Site.

Identify as Significant Issues: Te Ranga Battle Site, Southern Pipeline

Ngati Ranginui

Identify as Significant Issues: Wairoa River, Te Ranga Battle Site, Southern Pipeline

Ngaiterangi

Identify as Significant Issues: Te Ranga Battle Site, Southern Pipeline

Ngati Pukenga

Does not have a TCC Protocol.

Implications for Urban Growth

Engagement and involvement of Hapu in considering potential development in the area is essential at an early stage of the study. This will help to build the relationships and protocols between Council and Hapu in the area, including preliminary directions/recommendations arising from this study.

Recommendation

Given the importance of this area for iwi and Hapu, their cultural sites and strong links to the area, early engagement with iwi and Hapu is required. This should not be narrowly focused on “cultural sites and features” but take a broader, more holistic approach to engagement with infrastructure and potential discharges to land or water (especially the Wairoa River) as a significant matter of concern.

Geophysical:

Planning Constraint topic: topography of the land.

Tauranga City Council and Western Bay of Plenty District Council

A desktop analysis has been undertaken of the topography of the land in the study area falling with the boundaries of TCC. This can indicate potential issues such as erosion within the Western Corridor Study area. Extensive investigation of the Tauriko Business Estate and Pyes Pa West study areas has already been undertaken and therefore has not been considered any further.

As the Wairoa River runs along the Tauriko West area, the site has a gradual rise from the river towards the east. There is a steep gully with difficult terrain to the north of the site. Preliminary investigations have already been undertaken across the site concluding that with earthworks, the site provides sufficient yield for viable development.

Consultants were engaged to investigate how developable the Keenan Road area is and what is a feasible, potential yield. The Keenan Road area is characterised by two terraces, split by an incised gully running north/south through the middle, and a low lying terrace along the western edge that is wide enough to suggest a potentially developable area in the northwest. Pyes Pa Road sits on the top of the first terrace, which then slopes off toward the west and into the first gully. Close to the gully the side slopes steepen and drop to the floor of the gully approximately 25 metres. In the northern part of the study area the gully is fairly narrow, but south of Keenan Road, this gully is quite wide. The western and northern edge of the terrace is clearly defined by steep escarpments, dropping some 53 metres to the western valley floor being the Kopurererua Stream Valley. The study found that the gradients assessed for the majority of the developable areas would be sufficient to yield an average of close to 15 lots per hectare.

Implications for Urban Growth

In the development of these areas, there are no significant implications for growth, however extensive earthworks will be required for cut and fill. Further investigation may be required to consider the costs of earthworks required to provide developable land. Preliminary investigations are that these areas are economical to pursue to the next stage.

Recommendation

The topography of the land is not a constraint to urban development of the Western Corridor study area.

Planning Constraint topic: current land use and ownership

Tauranga City Council and Western Bay of Plenty District Council

A desktop analysis has been undertaken of the current land use and ownership patterns within the Western Corridor Study area. The Tauriko West area shows large private land holdings that are currently used for light grazing and some small kiwifruit orchards.

The Tauriko Business Estate is already zoned for industrial purposes with a small portion of the land to the north zoned Commercial. This area is currently being developed for these purposes. Land to the south of this area is in kiwifruit and avocado orchards. These land holdings are in private ownership.

Pyes Pa West is already zoned for residential purposes, with the majority of the land already developed. This area has been sold for private ownership with areas vested in Tauranga City Council for stormwater, roading and reserves.

The Keenan Road area has large private land holdings that are currently used for kiwifruit and avocado orchards, as well as a number of smaller lifestyle properties. To the north of the Keenan Road area, along Pyes Pa Road, a new private school has been established, which caters from Year 1 to Year 13.

Both the Western Bay of Plenty District Council and Tauranga City Council GIS systems have indicated that there are no significant areas of land that are in Maori ownership.

Implications for Urban Growth

The potential planning implications are largely restricted to possible contaminated sites, as a consequence of orcharding, and the potential for reverse sensitivity issues as new urban areas push into existing areas of orcharding. The contaminated land issue is addressed elsewhere in this report. The reverse sensitivity issue can be managed during the structure planning and subsequent resource consent stages.

Recommendation

The current land use and ownership should not be a constraint to urban development of the Western Corridor study area

The Bay of Plenty Regional Council

Geophysical Issues

Planning Constraint Topic: Versatile Soils

Discussion

The operative Bay of Plenty Regional Policy Statement contains Policy UG 18B: Managing rural development and protecting versatile soils.

The policy states that particular regard will be given to whether proposals result in a loss of the productivity of the rural area, including loss of versatile land, and the cumulative impacts that would reduce the potential for food and other primary production. The policy applies to land outside of existing and planned urban-zoned areas, or outside the urban limits, and therefore is relevant only to parts of the study area that are outside the urban limits or urban zoned areas.

The reason for this policy is that soil is a finite resource which needs to be managed and sustained for future generations.

It is noted within the policy that with respect to planned urban development it is inevitable that some versatile land will be lost to productive use. This loss should be minimised through efficient use and development of the land resource.

Versatile land is land under the New Zealand Land Use Capability (LUC) Classification System categorised as Class 1, 2 or 3. 23 Map A (attached) shows the LUC classification for land blocks within the Western Corridor identified by the study.

The dominant LUC classification in Upper Belk Road, Keenan Road, Merrick Road and Upper Joyce Road is Class 3e 2 – which is considered versatile land. Class 3 land is suitable for cultivated crops, vineyards and berry fields, pasture, tree crops or production forestry, and within these blocks these uses are occurring. Class 3 has moderate physical limitations for arable use, with a susceptibility to erosion when cultivated. This is true of these land blocks, as identified by the “e” following the dominant class number 3.

Belk Road South is dominated by Class 6e 4. This LUC classification is not considered suitable for arable use; however it is suitable for grazed pasture, tree crops and/or forestry. Generally it is considered stable

23 LUC information is from the New Zealand Land Resource Inventory, a national database of physical land resource information. It comprises two sets of data compiled using stereo aerial photography, published and unpublished reference material, and extensive field work: 1. An inventory of five physical factors (rock type, soil, slope, present type and severity of erosion, and vegetation). A 'homogeneous unit area' approach is used to record the five physical factors simultaneously to a level of detail appropriate for presentation at a scale of 1:50,000. 2. A Land Use Capability (LandUseCapability) rating of the ability of each polygon to sustain agricultural production, based on an assessment of the inventory factors above, climate, the effects of past land use, and the potential for erosion.

productive hill country, with moderate erosion potential. Again the “e” after the Class 6 classification identifies that erosion is the main physical limitation of soils at Belk Road South.

Tauriko West has a large area of land classified as Class 4e2. Class 4 land has severe limitations for arable use, and is suitable for only occasional cropping. It is suitable for pasture, tree crops or production forestry. Erosion is the dominant physical limitation.

The Tauriko West block also includes an area with LUC classification 2s 1. This is the flat block directly behind the primary school and service station. Class 2 land is considered very good land with only slight physical limitations. It is suitable for many cultivated crops. The “s” refers to a soil limitation, which can be due to shallow soil profiles, subsurface pans, stoniness, rock outcrops, low soil water holding capacity, low fertility, salinity or toxicity.

There is a smaller low lying area of Class 3w 1 land within the Tauriko West block. This area has versatile soils however the “w” indicates a wetness physical limitation, where a high water table, slow internal drainage and / or flooding limits potential use of the land.

Implications for Urban Growth

While land identified as Class 3 is considered versatile land, this classification applies widely across the identified blocks for potential future urban growth (with the exception of Belk Road south). No one block could be considered more constrained or worthy of protection than another.

Within the Tauriko West block, the block of Class 2 land could be an area worthy of protection, however as this area is situated largely in the middle of the block it does not easily lend itself to being excluded from a structure planning exercise.

The block within the Tauriko West area with a LUC classification of 3w 1 is likely to be constrained for development, indicated by the ‘wetness’ physical limitation. This is a reasonably small area within the overall block.

Recommendation

Under Policy UG 18B of the RPS any loss of versatile land, should be minimised through efficient use and development of the land resource. This Planning Constraints Study is part of the wider Option 3B Settlement Review project, which aims to determine the optimum land use for the western corridor that aligns with SmartGrowth aspirations. The study can be viewed as determining the efficient use and development of the land resource within a broad context, and is therefore the appropriate place for determining whether versatile land should be identified for future urban use. Retaining versatile land should be a material consideration in determining the optimum use of land through the Option 3B Settlement Review project and any subsequent structure planning process.

Planning Constraint Topic: Contaminated Land

Discussion

The operative Bay of Plenty Regional Policy Statement contains no policies specific to urbanisation of land that is potentially contaminated from production use. However, policy IR 1B (Applying a precautionary approach to managing natural and physical resources) provides useful context and requires caution to be applied to situations with uncertainty and potentially serious impacts as might be the case should people ingest contaminated produce or materials. Policy IR 1B echoes (more generically) requirements of the National Environment Standard (Contaminated Land) Regulations (NES) which prescribe (Clause 8(4)) that:

Subdividing or changing use (4) Subdividing land or changing the use of the piece of land is a permitted activity while the following requirements are met: (a) a preliminary site investigation of the land or piece of land must exist: (b) the report on the preliminary site investigation must state that it is highly unlikely that there will be a risk to human health if the activity is done to the piece of land: (c) the report must be accompanied by a relevant site plan to which the report is referenced: (d) the consent authority must have the report and the plan.

The NES applies to territorial authorities stipulating they may not classify land for urban development as a permitted activity where the risk assessment determines that there is a potential or actual risk to human health for the intended land use. Land that cannot meet the requirements of a permitted activity requires resource consent. The resource consent application requires a detailed site assessment which is inclusive of a desktop assessment and intrusive investigation covering the specified piece of land. The investigation must be completed and certified by a suitably qualified and experienced practitioner in accordance with the current editions of both the Ministry for the Environment (MfE) Contaminated Land Management Guidelines No.1 and No.5. The detailed site investigation is required to show that the soil contamination does not exceed the applicable standard for the intended land use and the risk from contaminants on the land is considered acceptable for the site to be developed. If the detailed site investigation shows the soil contamination exceeds the applicable standard for the intended land use, the land will require remediation (clean up) or management for the development to be approved.

In 2004 Councils of the BOP region commissioned a report24 looking into the potential for soils to be contaminated with agrichemical residues. It found that orchards had the highest level of residential use exceedances with 59 % of samples exceeding a trigger level. Samples from glass houses/market gardens exceeded respective trigger levels in 43% of samples, followed by kiwifruit at 38%. It should be noted that this survey deliberately avoided “hotspots” and is indicative only. The maximum values recorded generally (i.e. excluding copper) exceed soil contaminant standards for human health for inorganic substances outlined in the NES regulations (i.e. were at concentrations the NES says requires further investigation).

24 Background Levels of Agrichemical Residues in Bay Of Plenty Soils. A preliminary technical investigation.

SEM NZ Limited. 2005.

Within the Western Corridor study there are in excess of 240 sites recorded as “Persistent pesticide bulk storage or use including sports turfs, market gardens, orchards, glass houses or spray sheds”. Based on a comparison of the 2005 survey results and requirements of the NES regulations the majority of sites will require a detailed site investigation before or if they are to be urbanised.

Implications for Urban Growth

As noted above, it is a requirement of the NES that potentially contaminated sites be investigated and that development not be “permitted” unless it is highly unlikely that there will be a risk to human health if the activity is done to the piece of land. The 2005 research indicates a proportion of the sites within the study area are likely to exceed standards for residential use (noting the standards needing to be met differ based on the type of residential use).

Recommendation

Considering the overall precautionary approach adopted by the RPS and the large number of HAIL sites recorded on the subject land it is recommended a more detailed study be undertaken as part of the structure planning process.

Environmental Issues

Planning Constraint Topic: Water Quality

Discussion

The Stormwater Management Guidelines for the Bay of Plenty Region (2012) (‘the Guidelines’) provide a good overview of the water quality issues typically associated with catchment development. They note Sediment; Metals (including zinc, copper, and lead); Oils and grease; Oxygen demanding substances (decomposition of organic debris); Nutrients (predominantly nitrogen and phosphorus); Pathogens (human and animal wastes); Litter; Others (e.g. pesticides, herbicides, waste paint, solvent and oils) can be associated with urban stormwater runoff.

Compared with general rural runoff, runoff from urban land will typically be of a higher quality except for Oils/Greases, Metals and Litter (etc.), and during construction when silt runoff can be very high. These effects can be managed via specific design in accordance with the TCC Infrastructure Development Code and relevant resource consent conditions; typically via requirements for vegetated swales, detention ponds and devices to trap grease and other contaminants.

Pages 16 & 17 of the Guidelines suggest habitat protection best protects biotic integrity, with structural (i.e. detention ponds etc.) facilities crucial in more developed catchments to prevent extreme habitat loss. In practice, new development areas such as those proposed for the Western Corridor deploy a combination of habitat improvements (for example, riparian planting, stock exclusion, reshaping channelized streams) and engineering to maintain or improve hydraulic characteristics (i.e. the potential for damaging peak flows as a result of less onsite detention).

Given the terrain involved in the Western Corridor, particular care will be needed to manage stormwater release into natural water courses.

The following table from the Guidelines illustrates the sensitivities of different receiving environments to stormwater:

The Bay of Plenty Regional Water and Land Plan classifies waters in the Western Corridor as Regional Baseline and Aquatic Ecosystem (Bay of Plenty) (indicated by Blue and Green lines in the image below):

Reflecting their more degraded values, discharges in ‘Regional Baseline’ streams may be of a slightly lower quality than those into waterbodies rated ‘Aquatic Ecosystem’ (see schedule 9 of the plan). As noted above, for Regional Baseline receiving environments (in particular) there is a potential to improve instream values.

Implications for Urban Growth

The potential for well managed stormwater leaving the development area to significantly adversely affect water quality is remote, particularly given the degraded values in some of the receiving waters. A number of techniques including detention, wetland and biological filters, and low impact designs are available which could improve water quality. The Guidelines in conjunctions with TCCs own Design Guidelines are useful to design effective stormwater solutions.

Recommendation

It is recommended TCC and WBoPDC follow the Guidelines to achieve an improvement in water quality as a consequence of catchment development. Care will be needed to manage silt runoff during construction and in the Wairoa catchment which has received very little urban development.

Planning Constraint Topic: Flood Hazard Assessment

Discussion

The Western Corridor area stretches over three river catchments (Wairoa, Kopurererua and Waimapu) each with existing flood hazard issues.

Post development urban areas can have significantly increased stormwater discharge compared to their pre-development runoff through a combination of increase in impervious surfaces and a change of flow characteristic of the area. If no mitigation is put into place, post development runoff hydrographs are typically steeper, have a higher peak flowrate, increased volume and the peak occurs sooner compared to pre-development causing rapid and potentially damaging scour and flood effects downstream. The Upper Belk Road and Keenan Road areas, in conjunction with existing development in Pyes Pa (i.e. the Lakes), will potentially compound downstream flood risks potentially affecting Industrial activities in the Judea Industrial Area with potentially high consequences for the Waikaraeo Estuary and beyond.

Policy IR 2B of the RPS is to have regard to the likely effects of climate change, including predicted increase in rainfall intensity, increases in annual mean temperature, and predicted increases in sea level. Policy NH 11B of the RPS requires the incorporation of climate change effects in natural hazard risk assessment. Projections of changes in sea level, rainfall, temperature, and storm frequency and severity should be incorporated into any flood hazard modelling work.

Any flood hazard assessment should also be in accordance with the BOPRC Hydrological and Hydraulic Guidelines 2012, or updated scientific information if available.

The Regional Water and Land Plan also contain policies relevant to flood mitigation. These are referenced in TCC’s Stormwater Management Guidelines.

Objective 30: - Integrated and comprehensive management of stormwater within a catchment or sub- catchment framework, where practicable.

Objective 33: The volume of stormwater from urban areas and other sources that utilise stormwater systems that discharge to streams, rivers and lakes is minimised.

Policy 50: To encourage city and district councils and roading authorities to plan, design, construct and maintain urban stormwater management systems within an integrated and comprehensive framework that: a) Avoids or mitigates adverse effects on rivers, streams, wetlands and aquatic ecosystems. b) Considers the total stormwater catchment, or sub-catchment as appropriate, including the interaction between different land uses in the catchment, and the effects of the discharge flow rate and volume on the existing hydrological system. c) Where necessary, improves the quality of stormwater discharged to the environment. d) Minimises the quantity of urban stormwater discharged to streams, rivers and lakes.

Policy 54: To require stormwater discharge rates and volumes, and stormwater discharge outlet structures, to be designed and managed to avoid or mitigate erosion and scour.

Policy 55: To encourage the minimisation of the volume of stormwater runoff discharged to the environment from urban areas.

Method 136: Advocate the city council and district councils to develop long-term stormwater planning strategies that: a) Address the adverse environmental effects of stormwater on water quality, natural hydrological systems, and aquatic habitats. b) Integrate urban planning and the provision of stormwater infrastructure for present and future urban growth. c) Include catchment based approaches to stormwater management. d) Take into account the need to protect identified sensitive ecological areas. e) Address the different management issues for residential, commercial, industrial and roading stormwater. f) Address appropriate stormwater management and treatment. g) Identify and map existing stormwater systems and areas where there is a high risk of stormwater contamination, and maintain accurate records of inputs of potentially contaminated stormwater into these systems. h) Monitoring of discharges to stormwater systems.

BOPRC understands a flood hazard model has been developed for the Kopurererua Stream urban area floodplain. BOPRC have not reviewed this model to date, but expect it will reflect the above requirements.

BOPRC is currently working with TCC in the Waimapu Stream Catchment as part of the Regional Flood Risk Project. The results from this work could benefit the Western Corridor Planning Constraints Project. Wairoa River Modelling is also about to commence, which will provide an integrated outcome to managing flood hazard risk in this catchment, and will also benefit the Western Corridor Planning Constraints Project.

It is assumed all modelling will assess flood hazard on a catchment-wide basis, taking into account all runoff generated in the catchment under both current and projected full development land use (including for the upper catchment areas within WBOPDC jurisdiction). This approach gives effect to Policy IR 3B of the RPS, which requires an integrated approach to resource management be taken.

Further assessment of flood hazard constraints can be made once modelling work is complete.

Implications for Urban Growth

Past experience shows the Kopurererua Valley is highly constrained with sensitive downstream land uses. As identified, flood hazard assessment and management should be done on a catchment-wide basis and, given the downstream sensitivities, on a precautionary basis. We expect detailed modelling will identify any implications for urban growth.

Recommendation

The Tauranga City Council Stormwater Catchments - 2D Modelling Programme includes the Kopurerua and Waimapu catchments and should give an indication of catchment flood constraints there.

We are aware of a number of historic flood concerns for the area which in our opinion are unlikely to have lessened over time, and may worsen as a result of climate change and catchment development. We strongly recommend preliminary modelling be undertaken to understand the extent of on-site flood mitigation required, its impacts on site yield, cost and the residual risk post development.

BOPRC would like to assist TCC with any modelling and, if required, to explore appropriate on and off- site mitigation.

It is recommended that:

 the Councils continue to work together from the initiation of flood hazard modelling projects to ensure an integrated approach  Flood hazard is assessed on a catchment-wide basis. This includes accounting for all runoff generated from the entire catchment area that drains to waterways and floodplains. It also includes accounting for current development and projected full development land use (including upper catchment areas within the WBoPDC jurisdiction) and accounting for big picture and local small scale stormwater management infrastructure  All modelling incorporates the effects of climate change, including projections for changes in sea level, rainfall, temperature, and storm frequency and severity. The most up to date scientific data should be used for projections  Tsunami hazard risks are assessed  Flood hazard and stormwater management must also include allowance for sediment management, erosion control, water quality and urban stormwater runoff treatment.

Planning Constraint Topic: Other Natural Hazards

Discussion

Other Natural Hazards relevant to the Western Corridor study area are major depressions and severe storms, volcanic hazards (primarily ash fall), and earthquakes (including ground deformation).

The 2014 Bay of Plenty Regional Hazards Assessment identifies the hazards, their likelihood and consequence, and manageability.

Of all the possible Hazards, the formation of major depressions and severe storms are considered most likely. These hazards can involve high rainfall, strong winds, storm surge and storm tides (affecting the coast). Management is directly linked to the management of flooding, which is addressed under its own topic within this report.

The May 2005 extreme rainfall event in Tauranga produced over 300mm of rainfall in 24 hours, resulting in significant flooding and land slips. The landslips resulted in the loss of 42 homes. TCC have the most up to date data and management techniques for this hazard. Terrain in much of the Western Corridor study area is similar to that affected in 2005 and development would therefore need to be carefully planned to take account of this type of hazard.

Volcanic hazards and earthquakes are generally categorised as low likelihood but with potentially major to catastrophic consequences. It is acknowledged these events are almost impossible to manage in terms of reduction.

Implications for Urban Growth

Change 2 to the RPS requires a risk assessment for all natural hazards. This needs to consider likelihood and consequence to establish the overall risk. Policy NH 7B then requires urban developments to achieve a low natural hazard risk after completion of the development. Having regard of all possible hazards, scrutiny of stormwater management and development setbacks to reduce the risk from land slippage appears warranted.

This is future, structure plan-focussed work, and does not act as a significant planning constraint on any of the study areas right now.

Recommendation

The outcomes of the Western Corridors study will identify priority areas for future urban development. It is recommended that in addition to flooding WBOPDC, TCC and BOPRC prioritise erosion/subsidence natural hazard susceptibility mapping and risk assessment within the identified areas.

Integrated Resource Management Issues

Planning Constraint Topic: Western Bay of Plenty Sub-Region Urban Limits

Discussion

RPS Policy UG 14B restricts urban activities outside of the urban limits identified in the RPS Planning Maps. The policy states urban activities shall not be developed outside the urban limits.

The urban limits are established under Policy UG 5A, with Method 14 providing methodology on how and when amendments to the urban limits may be made.

A review of the urban limits may be triggered by changes to the SmartGrowth Strategy, which could be recommended by the Option 3B Settlement Review Study may propose. Any amendments to the urban limits must meet the criteria of Method 16. Amendments will be considered only where they (summarised below):

 Promote and do not compromise an integrated and sustainable use of infrastructure and services and community facilities such as schools, libraries and public open space;  Do not compromise the implementation of the development strategy set out in Policy UG 4A, which sets the average net yield of dwellings per ha for greenfield and urban intensification areas  Do not adversely affect marae or Papakāinga areas nearby

 Meet the review conditions of Method 14 which requires specific triggers to be identified before a review will occur (changes to the SmartGrowth strategy is identified as a trigger)  Are triggered by a situation where there is insufficient development capacity in other parts of the sub-region  Are prompted by a situation where the development strategy of Policy UG 4A (which sets the average net yield of dwellings per ha) has failed in its intended purpose.

Implications for Urban Growth

The process to amend the urban limits set out in the RPS requires a robust analysis of the drivers of the need for change including a clear demonstration that any changes will not compromise the wider urban growth strategy.

Recommendation

The Option 3B Settlement Review project should explicitly address the criteria identified above in Method 16, to ensure clear justification for any future amendments to the urban limits.

Summary:

This Western Corridor Planning Constraints study, sought to identify whether any planning constraints existed that might either prevent the future urban development in the study area, or determine its shape and size.

Each of the councils that have statutory responsibilities in the area assessed the relevant planning constraints. Through this assessment, a number of issues were identified that would need to be addressed if urban development was to occur in the future. With the possible exception of cultural issues in the wider Wairoa area, none of these presented such a significant constraint as to prevent future urban development in the area. However, in seeking to mitigate these issues, the final shape and form of the area may be affected.

Cultural Importance of the Wairoa River

The most critical planning constraint identified was the cultural importance of the Wairoa River and to a lesser degree its importance as a recreation resource and role for flood management. The Wairoa River and its surrounds are of enormous importance to Maori. Iwi and Hapu have very strong historical and contemporary ties to the river and this is clearly articulated in the Wairoa River Strategy, Iwi Management Plans, and the Ngati Hangarau, Ngati Kahu, and Ngati Ranganui Hapu protocols with Tauranga City Council. It is notable, for instance, that Ngati Kahu Iwi Management Plan specifically seeks the protection and enhancement of the Wairoa River and protection of its mauri.

No direct engagement with relevant iwi and Hapu has occurred through the development of this report. However, given the importance of this area to iwi and Hapu and the risks associated with urban development in the Wairoa River catchment, it is recommended that formal consultation is undertaken with relevant iwi and Hapu before a decision is made about the potential urbanisation of the Western Corridor.

Contaminated Land

Approximately 240 sites within the study are have been identified by the Bay of Plenty Regional Council as contaminated sites. This is predominantly due to past and current orchards applying agri- chemicals. It is unclear what proportion of these sites exceeds standards for residential uses.

Flooding in Waimapu, Kopurerua and Wairoa Catchments

The three catchments within the western corridor study area all have some propensity to flood. While flooding activity can heighten as a result of urbanisation, this can be addressed through adequate mitigation measures. Accordingly, this issue should not prevent future urbanisation, however further work is recommended to model the flood potential of the catchments and to ascertain the level of mitigation required to prevent floods.

Conclusion:

It is the conclusion of this report that the only planning constraint that could prevent future urbanisation within the Western Corridor study area is the cultural importance of the Wairoa River. It is recommended that engagement with relevant iwi and Hapu occur to determine the feasibility of urbanisation of this area. Over and above this issue, it is important that any future planning for urbanisation recognise the issues that have been identified in this report and seek to mitigate the adverse effects related to these issues. This may influence the size and shape of the future urban area. Similarly, at the next stage in the process, early engagement with local residents is strongly recommended, as this too may influence the size and shape of the future urban area.

Appendix 4 Memorandum

To: Western Corridor Project team

From: Jon Fields – Planning Engineer- Waters

Subject: WESTERN CORRIDOR THREE WATERS ASSESMENT.

Date: 10 May 2016

Purpose of report The purpose of this report is to analyse the waste water servicing of proposed growth areas (residential and Commercial) to identify constraints to the western corridor growth area.

Scope of report. To undertake a desktop feasibility analysis of wastewater flow for the western corridor. The report does not cover financial modelling or detailed concept planning of the infrastructure within each growth area.

Background Smart Growth identified areas in the Tauranga City and adjacent Western Bay of Plenty District as having potential to accommodate projected population growth. The ability to efficiently provide infrastructure to growth areas is critical. Wastewater has been identified above water supply and storm water as the key service influencing development ability and sequencing. Supported by past SmartGrowth studies including “Wastewater Options and Opportunities in the Western and Southern Corridors” a desktop assessment has been undertaken on the wider area for waste water. This study considered:-  The predicted flow from each growth area  The ability of the existing infrastructure to cater for predicted flow  Sequencing of growth areas based on ability to service  Interconnectivity with existing infrastructure

The predicted yield from each growth cell was derived from the wider road assessment undertaken concurrently with this report.

Table 1. Land Use Assumptions

Area Name Land use Yield

A Tauriko Business Estate Industrial (zoned) 255ha of industrial land B Tauranga Crossing Retail (zoned) 44,000m2 net leasable retail area. 7ha Bulk retail 25 C Pyes Pa West Residential (zoned) 3000 total dwellings D Keenan Rd Residential (planning) 2000 total dwellings E Tauriko West Residential (possible) 3000 total dwellings F Belk Rd South Industrial (future) 100ha developable G Upper Belk Residential (possible) 6000 total dwellings H Merrick Road Residential (possible) 2,500 total dwellings I Upper Joyce Residential (possible) 2,000 total dwellings

Land use pattern details have not been set and flows are similar. Accordingly standard residential flow demands have been used. It is assumed that reticulation is provided on standard gravity systems and pump stations where necessary. It is also assumed that TCC will not support high use/wet industry that abnormally loads the waste water system.

Some areas will have lower yields due to topography constraints, these also present challenges for conventional waste water servicing. A more complex waste water model can be developed to scope alignments, sizing and costs as settlement patterns and concept design are concluded.

The following table shows the calculated flows for each area based on predicted yield:

Table 2. Flow Data by area

Area Flow- Litres per day % of Western Corridor TBE 1620000 13.0 Tauranga crossing 35640 0.3 Pyes Pa West 1620000 13.0 Keenan 1080000 8.7 Tauriko West 1620000 13.0 Belk Rd Sth G 810000 6.5 Upper Belk G 3240000 26.0 Merrick 1350000 10.8 Upper Joyce 1080000 8.7

NOTE: Peak Wet weather flow-(PWWF) = 200 litres per person per day, 2.7 person per household. Wet weather peaking factor of 5.

Graph 1. Growth Cell Predicted flow % of Western Corridor

Western Corridor % of Waste Water Flow

TBE Tauranga crossing Pyes Pa West Keenan Turiko West Belk rd Sth G Upper Belk G Merrick Upper Joyce

The predicted flow demonstrates the impact on the TCC system in terms of “demand” and helps inform a preferred growth pattern. However, it does not represent the necessary “supply” of infrastructure investment as each block has different technical and physical challenges to service.

Modelling

The areas that have high level modelling network coverage available are the Tauriko West, Tauriko Business Estate, Pyes Pa West and Keenan blocks.

Initial modelling of the TBE, Keenan road and Pyes Pa West areas conclude that “mains” are needed at a cost of approximately $4.35m. This cost excludes the costs to address topographical issues and reticulation restrictions further downstream of the catchment, leading towards the Southern Pipeline.

A more robust city wide waste water model is under development. This can be run later to reflect the predicted growth areas and provide more detail. This model will be available mid-2016. However, no budget has been allocated to upgrade and run this model with the western corridor areas.

Topography

The planned growth areas cover a variety of land forms from plateau to steep incised gullies. As development stretches into the steeper areas, the cost to service escalates despite the reduced yield/ha of housing. Some areas present challenges to service efficiently without significant pumping main or alternative new main alignment and construction. The areas that have been identified as challenging to service are: Merrick, Upper Joyce, Upper Belk road and sections of Keenan road. The provision of alternative infrastructure servicing (vacuum/low pressure pump) has not been considered in this study; however it may be a viable option for marginal areas.

Gravity reticulation is considered the most efficient where possible; however many areas will require either pressure pumping, or very deep/expensive services.

The consideration of non- serviced rural residential land use in some areas could considerably reduce the infrastructure servicing costs, but is not within the scope of this report to assess.

Sequencing

It is recognised that the Smart Growth partners have invested heavily in the delivery of the settlement pattern for the area. The planning of water infrastructure to align with this pattern heavily relies on coordination between all parties.

With inclusion of Western Bay land the western corridor growth area, at 23,100 housing unit equivalents, represents approximately 20% extra demand on current TCC reticulated infrastructure.

The provision of reticulated infrastructure, especially sewer needs to be ‘rolled’ out in a logical manner to prevent unnecessary upgrading and forward funding of assets to service remote areas. Areas adjacent to existing reticulation and road corridors like Belk Road South and Tauriko West are easier to develop and should be considered before the more remote areas. Areas like Keenan are difficult to service because of the land form.

There will be some areas that are not economical to service. These have not been identified in this study.

For the purpose of this report, the growth ‘cells’ have been split into zones to represent areas of servicing, see figure 2. Arrows indicate indicative flow of waste from areas/

Figure 2. Growth Cell Waste Water, Western Corridor

A holistic approach to the sequencing of the areas was taken. This approach takes into account:

 Road and State highway layout  Possible yield  Topography- ease of access, earthworks, cut/ fill and slopes  Connectivity to existing services  Costs -where known  Land accessibility  Existing system planning and capacity  Southern pipe line capacity  Load on system

The logical sequencing of the growth cells based on Waste Water serviceability is;-

Table 3. Waste water serviceability by area

Priority Area Notes

1 TBE, Pyes Pa Serviced/ under construction

2 Tauriko west Partly designed

3 Belk rd south Road/development dependant

4 Keenan Near to reticulation but hard to service

5 Merrick/Upper Joyce Service from east, upgrade needed

6 Upper Belk Major infrastructure needed

This would be subject to a more detailed analysis in the structure planning stage of development.

Growth areas

TBE/Pyes Pa

This area is well developed and serviced from the existing reticulation. It is noted that the area requires a pump station to service due to topography.

The Belk Road South area links well into the Tauriko development. The development of this area could be brought forward if effective road links are installed. Some upgrading to the TBE infrastructure would be needed.

Tauriko West

This area offers good connectivity to the City’s existing infrastructure.

Concept design for yield and Waste water discharge was undertaken. This study indicates that wastewater servicing is achievable with a new main connecting directly into the city (Maleme St) thus avoiding the congestion of the Tauriko/Lakes area. It is anticipated the infrastructure and design would be developer led. It is expected that servicing this block with wastewater would be less complicated that the Keenan area because of the single main to the Southern pipe line and reduced existing system upgrades.

Servicing wastewater along the sensitive Wairoa River can be achieved with a series of pump stations. This could present opportunities for adjacent rural residential lot development/infill and linking of city infrastructure (Roads, Water and Waste water).

Mr Clarkson has expressed a desire to develop approximately 20ha of industrial land and approximately 2000 lots of residential and large lot residential. The ‘Hopping’ block offers the same development opportunities as the Clarkson blocks and it is expected this would develop in a planned manner. Servicing these blocks are not included in the current 10 yr TCC Long term plan.

This area represents 13% of the western corridor development offering good yield and relatively easy serviceability provided that reticulation is taken through to the City service as planned.

Merrick and Upper Joyce Road Zone.

This area is elevated in relation to the city infrastructure and provides some good development sites. A logical direction for the sewer is towards the east with a new line into the city, thus avoiding the Tauriko reticulation. This was reflected in earlier assessments and would be expensive to achieve given the length of mains and predicted upgrades required. An west /east road corridor in this area would strengthen the viability of servicing this area.

The provision of potable water will require pressure boosting and reservoirs as the area is above the city current reservoir infrastructure.

These areas represent 19.5% of the western corridor development and are predominantly within the Western Bay of Plenty District.

Keenan Road area

This area is adjacent to existing infrastructure and has been considered as a logical progression of development from the TBE/Pyes Pa areas. The topography consists of steep gullies and river flats with some plateau. The majority of waste water from this area would drain to the Tauriko area system.

An advantage of assessing this cell it that concept planning and modelling has been undertaken. Initial waste water modelling indicates that servicing this area triggers reticulation upgrades from pump station ‘130’ at The Lakes through to the Southern Pipeline. It also indicated main installation of around $4.5m.

Concept design has been completed by H&G Consultants. Consideration of this work highlights some significant challenges in servicing (all infrastructure) due to topography, earthworks and multiple land ownership. The complexity of servicing this area will require detailed management and possible forward funding of infrastructure.

A high level estimate for new wastewater mains at $4.5m is considered low as it excludes existing reticulation upgrades and consideration of topography constraints that are significant. The funding of the upgrade to the existing system would need to be considered further and has not been included in any long term planning.

The proposed storm water reticulation is not considered appropriate as it requires large scale earth works to achieve, is very complex/deep and would need to be installed to the upper reaches of the catchment through multiple property’s before development could proceed.

Reducing the yield in this area may have some physical benefit but increases the cost per lot to service. Reducing the amount of landowners would also be an advantage.

Upper Belk road

This area is a natural progression on the TBE area and provides prime developable land. Servicing of this land is achievable in the long term with upgrades to the Tauriko reticulation and/or new reticulation to the city. Due to the size of the development and the expect timing, reticulation should be installed when development progresses to prevent funding of unused assets i.e. mains upgrade, only as development proceeds.

Potable water reticulation will require trunk mains, upgrades, reservoirs and pumping to be serviced from the TCC reticulation system.

Like the Belk Road South area, servicing this development is impacted by the State Highway layout and timing of road corridors.

This area represents 26% of the Western Corridor development.

Southern Pipeline – capacity

As anticipated, the majority of the flow from the WC would feed into the southern pipe line rather than to the Chapel Street treatment plant. The total peak wet weather flows predicted from the WC (720 l/s) takes the majority of gross capacity (800 l/s) in the Southern Pipe line however this would not occur for many years -post 2040.

Wet weather flows can be managed by retention and delays (retention) designed into the reticulation to reduce peak flow. This flexible philosophy should be developed for each structure plan. Modelling also indicates the capacity of the main could be increased marginally via pumping (maximum flow rate) upgrades.

Water

While not the limiting service for this report, the potable water supply to these areas is an important consideration. Holistically water can be reticulated to all areas from the existing and planned systems but not all areas by gravity. Limiting factors for supply of water are:

 Availability of supply-consent limits and treatment capacity

 Reticulation- Upgrade existing mains and install new reticulation

 Storage and pressure- Many of the proposed western corridor areas are elevated

The existing water treatment plants cannot support the predicted growth alone (Approx. 25% of TCC). The setting of regional water allocation may have an effect on the water available. The introduction of the Waiari plant requires reduction in take from the existing TCC water treatment plants. The Waiari water treatment plant would then support the western corridor area. Timing of development in the western corridor should reflect the proposed implementation of the new plant around 2021/22 and beyond.

In all areas reticulation (trunk mains) will need to be upgraded and/or extended to meet the demand. Due to the elevation of the existing infrastructure, areas like Upper Belk/ Merrick/ Keenan and possibly Belk Road South will require pressure pumps and new reservoirs to service properties by gravity.

It is not the intention of TCC at this time to plan for individual or alternative water supplies to service the western corridor (excluding Waiari).The promotion of water sensitive design and conservation within the western corridor growth cells would be encouraged.

A key assumption made in this assessment is the limiting of ‘wet industry’ or high use water customers as a means to managing the available supply.

Further investigation and modelling will be required to map the needs of each area. This study would include.

 Population and use assessment.  Timing  Trunk mains and upgrades new and integration.  Pressure and flow  Fire fighting  Reservoirs  Industrial supply  High level cost  Constructability  Land requirement

Storm Water Storm water is considered the least critical water asset for this feasibility study. It is however possibly the most complex in terms of actual mitigation at development stage. Storm water is managed via Regional Council, TCC consents, and the City Plan. The approach of each development managing the storm water mitigation within their area has worked well for developers and TCC. It is important that each development considers the storm water at a catchment and local level to achieve a system that can meet standards and be built effectively. At concept stage is not possible to estimate a cost for storm water. Some areas may have lower yield or high development costs due to storm water management. These matters can only be assessed at structure plan design stage. The cost of consents, dams, ponds, structures and discharges is considerable. Structure planning of each area should include detailed design of the Storm water systems to enable efficient planning and provision of services that meet the need of the City and minimise costs.

Summary A desk top assessment of the wastewater and consideration of water and storm water has been undertaken. Three waters infrastructure servicing is not considered a fatal flaw to the western corridor growth area. The final road/State Highways pattern will have an effect on the sequencing and alignment of infrastructure. The growth of the City away from core infrastructure progressively gets more challenging and expensive to service. Modelling indicates the existing waste water infrastructure between The Lakes and the gravity section of the Southern Pipeline will require upgrading. The Keenan Road development would trigger this unplanned upgrade. The Southern Pipeline will have the capacity to take the increased flow with introduction of retention within new reticulation to reduce peak loading on the system. Further development in the Welcome Bay area or outside the proposed western corridor areas could require consideration of alternative pipe lines to the treatment plants as the reticulation reaches capacity in the future. Storm water is dependent on development design and consent conditions that are not able to be fully assessed at this time.

Water supply will require modelling and planning. Many areas will require reservoirs and main upgrades. The proposed Waiari water supply will be needed to help supply the western corridor area effectively in combination with the existing plants.

Jon Fields Planning Engineer- Waters Tauranga City Council

Appendix 5 Matrix of Keenan/Tauriko West/Pukemapu/Neewood Assessment

Rating Scale Very Poor Poor Average Good Very Good

Tauriko West Keenan Road Pukemapu/Neewood No Topic Analysis Rating Analysis Rating Analysis Rating 1 Land Fragmentation  Few major landowners. Very  Highly fragmented ownership. Poor  Some fragmented ownership. Average Good

2 Developer Interest  Very high. 2 out of 3 major land owners are Very  Some developer interest. Average  No known developer interest. Not aware of Poor active developers. Good  Property Developer Forum have pointed out developers buying land despite being in development challenges – at least in short urban limits. term. 3 Affect to Versatile Soils/Rural  Largely grazing land at present. Small central Good  Many orchards/some lifestyle properties – flat Poor  Some orchards, mostly grazing land. Good Productivity pocket of relatively high quality soils in centre of areas predominantly in high value kiwifruit area. production. 4 Environmental Impact  Sensitivity of Wairoa River and its surrounds Average  Ecological/natural character values in gullies Average  Ecological/natural character values in gullies Average noted but potential for enhancement. and streams – potential for enhancement. and streams – potential for enhancement.

4 Topography  Mostly good topography. Some areas where Good  Topography challenging Average  Topography challenging. Plateau and steep Poor substantial earthworks will be required  Fair portion of unusable land. escarpments.  Approx. 1,000 ha of land providing around 400ha developable. 5 Public Transport  Can be linked by way of extension of existing Average  Can be linked by way of extension of existing Average  Can be linked by way of extension of Average PT network. PT network. existing PT network. 6 Proximity to Employment Areas  Major employment centre nearby. Good  Major employment centre nearby. Good  Distant. Limited live/ work opportunities. Poor  Can potentially commute to Tauriko Business  Can potentially commute to Tauriko Business  Long commute to employment. Estate without crossing a State Highway. Estate without crossing a State Highway.

5 Hazards  Possible geo-technical risks. Good  Possible geo-technical risks. Good  Possible geo-technical risks. Good  Flood risks along river.  Flood risks, but manageable.  Flood risks but manageable. 6 Funding  Good likelihood of developer forward funding Good  Few external funding opportunities. Little Poor  Few external funding opportunities. Little Poor capital expenditure. funding from NZTA likely, but some interest funding from NZTA likely.  Potential funding from NZTA for SH29 road and possible.  Council funded lead infrastructure. intersection improvements.  Council funded lead infrastructure.

7 Iwi  Need to enhance values of Wairoa River and Average  No significant sites – subject to more detailed Good  Pa site located within growth area. Average surrounds. More detailed cultural and cultural and archaeological assessment.  Possible archaeological sites – unmapped. archaeological assessment required.

8 Transportation – External  Significant roading investment required. Average  Significant roading investment required. Good  Issues with widening both Ohauiti and Oropi Average  Enhancement to SH29 possible so likely  Need to make decision on future link to road. Effectively a long cul de sac exiting support from NZTA subject to local road Merrick Road potential growth area (affects onto SH29. network and limited SH29 connectivity. sizing of internal roading).  Pressure on southern corridor links and intersections.  Need to rebuild bridge connection.

Transportation – Internal  Potential central boulevard provides good north Average  Challenging topography Average  Challenging topography. Average south link to be constructed by developer.  Need to make decision on future link to  Possibly open up landlocked Ohauiti  Potential conflict with local traffic if this road also Merrick Road potential growth area (affects sections. used as toll-free alternative from Cambridge to sizing on internal roading).  Scale of works to form internal roading SH29. network not investigated. 9 Three Waters  Water - New pipeline required from The Lakes Average  Close to treatment plants. Relatively simple Average  Water – New reservoir required. Average reservoir. Potential for developer funding. to connect from Joyce Rd but limited supply  Wastewater – New connection required.  Wastewater – New connection required to from existing reservoir.  Stormwater - Can be addressed in structure Maleme Street system.  Wastewater – New connection required to planning. Treatment to high level may be  Storm water - can be addressed in structure Maleme Street system. required to ensure water quality. planning. Treatment to high level may be  Storm water - can be addressed in structure required to ensure water quality. planning. Treatment to high level may be required to ensure water quality. 10 Certainty of Growth Catchment  Well-defined catchment bordered by State Very  Possible extension to Merrick/Joyce areas. Poor  Well-defined catchment. Good Highway/escarpment and Wairoa River. Good

11 Timeframe for Delivery  Potential for quick delivery provided short term Good  Resolution to land fragmentation issues likely Average  No potential for development in short term – Poor transport solutions resolved. to require a number of years lead-in time. medium/long term opportunity may be also Good delivery potential in medium term. be limited. 12 Reserves and Social  High potential for public amenities – e.g. Good  Close to existing schools and amenities in Average  Little public amenity at present. Would need Poor Infrastructure reserves/track network next to Wairoa River. Pyes Pa East/West. to be built into structure planning.  Existing primary school in catchment. 13 Urban Form (potential for  Scope for higher density in places depending on Good  Little scope for density. Reasonably compact, Average  Little scope for density. Significant urban Average higher density/mixed use) structure plan – e.g. high amenity/mixed use but extension to Merrick Road creates long sprawl areas. skinny form 14 Scale  Average scale 2,500 lots Good  Average scale 2,000 lots (but potentially Good  Potentially large development 4,000 lots Good larger catchment long term) Ranking for Development First Second Third Order

Appendix 6 Western Corridor Strategic Study – Feedback from Hui

Date of hui Iwi/hapu Who Feedback March 21, Pirirakau Julie  Importance of heritage – protecting Pa sites, 2016 Shephard etc.  Concern about potential impact of urbanisation on Wairoa River.  Seek protection and enhancement of biodiversity.  Cultural and/or archaeological assessment to be undertaken as part of structure planning.  Important for Pirirakau to continue to be involved as project advances. March 31, Ngati Kahu Mr Te  This proposal for urbanisation goes beyond 2016 Ruruanga urban footprint in SmartGrowth. Te Keeti  Earthworks can be a concern. Hapu has important landscapes in the area. These need to be identified and protected in urbanisation process.  Concerned to protect the Wairoa Valley. Hapu need to be involved. If development of the valley proposed needs to be on the terms that hapu can accept.  Kaitiaki for the Wairoa River – strong concerns about water quality. Accept bathing water quality but prefer drinking water quality.  Aware of increased use of river – impacts on mana of area. Important recreational use of the river is monitored and controlled. Accept passive uses but concerns about powercraft.

It was noted at the Meeting that at this point in the process that Ngati Pango and Ngati Rangi would also be advised as part of Mr Te Keeti’s feedback to Ngati Kahu. March 21, Ngati Ms Tatai  Earthworks a key concern. 2016 Hangarau Allen  The Wairoa River is of cultural significance to Ngati Hangarau. The Belk Road area, area near the Ruahihi Dam and McClaren Falls of significance also.  Important for Ngati Hangarau to continue to be involved as project advances.  Ngati Hangarau also keen to understand impacts of potential SH29 alignments by NZTA. April 8, 2016 Ngati Mr Carlton  Stormwater will be in issue, particularly with Ranginui Bidois regard to water quality.  Landscape, especially as viewed from the Wairoa River.  Do not want intensification of the use of the River eg marina, commercial etc, though supportive of people getting access to the River

which may include the need for some form of boat ramp.  Mr Bidois has no knowledge of burial sites, but believes there are likely to be some.  The area is believed to be where some of the battles of the Tauranga “bush campaign” occurred. For more information on these see Mr Des Kahotea.