Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment

2020-12-16 CONFIDENTIAL

Integrated Transportation Assessment

Contact Details

Euan Fairbairn WSP 12 Moorhouse Avenue Christchurch 8011 +64 3 363 5400 +64 27 276 9250 [email protected]

Document Details: Date: 16 December 2020 Reference: 6-MB97C.01 Status: Final

Prepared by

Euan Fairbairn, Transport Engineer

Reviewed by

Chris Morahan, Senior Transport Engineer

Approved for release by

Eliza Sutton, Head of Transport Infrastructure and Road Safety

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Document History and Status Revision Date Author Reviewed by Approved by Status 1 9/12/19 E. Fairbairn C. Morahan E. Sutton Draft 2 21/01/20 E. Fairbairn C. Morahan E. Sutton Draft 3 21/02/20 E. Fairbairn C. Morahan E. Sutton Draft 4 12/03/20 E. Fairbairn C. Morahan E. Sutton Draft 5 15/04/20 E. Fairbairn C. Morahan E. Sutton Draft 6 23/07/20 E. Fairbairn C. Morahan E. Sutton Draft 7 10/09/20 E. Fairbairn C. Morahan E. Sutton Draft 8 22/10/20 E. Fairbairn C. Morahan E. Sutton Draft 9 5/11/20 E. Fairbairn C. Morahan E. Sutton Draft 10 11/12/20 E. Fairbairn C. Morahan E. Sutton Final 11 16/12/20 E. Fairbairn C. Morahan E. Sutton Final

Revision Details Revision Details 1 Draft for planners and project team review 2 Draft for planners and project team review 3 Draft for client team review 4 Draft incorporating feedback from client team and for Waka Kotahi review 5 Draft incorporating Waka Kotahi Feedback 6 Draft ITA 7 Amendments to traffic effects for Wairau – Kent intersection and 49 Auckland Street property. 8 Amendment to ITA following Feedback 9 Amendment to ITA following Feedback from Legal Team 10 Final for consent application 11 Final for consent application (including legal review feedback)

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Contents

Executive Summary ...... 6

1 Introduction ...... 11

2 Existing Conditions ...... 12 Context ...... 12 Site Location ...... 14 District Plan Zoning ...... 14 Surrounding Roads ...... 15 Walking and Cycling ...... 17 Public Transport / Coaches ...... 18 Parking ...... 19 Rail ...... 23 Crash History ...... 23 Existing Ferry Vehicle Loadings ...... 27

3 Policy Context ...... 29 National Policy Context ...... 29 Regional and Local Policy Context ...... 30

4 The Proposal ...... 31 Proposed Development ...... 31 Site Traffic Generation ...... 33 Parking Generation ...... 36 Trip Distribution ...... 36 Modelling Scenarios ...... 37

5 Assessments of Effects ...... 41 Dublin Street Rail Crossing Effects ...... 41 Effects when Wairau Road and Dublin Street are Temporarily Closed ...... 42 Effects of Changing Broadway to a Cul de Sac...... 43 Traffic Effects...... 44 Effects on StraitNZ Operations ...... 54 Parking Effects ...... 55 Walking and Cycling Effects ...... 60 Public Transport Effects ...... 62 Terminal Parking Layout ...... 62 Marshalling Yards Layout ...... 63

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Safety Assessment...... 64 District Plan Compliance ...... 67

6 Recommended Mitigations ...... 68 Dublin Street Mitigation ...... 68 Parking ...... 77 Kent Street – Wairau Road Intersection ...... 77

7 Impacts During Construction ...... 78 Overall Philosophy...... 78 Assessment of Transport Effects ...... 78 Construction Traffic Routing ...... 79 Temporary Terminal Building ...... 80

8 Conclusions ...... 80 Traffic ...... 80 Parking ...... 81 Walking, Cycling and Public Transport ...... 81 Changes to Road Formations...... 82 Dublin Street Overbridge ...... 82 Impacts During Construction ...... 83 Overall Conclusion ...... 83

Disclaimers and Limitations ...... 84

List of Figures Figure 1. Marshalling Yard Operation...... 7 Figure 2: Study area and notable trip generators in Picton...... 13 Figure 3: Site location in regard to the Picton urban area ...... 14 Figure 4: Proposed Marlborough District Council Environment Plan zoning ...... 15 Figure 5: Existing and proposed walking and cycling near the site ...... 18 Figure 6: Public bus route through Picton...... 19 Figure 7: Upper carpark spaces usage split ...... 20 Figure 8: Carpark occupancy rate for the Interislander Ferry Precinct...... 20 Figure 9: Average percentage of carparks occupied ...... 21 Figure 10: Percentage of carparks occupied at peak time (12:30pm) ...... 21 Figure 11: Average duration of vehicles ...... 22 Figure 12: Short-term parking zones ...... 22 Figure 13: Vehicle numbers during the day in the short-term parking zone ...... 23 Figure 14: Crashes reported 2014-2019 in the vicinity of the site...... 24 Figure 15: Crashes reported 2014-2019 on SH1...... 24 Figure 16: Crashes reported 2014-2019 on Kent/Lagoon corridor...... 26 Figure 17: Number of vehicles (both heavy and light) recorded on each Interislander sailing throughout 2018-19...... 28 Figure 18: Number of sailings with different vehicle loads throughout July 2018 - July 2019...... 28 Figure 19: Proposal concept plan...... 31 Figure 20: Proposed terminal building and surrounds...... 32

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Figure 21: Proposed vehicle and rail marshalling yard...... 33 Figure 22: Daily Traffic Volumes through SH1 Waitohi Bridge, 2018 ...... 39 Figure 23: Historic Annual Average Daily Traffic (AADT) on SH1 (blue) together with three growth scenarios ...... 40 Figure 24: Location of Emergency Services in Picton...... 43 Figure 25: Broadway closure map...... 44 Figure 26: Routes used for travel time assessment ...... 48 Figure 27: Bluebridge terminal and vehicle marshalling yard access points and layout...... 55 Figure 28 – Existing (Year 2019) and Forecast Foot Passenger Demand ...... 57 Figure 29: Mean delay for various facilities on a two-lane, two-way urban road (uninterrupted flow)...... 61 Figure 30. Terminal parking layout...... 63 Figure 31: Marshalling yards layout ...... 63 Figure 32: Lagoon Road Access ...... 66 Figure 33. Market Street Turning Head...... 70 Figure 34: Aerial photograph of block of flats at 49 Auckland Street ...... 71 Figure 35: Southern access to flats at 49 Auckland Street ...... 72 Figure 36. Private access to 49 and private access to 61-65 Auckland Street properties (see Appendix F for larger drawing)...... 73 Figure 37. 49 Auckland Street driveway grade profile...... 75 Figure 38. Non-compliant entrance to 45 Auckland Street...... 76 Figure 39: Dublin Street overbridge...... 76 Figure 40: Detour required for Council servicing depot ...... 77

List of Tables Table 1: Road network surrounding the site...... 15 Table 2: Weekday September 2019 cyclist and pedestrian survey numbers between 11:00 - 18:00. .18 Table 3: KiwiRail forecast data for possible loading mixes for an 85th percentile summer sailing in 2029...... 34 Table 4: Paramics loading for an 85th percentile summer sailing in 2029...... 34 Table 5: Distribution of commercial vehicles in the peak hour ...... 36 Table 6: Distribution of private vehicles in the peak hour ...... 37 Table 7: Historic Growth Rates - SH1 (2009 to 2018)...... 39 Table 8: Summary of modelling results for key intersections...... 46 Table 9: Modelled travel times on selected routes ...... 48 Table 10: Forecast foot passenger demands and increase from existing ...... 57 Table 11: Future parking demand (note that this excludes buses, shuttles, staff/berth-holder and pick-up drop-off spaces) ...... 58 Table 12: Future parking provision and demand ...... 59 Table 13: Summary of Pedestrian Level of Service...... 61 Table 14: Marshalling yard access crash risk assessment ...... 64 Table 15: Dublin Street/ Auckland Street crash risk assessment ...... 65 Table 16: Kent Street/ Wairau Road crash risk assessment...... 65 Table 17: Lagoon Road access crash risk assessment ...... 66 Table 18: Vehicle crossing width...... 71 Table 19. Maximum Number of Vehicle Crossings ...... 74 Table 20: Potential construction traffic impacts and mitigations...... 79

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Executive Summary Port Marlborough New Zealand Limited (PMNZ) and KiwiRail are proposing to redevelop the Waitohi Picton Ferry Precinct (the proposal) to accommodate KiwiRail’s plans to replace the current fleet of Interislander ferries with two new larger ships that are capable of carrying longer trains.

WSP have been commissioned by PMNZ and KiwiRail to provide transport advice and prepare an Integrated Transport Assessment (ITA) with respect to the proposal.

The proposal includes:

• Two new larger ferries to replace the existing aged units; • New wharves to accommodate these, with associated removal of existing wharves; • New seawall infrastructure; • New terminal building; • New vehicle and rail marshalling yards; and • Two new on-site overbridges to transport vehicles on and off the ferries.

The design will result in significant changes to transportation operations around the site. Access to the site will change with all vehicles driving on and off the ferry using the Lagoon Road access. All passengers not taking a vehicle on board will use the Auckland Street access. The larger ferries will discharge more vehicles on to the road network, and the longer trains will block railway crossings for significant durations while they are reassembled and undergo brake testing after exiting a ferry. This ITA assesses the effects of these changes.

Traffic Traffic modelling has been completed to assess the impacts during a summer Friday midday peak period following the arrival of an Interislander ferry. All traffic from the ferry exits onto Lagoon Road and proceeds south to the roundabout controlled intersection of Lagoon Road, Dublin Street, Kent Street and Queen Charlotte Drive. The section of Lagoon Road between the roundabout and immediately north of the Interislander Commercial Vehicle Marshalling Yard is public road.

The southbound lane of this roundabout has been observed to have a maximum capacity of approximately 15 vehicles per minute, and acts as a bottleneck, restricting the flow rate of traffic into the wider road network which has the effect of distributing the demand in a controlled manner. Traffic disembarking from the Interislander will be held in the marshalling yard before they filter out onto Lagoon Road. Interislander traffic when entering Lagoon Road must give-way to south bound Lagoon Road traffic, i.e. traffic approaching from Shakespeare Bay and Strait Shipping has priority. On average approximately 15 vehicles queue on Lagoon Road between the roundabout and the marshalling yard exit, and hence there will be about one minute of queuing time for a vehicle joining the queue at the Interislander marshalling yard exit point. Timetables are currently scheduled such that the Interislander and Bluebridge ferry arrivals do not coincide but have at least one-hour separation. This is long enough for all traffic to dissipate so that unloading will not coincide. However, there are occasions where delays (such as inclement weather) mean both Interislander and Bluebridge ferries arrive in Picton at the same time. Under this scenario, the queue at the Dublin Street Lagoon Road roundabout will take about 35 minutes to dissipate (15 minutes for Bluebridge and 20 minutes for Interislander). This means that in the worst case, some Interislander traffic may be held in the marshalling yard for up to 35 minutes before they reach the roundabout at Dublin Street.

Approximately two thirds of traffic continue south to State Highway 1, while most of the remaining third turn left into Picton township. The assessment of effects has assumed that the exit of the Interislander Marshalling Yard will remain a ‘give-way’ controlled intersection. This assumption reduces the effects of the proposal on upstream port operations. Therefore, Port Marlborough New

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Zealand traffic on average will have an additional 40 seconds of travel time on the Picton road network.

Key:

Preferred Exit Route (All Levels)

Alternative Exit Route for Level 5 + 7

800m Queuing Space for Exiting Vehicles

Entrance Route

Loading Private Vehicle

Loading Commercial Vehicles

Private Vehicles

Commercial Vehicles

Figure 1. Marshalling Yard Operation.

Traffic modelling shows that the traffic unloading from an approximate 85th percentile ferry in the year 2029 (325 vehicles on board) can be accommodated at the Lagoon Road roundabout and Auckland Street/Dublin Street intersection with these intersections continuing to operate at LOS C or better.

The intersection of Wairau Road/ Kent Street is a known constraint on the network under current loadings, and will continue to be a constraint on the network under forecast 2029 loadings whether this proposal proceeds or not. Improvements to this intersection are currently being investigated separately by Waka Kotahi as part of the Picton Port Access Single Stage Business Case, so have been excluded from this ITA.

Temporary Road Closure at Dublin Street The proposal will result in temporary road closures at Dublin Street when longer trains are performing brake tests. The proposal will result in longer trains which will block the level crossings of Dublin Street for up to 60 minutes at a time. Initially this will occur twice a day, with a possibility that this may increase to three times a day in the longer-term.

This closure will sever one of only two links in to Picton, which will have an effect on the resilience of the network for the duration of the closure. The current Government Policy Statement (GPS) promotes regional networks that are safer, better connected and more resilient. The temporary closure of Dublin Street at the rail crossing will result in additional travel time resulting from usual route choice being disrupted for both vehicles and active travel modes. Road users will have to either wait for significant periods of time or perform a detour of 1,000 m for motorists or 700m for pedestrians and cyclists.

Closing Dublin Street for up to 60 minutes twice daily is considered to represent significant impacts on existing road users including motorists, cyclists, pedestrians, passenger transport, freight and emergency vehicles. Mitigations for this significant effect is discussed later in this executive summary.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Simultaneous Closure of Railway Crossings at Dublin Street and Wairau Road The longer trains under this proposal will also mean that both Dublin Street and Wairau Road level railway crossings are closed simultaneously for approximately 6 ½ minutes compared to the existing observed closures between 1 minute and 2 ½ minutes. The closure occurs at least four times a day and the duration of the closure is dependent on the length of the train.

When this occurs, it severs all access to Picton from the south and east. Dublin Street is part of the primary east-west link through Picton and is identified as a future cycle link between the town centre and the Queen Charlotte cycle trail. The link is one of only two points where vehicles can cross the railway line.

The prolonged simultaneous closure of the Dublin Street and Wairau Road railway crossings, when compared to the current delays is considered to represent a significant impact on the resilience of the network for cyclists, pedestrians, motorist and emergency vehicles. One of the strategic pillars of the GPS is access and to improve the resilience of the land transport system. The GPS states that regional networks (including key regional freight routes) are safer, better connected and more resilient.

Permanent Changes to Road Formation(s) The proposal will result a permanent change to the road formation on Broadway to a cul de sac. This is unavoidable with the proposal, due to the proposed railway yard extension.

Broadway is classified as local street and does not fulfil a strategic function, rather it exists to provide property access. The traffic volume using Broadway is not large enough to result in any network capacity issues. However, an element of inconvenience will be introduced for people accessing the local land uses on the streets, who will have to detour a maximum of 430m, which equates to approximately 40 seconds. Given the low impact, this is not considered to represent a more than minor impact on existing road users and is considered no more than minor from the Resource Management Act perspective but it is acknowledged that for the residents themselves this will be a significant change for them at an individual level.

This detour will affect motorists but not pedestrians and cyclists, with pedestrian and cycle access being retained.

Parking The proposal will result in an increase in peak period parking demand at the terminal building, due to the higher number of people boarding and alighting the larger ferries. While it will also result in an increase in total provision from 279 on-site parking spaces to 281, there is also more landscaping, and safer and more attractive pedestrian paths around the site, within a more functional layout.

Surveys conducted as part of this assessment showed that parking demand is highly variable, and it is under-utilised most of the time. At peak times parking demand approaches capacity, with the majority of parking demand being storage of rental cars (estimated 70-80%). Port Marlborough propose to manage parking demand by working with their rental car company tenants to optimise operations and reduce the numbers and durations of vehicles being stored on-site.

It is considered that these measures will be appropriate to manage the proposed on-site parking to cater to expected demands.

Ongoing monitoring of on-site parking will be undertaken to confirm the effectiveness of these recommended changes to operations.

The marshalling yards include a total of 2,970 lane-metres – this is enough to accommodate all loading vehicles for a full sailing, so there is never expected to be a shortfall of supply at the

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

marshalling yards. This includes space to store drop trailers and trucks awaiting a driver to collect them.

The marshalling yards exit lanes also have approximately 800 lane-metres to accommodate unloading commercial and private vehicles that are waiting to exit the marshalling yard (approximately 160 cars).

Walking, Cycling and Public Transport The proposal will result in an improved walking environment around the terminal building. People walking between Picton town centre and the terminal building will have a wide, inviting walkway for the entirety of the route. People connecting to the train station, buses and shuttles will have a wider, more intuitive space to walk and wait.

The additional traffic on Lagoon Road will mean the LoS will decline from B to D based on pedestrian delay. This is not acceptable for a Local Street as classified in the operative and proposed Marlborough Environment Plan but is consider appropriate for Waka Kotahi ONRC, arterial classification of Lagoon Road. Considering the Waka Kotahi classification as an arterial road, and the non-continuous nature of the higher traffic flows (following unloading of a busier ferry), the existing infrastructure is considered appropriate.

The proposal is expected to have no adverse effects on public transport, which is limited in Picton.

The proposal will provide better pedestrian connections around the terminal, which will likely be used by some cyclists as well, particularly if there are leisure cyclists or families with children. Many cyclists using the ferry are expected to be confident cyclists who are comfortable riding on the road with vehicles, and the proposal will not substantially alter provision for them.

Recommended Mitigations It is recommended that the effects as a result of the trains blocking traffic through Dublin Street are mitigated by constructing an overbridge at Dublin Street, which will mean road users can always use Dublin Street irrespective of trains moving or performing brake tests on the tracks below.

The recommended Dublin Street overbridge will necessitate changing the road formation to a cul de sac at Market Street, restricting access to 24 Dublin Street, closing driveways to properties at 45 Auckland Street and 49 Auckland Street.

Traffic volumes on Market Street are small enough that this road formation change will not result in any capacity issues across the network, but it will require motorists to make detours of up to 1km. The formation of a 15m radius industrial cul-de-sac will be required. This will require a boundary adjustment of 26 Dublin Street to provide the land needed to construct the cul-de-sac. The overbridge removes access to 24 Dublin Street that will require a right of way easement on 26 Dublin Street to provide access to the property in future; should it be required. Given the low impact, this is not considered to represent a more than minor impact on existing road users and is considered no more than minor from the Resource Management Act perspective but acknowledge for the residents themselves this will be a significant change for them individually.

The recommended Dublin Street overbridge includes a 3m wide shared path on the north side which will improve provision for east-west cyclists, and future-proof the bridge to be a part of the future east-west cycleway through Picton.

The closure of the 49 Auckland Street property driveway from Dublin Street means their second driveway on Auckland Street will be converted to a two-way private driveway. The driveway will be created by widening the existing access way to 5.0 m using land from 61-65 Auckland Street. At the same time an additional 3.0m wide private driveway will be formed to the adjacent 61-65 Auckland Street property. This will provide off street parking in compensation for the land used to

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

widen the driveway at 49 Auckland Street. The 49 Auckland Street private driveway width does not comply with the District Plan or NZS4404:2010 for the minimum driveway width. The private driveways at 61-65 Auckland Street do not comply with the maximum number of vehicle crossings per road frontage for a single property. The design does not comply with the permitted activity standards but is considered to be a workable transport solution as it provides sufficient driveway width for two 99th percentile cars to manoeuvre around one another. The two driveways at 61-65 Auckland Street is considered to be a workable transport solution as it replaces on on-street carpark with an off-street carpark. This means that the likely net effect on parking is negligible. The impacts of these non-compliances are considered to be less than minor from a Resource Management Act perspective.

The closure of an existing garage access at 45 Auckland Street (Jade Backpackers) property from Dublin Street will require two newly formed driveways on Auckland Street. One of these proposed accesses is non-compliant with the operative and proposed Marlborough Environment Plan. However, the proposed access is formalising existing behaviour and the impacts of the non- compliance are considered to be less than minor from a Resource Management Act’s perspective.

Impacts During Construction The proposal will result in increased numbers of heavy vehicles using the State Highway and primary arterial road network to access the site over a construction duration of approximately three to four years. Although this will have some nuisance impact on adjacent landowners, it is within the intended purpose of these roads and will not result in a step-wise change in character of the roads. These roads already carry high volumes of heavy vehicles, and a temporary increase in this is a minor effect that is considered acceptable with an appropriate construction management plan to manage and minimise any impacts. The temporary operation of the terminal is not expected to result in any changes to number or routing of vehicles accessing the site, as it is located within the current site and retains existing access arrangements. The details of the layout are still being developed but will ensure safe pedestrian connections, bus stops and adequate car parking are retained.

Conclusions The transportation-related impacts of the proposal with the recommended mitigations are considered to be minor. It is acknowledged that some individuals will be affected more than others, but these impacts would be localised and would not significantly affect the ability of the overall transport network to fulfil its function.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

1 Introduction

Port Marlborough New Zealand Limited (PMNZ) and KiwiRail are proposing to redevelop the Waitohi Picton Ferry Precinct Redevelopment to accommodate KiwiRail’s plans to replace the current fleet of Interislander ferries with two new ships. The current ships are reaching the end of their economic lives, and with their capacity to carry only smaller 32 wagons, they have increasingly been seen as a bottleneck in the national freight network.

The new ships will enable KiwiRail to replace their aging fleet, keep up with growing demand and carry longer trains. The larger ships require development of the Picton ferry terminal to provide larger wharves, a terminal building, marshalling yards for vehicles boarding and alighting ferries, railyards, and a reconfigured site layout.

Picton is a town with a population of 4,350 located in the Marlborough Sounds. The port is an important part of the town’s identity and generates significant employment and economic activity. The Port services Interislander and Bluebridge ferries, processes high volumes of bulk cargo (mostly logs) and hosts visiting cruise ships. PMNZ is also the second largest marina operator in the country with capacity for some 1,400 vessels.

WSP have been commissioned by PMNZ and KiwiRail to provide transport advice and prepare an Integrated Transport Assessment (ITA) with respect to the Waitohi Picton Ferry Precinct Redevelopment (the proposal). This report provides an assessment of the transportation effects of the proposal.

The ITA focuses on the effects of additional demand for access to and from the site. It focuses on how people and vehicles will move to and from the site, and any effects of these movements. It then considers appropriate mitigations. The assessment considers people in cars, on foot, on bicycles, buses, trains, and commercial vehicles.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

2 Existing Conditions

This section of the report provides a description of the existing site and local transport network operations, as well as a description of the existing road network, intersection arrangements and road safety record within the sites of interest.

Context Picton is a town with a population of 4,350 located at the head of Queen Charlotte Sound. It is a transport hub of national importance, being the connection point between the North Island and South Island for road and rail freight and passengers. Its location in the Marlborough Sounds makes it a popular tourist destination for those wanting to visit the Sounds and the Queen Charlotte Track.

2.1.1 Notable Trip Generators Notable trip generators are shown in Figure 2 to show the relationship of these activities to the proposal. Port Marlborough is a key trip generator for Picton with accesses on Auckland Street and Lagoon Road. The port’s operation is set out in detail further below. The Picton Town centre is located nearby to the south with a range of retail, dining, accommodation and commercial activities clustered around High Street. Picton Township is a key activity centre with the Mariners Mall (with Freshchoice Supermarket), Four Square Supermarket, Picton Medical Centre, Picton Library and Service Centre and approximately 100 retail and hospitality shops. In addition, the industrial zone bound by Kent Street, Broadway, Dublin Street and Market Street is a key employment generator for Picton. These trip and employment generators boarder the proposal to the East and South. The proposal is proximate to two schools, Picton School and Queen Charlotte College with roles of 130 and 340 pupils respectively.

2.1.2 Port Marlborough The port is an important part of the town’s identity and generates significant employment and economic activity. The port services over 7,500 large vessel movements annually. The majority of these movements are by the roll on-roll-off ferries operators Interislander and Bluebridge. The port handles all road and rail freight between the North and South Island via the inter-island ferries. The ferries also carry out an important passenger transport function for both New Zealanders and overseas tourists. The port also offers smaller facilities to service fishing fleets, marine farmers and barge operators as well as providing bases for adventure-tourism operators. It is also one of the largest marina operators in the country with capacity for some 1,400 vessels in marinas in Waikawa, Picton and Havelock. The port is spread over several sites. There are large marinas that exist at both Waikawa and Picton. To the west, Waimahara Wharf in Shakespeare Bay services the port’s bulk cargo operations. The main cargo handled is export logs. Logging trucks use Lagoon Road to access Shakespeare Bay. The port also hosts a number of cruise ship visits each summer. Cruise ships greater than 245m long berth at Waimahara Wharf and those smaller than 245m berth at Waitohi Wharf. These cruise ships are serviced by buses which transfer passengers to the Town Centre and surrounding region. The most central site services all ferries and houses both the Interislander and Bluebridge ferry terminal operations. It is located immediately adjacent to the Picton Town Centre.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

2.1.3 Other Sites of Interest The site is surrounded by a combination of industrial, business and residential land uses. It is in close proximity to a number of community facilities including Waitohi Recreational Reserve and Picton Memorial Park. The Picton i-SITE Visitor Information Centre and Picton Community Museum are both located adjacent to the proposal as is the Picton Foreshore area that connects the Interislander Passenger Terminal to the Picton town centre.

Waimahara Wharf

Queen Charlotte College

Waitohi Wharf

Industrial Zone

Waitohi Reserve Library and Service Centre

Fresh choice

Picton School

Figure 2: Study area and notable trip generators in Picton.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Site Location The site for the majority of the works is located on the north-western side of the Picton urban area as shown in Figure 3.

Approximate Location of Site

Figure 3: Site location in regard to the Picton urban area

The site is bounded to the west by Lagoon Road which is a key route linking port facilities at Shakespeare Bay and the Waitohi Wharf to the Picton township and SH1. It also provides access to the Bluebridge Ferry Terminal, located opposite the Interislander marshalling yard.

Lagoon Road forms a roundabout with Dublin Street, Kent Street and Queen Charlotte Drive which provides access to the Marlborough Sounds. Dublin Street runs east-west at the southern end of the site and connects the site’s west marshalling facilities to the east marshalling facilities and the Picton township. Auckland Street runs within the proposal and provides access to the Interislander Terminal Building, rental car facilities and short-term parking.

District Plan Zoning The site is predominately zoned “Port” in both the Marlborough Sounds Resource Management Plan and the Proposed Marlborough Environment Plan, as shown in Figure 4.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Figure 4: Proposed Marlborough District Council Environment Plan zoning

The only land use change between the proposed plan, shown above, and the current zoning is the properties at 49 – 65 Auckland Street which have been rezoned from Town Commercial to Urban Residential 2. There have been no other land use changes in the proposed plan.

Surrounding Roads Key information about the road network surrounding the site is presented in Table 1. The Average Daily Traffic (ADT) information is from count data provided by Marlborough Roads. Table 1: Road network surrounding the site.

Road Network Information Layout Lagoon ONRC1 classification: Arterial Road MDC hierarchy: Local Road (Public Road between roundabout and Interislander Marshalling Yard) Estimated ADT: 2150 with 29% HV (Date: 08/14) Speed limit: 50km/h Cross section: Two-way two lane with painted median and footpath on east side of the road

Parking: no on-street parking restrictions

1 One Network Road Classification (ONRC) is a classification system, which divides New Zealand’s roads into six categories based on how busy they are, whether they connect to important destinations, or are the only route available. https://www.nzta.govt.nz/roads-and-rail/road-efficiency-group/projects/onrc/

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Road Network Information Layout

Auckland North of London Quay Street (SH1) ONRC classification: National MDC hierarchy: National Route Estimated ADT: No records Speed limit: 50km/h Cross section: Two-way two-lane with no on-street parking and footpath on east side of the road

South of London Quay

ONRC classification: National MDC hierarchy: National Route Estimated ADT: 8684 with 7% HV (Date: 12/15) Speed limit: 50km/h Cross section: Two-way two-lane with 60-minute restricted parking area for on-street parking and footpath on both sides of the road Dublin ONRC classification: Primary Street collector MDC hierarchy: Local Road Estimated ADT: 3859 with 8% HV (Date: 02/19) Speed limit: 50km/h Cross section: Two-way two lane with on-street parking on shoulder and footpath on north

side of the road. Kent Street ONRC classification: Arterial MDC hierarchy: Primary Arterial Route Estimated ADT: 2314 with 30% HV (Date: 08/18) Speed limit: 50km/h Cross section: Two-way two lane with on-street parking on shoulder and footpath on both

sides of the road.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Other roads Queen Charlotte Drive: Primary Arterial route, speed limit 50km/h in the Wairau Road: National route, speed limit 50km/h in Picton urban area. vicinity of the site Broadway: Local Road, speed limit 50km/h Note: the above classification is based on both the Operative Marlborough Sounds Resource Management Plan and Proposed Marlborough Environment Plan. Existing Key Information Layout Intersections Kent Street / Urban Roundabout Lagoon Road / Dublin Street / Queen Charlotte Drive

Kent Street / Give Way Controlled crossroads Wairau Road Dedicated right-turn bays from Wairau Road (SH1).

Auckland Stop Controlled crossroads Street / Dublin No dedicated right-turn bays Street from Auckland Street 50m proximity to rail crossing (3 tracks)

Walking and Cycling The surrounding road network to the south and east of the proposal currently has a network of footpaths, as shown in Figure 5. Most streets include footpaths on both sides, although there are some exceptions. There are no signalised or zebra crossing facilities near the site. The Picton Town Centre has several traffic calming raised tables along High Street and London Quay to slow vehicles.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Figure 5: Existing and proposed walking and cycling near the site

The Link Pathway is a 42km walking and cycling trail between Picton and Havelock and linking to the end of the Queen Charlotte Track in Marlborough. The trail begins at the intersection of Lagoon Road, Queen Charlotte Drive and Kent Street, with some sections yet to be completed.

The Marlborough District Council Walking and Cycling Strategy (2018 – 2028)2 includes a proposed east-west cycle route along Dublin Street, Wairau Road and Waikawa Road in order to provide connection between the Link Pathway and the Picton township and Waikawa. Some of this has recently been constructed (March 2020), including a section of 3m wide shared path along the northern side of Dublin Street.

A screen line survey was done at the Dublin Street level crossing and the Lagoon Road pedestrian refuge to obtain the pedestrian and cyclist volumes. The result of the survey is summarised in Table 2.

Table 2: Weekday September 2019 cyclist and pedestrian survey numbers between 11:00 - 18:00.

Pedestrians Cyclists Dublin Street Level Crossing (Eastbound) 54 8 Dublin Street Level Crossing (Westbound) 79 5 Lagoon Road Pedestrian Refuge 15 3 (Eastbound) Lagoon Road Pedestrian Refuge 27 2 (Westbound)

Public Transport / Coaches There is currently one bus route that operates in proximity to the site. This route serves the area between Waikawa, Picton and the Blenheim CBD. The route runs along Auckland Street and London Quay, as shown in Figure 6.

2 https://www.marlborough.govt.nz/recreation/cycling-and-walking/projects-and-strategies/marlborough- walking-and-cycling-strategy

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Figure 6: Public bus route through Picton.

This route is currently operated as an 18-month trial by the Marlborough District Council. The service starts and finishes in Waikawa and operates an AM (09:00) and PM service (13:00) on Tuesdays and Thursdays. Within Picton the bus will operate as a hail and ride service, meaning passengers will need to wave the bus down as it travels along the designated route.

There are several shuttle and coach operators that pick up/drop off passengers at the Interislander terminal and i-Site.

Parking The existing terminal car park has approximately 152 general car parking spaces comprising 10 pick-up/drop-off car parks, 100 short term (P60) car parks, 33 long term car parks, and 9 on street car parks. There are approximately 100 rental car parks and 27 allocated parks made up of 15 Berth holder car parks and 12 staff car parks. In addition, there are 10 parking spaces for buses and 4 parking spaces for shuttles.

This gives a total existing parking provision of approximately 279 car parks and 14 bus/shuttle parks (excluding the operational area north of the terminal building).

The upper carpark is assigned to a number of uses; rental cars, P60, bus stops, pick-up drop-off, staff parking, long-term overflow and berth holder parking. This is shown in the diagram below.

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Figure 7: Upper carpark spaces usage split

Two site parking surveys were completed between 8:30 am and 3:00 pm on the 23rd December 2019 and 31st January 2020. These dates were chosen to provide a snapshot of the busiest day of the year and a slightly less busy shoulder day. These surveys involved recording occupancy rates of the carparks at 30 minutes intervals. Observations were also made from video footage during the day for the pick-up/drop off zone, bus parking and shuttle parking. Figure 8 shows the percentage of car parks occupied through the two days surveyed.

Figure 8: Carpark occupancy rate for the Interislander Ferry Precinct

This shows that on Monday 23rd December the site had 59% at 8:30am, which gradually rose through the morning to a peak of 83% at 12:30pm (corresponding to the Interislander ferry arriving), and then gradually declined to 61% at 2:30pm. Parking occupancy on Friday 31 January followed a similar pattern but was lower, with a peak occupancy of only 66%.

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Figure 9 shows the average occupancy of each area on the site on the 23rd December.

Figure 9: Average percentage of carparks occupied

This shows that the long-term angled parking north of the railway station was the most highly utilised, along with the rental car spaces closest to the terminal entrance. Much of the upper carpark had average occupancies less than 50% and some as low as 6%. The surveyor commented that many of the cars occupying the P60 spaces were rental cars. The lower carpark, which is almost exclusively used for rental car storage, was relatively highly utilised.

Figure 10 shows the occupancy of each area on the site at the peak time of 12:30pm on 23rd December.

Figure 10: Percentage of carparks occupied at peak time (12:30pm)

This shows high occupancy rates in most areas at the peak time. Areas with slightly lower occupancy were the bus spaces, the furthest away areas of the upper carpark, and the central section of the lower carpark. The survey on 31st January shows similar patterns but with all numbers lower.

Figure 11 shows the average duration that vehicles stayed in each area on the site on the 23rd December.

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Figure 11: Average duration of vehicles

This clearly shows the long-term nature of parking in the spaces north of the railway station and the berth-holder parking in the upper carpark. Bus stops and the less attractive P60 parking had shorter durations. Rental car parking had varying durations between 1 and 4 hours. It is notable that much of the P60 parking has average durations of stay significantly longer than 60 minutes – the surveyor commented that many of these spaces were being used as rental car storage.

Video footage of the short-term parking area nearest the terminal was also interrogated on these same days. This covered the areas shown below.

Figure 12: Short-term parking zones

On Monday 23rd December a total of 145 vehicles used these spaces, comprising 116 cars, 11 buses, 1 motorbike, 12 shuttles, and 5 delivery trucks. The median duration of stay was 5 ½ minutes, although some vehicles stayed for much longer durations of up to 3 hours. Buses tended to stay for longer periods of up to an hour, and some longer-staying vehicles appeared to be workers and contractors.

Figure 13 shows the profile of vehicles using the short-term parking area. This shows the number of vehicles that used the short-term area in each half hourly period (not necessarily the number of vehicles present simultaneously).

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25

20

Cars 15 Buses 10 Shuttles

Delivery vans/trucks Numbervehicles of 5 Motorbike Total vehicles 0

Time

Figure 13: Vehicle numbers during the day in the short-term parking zone

This shows that car and bus use peaked at 12:30pm coinciding with the busiest ferry arrival. The second peak at the end of day coincides with the arrival of another ferry at 5:40pm. Shuttles tended to be most active earlier in the day.

Key conclusions from the surveys are that, whilst appearing busy, the carpark occupancy levels are below capacity even at peak times. Rental car storage makes up the majority of parking demand at the site - the surveyor anecdotally estimated that at the peak time 70-80% of the vehicles parked on site will have been rental cars.

Rail The site is serviced by the South Island Main North Line. This carries freight services between the Interislander terminal and Christchurch, as well as the Coastal Pacific passenger train, currently operating daily from the last Friday of September to the last Sunday of April from Christchurch to Picton. The train is timetabled to connect with Interislander sailings. The Marlborough Flyer, a heritage steam train, operates tourist trips between Picton and Blenheim.

Crash History A review of Waka Kotahi NZ Transport Agency (the Transport Agency) Crash Analysis System (CAS) database has been undertaken to identify all reported crashes within the study area within the past five full years (2014-2018) and includes any crashes from 2019 that have been added to the database as at December 2019. Crash records extracted from the CAS database are provided within Appendix A.

The analysis indicates that a total of 27 crashes have occurred over the past five years. The locations of these crashes are shown in Figure 14 .

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N

Non-injury Minor injury

Figure 14: Crashes reported 2014-2019 in the vicinity of the site.

All crashes occurred on either the Auckland / Wairau corridor, or the Kent/ Lagoon corridor, as detailed further below.

2.9.1 Auckland Street / Wairau Road Corridor Crashes that occurred on the SH1 corridor (Auckland Street and Wairau Road) are shown in Figure 14. None of these crashes resulted in deaths or serious injuries.

N

Figure 15: Crashes reported 2014-2019 on SH1.

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Auckland Street / Dublin Street There have been five crashes reported at the intersection of Auckland Street and Dublin Street (all non-injury). Three occurred when a vehicle failed to give way at priority traffic control and the remaining two when a turning vehicle failed to give way to non-turning traffic. Auckland Street / Broadway There have been three non-injury crashes reported at the intersection of Auckland Street and Broadway. Two occurred when a vehicle failed to give way at priority traffic control and the remaining crash occurred when a vehicle lost control turning and mounted the kerb colliding with a power pole. Wairau Road / Devon Street One minor injury crash occurred at the Wairau Road / Devon Street intersection, when a vehicle deliberately rammed into the vehicle in front causing it to lose control. Nelson Square One non-injury crash occurred at the northeast approach to Nelson Square when a vehicle failed to give way at priority traffic control. Midblock Crashes There have been two non-injury midblock crashes that have occurred along the Auckland Street corridor. One occurred when a driver accidentally pressed the brake instead of accelerator causing the vehicle behind to run into the back of the vehicle and the cause of the remaining crash is unknown. There have also been two minor injury midblock crashes that have occurred along the Auckland Street Corridor. One occurred when a driver opened their door into the path of an oncoming cyclist and the other when a pedestrian deliberately ran out in front of a vehicle.

2.9.1.1 Crash Risk Assessment A high-level crash risk assessment has been undertaken based on the Transport Agency’s Crash Estimation Compendium (CEC). This predicts 0.48 injury crashes per year for crossroad intersection with traffic volumes similar to Auckland Street / Dublin Street. All intersections along the Auckland Street / Wairau Road corridor have an observed crash rate below what the CEC predicts. No especial safety issues have been identified that an increase in traffic volumes associated with the proposal will be likely to exacerbate. The safety assessment of key intersections is detailed further in Section 5.11.

2.9.2 Lagoon Road / Kent Street Corridor Crashes that occurred on the Lagoon Road / Kent Street corridor are shown in Figure 15 below. Again, none of these resulted in deaths or serious injuries.

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N

Figure 16: Crashes reported 2014-2019 on Kent/Lagoon corridor.

Dublin Street / Kent Street / Lagoon Road There have been three crashes reported at the Dublin Street / Kent Street / Lagoon Road intersection (all non-injury). Two of the crashes were as a result of excessive speed through the intersection resulting in the driver losing control when they hit the roundabout kerb. The other crash was a result of the driver failing to give way causing them to side swipe a vehicle on the roundabout. Kent Street / Buller Street There have been three crashes reported at the Buller Street / Kent Street intersection (one resulted in minor injuries, and two non-injury crashes). The minor and one non-injury crash

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occurred when a driver failed to give way at priority traffic control. The remaining crash was as a result of excessive speed through the intersection causing the vehicle to lose control and collide with a power pole. Kent Street / Oxford Street There has been one non-injury crash reported at the Oxford Street / Kent Street intersection. This crash occurred when a driver failed to give way at priority traffic control. Kent Street / Wairau Road There have been five non-injury crashes reported at the Kent Street / Wairau Road intersection. Two crashes occurred when a vehicle failed to give way at priority traffic control, and one occurred when a vehicle lost traction resulting in it colliding with a give way sign. Another crash occurred when a vehicle reversing along Wairau Road reversed into another vehicle. The remain crash occurred when a vehicle changed into the righthand turning bay causing a crash with another vehicle. There was one crash on the Kent Street approach to the intersection when a vehicle failed to notice the van in front was stationary in a queue and collide with back of a van. Midblock Crashes There has been one non-injury crash midblock between Broadway and Buller Street when a large truck travelled too close to a parked bus scraping the side of the bus. There have been no reported crashes on Lagoon Road between Dublin Street and the port.

2.9.2.1 Crash Risk Assessment A high-level crash risk assessment has been undertaken based on the Transport Agency’s Crash Estimation Compendium (CEC). This predicts and expected rate of 0.36 injury crashes per year for crossroad intersection with traffic volumes similar to Kent Street / Wairau Road intersection. In addition, it predicts 0.22 injury crashes per year for roundabouts with traffic volumes similar to Kent Street / Lagoon Road. All intersections along the Kent Street corridor have an observed crash rate below what the CEC predicts. No especial safety issues have been identified that an increase in traffic volumes associated with the proposal will be likely to exacerbate. The safety assessment of key intersections is detailed further in Section 5.11.

Existing Ferry Vehicle Loadings Every year there are approximately 1,600 Interislander ferry sailings that depart and arrive in Picton. Figure 17 shows the number of vehicles carried on each sailing over a 12-month period from 1 July 2018 to 1 July 2019.

It shows that there is a large variation in the number of vehicles on each sailing. Many sailings have zero vehicles, and the busiest sailing had 348 vehicles. The median number of vehicles per sailing is 65 vehicles (depicted by the red line) and the 85th percentile number of vehicles per sailing is 157 vehicles (depicted by the black line). There is a noticeable increase in occupancy over the summer and autumn months from December to May. The 85th percentile loading over this period is 195 vehicles, depicted by the green line in Figure 17.

The Christmas peak period is notable not only by the increased number of vehicles on the busier sailings, but also the increase in the number of vehicles on the quieter sailings – it is the only time of year when there are no empty sailings.

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Figure 17: Number of vehicles (both heavy and light) recorded on each Interislander sailing throughout 2018-19.

Figure 18 shows the number of sailings per year for Interislander, categorised by the total number of vehicles on board (commercial and private). Approximately one third of sailings have fewer than 50 vehicles onboard. The vast majority of sailings have fewer than 200 vehicles per sailing and only 7% of sailings have over 250 vehicles per sailing.

Figure 18: Number of sailings with different vehicle loads throughout July 2018 - July 2019.

These graphs are important because they highlight that full sailings are extremely rare events. The vast majority of sailings carry less than half the vehicles they are capable of carrying. Only a small number of sailings over the summer period operate at full capacity.

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This very low frequency must be kept in mind when assessing the impacts of a full (or nearly full) sailing.

No data has been requested on the current annual loading of Blueridge ferries. Bluebridge have publicly provided the maximum capacity of both the MS Straitsman (40 trucks, 120 other vehicles) and MS Strait Feronia (60 trucks, 140 other vehicles). 3 Policy Context

This section provides a summary of the policy context relevant to the proposal and sets out the following aspects: • The national policy context; and • The regional and local strategic context.

National Policy Context At a national level, the proposal is relevant to a number of legislative documents and strategic initiatives including:

Government Policy Statement on Land Transport 2018 (GPS)

The Government Policy Statement on Land Transport (GPS), prepared by the Ministry of Transport in 2018, sets out the Government’s high-level strategic direction for investment in the land transport network and priorities over the next ten years.

The strategic directions of the GPS are closely aligned to the outcomes sought from this proposal. One of the key focuses is on improving access, which includes “Improving New Zealanders’ access to economic and social opportunities” including a focus on “nationally important freight and tourism connections that are safe, efficient and resilient.”

This proposal will contribute to delivering the following specific results sought from the GPS:

• Nationally important transport connections are maintained or improved to support areas of growth, changes in population, freight and tourism, and to improve safety. • Regional networks (including key regional freight routes) are safer, better connected and more resilient. • Improved resilience on routes where disruptions pose the highest economic and social costs.

Resource Management Act 1991 (RMA)

The purpose and principles of the Resource Management Act 1991 (RMA) are set out in Part 2 of the Act and specifically in s5 which outlines that:

1 The purpose of this Act is to promote the sustainable management of natural and physical resources. 2 In this Act, sustainable management means managing the use, development, and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural well-being and for their health and safety while —

(a) sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and (b) safeguarding the life-supporting capacity of air, water, soil, and ecosystems; and (c) avoiding, remedying, or mitigating any adverse effects of activities on the environment.

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There are several sections under the RMA that are directly or indirectly applicable to land transport. Of particular note is the requirement under s75(3) that district plans give effect to regional policy statements and the opportunities this presents for promoting integrated transportation planning. In addition, regional councils have a specific responsibility for the strategic integration of infrastructure with land use, through objectives, policies and methods. Regional policy statements are therefore a very important instrument to promote transport integration as regional land transport strategies must not be inconsistent with the regional policy statement. Regional plans and district plans need to give effect to their objectives and policies in the regional policy statement.

Regional and Local Policy Context The proposal has been developed within the context of a number of regional and local planning documents.

Marlborough Sounds Resource Management Plan

The Operative Marlborough Sounds Resource Management Plan sets out regional policies relevant to transportation. Marlborough District Council are currently going through a process of replacing this with a new plan termed the Proposed Marlborough Environment Plan.

The proposal has been assessed against both plans as detailed further in Section 5.12.

Marlborough Walking and Cycling Strategy

In addition, the proposal has been assessed for consistency with the Marlborough Walking and Cycling Strategy. The purpose of this strategy is to provide a framework to increase walking and cycling participation and safety in Marlborough. The main aims of the strategy are to:

• Encourage and support people in Marlborough to choose walking and cycling; • Develop a safe, convenient and connected travel network for walking and cycling; and • Ensure that all relevant strategies, policies, plans and practices for Marlborough to support walking and cycling.

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4 The Proposal

This section of the report provides an outline of anticipated traffic generation following the development of the Interislander Terminal site. It details assumptions relating to the proposed development, assumed future growth and staging scenarios used within the traffic models, assumed trip generation rates and trip distribution assumptions. Based on this, the future anticipated traffic volumes at each of the key intersections for each of the proposed stages of the development are also summarised. Section Key Points: Typical marshalling yard operations will generate a total of 325 peak hour vehicle trips by 2029. This is 130 additional vehicle trips generated when compared to the 195 peak hour vehicle trips currently generated in 2019. The Interislander Ferry Terminal Building operations will generate a total of 500 peak hour foot trips that will continue their journey by either, car, bus, train, bike or foot. There are planned to be two rail sailings per day initially increasing to three rail sailings in the future to meet forecast demand.

Proposed Development The proposed development includes:

• Two new larger ferries to replace the current aging fleet; • New wharves to accommodate these, with associated removal of some existing wharves; • New seawall infrastructure; • New terminal building; • New vehicle and rail marshalling yards; and • Two new on-site overbridges to transport vehicles on and off the ferries.

The proposed development is shown in Figure 19.

Figure 19: Proposal concept plan.

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The design retains the current entrance from Lagoon Road but increases its use to provide access to the vehicle marshalling yards for all vehicles travelling on the ferry (currently it only provides for commercial vehicles). This involves relocation of the existing private vehicle (PV) marshalling yard from the area adjacent to the rail station and terminal precinct on Auckland Street, to the commercial vehicle (CV) marshalling yard. Access to the terminal building for all walk-on passengers will continue to be from Auckland Street.

The vehicle marshalling yard is accessed from the existing Lagoon Road entrance to the site. The concept design for the vehicle marshalling yard includes two overbridges for loading/unloading vehicles to the ferries. One is two lanes wide and one is three lanes wide. These link together at the vehicle marshalling yard and form a single lane exit onto Lagoon Road. There will be approximately 1,900m of private vehicle marshalling on the western side of the yard. In addition, there will be approximately 1,070m of commercial vehicle marshalling on the eastern side of the yard. 26 vehicle-drop slots3 are marked within these lanes to enable flexibility for use with drop trailers. Indicative locations for driver welfare facilities are shown on Figure 21 (grey buildings) with separate commercial driver and passenger vehicle facilities.

The concept design includes a container transfer terminal to accommodate road-bridging4 operations which will be required during construction and intermittently going forward if there is an issue effecting rail loading onto the ferries.

The existing terminal will be demolished, and a temporary terminal facility will be constructed to allow operations to continue through the construction period. The new terminal and forecourt will be constructed and commissioned then the temporary terminal will be demolished. This will allow space for the completion of the parking, footpaths and landscaping. The new railyard has been designed to provide for longer trains of up to 40 wagons and four locomotives with a total length of approximately 800m. This will accommodate all space required for assembly and break-up of trains associated with ferry transfers. When an 800m train is present on the site it extends past Dublin Street to a point just north of SH1.

Marine works include the construction of a new No. 1 Wharf and a possible replacement short arm structure. This will include the construction of a new seawall to protect marine structures and terminal buildings. The proposed terminal building and surrounds is shown in Figure 20.

Figure 20: Proposed terminal building and surrounds.

The proposed vehicle and rail marshalling yard are shown in Figure 21.

3 Vehicle drops slots are for commercial vehicles that are not accompanied by a driver on the ferry. 4 Road bridging is where freight is transferred from a train to a commercial vehicle to cross the Strait.

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Figure 21: Proposed vehicle and rail marshalling yard.

4.1.1 Staging The staging listed below is sequential, with a full construction programme of three to four years. Stage 1 (22 – 24 months) • Construction of temporary terminal building • Construction and completion of the new terminal building and adjacent carpark • Relocation of existing PV marshalling yard to CV marshalling yard.

Stage 2 (10 – 12 months) • Demolition/removal of the temporary terminal • Construction/completion of the car park areas adjacent to the new terminal building • Reconfiguration of the vehicle (PV & CV) marshalling yard, including installation of new vehicle check-in kiosks and facilities.

Stage 3 (10 – 12 months) • Completion of the two new vessel overpass bridges • Final reconfiguration of the vehicle marshalling yard and container terminal.

Site Traffic Generation Peak Hour Vehicle Marshalling Yard Trip Generation

Trip generation associated with Interislander’s commercial operations in 2029 have been determined using forecasts provided by KiwiRail for the purpose of this assessment. An 85th percentile sailing over the summer peak period (December – April) in 2029 has been assessed as the base case scenario for the purposes of assessing transport-related effects. A 10 year horizon is

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considered industry practice for assessing transport-related effects. Growth predictions of background traffic volumes beyond a 10 year horizon introduce a high level of uncertainty.

An 85th percentile summer sailing has been assessed as being represented by a ship that is 55%5 full. The reason this is not 100% is that most sailings have rail wagons on board which occupy much of the available lane space, and that the ships are limited by the number of passengers on board. People tend to travel in larger groups over summer meaning the passenger lounges are expected to reach capacity before the vehicle lanes are all full.

This 55% can be comprised of a large variety of large vehicles, small vehicles, and motor bikes. Five typical loading mixes are shown in Table 3 for the peak summer period of December through to April 2029.

Table 3: KiwiRail forecast data for possible loading mixes for an 85th percentile summer sailing in 2029.

Sailing Commercial Large Private Small Private Motor Bikes Total Vehicles Vehicles Vehicles Vehicles AM 9 69 296 13 387 AM 19 92 212 9 332 AM 34 72 166 2 274 AM 30 66 189 16 301 AM 24 76 204 25 329

The average number of total vehicles across these five mixes is 325 vehicles.

These mixes are given in terms of four vehicle classes, but the Paramics discovery traffic model only provides for two vehicle options; truck and car. The classes were therefore simplified using the annual percentage split of vehicles arriving in Picton on Interislander sailings. These are 17.2% / 20.2% / 59.5% / 3.1% for CV / LPV / SPV / MB6 respectively. The short and long private vehicles and motorbikes have been combined and have been represented in the traffic model as cars. This gives a mode share of 83% cars and 17% commercial vehicles.

Table 4 shows the resulting vehicle loading that was used in the traffic modelling to represent an 85th percentile summer sailing. This uses the average of 325 total vehicles, split into commercial and private vehicles according to a 17%/83% ratio.

This compares to the existing vehicle loading for an 85th percentile summer sailing in 2019 of 195 vehicles.

Table 4: Paramics loading for an 85th percentile summer sailing in 2029.

Sailing Commercial Private Vehicles Total Vehicles Vehicles AM 55 270 325

Peak Hour Ferry Terminal Trip Generation

The terminal building will generate vehicle trips from embarking and disembarking foot- passengers. Forecast foot-passengers for a typical daytime sailing over the peak December/January

5 As detailed further in the “Options Modelling Summary” dated 21/01/2020 in Appendix E. 6 CV = Commercial Vehicles, LPV = Long Private Vehicles, SPV = Short Private Vehicles, MB = Motorbikes

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period in 2029 is approximately 500 passengers7. Upon exiting the terminal, foot-passengers typically:

• Walk into Picton; • Ride their bicycle; • Are picked-up by a private vehicle; • Use private vehicles from long-term parking; • Board a bus; • Board a train; • Enter a taxi; or • Enter a rental vehicle.

Parking surveys and visual inspections of the terminal operations were undertaken on 23rd December 2019 and 31st January 2020. These surveys have been used to infer the transport mode splits for foot passenger arriving and departing the Interislander Terminal. The survey data shows that:

• 17% walk or cycle; • 7% catch a bus or shuttle; • 43% enter a private vehicle; and • 33% enter a rental vehicle.

These mode splits give 385 foot passengers entering a vehicle and 115 foot passengers using either a bus, cycling or travelling by foot. To convert passenger numbers to vehicle numbers, a rate of 2.68 passengers per vehicle was assumed.

The peak hour trip generation from a typical summer sailing for the terminal building is 148 vehicles, to drop off and pick up passengers.

Total Peak Hour Trip Generation

Based on the above, the proposed site development is estimated to generate approximately 473 trips in the peak hour following the arrival of a ferry, which have been assumed to be all outbound trips. All inbound trips to the development are assumed to have occurred an hour prior to the departure of a ferry. This is in accordance with Interislander’s check-in procedures. Therefore, there should be no conflict between arriving and departing traffic at the vehicle marshalling yard on Lagoon Road.

Other Site Trip Generation

The office land use of the site has been excluded from this future year analysis as no changes to the number of employees is proposed or allowed for as part of the base-case data. In addition, any additional staff trips generated by the development will likely fall outside of the peak ferry trip generation.

Port operations at Waimahara Wharf will generate logging truck traffic throughout the day. These trips have been captured in the background traffic surveys and growth calculations.

The Bluebridge ferry terminal on Lagoon Road generates traffic on departure and arrival of ferries. Timetables are currently scheduled such that the Interislander and Bluebridge ferry arrivals do not coincide but have at least one-hour separation. This is long enough for all traffic to dissipate. However, there are occasions where delays (such as inclement weather) mean both Interislander and Bluebridge ferries arrive in Picton at the same time. This scenario has been assessed and is detailed in Section 5.5 of this report.

7 Refer to Figure 26 8 Rate is the average number of motorist and vehicles on each sailing from the 23/12/19 surveys.

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The relocation of cruise ship operations from Shakespeare Bay to Auckland Street will result in 10 – 18 bus trips diverted from Lagoon Road to Auckland Street, when a cruise ship docks in Picton. These diverted trips have been excluded from the peak hour trip analysis as cruise ship traffic generation tends to peak at a different time to the ferries, with spikes early in the morning and late in the evening, but low activity through the midday peak period for the ferries.

Parking Generation The required number of car parks for public car parking and rental car parking has been estimated based on the forecast foot passenger demands and existing parking demands. The growth in foot passenger demands has been applied to the existing car parking provision to predict the future demand for parking based on existing mode share.

The parking generation method and assumptions are detailed in Section 6.

Trip Distribution In the absence of a wider strategic model for the region, to establish future traffic distribution traffic generated during the peak period has been allocated to the network based on observed behaviours from the traffic surveys. The traffic distribution to and from the site has been based on routes for light and heavy vehicles to access the site. Two distributions have been identified as follows:

Commercial Vehicles The commercial operation of the Interislander will fluctuate between sailings due to seasonality and time of day factors. The trip origins and destinations for commercial traffic has been projected using existing and forecast freight demand from KiwiRail. Discharging commercial vehicles will disembark from the lower level of the ship immediately following arrival. KiwiRail have indicated that approximately 80% of commercial vehicle are unaccompanied on a typical sailing, thus distribution patterns are between the ferry and the vehicle marshalling yard. Unaccompanied commercial vehicles will then gradually filter onto the network as and when the drivers pick up trailers from the vehicle marshalling yard.

Accompanied commercial vehicles will access the network via Lagoon Road. The percentage split between destinations is shown in Table 5. The key destinations for commercial traffic are south via SH 1 (Blenheim, Nelson via SH6 and Christchurch), west via Queen Charlotte Drive (Scenic route) and east to the Picton Township and CV rest break area on Dublin Street.

The future ‘with terminal development’ scenarios for the traffic modelling include the additional trips generated by the new ship in addition to background growth rates. The distribution of the ship traffic in the peak hour is assumed to follow the existing travel patterns.

Table 5: Distribution of commercial vehicles in the peak hour

Year East South West

2019 25% 70% 5%

Route Dublin Street -> Picton Kent Street -> SH1 Queen Charlotte Drive -> SH6

The trip distribution for arriving commercial vehicles have assumed similar travel patterns to the departing vehicles. Arriving commercial vehicles may check in up until 45 minutes before departure.

Private Vehicles The trip origins and destinations for private traffic has been projected using existing travel pattern observed following the arrival of a ferry.

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Discharging private vehicles will disembark from the mid and upper levels of the ship via a three- lane link span immediately following arrival. Private vehicles will access the network via Lagoon Road. The percentage split between destinations is shown in Table 6. The key destinations for private traffic are south via SH 1 (Blenheim, Nelson via SH6 and Christchurch), west via Queen Charlotte Drive (Scenic route to Nelson and Havelock) and east to the Picton Township.

The future ‘with terminal development’ scenarios for the traffic modelling include the additional trips generated by the new ship in addition to background growth rates. The distribution of the ship traffic in the peak hour is assumed to follow the existing travel patterns.

Table 6: Distribution of private vehicles in the peak hour

Year East South West

2019 26% 56% 18%

Route Dublin Street -> Picton Kent Street -> SH1 Queen Charlotte Drive -> SH6

The trip distribution for arriving private vehicles have assumed similar travel patterns to the departing vehicles. Arriving private vehicles may check in up until 1 hour before departure.

Modelling Scenarios The traffic operation assessment considers the current and future capacity of the existing and proposed intersections around the site, taking into account the traffic distribution and development growth assumptions contained in the previous sections. The intersections considered in the assessment include:

• Lagoon Road / Dublin Street • Kent Street / Wairau Road • Dublin Street / Auckland Street

To enable the adequate assessment of effects of the road network to be understood a microsimulation model has been built in Paramics Discovery 22 (Paramics). The model covers an area large enough, as shown in Appendix C, to reasonably reflect the current extents of congestion and to enable realistic route choice to and from the existing site from the surrounding areas. The modelling has been undertaken for the following scenarios:

Existing Scenario 1a – December 2019: (‘Base Case’)

Under this scenario no development has occurred, and existing traffic volumes have used an adjustment factor of 35% to bring September’s off-season peak traffic volumes to December’s seasonal peak traffic volumes (85th percentile day). Traffic volumes are based on the Transport Agency traffic counts summarised in Section 4.5.2. Future Scenario 2a – Year 2029 (No Development)

Assessment of future network performance, assuming no development has taken place and therefore no development traffic is included. An underlying traffic growth per annum of 0.7%, based on the historical traffic data growth rates summarised in Section 4.5.2. Future Scenario 2b – Year 2029 (With Development) Dublin Street Closed

Assessment of future network performance, assuming that the new ships will be operational, with six crossings a day and two of these crossings holding rail9. Includes development traffic

9 2019 06 25 Draft Picton Terminal Requirements (pg. 10)

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and background traffic growth per annum of 0.7%, based on the historical traffic data growth rates summarised in Section 4.5.2. Under this scenario we have assumed that the formation of Broadway will be changed permanently to a cul de sac at the railway crossing. Dublin Street is modelled as being closed at the railway crossing, to simulate a train completing a brake test which blocks the road for the majority of the hour being modelled. Future Scenario 2c – Year 2029 (With Development) Dublin Street Open

Assessment of future network performance, assuming that the two new ships will be operational, with six crossings in total a day and two of these crossings holding rail. Includes development traffic and background traffic growth of 0.7%, based on historic traffic data growth rates summarised in Section 4.5.2. This scenario assumes that the formation of Broadway will be permanently changed to a cul de sac. Dublin Street has been modelled as remaining trafficable across the railway crossing during the peak mid-day period. There are several ways this could potentially be achieved; for example, by constructing an overbridge, or scheduling brake testing to occur outside of peak travel times. The setup of the models and calibration is described in more detail in Appendices C and D.

4.5.1 Existing Turning Traffic Data A survey has been undertaken to obtain turning volumes at key intersections surrounding the site. This survey was completed on 20 September 2019, which was considered a fair representation of a typical day as it was during the school period with fine weather. The survey was undertaken between 11:00 – 18:00 as this includes the peak period flow (11:00 – 13:00) resulting from the arrival of both a Bluebridge and Interislander Ferry from Wellington. The survey counts are categorised into cars, trucks, buses and cyclists. The key intersections surveyed are as follows: • Dublin Street / Lagoon Road / Kent Street • Kent Street / Broadway • Kent Street / Buller Street • Kent Street / Oxford Street • Kent Street / Scotland Street • Kent Street / Wairau Road (State Highway 1) • Dublin Street / Auckland Street • Broadway / Auckland Street • Nelson Square Southwest • Ferry terminal entrance and exit points

The results are detailed in Appendix B.

4.5.2 Seasonal Traffic Variation Assumptions Travel patterns in Picton vary substantially throughout the year, as illustrated in Figure 22. The traffic model aims to represent an approximate 85th percentile scenario, corresponding roughly to a mid-December summer model. This corresponded to a 1.35 factor to the September traffic count data based on the seasonal variations in traffic volumes observed at the Transport Agency Waitohi Bridge continuous traffic count site.

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Figure 22: Daily Traffic Volumes through SH1 Waitohi Bridge, 2018

The model was calibrated against September traffic counts, as detailed in Appendix D, and then factored to mid-December summer traffic using a factor of 1.35 recorded in 2018 as shown in Figure 21. Traffic surveys were undertaken at three key intersections on the 18th December 2019 and compared to the model outputs to confirm the validity of the 1.35 scaling factor. The total modelled and observed traffic volumes across the three intersections were within 1.0%. This indicates that the volume of traffic in the model is similar to the observed traffic volumes. In addition, GEH values for all individual turning movements were less than 5.0. GEH is a widely used measure to confirm the validity of the model (and recommended by the Transport Agency Traffic Modelling Guidelines). If all GEH’s are less than 5.0 then the model is deemed to be a good representation of the existing conditions. The mid-December traffic surveys confirmed that using a seasonal adjustment factor of 1.35 was valid.

4.5.3 Background Traffic Growth Assumptions Both future scenarios with and without development have assumed background traffic growth independent of the site. This needs to be factored into future traffic estimates, as future traffic volumes on the road network are not purely dependent on traffic generated by the proposed development. Picton does not have a strategic transport model. As such, historic traffic growth has been analysed. From the most recent data extracted from the Transport Agency SH records, over the past five years SH1 has had an approximate baseline growth rate of 0.7% per annum (see Table 7). The historical data from this site has been used to predict the average growth on the State Highway network and will be used to extrapolate 2019 demand to estimate 2029 demand. Table 7: Historic Growth Rates - SH1 (2009 to 2018).

Historic Volumes Annual

%

Growth Site Heavy

Rate

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Waitohi SH 1 5770 5558 5134 5215 5302 5353 5430 5932 6045 6125 9.7 0.7% Bridge

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Figure 23: Historic Annual Average Daily Traffic (AADT) on SH1 (blue) together with three growth scenarios

For the traffic modelling detailed later in the report we have assumed that future traffic growth will continue at the same rate as it did between 2009 and 2018 (0.7% - orange line). We have also completed sensitivity testing to assess network performance if traffic growth were to be higher than this (1.5% and 2.5%).

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5 Assessments of Effects

This section of the report provides an assessment of the expected transportation-related effects of the proposal on the surrounding environment. It covers effects related to traffic and parking, and the conversion of Broadway to a cul de sac. It also assesses effects on pedestrians, cyclists and public transport users.

Dublin Street Rail Crossing Effects

This section of the report provides an outline of the effects of the temporary and intermittent closing of Dublin Street on residents, businesses, emergency services and the transport network. Section Key Points: Trains alighting from ferries need to perform a brake test before departing, which can take up to 60 minutes. At present, this can be done without blocking the Dublin Street rail crossing, due to the shorter trains and different site layout. The only blockages are for up to 4 minutes when a train is departing or arriving at the yard. This is occasioned by short-duration shunting operations (a few minutes at a time). However, under the proposal, with longer trains and different layout, the brake test would block the Dublin Street rail crossing for up to 60 minutes at a time. This closure will sever one of only two remaining links in to Picton, which will have an impact on the resilience of the network for the duration of the closure. Dublin Street is also identified in the Picton Cycle Strategy as a future key cycleway. The current GPS promotes regional networks that are safer, better connected and more resilient. The temporary closure of Dublin Street at the rail crossing will result in additional travel time resulting from usual route choice being disrupted. Initially, two return freight trains a day will block Dublin Street for up to 60 minutes at a time. In the long term, the frequency of closures may increase from two return trains to three return trains per day to meet forecast freight demand. Although traffic modelling indicates that traffic volumes are not large enough to cause any capacity problems in the wider network, this will result in significant delays and inconvenience to existing road users including motorists, cyclists, pedestrians, passenger transport, freight and emergency vehicles. As such, some form of mitigation is considered to be necessary.

The proposal will have significant impacts on users of Dublin Street if the railway crossing is rebuilt as a level crossing (controlled using signs and barrier arms in similar method to existing). This is because the proposal results in longer trains and a different layout that will result in prolonged closures of the Dublin Street rail crossing. KiwiRail expect the crossing will be closed for approximately 45 minutes while the train undertakes the required brake testing, plus any additional time required to shunt and couple the train. This could close Dublin Street for around 60 minutes each time a train departs the rail yard.

This will require motorists to complete a 1 km detour to Wairau Road (90 seconds travelling at 40km/h), and pedestrians and cyclists to complete a 700m detour to Broadway (7 minute walk or 2-3 minute cycle). Whilst traffic volumes are not large enough to cause any capacity problems in the wider network, this represents an inconvenience to the public, especially because the road closure is temporary and could vary from day to day. This makes it difficult for motorists to forward plan their route and will have a significant impact on the journey time reliability of the network.

One of the strategic pillars of the GPS, is access and to improve the resilience of the land transport system. The GPS states that regional networks (including key regional freight routes) are safer, better connected and more resilient. A key measure is the additional travel time resulting from usual route choice being disrupted (compared to usual time taken) on regional networks for freight and passengers. The temporary closure of the Dublin Street railway crossing will result in one of the only two roads into Picton and Waikawa (the other being Wairau Road) being severed. Dublin Street is an important backup route if Wairau Road is closed for any reason. Therefore,

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there is a strategic alignment to government priorities to ensure Dublin Street remains open for use at all times. The two routes both cross the railway line approximately 250m apart. When a 700-800m long train departs or arrives at the ferry terminal both crossings will be closed simultaneously, meaning nobody can enter or exit Picton for a short time. This is examined further in the section below.

The Marlborough Walking and Cycling Strategy has designated Dublin Street as the route of a future cycleway linking Picton to the Queen Charlotte Drive track. When Dublin Street is closed for trains then cyclists will need to either wait or perform a detour.

Mitigation is recommended for Dublin Street, as detailed in Section 6 of this report.

Effects when Wairau Road and Dublin Street are Temporarily Closed At present, access to Picton is blocked every time a slow-moving train arrives or departs the rail yard. The Dublin Street and Broadway rail crossing are separated by 250m. The rail crossings at Broadway and Dublin Street are simultaneously blocked for a minimum of 1 minute and a maximum of 2 ½ minutes10 by a freight train. The closure occurs at least four times a day and the duration of the closure is dependent on the length of the train.

The development will see freight trains increase to a length of 800m, which will result in an increased period time in which both rail crossings will be closed. A departing or arriving freight train will block both railway crossings disrupting access to Picton for up to approximately 6 ½ minutes11.

This will have a significant effect on the operation of emergency services in Picton and the resilience of the Picton network. Police, St John and Fire Emergency services are located in the Picton township as shown in Figure 24. St John also utilise the ambulance base in Blenheim to service the Marlborough region surrounding Picton. This means that emergency response times for Fire and Police to the west of Picton and ambulance to the east of Picton could increase by up to 6 ½ minutes if a train is arriving or departing the rail yard.

10 Video Survey of Dublin Street and Wairau Road crossing on 20/09/19 11 Assuming freight train travel at an average speed of 5 km/h when arriving and leaving the rail yard

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Figure 24: Location of Emergency Services in Picton.

Effects of Changing Broadway to a Cul de Sac

This section of the report provides an outline of the effects of changing Broadway to a cul de sac on residents, businesses and the transport network. Section Key Points: The changing the road formation to a cul de sac at Broadway will affect two properties on the east side of Waitohi Stream, and nine properties on the west side of Waitohi Stream. Residents will incur an additional 58 seconds of travel time eastbound (i.e. towards Picton township). Given the low impact, this is not considered to represent a more than minor impact on existing road users and is therefore considered to be no more than minor from a Resource Management Act perspective. However, it is acknowledged that for the residents themselves this will be a significant change for them individually.

Changing the road formation to a cul de sac at Broadway is required to accommodate a lengthened rail shunting area and associated level changes. Broadway traverses a narrow, timber one-lane bridge just west of this road formation change.

Broadway is classified as a local road under both the Marlborough Sounds Resource Management Plan and Proposed Marlborough Environmental Plan. The road provides east-west connection in the Picton network, along with Dublin Street and Wairau Road. Traffic Counts undertaken by Marlborough Roads in 2014 show that an average of 963 vehicles use Broadway daily. Traffic modelling indicates that there is enough spare capacity on the surrounding road network to accommodate diverted trips resulting from closing Broadway.

Broadway is not used as a significant through route and mostly serves people accessing adjacent land uses. There are two properties (50 & 53 Broadway) on the east side of Waitohi Stream, and

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nine on the west side (54, 56, 58A, 58B, 59, 60, 61, 61A, 62 Broadway) who will be affected, as shown in Figure 22. Motorists will have to detour around Devon Street and Wairau Road, a detour of approximately 640m (58 seconds travelling at 40km/h). People will still be able to access Broadway on foot or bicycle via a footpath that will be maintained following the road formation change.

Figure 25: Broadway closure map.

The adverse impacts of changing the road formation to a cul de sac will be limited to a small number of motorists accessing the eleven properties listed above, who will have approximately 60 seconds added to their trips. There will be some positive impacts associated with a reduction in traffic on Broadway relating to improved amenity, noise and safety.

It is recognised that, to the residents of the eleven properties, the road formation change at Broadway would initially be a significant change. However, the required detour is relatively short and 60 seconds additional travel time is unlikely to significantly impact people’s ability to access the wider transport network.

The overall transport network contains enough residual capacity to accommodate all detouring traffic with negligible impacts. As such, the overall impact of changing the road formation to a cul de sac at Broadway is considered less than minor.

Traffic Effects This section of the report provides an outline of the effects of the traffic generated by the development on the local Picton Transport Network. Detailed analysis of the effects on the local Picton Transport Network is explain further in Appendix E Traffic Modelling Report. Section Key Points: A micro-simulation traffic model was created to test the impacts of additional traffic generated by the proposal. The model was calibrated to December 2019 conditions, and a future 2029 model was created to assess impacts of the proposal. The micro-simulation showed that there

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are two ‘throttle’ points in the network, Interislander Marshalling Yard Exit and the Lagoon Road Roundabout. The Dublin St Lagoon Road roundabout capacity travelling south is approximately 15 vehicles per minute. Traffic disembarking from the Interislander will be held in the marshalling yard before they filter out onto Lagoon Road. Interislander traffic when entering Lagoon Road must give-way to south bound Lagoon Road traffic, i.e. traffic approaching from Shakespeare Bay and Strait Shipping has priority. These ‘throttle’ points reduce the impacts on the function of the transport network and intend to remain in place. If the Dublin Street rail crossing is not trafficable The additional traffic generated by the development will result in additional delays at key intersections. The Lagoon/Dublin intersection will operate at Level of Service (LOS) D during the period following an Interislander Ferry arriving at the port. The Dublin/Auckland intersection will operate at LOS A. The Kent/Wairau intersection will operate at LOS E due the Kent Street north approach having a LOS F. Across town travel time will see an average increase between 30 and 100 seconds eastbound (towards Picton town centre) when an Interislander ferry is unloading. Westbound traffic will see a corresponding increase between 30 and 90 seconds. Some motorists will need to make a detour to avoid Dublin Street, which will add approximately 90 seconds onto their trip. When these increased travel times are aggregated across all vehicles in the whole network, the total travel time in Picton increases from 70 to 77 hours. If the Dublin Street rail crossing is trafficable The additional traffic generated by the development will result in additional delays at key intersections. The Lagoon/Dublin intersection will operate at Level of Service (LOS) C during the period following an Interislander Ferry arriving at the port. The Dublin/Auckland intersection will operate at LOS A. The Kent/Wairau intersection will operate at LOS E due the Kent Street north approach having a LOS F. Across town travel time will see an average increase between 10 and 30 seconds eastbound (towards Picton town centre) when an Interislander ferry is unloading. Westbound traffic will see a corresponding increase between 10 and 30 seconds.

Port Marlborough traffic travelling southbound on Lagoon Road (for example logging trucks coming from Shakespeare Bay) will see an average increase of 150 seconds in travel time when an Interislander is unloading. Regional Effects

Work undertaken by Cardno on behalf of Marlborough Roads has been undertaken to consider the performance of the roundabouts within the township of Blenheim. That analysis has found that the roundabouts can readily cater for average hourly flows, however during the peak 15 minute periods there are observed queuing and delays. The assessment found the roundabouts are likely to be at capacity within the next 5 to 10 year period, and mitigation includes additional lanes, removal of parking. The report does note “A spike at Picton can be seen at 12:45 coinciding with vehicles leaving the ferry to travel south. No noticeable spike can be seen at Opawa after the ferry arrives, but at Park Terrace a small spike can be seen at 13:15. And at Riverlands [Blenheim] no noticeable change in traffic flow can be seen.” (pg. 33 of the Cardno report)

5.4.1 Performance Criteria The purpose of this modelling exercise was to identify the effects of traffic associated with the proposal on the performance of the surrounding road network. The following performance criteria have been used to assess performance. • Level of Service (LoS) at an approach level and overall at each intersection. Level of service is calculated directly from the average delay to motorists. • Maximum Queue Lengths: Queue lengths impede on the performance of other intersections on the road network. • Travel Times: Travel times were measured for key journeys through the road network.

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• Visual Observation: Microsimulation modelling allows visual interrogation of the road network operation, and any key problem areas can be quickly observed.

Performance is reported in detail in the Traffic Modelling Report included in Appendix E and summarised in the following sections.

5.4.2 Intersection Performance A comparison of the intersection LOS overall and by approach is shown in Table 8 for the key intersections surrounding the development site; 1 Lagoon/ Dublin/ Kent/ Queen Charlotte; 2 Kent/ Wairau; and 3 Dublin/ Auckland.

It shows the average delays over the 25 minute period from 12:35 - 13:00. This period was chosen as it is the period over which an arriving ferry unloads traffic onto the network at its busiest, and hence the network impacts are at their worst. Table 8: Summary of modelling results for key intersections.

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This traffic modelling shows: • That without the development, levels of service on all movements at the three intersections are predominately LOS A with some approaches being LOS C. The Kent Street north right turn approach operates with a LOS F; • That with the development and Dublin Street Closed: • The LOS on Lagoon/Dublin declines to LOS D, Dublin/Auckland remains at LOS A, and Kent/Wairau declines to LOS E. • The north approach to the Lagoon/Dublin roundabout will have average delays of around 54 seconds (up from 6 seconds). This is due to the higher traffic volumes exiting the ferry onto Lagoon Road. • At the north approach to the Kent / Wairau intersection, right-turners will experience average delays of around 243 seconds (up from 84 seconds). • The total network travel time is a measure of the total journey time of all trips observed in the network during an hour period. This measures the network-wide effects and travel time reliability of closing Dublin Street. The total network travel time increases from 69.8 hours to 76.5 hours when a train is performing a brake test across the Dublin Street rail crossing. When Dublin Street is closed there is an additional 6.7 hours of travel time on the network resulting partly from intersection delays and partly from detours being required for some motorists. • That with the development and Dublin Street Open: • The LOS on Lagoon/Dublin declines to LOS C, Dublin/Auckland remains at LOS A, and Kent/Wairau declines to LOS E. • The north approach to the Lagoon/Dublin roundabout will have average delays of around 34 seconds (up from 6 seconds). • At the north approach to the Kent / Wairau intersection, right-turners will experience average delays of around 218 seconds (up from 84 seconds). • The Dublin Street / Auckland Street intersection sees similar LOS and delays both with development and without development due to the relocation of the vehicle marshalling yards to Lagoon Road and the subsequent growth in traffic from the Interislander Terminal.

5.4.3 Travel Time Comparisons Expected average travel time for six routes have been extracted from the model. The six routes are show in Figure 26.

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Figure 26: Routes used for travel time assessment

Modelled travel times are shown in Table 9 for these six routes. Table 9: Modelled travel times on selected routes

Route Movement 2029 Base 2029 with Development 2029 with Development Dublin Street Closed Dublin Street Open

Ave. Travel Ave. Travel Change from Ave. Travel Change from Time (s) Time (s) 2029 Base Time (s) 2029 Base

Interislander Northbound 1:28 Terminal to SH1 Southbound 2:50 5:33 2:43 5:13 2:23

Interislander Eastbound 0:53 2:39 1:46 1:32 0:39 Terminal to Picton township Westbound 1:19

Picton township Northbound 1:10 1:05 -0:05 1:10 0:0 to SH1 Southbound 1:14 1:10 0:04 1:04 -0:10

Across Town Measures (against Ferry Flow)

Buller Street to Eastbound 1:08 1:49 0:41 1:37 0:29 Picton Township Westbound 1:18 1:40 0:22 1:40 0:22

Queen Charlotte Eastbound 0:50 2:36 1:46 0:58 0:08 Drive to Picton Westbound 0:47 2:11 1:24 0:55 0:08 Township

Broadway to Eastbound 1:14 1:54 0:40 1:20 0:07 Picton Township Westbound 1:08 1:46 0:38 1:15 0:07

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Key points from the modelled travel time include: • Travel times with the development, Broadway closed, and Dublin Street closed: • The closure of Dublin Street and Broadway results on average in an extra 800 metres of journey length for vehicles originating from either Lagoon Road or Queen Charlotte Drive. – This corresponds to an additional 96 second of journey time eastbound; and – This corresponds to an additional 84 seconds of journey time westbound. • The closure of Dublin Street and Broadway results on average in an extra 300 metres of journey length for vehicles originating from Broadway. – This corresponds to an additional 40 seconds of journey time eastbound; and – This corresponds to an additional 38 seconds of journey time westbound. • Picton residents travelling westbound (i.e. away from the town centre) cross town will see an increase between 30 – 84 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. • PMNZ traffic travelling between port facilities at Lagoon Road and the head office in Picton will see an increase of 1 minute, 46 seconds in travel time when Dublin Street is closed for approximately 30 minutes either side of a ferry arrival

• Travel times with the development, Broadway closed and Dublin Street open: • Picton residents travelling eastbound (i.e. towards the town centre) cross town will see an increase between 10 – 30 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. The road formation change to a cul de sac at Broadway reduces the number of alternative routes to the Picton township, resulting in local traffic mixing with ferry traffic along Dublin Street. A portion of the increase in local journey time east to west can be attributed to delays at the Dublin Street approach of the Lagoon Road roundabout. • Picton residents travelling westbound (i.e. away from the town centre) cross town will see an increase between 10 - 30 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. • PMNZ commercial traffic (logging trucks etc.) travelling between Shakespeare Bay and SH1 will see an increase of 150 seconds in average travel time for approximately 30 minutes either side of a ferry arrival; • PMNZ traffic travelling between port facilities at Lagoon Road and the head office in Picton will see an increase of 40 seconds in travel time with Dublin Street open for approximately 30 minutes either side of a ferry arrival

5.4.4 Visualisation of Network Performance The visual inspection results and screenshots of the network are fully detailed in Appendix E Traffic Modelling Report. Key observations were that when the Dublin Street rail crossing is not trafficable there is more queuing at Wairau Road / Kent Street compared to the do minimum option. Further, the additional ferry traffic results in queue propagation from the Lagoon Road roundabout back to the Interislander Terminal. When the Dublin Street rail crossing is trafficable it should be noted that there is additional queuing at the Auckland Street / Dublin Street intersection and at Wairau Road / Kent Street when compared to the do minimum option.

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5.4.5 On-site Port Performance Delays to traffic exiting the ferries would increase under the proposal, due to the increased number of vehicles which can be accommodated in the larger ships. Traffic modelling shows that the roundabout intersection of Lagoon Road, Queen Charlotte Drive, Dublin Street and Kent Street acts as a ‘throttle’ when releasing exiting vehicles into the wider network. Vehicles can only proceed through this intersection at a constrained rate, which limits impacts on the rest of the road network. It does mean delays for vehicles exiting ferries, which is contained on-site. Traffic modelling shows that when an Interislander ferry is unloading, queues would extend from this roundabout back into the ferry marshalling yard. Vehicles would exit the ferry and join the back of the queue, then gradually feed out onto Lagoon Road. Queueing space within the marshalling yard has been designed to accommodate the anticipated queues. On the busier sailings, customers exiting the ferries would be required to wait on-site before exiting onto Lagoon Road, progressing through the roundabout. This is a significant impact but is limited to ferry vehicles, not the general public.

5.4.6 Sensitivity Testing

5.4.6.1 Background Traffic Sensitivity testing has been undertaken on two scenarios of higher background traffic growth rates. Over the previous 10 years the Waka Kotahi continuous count site in Picton has seen an average growth rate of 0.7% when measured from 2009 to 2018. However, it is evident that there are fluctuations in growth rate within this period, with some periods of higher growth and other periods of lower growth. Therefore, sensitivity testing has been completed on a range of growth rates: a 1.5% growth rate (double historic growth over the past 10 years) and a 2.5% growth rate (average growth rate between 2011 – 2018). The key differences from the standard scenario (0.7% growth) are: • Lagoon/Dublin: Levels of service for traffic on the north approach reduce from C to D/E in the Dublin Street Open scenario. • Kent/Wairau: Levels of service for traffic on the north approach remains at LOS F. • Dublin/Auckland: Levels of service for traffic on the west approach reduce from C to D.

It is notable that the movements that have lower levels of service (D or higher) predominantly comprise ferry traffic at background growth rate at 1.5% and 2.5%. All movements that are not carrying ferry traffic are operating at levels of service C or better. Under the all growth scenario, the increased traffic travelling eastbound along Dublin Street exceeds the capacity of the Dublin Street/ Auckland Street priority- controlled intersection at the peak time. If this higher growth rate were to eventuate, it may be desirable to upgrade the intersection at Dublin Street/ Auckland Street. This should ideally be done in conjunction with a broader strategy that takes into account wider considerations such as capacity of surrounding network, capacity of parking, the desirability of increasing traffic volumes into the town centre, amenity etc. This intersection upgrade is not considered to be necessitated by the ferry precinct redevelopment proposal as it would only eventuate if background traffic were to increase at a significantly higher rate than is expected.

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These results are fully detailed in Appendix E Traffic Modelling Report.

5.4.6.2 Ferry Loading Sensitivity testing has been undertaken on the loading mix and number of total vehicles aboard a ferry. These scenarios are expected to be infrequent and not the intended mode of operation but may occur on an infrequent basis. The sensitivity testing includes several scenarios of ships carrying more vehicles than modelled above, due to them having no trains or trucks but only cars. A scenario was also modelled in which the adjacent Bluebridge ferry is delayed and ends up discharging traffic onto the road network at the same time as an Interislander ferry. The modelling shows that the effects on the surrounding network are minor. This is because the Lagoon Road/ Kent Street/ Dublin Street/ Queen Charlotte Drive roundabout acts as a bottleneck for traffic exiting the ferry to enter the surrounding road network, allowing it to only exit the site at a constrained rate. The primary effect of more vehicles discharging from the ferries is delays to vehicles exiting the ferries. This effect can be managed through the existing storage capacity in the vehicle marshalling yard. Vehicles will unload the ship into the vehicle marshalling yard and spend several minutes (up to 20 minutes) queued on-site before they can exit onto the road network. The downstream road network will remain under-capacity at all times. These results are fully detailed in Appendix E Traffic Modelling Report.

5.4.7 Summary of Traffic Modelling For the first few years of operation (at least up until 2029), the vast majority of sailings are expected to operate at a level at which traffic impacts on the surrounding road network are less than minor. Movements at key intersections will continue to operate at LOS C or better. The exception to this is the Kent Street north approach, which continues to operate at LOS F with the proposal. The network operation issue at Kent Street and Wairau Road is a known constraint on the network under 2019 loading and will continue to be a constraint on the network under forecasted 2029 loadings. Improvements are being investigated separately by Waka Kotahi as part of the Picton Port Access Single Stage Business Case, so have been excluded from further consideration within this ITA. The performance of the roundabout at the intersection of Dublin Street, Kent Street and Lagoon Road is determined by the restricted rate at which traffic can exit the ferry terminal. It is considered that the traffic impacts modelled as resulting from the proposal are no more than minor from the perspective of the wider network operations. There will likely be occasions when ships have more vehicles on board than was modelled. These sailings will be a rare event in the first few years of operation (at least up until 2029) but may become more frequent further into the future. The impacts of these on the surrounding road network however are no worse than the modelled scenario, due to the “bottleneck” at the marshal area and roundabout at Lagoon Road/ Kent Street/ Dublin Street/ Queen Charlotte Drive limiting the rate at which traffic can enter the surrounding road network. Therefore, a ferry laden with more traffic than the modelled scenario will result in the impacts lasting for a longer duration on the network rather than the scale of the impact.

5.4.8 Regional Impacts Marlborough Roads has commissioned Cardno to undertake an assessment12 of the performance of State Highway 1 through Blenheim township, and in particular the

12 Blenheim Investigation report, Prepared for Marlborough Roads by Cardno. Final dated 10 July 2020

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performance of the roundabouts at Nelson Street, Alfred Street and Redwood Street. The report identified that the local road traffic turning right to and from the State Highway are the critical moves in considering the performance. The full report is attached in Appendix H. Short term mitigation considered for each individual intersection, with longer term mitigations including four laning of SH1, and some establishment of roundabouts at currently priority controlled intersections along the length of the corridor. Of particular relevance to this assessment, the Cardno report has considered the effect of the ferry services on the State Highway through Blenheim, and concludes: “The spike from the ferry is clearly noticeable at the Picton, Koromiko and Opawa sites, however there is no noticeable increase in traffic flow at Park Terrace or Riverlands13”. And “It is concluded that due to the higher flows around Blenheim, and the distance from Picton, the effect of a ferry arrival is reduced, together with vehicles from the ferry turning off at other locations, such as SH62. The daily variations in traffic flow are no different to the effects of the Picton Ferry.14”

5.4.8.1 SH1 / Nelson Street Roundabout The Nelson Street roundabout is a four-armed roundabout intersection, The Cardno assessment of the 2019 performance of the roundabout during the AM and PM peak periods generally performs well over the average peak hour period, operating at an overall Level of Service (LOS) of B, but with queue lengths of up to 165m on the northern approach. The author projects traffic growth of 10% on each approach over the next 10 year period and has projected the future performance for the same peak periods in 2029. That analysis has shown that the overall performance of the roundabout reduces to LOS D, with individual approaches operating at LOS F, with queues of up to 450m and is considered to be unacceptable. No short term mitigation options were identified in the assessment. The assessment then considered a number of possible long term mitigation options for the roundabout, with separating right turning vehicles from through vehicles on the northern and western approaches reducing the delay. However, the report noted that the intersection upgrade is not a long term solution.

5.4.8.2 SH1 / Alfred Street The Alfred Street roundabout is a four-armed roundabout intersection, The Cardno assessment of the 2019 performance of the roundabout during the AM and PM peak periods generally performs well over the average peak hour period, operating at an overall Level of Service (LOS) of A, but with queue lengths of up to 105m on the northern approach. The author has projects traffic growth of 10% on each approach over the next 10 year period and has projected the future performance for the same peak periods in 2029. That analysis has shown that the overall performance of the roundabout marginally drops to LOS B, but with an average delay of 2 minutes on the southern approach in the evening peak. The assessment then considered a number of possible short term mitigation options for the roundabout were tested, with a recommendation that a second northbound lane be established at the intersection.

13 Pg. 34 of Cardno report 14 Pg. 34 Cardno Report

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5.4.8.3 SH1 / Redwood Street The Redwood Street roundabout is a five-armed roundabout intersection which is intersected by the rail lines, The Cardno assessment of the 2019 performance of the roundabout during the AM and PM peak periods generally performs well over the average peak hour period, operating at an overall Level of Service (LOS) of B and C in the morning and evening peak periods respectively, but with queue lengths of up to 165m on the eastern approach. The author projects traffic growth of 10% on each approach over the next 10 year period and has projected the future performance for the same peak periods in 2029. That analysis has shown that the overall performance of the roundabout marginally drops to LOS B in the AM peak, but drops to an unacceptable LOS E in the evening peak, but with an average delay of more than 8 minutes on the eastern approach in the evening peak. The assessment then identified that “the combination of a change in grade from the bridge abutment, the narrowing of the lane and the change in light conditions all contribute to the downstream queuing at this intersection15”. Short term mitigation identified included trimming hedges and reducing length of traffic islands. Longer term mitigation recommended includes closing the Park Avenue approach.

5.4.8.4 Ferry Expansion The Cardno report has not specifically considered the effects of the additional traffic on the SH1 corridor through Blenheim as a result of the larger boats. In considering the Cardno findings with respect to this proposal, it is noted: • Both the Cardno and WSP assessment have independently found platooning of vehicles through Blenheim with the existing ferries is negligible • The proposal includes ‘throttling’ of the departing vehicles at the Port, so that the rate of traffic entering the network remains unaltered • The Cardno report has identified the local traffic turning right to and from the SH1 as the underlying cause of the delays at the Blenheim roundabouts. In considering these effects and noting the expected growth of vehicles as a result of the larger boats will increase slowly over time, then the effect in Blenheim as a result of this proposal is considered to be negligible.

15 Pg. 63 of the Cardno report

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Effects on StraitNZ Operations

This section of the report provides an outline of the effects of the development on the operations of StraitNZ ferry operations (also known as Bluebridge). Section Key Points: There are no adverse effects on the check-in and loading operations of StraitNZ. There are no adverse effects on vehicles exiting StraitNZ ferries. Traffic modelling indicates that an Interislander’s unloading process has less than minor effects on the Lagoon Road corridor for approximately 20 minutes under typical loading mixes for 2029 demand. Should arrivals of an Interislander and Bluebridge differ by more than 20 minutes there are no adverse effects on either operation. However, should arrivals coincide the existing priority control at the Lagoon Road / Interislander Access means that there are less than minor effects on disembarking Bluebridge. The unloading time increased from 13 minutes to 14 minutes due to congestion on the Lagoon Road link for a Bluebridge ferry.

StraitNZ operate the Bluebridge ferry from the Waitohi Wharf at Port Marlborough. Bluebridge operate a fleet of two ships, the MV Strait Feronia that can carry up to 60 trucks plus 140 other vehicles, and the MV Straitsman that can carry up to 40 trucks plus 120 other vehicles. Bluebridge’s terminal is located on the western side of Lagoon Road, with accesses located on Lagoon Road and Queen Charlotte Drive, as shown in Figure 27. Vehicles currently unload on to Lagoon Road from Waitohi Wharf, just north of the Interislander vehicle marshalling yard.

Current operation schedules show that there is approximately an hour between the arrival of Bluebridge and Interislander. However, it is possible that due to delays in ship operations the arrival of an Interislander and Bluebridge can coincide in Picton. This scenario is detailed further below.

The location and existing layout of the Bluebridge terminal and vehicle marshalling yard means there are no adverse effects on passengers checking in to the Bluebridge Terminal, since Bluebridge traffic will not have to turn across Interislander traffic. Figure 27 shows that the Bluebridge marshalling yard exit is north of the Interislander vehicle marshalling yard. Vehicles travelling between the Bluebridge marshalling yard and the ships at Waitohi Wharf will not interact with unloading or loading Interislander traffic.

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Figure 27: Bluebridge terminal and vehicle marshalling yard access points and layout.

The traffic model was used to assess the effects of two ferries unloading at the same time on to Lagoon Road. A full MV Strait Feronia (60 trucks, 120 vehicles) was modelled arriving in Picton at the same time a new Interislander ferry is unloading. The traffic modelling concluded that a Bluebridge will unload in comparable time to when an Interislander is not in port. This is due to Bluebridge traffic having priority at the Lagoon Road / Interislander access. The traffic model show that a full Bluebridge ferry was able to unload in 14 minutes when an Interislander is unloading and 13 minutes when there is not an Interislander unloading. The variation in time is due to higher congestion on the Lagoon Road link prior to the roundabout.

Parking Effects

This section of the report provides an outline of the effects of the development on parking demand and supply. Section Key Points: The Terminal Carpark proposal includes 281 car parking spaces and 10 bus spaces. No adverse parking impacts associated with the marshalling yards are expected. The marshalling yards include a total of 2,970 lane-metres, which is enough to accommodate all vehicles for a full sailing.

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There are two parts of the site that will generate demand for parking: the terminal building and the vehicle marshalling yards.

The terminal building will cater for all for walk-on passengers. The marshalling yards will cater for all passengers who are bringing vehicles onto the ferry.

5.6.1 Terminal Building The car parking demand at the terminal building is a combination of: • pick-up/drop-off (0 to 60 min parking) for walk-on passengers (i.e. passengers are driven to the terminal by others who either drop and run or park for a short period and enter the terminal building to farewell the travelling passenger and similar scenario for arriving passengers) • passenger drop-offs by drivers of vehicles that are travelling on the ferry but choose to drop passengers at the terminal building to walk-on the ship rather than accompanying the vehicle/driver on to the ship or into the ferry terminal • long term parking for walk-on passengers (i.e. the walk-on passenger drives to the terminal and leaves their vehicle parked until their return) • rental car storage/drop-off/collection • parking for staff, shuttles, buses and taxis will also be required to serve the terminal building and associated cruise activities at the waterfront

5.6.1.1 Existing Passenger Demand and Parking Performance: The existing terminal building has an associated 279 car parking spaces, as detailed earlier in Section 2. Parking demand outside the Terminal Building is related to the number of foot passengers on each ferry (as these are the ones who will be processed through the terminal building). Currently, a 95th percentile sailing from Wellington to Picton carries 385 foot passengers, while a 95th percentile sailing from Picton to Wellington carries 361 foot passengers (calculated from 2018/19 foot-passenger numbers). This has been assumed to represent a typical daytime sailing over the “peak’ December/January period. Sailings over the two week “peak-peak” period over Christmas will carry more than this.

5.6.1.2 Future Foot Passenger Demand Future passenger demand has been estimated by investigating the forecast foot- passenger volumes. Future foot-passenger demand forecasts for years 2023 and 2029 have been provided by KiwiRail for the new vessels and show passenger demand over the duration of each year. Foot-passenger numbers for the December/January “peak’ period and two-week Christmas “peak-peak” period have been estimated from the KiwiRail forecasts for years 2023 and 2029. Table 10 and Figure 28 show the existing and forecast foot passenger demand. The numbers represent the average number of foot-passengers on the busiest sailing of each day, averaged over either December/January (first row) or the busiest 2 weeks over Christmas (second row).

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Table 10: Forecast foot passenger demands and increase from existing

Scenario Approximate Foot Passenger Estimate Existing 2023 2029 Peak (average over 373 430 511 December / January) (1.2 x existing) (1.37 x existing) Peak-peak (average N/A 525 612 over the two-week (1.4 x existing) (1.6 x existing) Christmas period)

Figure 28 – Existing (Year 2019) and Forecast Foot Passenger Demand

5.6.1.3 Future Parking Demand Assuming similar travel behaviours as currently occur, the observed demands have been factored up by 37%16, which is the growth expected in the number of people accessing the ferry terminal building by 2029. Observed demands have been conservatively based on results from the 23rd December 2019 (representing the busiest day of the year) and is shown for both the average occupancy throughout the day, and the peak occupancy recorded at 12:30pm when the midday ferry arrived. The surveys did not record whether a vehicle was a rental vehicle or not. However, the surveyors noted that many of the vehicles in publicly available parks were rental vehicles. Based on conversations with the surveyor it was estimated that at the peak times at least 25 vehicles in publicly available parks will have been rental vehicles. As such, the third column in the table below includes a revised demand taking this into account. Parking demand has been split into publicly available parking and rental parking.

16 Growth factor is from the peak scenario in Table 10 above.

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Table 11: Future parking demand (note that this excludes buses, shuttles, staff/berth-holder and pick-up drop-off spaces)

Current Recorded Recorded Estimated Peak Average provision average peak peak demand demand occupancy occupancy demand if increased increased 23rd at 12:30pm 25 rental by 37% to by 37% to December 23rd vehicles bring it to bring it to December using a 2029 a 2029 public demand demand parks figure figure

Publicly Available Parking (P60, 161 spaces 75 101 76 104 103 unrestricted, pay and display)

Rental Parking 105 spaces 89 103 128 175 122

There is expected to be an average demand throughout the busiest day of the year in 2029 of 103 public spaces and 122 rental spaces. When a ferry arrives in the middle of the day this parking demand will spike to 104 public spaces and 175 rental spaces. This assumes that future travel behaviours will not change – just increase in direct proportion with the increase in people accessing the terminal building.

5.6.1.4 Future Provision The proposal includes a total of 281 parking spaces. This is an increase in 2 spaces (1%) from the current provision of 279. The exact assignment of spaces has not been finalised, but taking into consideration the layout, the assignment will likely be: • 102 publicly available parking spaces • 125 rental car storage spaces • 54 others (staff, pick-up drop-off spaces)

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Table 12: Future parking provision and demand

AVERAGE PEAK DEMAND DEMAND INCREASED BY INCREASED BY CURRENT 37% TO BRING PROPOSED 37% TO BRING PROVISION IT TO A 2029 PROVISION IT TO A 2029 DEMAND DEMAND FIGURE FIGURE

Publicly Available Parking (P60, 161 104 103 102 unrestricted, pay and display)

Rental Parking 105 175 122 125

Other (staff, bus/coach Not assessed Not assessed Not assessed 54 parking, and pick up drop off)

Total 281

The proposed provision is expected to be sufficient to accommodate almost all public parking (on the busiest day of the year in 2029) assuming that demand increases by 37% (which is the forecast increase in people using the terminal building). On the busiest day of the year there will likely be a limited shortfall in the order of 1-2 spaces. The proposed provision will be sufficient to accommodate the demand for rental vehicles throughout most of the busiest day, but at the busiest time when a ferry arrives and there is a spike in demand there will be a shortfall of approximately 50 spaces. This assessment is based on the assumption that rental vehicles continue to operate the same way they currently do while increasing in scale by 37%. In reality, there are opportunities to better manage the rental operations. Possibilities could include increased use of off-site storage, stacked parking spaces and use of parking aisles (in the parking areas that are not open to the general public), or changes to pricing structures. If operations do not change, then the Port also has the potential to manage the impact through restricting rental vehicle growth to less than 37%, rather than overspill of rental storage into nearby public parking.

5.6.2 Future Vehicle Marshalling Yards Boarding vehicles will enter the site from Lagoon Road. They will check-in, then wait within the marshalling yards until boarding time (they are not permitted to leave the site between check-in and boarding). The marshalling yards include a total of 2,970 lane-metres – this is enough to accommodate all vehicles for a full sailing, so there is never expected to be a shortfall of supply at the marshalling yards. Alighting vehicles will exit onto Lagoon Road. There will be some on-site storage of queueing vehicles waiting to exit the site. There is a total of 5 lanes of traffic exiting the ship, but only one lane of traffic exiting the site. As such, vehicles can exit the ship relatively quickly, but will form a queue for some time before they can exit the site. The queueing space has been designed to accommodate peak summer sailings and the expected queue length that will form within the marshalling yard. The marshalling yard has been designed to meet KiwiRail’s operational requirements of unloading peak sailings in 20 minutes (including queueing

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capacity in the marshalling yard) to ensure that sailings can keep to schedule and the total turn around of 60 minutes. No adverse parking impacts associated with the marshalling yards are expected.

5.6.3 On-street Truck Parking Heavy vehicle drivers, in any cumulative workday (legally defined as no more than 24 hours), can work a maximum of 13 hours and must then take a break of at least 10 hours (as well as the standard half-hour breaks required every 5½ hours)17. This legal requirement has resulting in heavy vehicles parking on-street around the Picton network over-night, prior to ferry departures and post ferry arrival. Port Marlborough have constructed a heavy vehicle parking lot on Dublin Street. If heavy vehicle parking continues Marlborough District Council could amend their Parking Bylaw to discourage on-street parking for heavy vehicles or enforce time restrictions.

Walking and Cycling Effects

This section of the report provides an outline of the effects of the development on walking and cycling neighbouring the development. Assessment of the effects on the pedestrian and cyclist network has been undertaken qualitatively. Section Key Points: The proposed development will improve walking and cycling amenities along the waterfront and around the Interislander Terminal. The boardwalk will improve connection and desire lines between the Interislander Terminal and the Picton township. The proposal will result in changing the road formation to a cul de sac at Broadway and temporary closure of Dublin Street. These will have impacts on the pedestrian and cycle network connectivity. These impacts have been outlined in Section 5.1 and 5.3. The pedestrian mean delay will increase at Lagoon Road and Dublin Street as these links in the Picton network will see an increase in traffic volume during the average peak hour. Auckland Street will see a decrease in traffic volume during the average peak hour for the sector north of Dublin Street, due to the relocation of the marshalling yards. The LoS on Lagoon Road is not acceptable for a Local Street as classified in the operative and proposed Marlborough Environment Plan but is consider appropriate for Waka Kotahi ONRC, Arterial classification of Lagoon Road. Considering the Waka Kotahi classification as an arterial road, and the non- continuous nature of the higher traffic flows (following unloading of a busier ferry), the existing infrastructure is considered appropriate

Walking and cycling connections through the site will be improved. The proposal includes a wide boardwalk promenade along the waterfront, connecting to the existing wide promenade south of the Edwin Fox Museum, which will provide an attractive option for people walking the 450m between the terminal and Picton Town Centre. This will benefit not only ferry passengers but also the general public, people using the café inside the terminal building, and the high volumes of cruise ship passengers.

In addition, footpath connections will be improved between the terminal and the train station, which is used by people connecting to the Coastal Pacific train service. A 4m wide footpath will be provided to service this 250m walk.

People taking bicycles onto the ferries will have a fundamentally different experience under the proposal. Currently cyclists are treated similarly to motorists, with cyclists having to board the ferry through the vehicle ramp, walking their bicycle onto the vehicle deck, before progressing up to

17 https://www.nzta.govt.nz/resources/roadcode/heavy-vehicle-road-code/information-for-heavy- vehicle-drivers/work-time-and-logbooks/

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the passenger decks. With the proposal, cyclists will be treated as foot-passengers with luggage. They will check in at the terminal building, their bicycles will be loaded onto the ship with other luggage and the cyclists will progress through the terminal building with other foot-passengers onto the ferry. This is expected to be a safer and more pleasant arrangement.

Cyclists moving to and from the terminal building have two options. Confident cyclists are expected to share the traffic lane on Auckland Street, similarly to the current situation. Less confident cyclists and children will likely share one of the wide footpaths with pedestrians.

The proposal will result in a redistribution of traffic, generally away from Auckland Street and onto Lagoon Road and Kent Street. This will likely make walking and cycling more pleasant in Auckland Street and the Town Centre, but less pleasant on Lagoon Road and Kent Street, as shown in Table 13. Crossing Lagoon Road will become difficult for pedestrians and cyclists at certain times, including those using the planned cycleway to connect to the Queen Charlotte Track. Currently no provision is made for these users other than dropped kerbs. There is a painted flush median, but this is too narrow to install a pedestrian refuge. Outside of peak ferry times there will be little difference but following unloading of a ferry there will be queuing form on the north approach to the Dublin Street roundabout. In this event pedestrians and cyclists crossing Lagoon Road would navigate between queued vehicles to cross.

Table 13: Summary of Pedestrian Level of Service.

Location Link Traffic Volume LOS Mean Delay (s) (veh/hr) Lagoon Road (2019) 376 B 10 Lagoon Road (2029) 500 D 17 Dublin Street (2019) 460 C 14 Dublin Street (2029) 476 D 15 Auckland Street (2019) 486 D 15 Auckland Street (2029) 352 B 9

Figure 29: Mean delay for various facilities on a two-lane, two-way urban road (uninterrupted flow)18.

18 Pedestrian Planning and Design Guide – Chapter 6. The crossing distance without physical aids assumes a 14 m kerb-to-kerb crossing distance (https://www.nzta.govt.nz/assets/resources/pedestrian-planning-guide/docs/chapter-6.pdf)

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Pedestrians crossing Lagoon Road would experience negligible delays outside of ferry unloading times. Following the arrival of an 85th percentile summer ferry average delays would increase to approximately 17 seconds (from approximately 10 seconds currently).

The Waka Kotahi Pedestrian Planning and Design Guide indicates this is an appropriate level of service for an arterial road, but not for a local road. Lagoon Road is classified as a local road in both operative and proposed Marlborough Environment Plan but is an arterial road in Waka Kotahi One Network Road Classification system.

Considering the Waka Kotahi classification as an arterial road, and the non-continuous nature of the higher traffic flows (following unloading of a busier ferry), the existing infrastructure is considered appropriate.

If pedestrian crossing facilities are a concern in the longer term, Waka Kotahi Pedestrian Planning and Design Guide indicates that either kerb extensions and/or a median refuge would significantly improve the mean delay for pedestrians compared to the existing infrastructure. The Picton Cycle Strategy includes the crossing of Lagoon Road as forming part of a future cycleway. This could include a future upgrade of crossing facilities for cyclists and pedestrians. The Waka Kotahi Picton Port Access SSBC currently underway will review longer term interventions required to solve access problems on the Picton network.

The longer trains will result in delays to people walking or cycling across the level railway crossings on Dublin Street and Broadway. Mitigations are recommended in Section 6 to address this.

Public Transport Effects Public transport is limited in Picton, with just one trial route currently operating two services a day on two days a week. This allows people to travel around Picton and as far as Blenheim.

The proposed site development is not anticipated to significantly affect demand for this service. The general growth in passengers is likely to be relatively small given the limited service offering.

There are however many other coach and bus services operating which are not publicly funded services, but still provide many of the benefits of public transport including decongestion benefits. These services are well provided for under the proposal, with three bus stops in the prime location immediately outside the terminal doors, and further bus and shuttle stops around the site all within 250m walk of the terminal building. These walks are all on wide, attractive footpaths with enough space for passengers to wait, board and alight.

Terminal Parking Layout The preferred layout of the terminal parking is shown in Figure 30 and it is expected that it will be refined during later project design phases. The preferred terminal parking layout will need to comply with the following: • On any property fronting a national or arterial route, the parking spaces must be configured such that vehicles are able to enter and leave the site in a forward direction without reversing onto the road; • Where multiple parking spaces are required, there must be sufficient queuing space to prevent conflict between vehicles entering and leaving the property. (minimum queuing 15.5m); • A parking space, other than for a dwelling, must be designed to accommodate a 90 percentile design car; and • Onsite manoeuvring for a 90 percentile car or truck must be provided to ensure that no vehicle is required to reverse either.

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Figure 30. Terminal parking layout.

Marshalling Yards Layout The layout of the marshalling yards is shown in Figure 31.

Figure 31: Marshalling yards layout

Vehicles enter the marshalling yards via Lagoon Rd and proceed through the three-lane entrance gate. There are 2,970 lane-metres for vehicles waiting to board the ferry. Private vehicles enter the ferry using a three-lane check-in gate, while the commercial vehicles use a separate two-lane check-in gate. Unaccompanied commercial vehicles and trailers are parked in the drop slots indicated by the yellow lines in Figure 27. There is enough storage space to accommodate a full sailings’ worth of vehicles. On sailings where there is an atypical composition of traffic (for example Christmas sailings where there are fewer commercial vehicles and more private vehicles) there is flexibility to use the commercial storage for holding private vehicles and vice versa.

When a ferry arrives, vehicles unload via two levels of overbridges. Typically, commercial vehicles (and trains when present) occupy the lower deck, unloading via a two-lane overbridge. Many of these will be unaccompanied trucks and trailers which will be parked in the drop slots to await

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their drivers, the rest will exit onto Lagoon Road. The upper deck is typically occupied by private vehicles and will exit via a three-lane upper overbridge, exiting onto Lagoon Road.

Safety Assessment

5.11.1 Crash Analysis The Transport Agency’s Crash Analysis System (CAS) has been reviewed to determine the existing crash history across the Picton Network and key intersections. A high-level crash risk assessment based on the Transport Agency’s Crash Estimation Compendium (CEC)19 has been undertaken to compare the existing injury crash rate at the

intersection, prior to the development of the site, and the predicted injury crash rate (AT) when the development is completed. The full development traffic has been overlain onto the existing AADT to allow a direct comparison to better understand the impact of the development traffic on the safety of the intersection. Interislander Vehicle Marshalling Yard Access The crash risk assessment using the Transport Agency’s CEC methodology indicates that the predicted crash rate is 0.1 injury crash per year, which is higher than the actual crash rate of 0.0 injury crashes per year. This could indicate that the intersection is operating relatively safely under its existing arrangement, or just the nature of crashes being rare and random in timing. The full development traffic is expected to result in a minor increase in the injury crash rate.

This is shown by the increase in the AT from 0.13 per year to 0.14 per year for the existing and full development scenario, respectively. The proposed development is not expected to result in significant change in crashes at the Interislander Marshalling Yard access as: • The intersection has a low crash rate and no identified crash issues that could be exacerbated by the additional traffic; and • The intersection has a right turn bay on Lagoon Road for traffic turning into the Interislander Marshalling Yard, providing separation for turning traffic from northbound through movements.

Table 14: Marshalling yard access crash risk assessment

CRASH RISK ASSESSMENT LAGOON RD INTERISLANDER

Existing AADT, without development traffic 2225 vpd 484 vpd

Existing AADT plus 2029 development traffic 2309 vpd 570 vpd

Existing crash rate based on CAS data 0.00 per year

AT – existing, based on CEC 0.13 per year

AT - future, with 2029 development traffic, based on CEC 0.14 per year

19 According to crash prediction method in the Crash Estimation Compendium section 6.1 Urban Priority and Signalised Crossroads and T-junctions 50 - 70 km/h and section 6.2 Urban Roundabouts 50-70 km/h

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Dublin Street / Auckland Street Intersection The Transport Agency’s CAS database has recorded five crashes at the intersection in the last 5 years. None of these crashes have resulted in any reported injuries (rate of 0 injury crashes per year). The full development traffic is expected to result in no increase in the injury crash rate. This is

shown by the same AT of 0.49 per year for the existing and full development scenario. Table 15 shows the results of the crash risks assessment (CEC). It shows an expected crash rate of 0.48 injury crashes per year for an intersection of this nature. The intersection is therefore operating with a better crash record than expected. The full development traffic is expected to result in no increase in the injury crash rate. This is

shown by the same AT of 0.49 per year for the existing and full development scenario. Table 15: Dublin Street/ Auckland Street crash risk assessment

CRASH RISK ASSESSMENT DUBLIN ST AUCKLAND ST

Existing AADT, without development traffic 3755 vpd 8927 vpd

Existing AADT plus 2029 development traffic 3799 vpd 8927 vpd

Existing crash rate based on CAS data 0.00 per year

AT – existing, based on CEC 0.49 per year

AT - future, with 2029 development traffic, based on CEC 0.49 per year

Kent Street / Wairau Road Intersection The Transport Agency’s CAS database has recorded five crashes at the intersection in the last 5 years. None of these crashes have resulted in any reported injuries (rate of 0 injury crashes per year). Table 16 shows the results of the crash risks assessment (CEC). It shows an expected crash rate of 0.36 injury crashes per year for an intersection of this nature. The intersection is therefore operating with a better crash record than expected. The full development traffic is expected to result in no increase in the injury crash rate. This is shown by the same AT of 0.36 per year for the existing and full development scenario. Table 16: Kent Street/ Wairau Road crash risk assessment

CRASH RISK ASSESSMENT KENT ST WAIRAU ST

Existing AADT, without development traffic 2058 vpd 8927 vpd

Existing AADT plus 2029 development traffic 2108 vpd 8976 vpd

Existing crash rate based on CAS data 0.00 per year

AT – existing, based on CEC 0.36 per year

AT - future, with 2029 development traffic, based on CEC 0.36 per year

Lagoon Road / Dublin Street Roundabout The Transport Agency’s CAS database has recorded three crashes at the intersection in the last 5 years. None of these crashes have resulted in any reported injuries.

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Table 17 shows the results of the crash risks assessment (CEC). The full development traffic is

expected to result in no increase in the injury crash rate. This is shown by the same AT of 0.22 per year for the existing and full development scenario. Table 17: Lagoon Road access crash risk assessment

CRASH RISK ASSESSMENT LAGOON QUEEN DUBLIN ST CHARLOTTE KENT ST RD DR

Existing AADT, without development traffic 2617 vpd 2225 vpd 1419 vpd 2330 vpd

Existing AADT plus 2029 development traffic 2639 vpd 2311 vpd 1433 vpd 2379 vpd

Existing crash rate based on CAS data 0.00 per year

AT – existing, based on CEC 0.22 per year

AT - future, with 2029 development traffic, 0.22 per year based on CEC

5.11.2 Lagoon Road Access The vehicle marshalling yard will continue to use the existing Lagoon Road access. This access is shown in Figure 32 below.

Figure 32: Lagoon Road Access

It is a give-way controlled T-intersection with a right-turn entry lane and a single left-turn exit lane. The northern approach is part of the restricted Port Zone that is controlled by an access

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point and is not open to the general public. Only traffic associated with the port is permitted to use this, such as logging trucks, vehicles exiting Bluebridge, and staff and operations vehicles. The proposal will retain this access but result in increased traffic volumes. The Transport Agency standards recommend 125m of sight distance for a T-intersection in a 50km/h environment. Sight distance in both directions exceed this and yellow no-stopping lines ensure it is not obstructed by parked vehicles. The compliant layout with sight distance that exceeds Transport Agency standards, combined with the crash record (no reported crashes), suggests that the access is suitable as the primary access to the vehicle marshalling yards with no improvements necessary. It is noted that historically this access has been used as the primary access for vehicles entering and exiting ferries.

District Plan Compliance

This section of the report provides a summary of an assessment against the rules of the Operative Marlborough Sounds Resource Management Plan and the Proposed Marlborough Environmental Plan. Section Key Points: The proposal complies with all relevant rules in the operative Marlborough Resource Management Plan. The car parking and circulation elements of the proposal complies with all bar one rule of the Proposed Marlborough Environmental Plan. The proposal does not comply with the rule that permitted activities shall not exceed a maximum of 75 parking spaces. Section 5.6 details the expected demand and supply required for the site.

An assessment of the proposal against the transport related rules of both the Proposed Marlborough Environment Plan and the Operative Marlborough Resource Management Plan has been undertaken. The assessment against both the proposed plan and operative plan is summarised in Appendix G.

In the proposed plan, the proposal complies with all relevant rules except that it provides more than 75 parking spaces. Section 5.6 of this report previously detailed further why the site and land use provides more than 75 parking spaces, and that the scale of parking provisions is in keeping with the assessed future demands of the site.

In the operative plan, the proposal complies with all relevant rules.

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6 Recommended Mitigations This report has identified the expected transportation and traffic effects of the construction and operation of the proposal. This section sets out the recommended mitigation measures to remedy the identified adverse effects. Section Key Points: It is recommended that an overbridge be constructed at the Dublin Street railway crossing to mitigate the impacts of the longer duration road closures necessary to accommodate the longer trains and maintain the resilience of the Picton network. The recommended overbridge at Dublin Street will require mitigation at 45 and 49 Auckland Street, and Market Street to mitigate the impact of the Dublin Street overbridge on property access. 45 Auckland Street will require two newly formed accesses to mitigate the closure of an access on Dublin Street. This access is non-compliant with the operative and proposed Marlborough Environmental Plan. The assessment of this non-compliance highlights that the new access will formalise existing behaviours and the impacts on the operation of the transport network are less than minor. The 49 Auckland Street will require a turnaround area so that residents can manoeuvre on site to exit the property in a forward direction. 24 Dublin Street will require a right of way easement on 26 Dublin Street to access the turning head on Market Street. The changing of the road formation to a 15m radius cul de sac at Market Street will require the boundary adjustment of 26 Dublin Street to accommodate the cul-de-sac. Irrespective of the proposal, motorists using the Kent Street/ Wairau Road intersection will experience increasing delays. The appropriate way of addressing this is being investigated separately as part of the Picton Port Access Single Stage Business Case, so has been excluded from this ITA. All other effects not addressed below that have been assessed in Section 5 are considered to be less than minor and do not require any form of mitigation.

Dublin Street Mitigation The proposal will have significant impacts on users of Dublin Street if the railway crossing was rebuilt as a level crossing (controlled using signals and barrier arms in similar method to existing). The proposal results in longer trains, which will extend from the ferry terminal past the Dublin Street crossing. The brake testing required every time a train disembarks a ferry will close Dublin Street for up to 60 minutes. This will require motorists to complete a 1,000m detour and pedestrians or cyclists to complete a 700m detour via Broadway. Whilst traffic volumes are not large enough to cause any capacity problems in the wider network, this represents an inconvenience to the public.

Dublin Street is designated as the route of a future cycleway linking Picton to the Queen Charlotte Drive track. It is also one of only two roads into Picton (the other being Wairau Road) and is an important backup route if Wairau Road is closed for any reason. There is therefore a strategic advantage in ensuring Dublin Street always remains open for use.

To mitigate these effects, it is recommended that the rebuild of the Waitohi Bridge is extended to also span the railway tracks. This will mean Dublin Street is always open for motorists, passengers, cyclists and pedestrians.

The overbridge itself will have the following transportation-related impacts. To accommodate the gradual incline on the overbridge, a changing of the road formation to a cul de sac and several driveway closures will be necessary at; • Market Street; • Council Service Depot; • 24 Dublin Street;

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• 45 Auckland Street (Jade Backpackers); and • 49 Auckland Street.

6.1.1 Market Street The changing of the road formation to a cul de sac at Market Street is necessary to accommodate the Dublin Street overbridge. This will require a detour for people accessing local activities in Picton or properties in Market Street. Market Street is a local road, not a through route, so it is almost solely people accessing the land-uses on Market Street who will be affected. Traffic Counts undertaken by Marlborough Roads in 2019 show that an average of 155 vehicles use Market Street daily, 11% are commercial vehicles, and 2% are heavy vehicles (approximately 3 vehicles). The are 13 residential properties, two community groups and five businesses (Marlborough Lines, Pacific Horizon, Seafarer Marine Engineering, Marlborough Sounds Storage Ltd., and Marine & Trailer Logistics) on Market Street. Motorists wanting to access Dublin Street will be required to travel around Broadway and Devon Street, a detour of approximately 570m for the northernmost property (51 seconds travelling at 40km/h). The road formation change will result in removing vehicle throughput only: pedestrians and cyclists will still be able to pass through the cul de sac and access Dublin Street. The road formation change at Market Street will require a 15m turning radius20. This will require a boundary adjustment and designating a portion of 26 Dublin Street to accommodate the cul-de-sac design. The adverse impacts of the road formation change will be limited to a small number of motorists accessing the 18 properties described above, who will have approximately 50 seconds added to their trips. There will be some positive impacts associated with a reduction in traffic on Market Street relating to improved amenity, noise and safety. It is recognised that, to the residents of the 18 properties, the road formation change at Market Street would initially be a significant change. However, the required detour is relatively short, and 50 seconds additional travel time is unlikely to significantly impact people’s ability to access the wider transport network. Presently there is no formed access to 24 Dublin Street. Figure 33 shows that access to 24 Dublin Street can be accessed from the Market St cul-de-sac by placing a 3.5m minimum width right of way easement on 26 Dublin Street.

20 NZS4404:2010 Land development and subdivision infrastructure pg. 87

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24 Dublin St 26 Dublin St

Figure 33. Market Street Turning Head.

The overall transport network contains enough residual capacity to accommodate all detouring traffic with negligible impacts. As such, the overall impact of changing the road formation to a cul de sac at Market Street is considered less than minor.

6.1.2 49 Auckland Street The recommended Dublin Street Overbridge will result in impacts on access to the block of flats at 49 Auckland Street. Currently these flats gain access from Dublin Street, and have an exit onto Auckland Street. The one-way lane has angled parking for each unit (in addition to a garage each). This is shown in Figure 34.

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Dublin St

Auckland St

Figure 34: Aerial photograph of block of flats at 49 Auckland Street

6.1.2.1 Driveway Width The operative Resource Management Plan requires the minimum width of each residential access to be 3.0 m. All parking and loading areas shall be designed to Building Act 1991 standards to ensure that vehicles are not required to reverse either on to or off the site. The design for a new or altered vehicle crossing, an existing vehicle crossing where there is a change of land use activity, or a crossing where a new land use activity is to be established, must be in accordance with Table 18. 49 Auckland Street has eight units and falls outside the recommended vehicle crossing width as outlined in the plan. At present residents gain access to the property through a 3.6m wide access from Dublin Street and exit on to Auckland Street through the 2.7m wide access. Table 18: Vehicle crossing width.

NZS 4404:2010 Land Development and Subdivision Infrastructure21 says accesses shall be designed and constructed to the following requirements: • For up to 6 dwellings the minimum road width is 4.5 m;

21 Table 3.2 NZS4404:2010 (pg. 72)

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• For up to 20 dwellings the minimum road width is 6.0 m; • Movement lane 2.75 – 3.0 m; • The target operating speed is 10 km/h; and • Allow for passing up to every 50 m. Onsite manoeuvring for an 99th percentile car is shown in Appendix F, which shows that a vehicle is not required to reverse either onto, or off a property that contains three or more dwellings that share a common access. In addition, the proposed Marlborough Environmental Plan requires a standard vehicle crossing to be provided to a property capable of containing no more than four dwellings and a heavy-duty vehicle crossing must be provided for all other properties. Under the recommended mitigation, the Dublin Street entrance will need to be closed to accommodate the new overbridge. This will require vehicles to undertake additional onsite manoeuvring (3-point turn or U-turn) to leave the property in a forward direction via the 2.6m minimum width access to the south with a steep grade up to Auckland Street. This access is shown in Figure 35. The existing access does not meet the rules set in the operative or proposed Marlborough Environmental Plan. The impacts of this non-compliance have been assessed below.

2.6m

2.7m

Figure 35: Southern access to flats at 49 Auckland Street

In order to mitigate the potential adverse effects of this single entry/exit, it is recommended that a 5.0 m wide (formation width) private driveway to 49 and a new access to the immediately adjacent 61-65 Auckland Street properties be constructed. This access is shown in Figure 36. The mitigation will require the acquisition of approximately 3m of the neighbouring 61-65 property to increase the minimum formation width of 5m at the narrowest point. Refer to Appendix F for the full drawing of 49 Auckland Street.

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Figure 36. Private access to 49 and private access to 61-65 Auckland Street properties (see Appendix F for larger drawing).

The design does not comply with the minimum driveway width of 6.0m as stated in NZS 4404:2010. The probability of two vehicles meeting on this driveway has been calculated using a Poisson distribution which is a standard methodology for assessing the probability of a discrete event occurring in a given timeframe. Assuming a speed of 10km/h, a one-lane length of 20m, and a trip generation of 10 trips per day for each of the eight flats, then the frequency of two vehicles meeting each other on the driveway is once every five days on average. This assumes completely random trip times in and out spread across the day. In reality, there are times that are busier than others and inbound and outbound trips are not evenly spread. Typically, a weekday morning and evening will be busier than the middle of the day. However, this is offset by the fact most people will be travelling in the same direction i.e. outbound in the morning and returning in the evening, and therefore there is less likelihood of them encountering someone in the opposite direction. The weekend peak is more likely to have an even split of inbound and outbound vehicles. The Poisson methodology has been repeated for a peak 2 hour period in which every flat has a vehicle leave and return. In this situation there will be a 2% probability of two vehicles meeting each other (or once every 50 weekends). Meetings between vehicles will be relatively infrequent. When it does occur, it is expected that vehicle will be able to manoeuvre around one another within the 5m driveway width. Given the low frequency and low impact, with the recommended mitigations, the impact of the non-compliance is considered to represent a less than minor impact on existing road users and is considered no more than minor from a Resource Management Act perspective, although it is acknowledged that, for the residents themselves, this will be a minor change for them individually to their current access behaviour.

6.1.2.2 Number of Vehicle Crossings The additional private driveway at 61 – 65 Auckland Street does not comply with the permitted activity for number of vehicle crossings to a property, as shown in Table 19. The 61 – 65 Auckland Street property has an approximate frontage length of 20.5 m on a national

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road hierarchy with a legal speed less than 100km/h. The proposed mitigation would result in two vehicle crossings to the 61 – 65 Auckland Street property. The additional private driveway will remove one on-street carpark. This will be replaced with one additional off street carpark. The parking is likely used by the resident of 61-65 Auckland Street. This means that the likely net effect on parking is negligible. The user of the space will always be familiar with the limitations of access. The operative or proposed Marlborough Environmental Plan requires 7.5m minimum spacing between successive vehicle crossings (either single or combined) that serve dwellings. The driveway at 61-65 Auckland Street and 49 Auckland are classified as a combined vehicle crossing as they are served by a single kerb cut down. The nearest driveways to the north or south are greater than 7.5m away. The proposed driveway arrangement is therefore considered to comply with this rule. Table 19. Maximum Number of Vehicle Crossings

6.1.2.3 61 – 65 Driveway Operation The operative or proposed Marlborough Environmental Plan require any property fronting a national route must be configured such that vehicles are able to enter and leave the site in a forward direction without reversing onto the road. The newly formed 61 – 65 Auckland Street driveway not meet the requirement of Rule 2.32.1.15. However, the immediately adjacent width of the crossing to 49 Auckland Street will assist in providing additional opportunity for manoeuvrability / visibility when accessing 61 – 65 Auckland Street. The provision of on road parking bay limit markings will further assist in ensuring visibility when using the driveways. There is a precedence along Auckland Street of other private accesses that require users to reverse onto Auckland Street, without similar mitigation described above. The impact of the non-compliance as proposed will have effects which are less than minor on the adjoining network.

6.1.2.4 Driveway Grade Marlborough District Council’s Code of Practice for Land Development (COP) requires the first 5m of a vehicle access to be no steeper than 1:12 and then the remainder no steeper than 1:5.5. Figure 37 shows the grade profile of the 49 Auckland Street property. The compliant design gradient is shown in orange. The steepest grade is around 1:4.4, which is marginally outside of the COP requirements. However, to correct this nominal non-compliance would in turn impact on the grade of the footpath/berm. As such, the design as proposed would likely need approval from Marlborough District Council from the COP design approach but is considered minor and

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workable in practice. The COP does not specifically reference a process for departures from standards.

Figure 37. 49 Auckland Street driveway grade profile.

6.1.2.5 Conclusions The design does not comply with the permitted activity standard but is considered to be a workable transport solution to mitigate the single access to the 49 Auckland Street property. The other recommended mitigation is to form a turnaround area using railway land to allow vehicle to undertake the on-site manoeuvring required to leave the property in a forward direction, as shown in Appendix F. 6.1.3 45 Auckland Street (Jade Backpackers) The recommended Dublin Street Overbridge will result in impacts on access to an existing garage at 45 Auckland Street. The Proposed Marlborough Environment Plan states that where vehicle access is required to properties with other than residential activity, the access must be by means of channel and crossing constructed to a commercial standard. The access shall have a minimum vehicle crossing width of 3.5m and maximum vehicle crossing width of 6m. In addition, no part of a vehicle crossing may be located closer than 35m of an intersection22. The maximum number of vehicle crossing on a national road hierarchy with a speed limit less than 100km/h for a property frontage length less than 20m is two access. The proposed 45 Auckland Street access is non-compliant with the Proposed Marlborough Environment Plan as the newly formed access is located closer than 35m to the intersection of Auckland Street and Dublin Street. The proposed 45 Auckland Street is shown in Figure 38. This confirms that the proposed access will formalise existing behaviour and the impacts on the transport network is to be considered less than minor.

22 National Frontage Road intersection with Local Road.

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Figure 38. Non-compliant entrance to 45 Auckland Street.

6.1.4 Council Servicing Depot A Council servicing depot is located on the north side of Dublin Street, immediately west of Waitohi Stream. An access will be constructed under the overbridge to provide access from Market Street, as shown in the diagram below.

Servicing Depot

Figure 39: Dublin Street overbridge.

Users accessing the site will need to detour around either Devon Street or Wairau Road, Broadway and Market Street to enter the site. This is a maximum distance of approximately 740m, which will take 67 seconds travelling at 40km/h. From a Resource Management Act perspective, the effects are considered to be less than minor, and no mitigation is required.

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Figure 40: Detour required for Council servicing depot

Parking The majority of on-site parking demand is generated by rental car operations. Currently 35% of terminal parking spaces (100) are allocated to rental car companies, although surveys suggest up to 70-80% of onsite spaces are occupied by rental cars. Port Marlborough have indicated that there is potential for this to be addressed through changes to rental car company operations.

The proposal provides sufficient public parking for typical use, with demand exceeding supply by a small margin (3-4 vehicles) on only the busiest days of each year.

The proposal provides sufficient rental parking for typical use, with demand exceeding supply by a larger margin (33 vehicles) but for a shorter time (the peak hour on the busiest days of the year).

It is expected that during these times, parking impacts can be mitigated by changes to rental car operations. This could include making more use of off-site storage, using stacked spaces or parking cars temporarily in aisles (both these solutions are commonplace in car storage areas where the general public is excluded), or supply-side changes (not growing by 37%).

These changes are expected to be sufficient to mitigate parking impacts when the terminal opens. Ongoing monitoring of parking occupancy may be an appropriate way of ensuring changes to rental car operations are indeed mitigating any impacts of parking on the surrounding town.

Kent Street – Wairau Road Intersection The Kent Street north approach of the Kent Street/ Wairau Road intersection performs at LOS F under existing summer peak ferry loading. Under the proposal the approach will continue to perform at LOS F with higher average delays. Improvements at this intersection are being investigated separately by Waka Kotahi as part of the Picton Port Access Single Stage Business Case, so have been excluded from this ITA.

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7 Impacts During Construction

This section of the report sets out a high-level qualitative assessment of the potential traffic and transportation effects expected to arise during the construction phase of the proposal. There has been no contractor involvement with regards to the construction traffic management at this stage, so the sequences set out in this section are indicative only.

Overall Philosophy It has been assumed that the duration of construction for the proposal will be in the order of three to four years23.

A critical component of the mitigation strategy around construction is early and clear communication with local property owners and businesses. It is recommended that a newsletter detailing construction progress, along with current and upcoming works affecting the local roads, is delivered on a regular basis to properties likely to be affected by the works. The newsletter will be supplemented with targeted letter drops to properties directly affected by the works. These measures will be additional to any requirements for Public Notices for specific road closures.

Additionally, the proposal will utilise an overall Construction Traffic Management Plan (CTMP) to manage the potential effects during the construction works. It will outline the procedures for the production of Site-Specific Traffic Management Plans (SSTMPs) and the relevant standards that must be complied with. The CTMP will be supported by multiple SSTMPs detailing the specific traffic management set ups at each worksite as well as any mitigation measures for identified impacts of the works.

Due to the construction predominantly being within the port boundaries only a limited number of pedestrians and cyclists are likely to be affected by the construction works. However, each SSTMP will allow for pedestrian and cyclist movements through the work site with temporary foot and cycle paths where existing paths have been disrupted by the works. Reduced speeds through some sites will also help to protect these pedestrians and cyclists.

Assessment of Transport Effects The potential traffic impacts associated with the construction works of the proposal are summarised in Table 20, along with proposed recommended mitigation measures (in addition to standard temporary traffic management) to minimise the anticipated effects.

23 Construction Methodology Report – 14th November 2019 Update, WSP issued as part of Consultants Package.

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Table 20: Potential construction traffic impacts and mitigations

Activity Road Impact Mitigation

Construction of tie-in at Auckland Street Traffic delay because of None recommended as Auckland Street from speed reduction length of work zone is terminal precinct through work zones. short and disruption expected to be minimal.

Construction of Dublin Dublin Street Reduced speed through Ensure property access Street overbridge and works zones and maintained, minimise tie-in to Auckland Street reduced capacity at duration of Dublin intersection. Diversion Street closure. route via Wairau Road.

Permanent road Broadway Route Severance. Inform local residents, formation change at advertise and install Broadway signage on site.

Permanent road Market Street Route Severance. Inform local residents, formation change at advertise and install Market Street signage on site.

The Construction Methodology Report24 details the indicative fill quantities for the ferry precinct will require approximately 9,200 vehicle movements (4,600 truckloads). The number of truck deliveries for earthworks will be sporadic over the duration of the construction phase and will also increase significantly for some periods to meet the anticipated constraints on staging that will be needed to maintain port operations. The Report does not detail the number of truck movements required to bring other materials and equipment to site required for construction, which will form part of the CTMP as the programme develops.

The Commercial Jetties Construction Methodology Report25 details the separate workstreams to construct the breakwater and floating structures as part of the commercial jetties. The report estimates that the scale of works would equate to some 210 vehicle movements (105 truckloads).

Construction Traffic Routing Construction traffic will vary depending on the phase of the works. Access to the site will be available via Auckland Street and Lagoon Road/ Kent Street. Kent Street and Auckland Street are classified as primary arterial and a national route respectively in the Operative Marlborough Sounds Resource Management Plan.

According to the Proposed Marlborough Environment Plan, “National Routes” “form part of a network of strategic importance and are a significant element in the national economy, for which a high level of through service must be provided on a continuous basis. These routes are state highways.”

According to the Proposed Marlborough Environment Plan, “Primary Arterials” are “of strategic regional importance and are a significant element in the regional economy. These roads also provide a high level of through service and include those roads giving access to important tourist areas and providing significant intra-urban links”

Both these routes to the site are roads with a high “through service” function that have been designed to carry large volumes of heavy traffic. As such, they are considered to be suitable to

24 Waitohi Picton Ferry Precinct Development Construction Methodology Report. Draft for Resource Consent. Revision 5. 08/09/2020. 25 Shearwater Consulting Ltd. PFP Commercial Jetties Construction Methodology Report, draft 24/06/2020.

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accommodate construction traffic without resulting in significant adverse traffic effects. Although there will be some nuisance impact on adjacent landowners, there will not be a step-wise change in the character of the road.

Temporary Terminal Building A temporary terminal building will be constructed adjacent to the existing building, to the west of the existing baggage handling facility. This will allow ferry operations to continue while the existing terminal building is demolished and new terminal building constructed.

The temporary terminal building is not expected to result in any wider network traffic impacts. It will retain the current access from Auckland Street and traffic volumes accessing the site are not expected to be substantially different to currently observed volumes.

The temporary terminal building will result in changes to the site layout including parking, pedestrian and cyclist access, bus stops, and pick-up drop-off behaviour. A significant number of the existing carparks will be unavailable during the construction period. This will be partially offset by constructing additional temporary carparking to the west of the existing carpark.

The detailed layout of the temporary terminal building and forecourt are yet to be determined. It will be important to maintain safe pedestrian connections, bus stops, and adequate car parking. 8 Conclusions

The redevelopment of Picton port to accommodate new ferries and strengthen a strategic freight corridor, is a major development for the town of Picton. This report has detailed the elements of the development to be built and their impacts and has concluded that whilst it has some localized impacts for the local population and road users, the overall impacts are considered minor.

Traffic The modelling undertaken shows that during a Friday midday peak period following the arrival of an Interislander ferry, the traffic unloading from an approximate 2029 85th percentile ferry (325 vehicles on board) can be accommodated at the Lagoon Road roundabout and Auckland Street/Dublin Street intersection with these intersections continuing to operate at LOS C or better. Motorists on the north approach to the Wairau Road/ Kent Street intersection will continue to experience long delays whether this proposal goes ahead or not. Improvements to this intersection are currently being investigated separately by Waka Kotahi as part of the Picton Port Access Single Stage Business Case, so have been excluded from this ITA.

Traffic effects from less frequent, but larger scale events have also been modelled. Because the marshal area entrance and roundabout at the intersection of Lagoon Road, Kent Street, Queen Charlotte Drive and Dublin Street, act as bottlenecks to the rest of the road network, traffic unloading from a 100% full ship does not significantly alter the impacts on other road users – rather it extends it for a longer duration (approximately 40 minutes rather than approximately 20 minutes).

The proposal will result in longer trains which will regularly block the level crossings of Dublin Street and Broadway for up to 60 minutes at a time. This will require road users to either wait for significant periods of time or perform a detour of 1,000 m for motorists or 700m for pedestrians and cyclists. The longer trains will also mean that both Dublin Street and Wairau Road level railway crossings are closed simultaneously for a longer period than happens presently. When this occurs, it shuts off all access to Picton from the south and east. This is considered to represent a more than minor impact on existing road users including motorists, cyclists, pedestrians, passenger transport, freight and emergency vehicles.

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It is recommended that this is mitigated by constructing an overbridge at Dublin Street, which will mean road users can always use Dublin Street irrespective of trains moving or performing brake tests on the tracks below.

The recommended Dublin Street overbridge will necessitate changing the road formation to a cul de sac at Market Street and a driveway to the property at 49 Auckland Street. Traffic volumes are small enough that changing these road formations to a cul de sac will not result in any capacity issues across the network, but they will require motorists to make detours of up to 1km.

The closure of the 49 Auckland Street property driveway from Dublin Street means their second driveway on Auckland Street will be converted to two-way use. The driveway width does not comply with the District Plan, but with yellow no-stopping lines and modifications to improve visibility at the driveway, the impacts of the non-compliance are considered to be less than minor on the network.

In addition, it is recommended that Broadway be closed at the level railway crossing. Given the low impact, it is considered no more than minor from a Resource Management Act perspective, but it is acknowledged that for Broadway residents themselves this will be a significant change.

Parking The proposal will result in an increase in peak period parking demand at the terminal building, due to the higher number of people boarding and alighting the larger ferries. It will also result in a increase in total provision from 279 on-site parking spaces to 281, which has been done to allow more landscaping, safer and more attractive pedestrian paths around the site, and a more functional layout.

Surveys conducted as part of this assessment showed that parking demand is highly variable and it is under-utilised most of the time. At peak times parking demand approaches capacity, with the majority of parking demand being storage of rental cars (estimated 70-80%). Port Marlborough propose to manage parking demand by working with their rental car company tenants to optimise operations and reduce the numbers and durations of vehicles being stored on-site.

It is considered that these measures will be sufficient to ensure that the proposed on-site parking is adequate to cater to expected demands.

Ongoing monitoring of on-site parking will be undertaken to confirm the effectiveness of these recommended changes to operations.

The marshalling yards include a total of 2,970 lane-metres – this is enough to accommodate all vehicles for a full sailing, so there is never expected to be a shortfall of supply at the marshalling yards. The marshalling yards also has sufficient queue space to accommodate unloading vehicle waiting to exit the marshalling yard.

Walking, Cycling and Public Transport The proposal will result in an improved walking environment around the terminal building. People walking between Picton town centre and the terminal building will have a wide, inviting walkway for the entirety of the route. People connecting to the train station, buses and shuttles will have a wider, more intuitive space to walk and wait.

The proposal is expected to have little impact on public transport which is limited in Picton.

The proposal will provide better pedestrian connections around the terminal, which will likely be used by some cyclists as well, particularly if there are leisure cyclists or families with children. Many cyclists using the ferry are thought to be confident cyclists who are comfortable riding on the road with vehicles, and the proposal will not substantially alter provision for them. The recommended mitigation in the form of the Dublin Street overbridge includes a 3m wide shared path on the

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north side which will improve provision for east-west cyclists, and future-proof the bridge to be a part of the future east-west cycleway through Picton.

Changes to Road Formations The development plus recommended mitigations will result in two new cul de sacs at Broadway and Market Street. These are both unavoidable with the recommended mitigations, due to the Dublin Street overbridge and the railway yards extension.

These are both classified as local streets and do not fulfil a strategic function, rather existing to provide property access. Traffic volumes are not large enough to result in any network capacity issues. However, an element of inconvenience will be introduced for people accessing the local land uses on the streets, who will have to detour a maximum of 570m at Market Street and 430m at Broadway. This detour will affect motorists but not pedestrians and cyclists, with pedestrian and cyclist access being retained in all cases.

The road formation change to a cul de sac will not result in any knock-on effects in terms of traffic congestion or capacity issues but will be limited to the small number of users who currently use Broadway and Market Street. Although it could result in a significant impact to these people, it will be constrained to a small number. There will be some positive impacts associated with lower traffic volumes; improved amenity, noise and safety. When considering the whole transportation network in Picton and the low numbers of people affected by this change, the impact is considered to be less than minor.

Dublin Street Overbridge The recommended Dublin Street Overbridge will result in property access being closed at 49 Auckland Street. The Auckland Street property contains eight residential units serviced by a one- way lane that enters off Dublin Street and exits onto Auckland Street.

The recommendation will result in the closing of the Dublin Street access to accommodate the overbridge and converting the 2.6m access on Auckland Street access to a 5.0m wide private driveway. A new 3.0m wide private access will be constructed at 61-65 Auckland Street. The District Plan does not include any access width requirement for a driveway servicing eight units. Calculations have shown that the probability of a vehicles meeting each other in the driveway is low. Tracking curves show that is it possible for two cars to manoeuvre around one another within the 5.0m driveway width. The private driveway does not comply with the maximum number of vehicle crossings per road frontage for 61-65 Auckland Street or the requirement that vehicles must exit the property in a forward direction. The provision of on road parking bay limit markings will further assist in ensuring visibility when using the driveways. Although this impact may be considered minor for a small number of users, it is expected that the driveway will operate satisfactorily in future. Considering that this impact will be limited to a small number of users, in the context of the Picton transportation network it is deemed that these non-compliances represents a less than minor impact.

The recommended Dublin Street Overbridge will also result in property access being closed at 24 Dublin Street The property currently has no formed access with Dublin Street. However, to form a 15m radius industrial turning head on Market St, the property boundary adjustment of 26 Dublin St is required. This means that future access to 24 Dublin Street will be from Market Street.

The closure of the 45 Auckland Street property driveway from Dublin Street will require two newly formed driveways on Auckland Street. One of these proposed accesses is non-compliant with the operative and proposed Marlborough Environment Plan. The proposed access is formalising existing behaviour and the impacts of the non-compliance are considered to be less than minor from a Resource Management Acts perspective.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Impacts During Construction The proposal will result in increased numbers of heavy vehicles using the State Highway and primary arterial road network to access the site over a construction duration of approximately three to four years. Although this will have some nuisance impact on adjacent landowners, it is within the intended purpose of these roads and will not result in a step-wise change in character of the roads. These roads already carry high volumes of heavy vehicles, and a temporary increase in this is an impact that is considered no more than minor, and something that can reasonably be expected to occur.

The temporary operation of the terminal is not expected to result in any changes to number or routing of vehicles accessing the site, as it is located within the current site and retains existing access arrangements. The details of the layout are still being developed but will ensure safe pedestrian connections, bus stops and adequate car parking are retained.

Overall Conclusion The transportation-related impacts of the proposal plus recommended mitigations are considered to be minor, and acceptable within the context of the scale of traffic generated by the ferries within Picton township. It is noted that some individuals would be affected more than others, but these impacts would be localised and would not significantly affect the ability of the overall transport network to fulfil its function.

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Project Number: 5-MB97C.01 Waitohi Picton Ferry Precinct Redevelopment Integrated Transport Assessment

Disclaimers and Limitations This report (‘Report’) has been prepared by WSP exclusively for Port Marlborough New Zealand (PMNZ) (‘Client’) in relation to the proposed Waitohi Picton Ferry Precinct Redevelopment (‘Purpose’). WSP accepts no liability whatsoever for any reliance on or use of this Report, in whole or in part, for any use or purpose other than the Purpose or any use or reliance on the Report by any third party.

In preparing the Report, WSP has relied upon data, surveys, analyses, designs, plans and other information (‘Client Data’) provided by or on behalf of the Client. Except as otherwise stated in the Report, WSP has not verified the accuracy or completeness of the Client Data. To the extent that the statements, opinions, facts, information, conclusions and/or recommendations in this Report are based in whole or part on the Client Data, those conclusions are contingent upon the accuracy and completeness of the Client Data. WSP will not be liable in relation to incorrect conclusions or findings in the Report should any Client Data be incorrect or have been concealed, withheld, misrepresented or otherwise not fully disclosed to WSP.

©WSP New Zealand Limited 2019 84

Appendix A Crash Data

CODED Day of Crash Surface Natural Crash count Crash count Crash count Crash road Distance Direction Side road ID Date Time Description of events Weather Junction Control CRASH ID week factors condition light fatal severe minor Car/Wagon2 turning right hit by oncoming Car/Wagon1 SDB on Auckland 1209622 01S-0000 I BROADWAY 2.02E+08 16/07/2019 Tue 12:35 CAR/WAGON2,Wet alcoholOvercast test belowLight limit, rain did notMultileg check/noticeGive another way party from0 other dirn, failed0 to give way0 turning to non-turning traffic CAR/WAGON1, alcohol test below limit Street Car/Wagon1 SDB on AUCKLAND STREET, PICTON, MARLBOROUGH hit 1210242 01S-0000 I DUBLIN STREET 2.02E+08 22/07/2019 Mon 13:35 CAR/WAGON1,Dry alcoholBright test below sun Fine limit CAR/WAGON2,Crossroads alcoholStop test below limit, attention0 diverted0 by other traffic,0 did not check/notice another party from other dirn, failed to give way at priority traffic control, other inattentive Car/Wagon2 crossing at right angle from right Moped1 SDB on 01S-0000 hit rear end of Car/Wagon2 stop/slow for 1187152 01S-0000 120 N LONDON QUAY 2.02E+08 12/08/2018 Sun 14:00 MOPED1, followingDry tooBright closely sun CAR/WAGON2,Fine wrongNil (Default) pedal/footUnknown slipped 0 0 0 queue Van1 NDB on Broadway lost control turning right, Van1 hit non specific 1138969 BROADWAY I SH 1S 2.02E+08 24/10/2017 Tue 16:00 VAN1, alcoholDry test aboveBright limit sun or testFine refused, wornMultileg tread onGive tyre way 0 0 0 pole Car/Wagon1 SDB on Kent Street lost control turning right; went off road 1207382 BULLER STREET I KENT STREET 2.02E+08 26/06/2019 Wed 18:31 CAR/WAGON1,Dry speed enteringDark corner/curveFine T Junction Give way 0 0 0 to left, Car/Wagon1 hit power pole 1082872 KENT ST I BULLER ST 2.02E+08 24/03/2016 Thu 8:05 Car/Wagon1 SDB on KENT ST hit SUV2 crossing at right angle from right SUV2, failedWet to give wayBright at priority sun Heavy traffic rain control,Crossroads overseas/migrantGive way driver fail to 0adjust to nz roads0 0 Truck1 SDB on Kent street hit Bus2 manoeuvring, Truck1 hit non specific 1141896 KENT ST 60 N BULLER ST 2.02E+08 8/12/2017 Fri 10:40 TRUCK1, alcoholDry test belowBright limit, sun misjudgedFine ownNil vehicle (Default)Unknown 0 0 0 parked 1080716 KENT ST I OXFORD ST 2.02E+08 15/02/2016 Mon 18:00 Van1 NDB on KENT ST hit Van2 turning right onto AXROAD from the left VAN2, failedDry to give wayTwilight at priorityFine traffic controlT Junction Give way 0 0 0 Car/Wagon1 NDB on KENT ST lost control turning left, Car/Wagon1 hit 1025063 KENT ST I QUEEN CHARLOTTE DRIVE2.01E+08 14/06/2014 Sat 20:30 CAR/WAGON1,Dry alcoholDark test aboveFine limit or test refused,Roundabout misjudgedGive way size/position of0 fixed object/obstacle0 0 non specific kerb 1204035 KENT STREET I BULLER ST 2.02E+08 27/09/2019 Fri 9:30 SUV2 turning right hit by oncoming Ute1 SDB on Kent street SUV2, alcoholDry test belowBright limit, sun didFine not check/noticeCrossroads anotherGive party way from other dirn,0 failed to give0 way turning2 to non-turning traffic, other inattentive UTE1, alcohol test below limit Car/Wagon1 SDB on KENT STREET, PICTON, MARLBOROUGH hit rear end 1183040 KENT STREET 33 S SCOTLAND STREET CENTRE2.02E+08 EAST 31/12/2018 Mon 17:05 VAN2, alcoholDry test belowBright limit sun CAR/WAGON1,Fine alcoholNil (Default) test Unknownbelow limit, failed to notice0 car slowing,0 stopping/stationary,0 other attention diverted of Van2 stop/slow for queue Car/Wagon1 SDB on Kent street, picton lost control; went off road to left, 1189902 KENT STREET I SH 1 2.02E+08 15/11/2018 Thu 20:36 CAR/WAGON1,Dry alcoholDark test belowFine limit, emotionallyT Junction upset/roadGive way rage, lost control0 under braking,0 speed on straight0 Car/Wagon1 hit traffic sign/signal poles, bollards Truck1 SDB on Lagoon road lost control turning right but did not leave the 1202953 LAGOON ROAD 965 N DUBLIN ST 2.02E+08 18/05/2019 Sat 14:00 TRUCK1, alcoholDry test belowBright limit, sun otherFine misjudgedDriveway speed, distanceNil or position 0 0 0 road, Truck1 hit other Car/Wagon1 SDB on Kent lost control; went off road to left, Car/Wagon1 1197950 LAGOON ROAD I DUBLIN STREET 2.02E+08 30/03/2019 Sat 23:50 CAR/WAGON1,Dry alcoholDark test belowFine limit, new driver/underRoundabout Giveinstruction, way speed entering0 corner/curve,0 too far left0 hit traffic island Truck1 SDB on Lagoon rd sideswiped by Car/Wagon2 SDB on Lagoon rd 1133376 LAGOON ROAD I QUEEN CHARLOTTE DRIVE2.02E+08 18/08/2017 Fri 12:30 TRUCK1, alcoholDry test belowBright limit, sun didFine not check/noticeRoundabout anotherGive partyway from other dirn,0 failed to 0give way at priority0 traffic control turning left 1103162 SH 1S I BROADWAY 2.02E+08 12/12/2016 Mon 8:50 SUV1 SDB on SH 1S hit Car/Wagon2 merging from the right CAR/WAGON2,Dry failed toBright give sunway Fineturning to non-turningMultileg trafficNil 0 0 0 Car/Wagon1 EDB on Wairau road hit rear end of Car/Wagon2 1113918 SH 1S I DEVON ST 2.02E+08 25/10/2017 Wed 16:30 CAR/WAGON1,Dry intentionalBright collision, sun Fine speed on straightT Junction Give way 0 0 1 stopped/moving slowly 1016634 SH 1S I DUBLIN ST 2.01E+08 21/01/2014 Tue 12:00 Car/Wagon2 turning right hit by oncoming Car/Wagon1 NDB on SH 1S CAR/WAGON2,Wet failed toOvercast give way Lightturning rain to non-turningCrossroads traffic,Stop ENV: slippery road0 due to rain0 0 Car/Wagon1 NDB on SH 1S hit Car/Wagon2 turning right onto AXROAD 1060296 SH 1S I DUBLIN ST 2.02E+08 2/10/2015 Fri 12:30 CAR/WAGON2,Dry did notOvercast stop at stopFine sign, failed Crossroadsto give wayStop at priority traffic control0 0 0 from the left 1046726 SH 1S I DUBLIN ST 2.02E+08 14/02/2015 Sat 12:10 Van2 turning right hit by oncoming Car/Wagon1 NDB on SH 1S VAN2, did notDry check/noticeOvercast anotherFine party from Crossroadsother dirn, Stopfailed to give way turning0 to non-turning0 traffic 0 1015948 SH 1S I DUBLIN ST 2.01E+08 3/01/2014 Fri 11:20 Car/Wagon1 SDB on SH 1S hit Van2 crossing at right angle from right VAN2, did notWet check/noticeOvercast anotherHeavy party rain from Crossroadsother dirn, Stopfailed to give way at priority0 traffic control0 0 1093150 SH 1S I KENT ST 2.02E+08 19/07/2016 Tue 15:00 SUV1 NDB on KENT ST hit Truck2 merging from the right SUV1, failedDry to give wayBright at priority sun Fine traffic controlT Junction Give way 0 0 0 1019346 SH 1S 20 S KENT ST 2.01E+08 11/04/2014 Fri 15:00 Car/Wagon1 SDB on SH 1S changing lanes/overtaking to right hit SUV2 CAR/WAGON1,Dry did notOvercast check/noticeFine another partyT Junction behindGive way 0 0 0 Car/Wagon1 NDB on SH 1S hit Truck2 turning right onto AXROAD from 1090491 SH 1S I KENT ST 2.02E+08 24/06/2016 Fri 10:30 TRUCK2, failedDry to give Overcastway at priorityFine traffic controlT Junction Give way 0 0 0 the left 1137567 SH 1S 20 N KENT ST 2.02E+08 2/10/2017 Mon 13:15 Truck1 EDB on SH 1S hit Car/Wagon2 reversing along road CAR/WAGON2,Dry did notBright check/notice sun Fine another partyNil (Default) behindUnknown 0 0 0 Van1 SDB on SH 1S hit Car/Wagon2 manoeuvring, Van1 hit non specific 1066769 SH 1S 50 S LONDON QUAY 2.02E+08 22/11/2015 Sun 12:30 VAN1, did notDry check/noticeBright another sun Fine party behind,Nil misjudged(Default)Nil own vehicle 0 0 0 parked SUV2 NDB on Auckland st opened door into path of another party, Cycle1 1107450 SH 1S 90 S LONDON QUAY 2.02E+08 18/03/2017 Sat 13:50 SUV2, openedDry door inadvertentlyBright sun Fine Nil (Default)Unknown 0 0 1 hit non specific parked 1057386 SH 1S I NELSON SQUARE 2.02E+08 14/08/2015 Fri 12:58 SUV1 SDB on SH 1S hit SUV2 merging from the left SUV2, failedDry to give wayOvercast at priorityFine traffic controlRoundaboutGive way 0 0 0 Car/Wagon1 NDB on Nelson Square hit Pedestrian2 (Age 16) crossing 1154196 SH 1S I SCOTLAND ST 2.02E+08 16/11/2018 Fri 12:40 CAR/WAGON1,Dry alcoholBright test below sun Fine limit, PEDESTRIAN2,T Junction mentalGive illness way (depression,0 psychosis), pedestrian0 running1 across, heedless of traffic road from left side CODED CRASH SIDE ROAD OR SIDE ROAD CRASH CRASH CRASH VEHICLE1 VEHICLE1 VEHICLE1 VEHICLE2 VEHICLE2 VEHICLE3 OBJECTS ROAD ROAD ROAD CRASH CRASH CRASH CRASH PEDESTRI CYCLIST CRASH ROAD INTSN CRASH ID CRASH DATE MVMT VEHICLE1 CAUSE CAUSES LIGHT WTHR A WTHR B JUNCTYPE TRAFCTRL SPDLIM LOCATION GEOMETRY TLA CRASH ID DIST FEATURE DIRN SEVERITY DoW TIME TYPE DIRN ROAD TYPE CAUSE TYPE STRUCK1 CURVE WET MARK FATAL CNT SEV CNT MIN CNT NON CNT AN AGE AGE 1209622 01S-0000 1 BROADWAY I 201974403 N 16/07/2019 Tue 12:35 LB C S 1 102 C ######## C W O L M G C 50 0 0 0 4 1684211 5428235 Marlborough District 1210242 01S-0000 1 DUBLIN STREET I 201975013 N 22/07/2019 Mon 13:35 HA C S 1 102 C ######## S D B F S X S C 50 0 0 0 2 1684207 5428492 Marlborough District 1187152 01S-0000 120 0 LONDON QUAY N 201897769 N 12/08/2018 Sun 14:00 FD P S 1 181 C 423 S D B F N F 50 0 0 0 2 1684154 5428780 Marlborough District 1138969 BROADWAY 1 SH 1S I 201752858 N 24/10/2017 Tue 16:00 DH V N 1 103,632 P S D B F M G L 50 0 0 0 1 1684218 5428234 Marlborough District 1207382 BULLER STREET 1 KENT STREET I 201972229 N 26/06/2019 Wed 18:31 DB C S 2 111 P S D D F T G C 50 0 0 0 1 1683768 5428106 Marlborough District 1141896 KENT ST 60 0 BULLER ST N 201755815 N 8/12/2017 Fri 10:40 MO T S 1 102,386 B M S D B F N C 50 0 0 0 2 1683769 5428165 Marlborough District 1082872 KENT ST 1 BULLER ST I 201634786 N 24/03/2016 Thu 8:05 HA C S 1 4 301,404 S W B H X G C 50 0 0 0 2 1683774 5428106 Marlborough District 1080716 KENT ST 1 OXFORD ST I 201632595 N 15/02/2016 Mon 18:00 JA V N 1 V 301 S D T F T G C 50 0 0 0 2 1683781 5428008 Marlborough District 1025063 KENT ST 1 QUEEN CHARLOTTE DRIVE I 201440123 N 14/06/2014 Sat 20:30 DJ C N 1 103,385 K S D D F R G R 50 0 0 0 1 1683746 5428499 Marlborough District 1204035 KENT STREET 1 BULLER ST I 201968988 M 27/09/2019 Fri 9:30 LB U S 1 102 4 ######## S D B F X G C 50 0 0 2 0 1683773 5428101 Marlborough District 1183040 KENT STREET 33 0SCOTLAND STREET CENTRE EAST S 201897233 N 31/12/2018 Mon 17:05 FD C S 1 102,331,350 V 102 S D B F N C 50 0 0 0 2 1683792 5427849 Marlborough District 1189902 KENT STREET 1 SH 1 I 201899621 N 15/11/2018 Thu 20:36 CB C S 1 102,112,132,357 S S D D F T G C 50 0 0 0 1 1683802 5427774 Marlborough District 1202953 LAGOON ROAD 965 0 DUBLIN ST N 201967919 N 18/05/2019 Sat 14:00 DD T S 1 102,380 X S D B F D N N 30 0 0 0 1 1684060 5429396 Marlborough District 1197950 LAGOON ROAD 1 DUBLIN STREET I 201963029 N 30/03/2019 Sat 23:50 CB C S 1 102,111,129,402 T C I S D D F R G R 50 0 0 0 3 1683756 5428510 Marlborough District 1133376 LAGOON ROAD 1 QUEEN CHARLOTTE DRIVE I 201747178 N 18/08/2017 Fri 12:30 GB T S 1 102,301,375 C S D B F R G R 50 0 0 0 2 1683755 5428514 Marlborough District 1103162 SH 1S 1 BROADWAY I 201655367 N 12/12/2016 Mon 8:50 KB 4 S 1 C 303 C D B F M N C 50 0 0 0 2 1684218 5428234 Marlborough District 1113918 SH 1S 1 DEVON ST I 201718475 M 25/10/2017 Wed 16:30 FA C E 1 112,512 C S D B F T G C 50 0 0 1 2 1684025 5428021 Marlborough District 1015948 SH 1S 1 DUBLIN ST I 201430850 N 3/01/2014 Fri 11:20 HA C S 1 V 301,375 S W O H S X S N 50 0 0 0 2 1684207 5428487 Marlborough District 1016634 SH 1S 1 DUBLIN ST I 201431540 N 21/01/2014 Tue 12:00 LB C N 1 C 303 801 S W O L X S C 50 0 0 0 2 1684207 5428487 Marlborough District 1060296 SH 1S 1 DUBLIN ST I 201546155 N 2/10/2015 Fri 12:30 JA C N 1 C 301,321 S D O F X S C 50 0 0 0 2 1684207 5428487 Marlborough District 1046726 SH 1S 1 DUBLIN ST I 201531147 N 14/02/2015 Sat 12:10 LB C N 1 V 303,375 S D O F X S C 50 0 0 0 2 1684207 5428487 Marlborough District 1019346 SH 1S 20 0 KENT ST S 201434365 N 11/04/2014 Fri 15:00 AA C S 1 371 4 S D O F T G C 50 0 0 0 2 1683788 5427746 Marlborough District 1090491 SH 1S 1 KENT ST I 201642539 N 24/06/2016 Fri 10:30 JA C N 1 T 301 S D O F T G C 50 0 0 0 2 1683801 5427761 Marlborough District 1093150 SH 1S 1 KENT ST I 201645227 N 19/07/2016 Tue 15:00 KB 4 N 2 301 T S D B F T G P 50 0 0 0 2 1683801 5427761 Marlborough District 1137567 SH 1S 20 0 KENT ST N 201751428 N 2/10/2017 Mon 13:15 MG T E 1 C 371 S D B F N C 50 0 0 0 2 1683814 5427776 Marlborough District 1066769 SH 1S 50 0 LONDON QUAY S 201552913 N 22/11/2015 Sun 12:30 MO V S 1 371,386 C M S D B F N N P 50 0 0 0 2 1684201 5428623 Marlborough District 1107450 SH 1S 90 0 LONDON QUAY S 201711918 M 18/03/2017 Sat 13:50 EE S N 1 4 525 M S D B F N C 50 0 0 1 1 0 44 1684203 5428583 Marlborough District 1057386 SH 1S 1 NELSON SQUARE I 201543226 N 14/08/2015 Fri 12:58 KA 4 S 1 4 301 C D O F R G R 50 0 0 0 2 1683967 5427954 Marlborough District 1154196 SH 1S 1 SCOTLAND ST I 201819575 M 16/11/2018 Fri 12:40 NA C N 1 102 505,713 C D B F T G N 50 0 0 1 1 16 0 1683852 5427891 Marlborough District

Appendix B

Traffic Survey Results

Bluebridge Entry Exit Count Weather Fine Friday 20/09/2019

Lagoon Rd Blue Bridge Entry into Blue Bridge Exit to Lagoon Rd Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 1 0 0 0 1 1 0 0 IP 11:15 1 0 0 0 2 1 0 0 IP 11:30 1 0 0 0 0 2 0 0 IP 11:45 0 0 0 0 0 2 0 0 IP 12:00 1 0 0 0 1 0 0 0 IP 12:15 0 0 0 0 1 1 0 0 IP 12:30 0 0 0 0 0 5 0 0 IP 12:45 2 1 0 0 0 1 0 0 IP 13:00 2 0 0 0 1 3 0 0 IP 13:15 0 0 0 0 8 4 1 0 IP 13:30 0 0 0 0 48 2 0 0 IP 13:45 1 0 0 0 1 3 0 0 IP 14:00 1 0 0 0 1 0 0 0 IP 14:15 1 0 0 0 1 0 0 0 IP 14:30 2 0 0 0 3 0 0 0 IP 14:45 0 0 0 0 1 0 0 0

PM 15:00 1 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 1 1 0 0 PM 15:30 0 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 0 0 0 0 PM 16:00 2 0 0 0 0 1 0 0 PM 16:15 1 0 0 0 2 1 0 0 PM 16:30 1 0 0 0 2 0 1 0 PM 16:45 0 0 0 0 0 2 0 0 PM 17:00 2 0 0 0 1 1 0 0 PM 17:15 1 1 0 0 1 0 0 0 PM 17:30 0 1 0 0 1 2 0 0 PM 17:45 2 1 0 0 3 4 0 0 Bluebridge Entry Count Weather Fine Friday 20/09/2019

Lagoon Rd Entry into Blue Bridge Period Time Cars Trucks Buses Cyclists IP 11:00 4 1 0 0 IP 11:15 3 1 0 0 IP 11:30 4 1 0 0 IP 11:45 3 3 1 0 IP 12:00 7 0 0 0 IP 12:15 14 3 1 0 IP 12:30 10 3 1 0 IP 12:45 20 2 1 0 IP 13:00 7 3 1 0 IP 13:15 5 4 0 0 IP 13:30 2 2 0 0 IP 13:45 2 1 1 0 IP 14:00 2 0 0 0 IP 14:15 4 0 1 0 IP 14:30 0 0 0 0 IP 14:45 3 2 0 0

PM 15:00 1 1 0 0 PM 15:15 2 1 0 0 PM 15:30 1 1 0 0 PM 15:45 1 1 0 0 PM 16:00 1 1 0 0 PM 16:15 2 0 0 0 PM 16:30 5 0 0 0 PM 16:45 6 2 0 0 PM 17:00 4 6 0 0 PM 17:15 7 1 1 0 PM 17:30 6 1 0 0 PM 17:45 8 1 1 0 Broadway-SH1 (Auckland St) Weather Fine Friday 20/09/2019

SH1 (Auckland St) (North) Broadway (East) Left into Broadway (East) Thru to Auckland St (South) Thru to SH1 (Wairau Rd) Right into Broadway (West) Left into Auckland St (South) Left into SH1 (Wairau Rd) Thru to Broadway (West) Right into SH1 (Auckland St) (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 4 0 0 0 0 0 0 0 12 1 0 0 1 1 0 0 0 0 0 0 32 3 0 0 2 0 0 0 1 0 0 0 IP 11:15 4 1 0 0 0 0 0 0 15 3 0 0 3 0 0 0 0 0 0 0 30 1 0 0 2 0 0 0 3 0 0 0 IP 11:30 0 0 0 0 0 0 0 0 16 2 0 0 1 0 0 0 0 0 0 0 23 0 0 1 8 1 0 0 1 0 0 0 IP 11:45 1 0 0 0 0 0 0 0 18 0 0 1 2 0 0 0 0 0 0 0 25 1 0 0 4 0 0 0 3 0 0 0 IP 12:00 2 0 0 0 0 0 0 0 17 1 0 0 2 0 0 0 0 0 0 0 28 1 0 0 2 0 0 0 1 1 0 0 IP 12:15 2 0 0 0 2 0 0 0 18 4 0 0 2 0 0 0 0 0 0 0 24 3 0 1 4 1 0 0 6 0 0 0 IP 12:30 4 0 0 0 0 0 0 0 74 5 0 0 5 0 0 0 0 0 0 0 31 1 0 2 7 2 0 0 1 0 0 0 IP 12:45 4 0 0 0 0 0 0 0 28 2 2 0 1 0 0 0 1 0 0 0 30 0 0 0 10 1 0 0 2 0 0 0 IP 13:00 2 0 0 0 0 0 0 0 26 0 2 0 1 0 0 0 0 0 0 0 20 1 0 0 7 0 0 0 1 0 0 0 IP 13:15 1 0 0 0 0 0 0 0 26 1 0 1 0 0 0 0 0 0 0 0 19 1 0 0 6 0 0 0 1 0 0 0 IP 13:30 0 0 0 0 1 0 0 0 19 2 0 0 4 0 0 1 0 0 0 0 24 2 0 0 9 2 0 0 0 0 0 0 IP 13:45 1 0 0 0 0 0 0 0 21 1 1 0 0 0 0 0 0 0 0 0 23 0 0 0 2 0 0 0 2 0 0 0 IP 14:00 0 0 0 0 0 0 0 0 22 4 0 1 2 0 0 0 0 0 0 0 24 2 0 0 6 0 0 0 0 0 0 0 IP 14:15 4 0 0 0 0 0 0 0 24 2 0 0 0 0 0 0 0 0 0 0 31 3 0 0 11 0 0 0 4 0 0 0 IP 14:30 3 0 0 0 1 0 0 0 17 4 0 0 3 0 0 0 0 0 0 0 23 5 0 0 6 2 0 0 1 1 0 0 IP 14:45 2 0 0 0 0 0 0 0 15 2 0 0 5 0 0 0 0 0 0 0 41 4 0 0 8 1 0 0 1 0 0 0

PM 15:00 1 0 0 0 0 0 0 0 16 1 0 0 4 1 0 0 0 0 0 0 29 1 0 0 3 0 0 0 3 0 0 0 PM 15:15 0 0 0 0 0 0 0 0 20 0 0 0 2 0 0 0 0 0 0 0 30 3 2 2 11 0 0 1 0 0 0 0 PM 15:30 1 0 0 0 0 0 0 0 11 0 0 0 5 1 0 0 0 0 0 0 21 4 0 1 5 1 0 0 2 0 0 0 PM 15:45 1 0 0 0 0 0 0 0 22 0 0 0 0 0 0 1 0 0 0 0 20 1 0 2 8 0 0 0 1 0 0 0 PM 16:00 3 0 0 0 0 0 0 0 24 1 0 0 0 0 0 0 0 0 0 0 38 1 1 1 3 0 0 0 0 0 0 0 PM 16:15 0 0 0 0 0 0 0 0 18 0 0 0 0 0 0 0 1 0 0 0 36 4 0 0 6 1 0 0 0 0 0 0 PM 16:30 2 0 0 0 0 0 0 0 22 0 0 0 1 0 0 0 0 0 0 0 34 2 0 1 7 1 0 0 0 0 0 0 PM 16:45 1 0 0 0 0 0 0 0 13 1 0 0 2 0 0 0 0 0 0 0 29 0 0 0 10 1 0 0 2 0 0 0 PM 17:00 0 0 0 0 0 0 0 0 27 0 1 0 0 0 0 0 0 0 0 0 26 0 0 0 7 0 0 0 0 0 0 0 PM 17:15 1 0 0 0 0 0 0 0 14 1 0 0 1 0 0 0 0 0 0 0 38 2 0 0 6 0 0 0 2 0 0 0 PM 17:30 0 0 0 0 1 0 0 0 15 1 0 0 2 0 0 0 0 0 0 0 27 3 0 2 8 0 0 0 2 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 12 0 0 0 2 0 0 0 0 0 0 0 30 3 0 0 7 0 0 0 0 0 0 0

Auckland St (South) SH1 (Wairau Rd) Left into SH1 (Wairau Rd) Left into Broadway (West) Thru to SH1 (Auckland St) (North) Right into Broadway (East) Left into Broadway (West) Thru to SH1 (Auckland St) (North) Right into Broadway (East) Right into Auckland St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 17 2 0 1 33 1 0 0 0 0 0 0 IP 11:15 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 24 0 1 1 21 1 0 1 0 0 0 0 IP 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 16 2 1 1 28 1 0 0 0 0 0 0 IP 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28 1 1 0 32 0 0 0 0 0 0 0 IP 12:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 29 1 1 0 19 1 0 0 0 0 0 0 IP 12:15 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 38 3 1 0 22 2 0 0 0 0 0 0 IP 12:30 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 32 1 0 0 32 1 0 0 1 0 0 0 IP 12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23 3 0 0 30 1 0 0 0 0 0 0 IP 13:00 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 27 0 1 0 23 0 0 0 0 0 0 0 IP 13:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 24 1 0 0 29 2 0 0 0 1 0 0 IP 13:30 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 2 0 0 26 2 0 0 0 0 0 0 IP 13:45 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 20 1 0 0 30 2 0 0 0 0 0 0 IP 14:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 2 1 29 2 0 0 0 0 0 0 IP 14:15 1 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 27 1 0 0 29 5 0 0 0 0 0 0 IP 14:30 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 27 0 0 0 31 2 0 1 1 0 0 0 IP 14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 0 0 0 30 1 0 0 1 0 0 0

PM 15:00 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 39 0 0 0 41 0 0 0 0 0 0 0 PM 15:15 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 34 2 0 0 38 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 27 0 0 0 37 0 0 1 0 0 0 0 PM 15:45 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 3 0 1 42 0 0 0 0 0 0 0 PM 16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 1 1 0 43 2 0 0 0 0 0 0 PM 16:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28 0 1 0 32 1 0 0 0 0 0 1 PM 16:30 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 25 1 1 0 28 5 0 1 0 0 0 1 PM 16:45 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 34 5 0 0 49 0 0 1 0 0 0 0 PM 17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 2 1 0 53 1 1 0 0 0 0 0 PM 17:15 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 34 2 2 2 30 2 0 1 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 32 4 0 1 37 4 0 0 1 0 0 0 PM 17:45 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 34 1 0 0 37 1 0 0 1 0 0 0

Broadway (West) Left into SH1 (Auckland St) (North) Thru to Broadway (East) Right into Auckland St (South) Right into SH1 (Wairau Rd) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 3 0 0 0 5 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 2 0 0 0 6 2 0 0 0 0 0 0 0 1 0 0 IP 11:30 4 0 0 0 5 1 0 1 0 0 0 0 0 0 0 0 IP 11:45 4 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 IP 12:00 2 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 IP 12:15 3 0 0 0 5 1 0 0 0 0 0 0 0 0 0 0 IP 12:30 7 1 0 0 3 2 0 0 0 0 0 0 0 1 0 0 IP 12:45 7 0 0 0 3 2 0 0 0 1 0 0 1 0 0 0 IP 13:00 6 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 IP 13:15 3 1 0 0 6 1 0 0 0 0 0 0 0 0 0 0 IP 13:30 1 0 0 0 5 2 0 0 0 1 0 0 0 0 0 0 IP 13:45 4 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 6 1 0 0 2 1 0 0 0 0 0 0 1 0 0 0 IP 14:15 2 0 0 0 3 0 0 0 1 0 0 0 1 0 0 0 IP 14:30 2 0 0 0 11 1 0 0 0 0 0 0 1 0 0 0 IP 14:45 5 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0

PM 15:00 4 0 0 0 19 1 0 0 0 0 0 0 1 0 0 0 PM 15:15 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 3 0 0 0 8 0 0 0 1 0 0 0 0 0 0 0 PM 15:45 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 PM 16:00 3 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 PM 16:15 3 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 2 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 PM 16:45 6 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 PM 17:00 3 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 2 0 0 0 6 0 0 0 1 0 0 0 0 0 0 0 PM 17:30 7 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 PM 17:45 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 Dublin St-SH1 (Auckland St) Weather Fine Friday 20/09/2019

SH1 (Auckland St) (North) Dublin St (East) Left into Dublin St (East) Thru to SH1 (Auckland St) (South) Right into Dublin St (West) Left into SH1 (Auckland St) (South) Thru to Dublin St (West) Right into SH1 (Auckland St) (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 5 1 0 0 9 1 0 0 4 0 0 0 7 1 0 0 17 4 0 0 1 1 0 0 IP 11:15 4 0 0 0 10 1 0 0 8 2 0 0 11 4 0 0 21 6 0 0 9 0 0 0 IP 11:30 9 0 0 0 5 1 0 0 6 1 0 0 11 1 0 0 17 1 0 1 2 0 0 0 IP 11:45 6 0 0 0 11 0 0 0 15 1 0 0 11 0 0 1 25 4 0 0 5 1 0 0 IP 12:00 8 0 0 0 9 0 0 0 8 0 0 0 10 1 0 0 20 1 0 0 6 2 0 0 IP 12:15 9 0 0 0 15 3 0 0 16 3 1 0 11 0 0 0 21 7 0 0 2 1 1 0 IP 12:30 13 1 0 0 66 4 0 0 9 2 0 0 15 2 0 0 28 3 0 0 6 0 0 0 IP 12:45 8 0 0 0 14 1 3 0 17 4 0 0 17 1 0 0 23 1 0 0 8 0 0 0 IP 13:00 8 0 0 0 19 0 1 1 9 1 0 0 14 0 0 0 20 4 0 0 13 0 1 0 IP 13:15 9 0 0 0 15 0 0 0 8 1 0 0 6 1 0 0 17 4 0 0 7 1 0 0 IP 13:30 6 0 0 0 7 0 0 0 13 2 0 0 19 2 0 0 25 4 0 0 3 0 0 0 IP 13:45 5 0 0 0 11 1 1 0 3 2 0 0 9 2 0 0 18 3 0 0 3 0 0 0 IP 14:00 9 0 0 0 9 1 0 0 8 0 0 0 15 3 0 0 18 2 0 0 2 0 0 0 IP 14:15 7 0 0 0 15 0 0 0 10 0 0 0 17 2 0 0 21 6 0 0 7 0 0 0 IP 14:30 6 1 0 0 9 0 0 0 7 0 0 0 12 4 0 0 18 2 0 0 3 0 0 0 IP 14:45 4 0 0 1 8 0 0 0 10 0 0 0 12 2 0 0 21 5 0 0 1 1 0 0

PM 15:00 4 0 0 1 7 0 0 0 7 2 0 0 15 2 0 0 24 6 0 0 1 0 0 0 PM 15:15 1 0 0 0 4 0 0 0 12 1 0 0 16 0 0 0 19 3 2 0 4 0 0 0 PM 15:30 3 0 0 0 12 0 0 0 6 0 0 0 9 1 0 0 14 3 0 0 3 0 0 0 PM 15:45 4 0 0 0 8 0 0 0 4 0 0 0 16 1 0 0 23 1 0 0 3 0 0 0 PM 16:00 9 0 0 0 10 0 0 0 8 0 0 0 16 1 0 0 16 4 0 0 4 0 0 0 PM 16:15 8 0 0 0 4 0 0 0 7 0 0 0 15 0 0 0 9 3 0 0 4 0 0 0 PM 16:30 6 0 0 0 10 0 0 0 8 3 0 0 12 0 0 0 15 5 0 0 1 0 0 0 PM 16:45 4 1 0 0 7 0 0 0 11 0 0 1 11 1 0 0 14 1 0 0 4 0 0 0 PM 17:00 2 0 0 0 8 0 1 0 6 0 0 0 17 1 0 0 16 1 0 0 1 0 0 0 PM 17:15 5 0 0 0 5 0 0 0 5 1 0 0 7 1 0 0 13 0 0 1 7 0 0 0 PM 17:30 4 0 0 0 1 0 0 0 5 0 0 0 14 1 0 0 16 1 0 0 5 0 1 0 PM 17:45 6 0 0 0 8 0 0 0 6 1 0 0 10 0 0 0 14 0 0 0 4 0 0 0

SH1 (Auckland St) (South) Dublin St (West) Left into Dublin St (West) Thru to SH1 (Auckland St) (North) Right into Dublin St (East) Left into SH1 (Auckland St) (North) Thru to Dublin St (East) Right into SH1 (Auckland St) (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 3 0 0 0 12 1 0 0 7 2 0 0 11 0 0 0 26 4 0 0 0 0 0 0 IP 11:15 2 0 0 0 9 0 1 0 20 0 0 1 4 0 0 0 17 4 0 0 1 0 0 0 IP 11:30 0 0 0 0 9 1 1 1 12 1 0 0 7 1 0 0 16 3 0 0 0 0 0 0 IP 11:45 1 0 0 0 13 0 1 0 21 1 0 0 8 1 0 0 37 2 0 0 0 0 0 0 IP 12:00 4 0 0 0 12 1 0 0 20 1 1 0 8 0 1 0 23 1 1 0 0 0 0 0 IP 12:15 3 0 0 0 19 1 1 0 23 2 0 0 19 1 0 0 20 3 0 0 0 0 0 0 IP 12:30 3 0 0 0 20 2 0 0 15 1 0 0 17 3 0 0 22 2 0 0 2 0 0 0 IP 12:45 1 0 0 0 18 2 0 0 12 1 0 0 9 1 0 0 24 1 0 0 0 0 0 0 IP 13:00 2 0 0 0 16 0 1 0 18 0 0 0 13 1 0 0 18 6 0 0 0 0 0 0 IP 13:15 0 0 0 0 14 0 0 0 14 2 0 0 11 1 0 0 15 3 0 0 0 0 0 0 IP 13:30 2 0 0 0 6 1 0 0 6 1 0 0 4 1 0 0 23 3 0 0 0 0 0 0 IP 13:45 2 0 0 0 6 0 0 0 19 1 0 0 5 0 0 0 18 3 0 0 1 0 0 0 IP 14:00 3 0 0 0 7 0 0 0 18 1 2 0 6 1 0 0 18 3 0 0 2 0 0 0 IP 14:15 1 0 0 0 10 1 0 0 24 0 0 0 7 1 0 0 26 3 0 0 0 0 0 0 IP 14:30 1 0 0 0 6 1 0 0 24 0 0 0 8 0 0 0 24 6 0 0 1 0 0 0 IP 14:45 0 0 0 0 10 0 0 0 13 0 0 0 8 0 0 0 21 2 0 0 0 0 0 0

PM 15:00 3 0 0 0 12 0 0 0 27 0 0 0 10 0 0 0 16 3 1 0 0 1 0 0 PM 15:15 0 0 0 0 7 0 0 0 26 2 0 0 2 0 0 0 21 6 0 0 0 0 0 0 PM 15:30 0 0 0 0 10 0 0 0 22 0 0 0 9 0 0 0 22 1 0 1 0 0 0 0 PM 15:45 2 0 0 0 6 1 0 0 17 2 0 0 4 1 0 1 17 1 0 0 0 0 0 0 PM 16:00 1 0 0 0 4 0 0 0 15 0 1 0 5 0 0 0 21 1 0 0 0 0 0 0 PM 16:15 0 0 0 0 5 0 0 0 26 0 1 0 11 1 0 0 16 2 1 0 0 0 0 0 PM 16:30 0 0 0 0 8 0 1 0 21 2 0 0 7 0 0 0 26 1 0 1 1 0 0 0 PM 16:45 1 0 0 0 12 2 0 0 31 3 0 0 6 0 0 0 18 1 0 1 0 0 0 0 PM 17:00 1 0 0 0 11 0 1 0 15 2 0 0 7 1 0 0 23 5 0 0 0 1 0 0 PM 17:15 1 0 0 0 20 2 2 0 18 1 0 0 6 1 1 1 21 0 0 0 0 0 0 2 PM 17:30 2 0 0 0 17 1 0 0 20 3 0 1 5 0 0 0 18 2 0 1 2 0 0 0 PM 17:45 0 0 0 0 7 0 0 0 27 2 0 0 3 0 0 0 8 0 0 0 1 0 0 0 Interislander Entry Exit Count Weather Fine Friday 20/09/2019

Lagoon Rd Interislander Entry into Interislander Exit to Lagoon Rd Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 4 2 0 0 0 2 0 0 IP 11:15 1 2 0 0 1 3 0 0 IP 11:30 3 1 0 0 1 3 0 0 IP 11:45 2 0 0 0 3 0 0 0 IP 12:00 1 2 0 1 3 2 0 0 IP 12:15 4 5 0 0 6 1 0 0 IP 12:30 9 4 0 0 36 13 0 0 IP 12:45 4 1 0 0 4 4 0 0 IP 13:00 2 2 0 0 1 5 0 0 IP 13:15 2 1 0 0 3 0 0 0 IP 13:30 3 0 0 0 3 1 0 0 IP 13:45 2 1 0 0 2 1 0 0 IP 14:00 1 0 0 0 2 1 0 0 IP 14:15 2 0 0 0 6 1 0 0 IP 14:30 0 0 0 0 4 0 0 0 IP 14:45 3 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 2 0 0 0 PM 15:15 0 1 0 0 2 1 0 0 PM 15:30 4 0 0 0 2 0 0 0 PM 15:45 5 0 0 0 3 0 0 0 PM 16:00 2 0 0 0 1 0 0 0 PM 16:15 0 2 0 0 0 1 0 0 PM 16:30 2 2 0 0 2 2 0 0 PM 16:45 5 1 0 0 1 0 0 0 PM 17:00 0 5 0 0 1 0 0 0 PM 17:15 0 5 0 0 1 0 0 0 PM 17:30 0 4 0 0 1 0 0 0 PM 17:45 3 1 0 0 3 0 0 0 Interislander roundabout Weather Friday 20/09/2019

Auckland St (North) Car Park Left into Car Park Thru to Auckland St (South) Right into Interislander U-Turn Left into Auckland St (South) Thru to Interislander Right into Auckland St (North) U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 3 0 0 0 0 0 0 1 1 0 0 0 0 0 0 IP 12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 1 4 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 2 0 1 0 0 0 1 0 0 0 0 0 0 0 IP 13:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 IP 13:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0

Auckland St (South) Interislander Left into Interislander Thru to Auckland St (North) Right into Car Park U-Turn Left into Auckland St (North) Thru to Car Park Right into Auckland St (South) U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:15 2 0 0 0 6 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:30 1 0 0 1 8 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:45 2 0 0 0 6 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:00 5 0 0 0 9 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:15 9 1 0 0 11 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:30 13 2 0 0 5 2 0 0 0 0 0 0 2 0 0 0 4 2 0 0 0 0 0 0 70 4 0 0 0 0 0 0 IP 12:45 16 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 IP 13:00 13 0 0 0 16 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:15 12 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:30 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:15 0 0 0 0 4 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:30 1 0 0 0 4 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 14:45 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:00 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:15 3 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 9 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:45 0 1 0 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:00 7 0 0 0 6 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 6 0 0 0 6 1 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:30 6 1 0 0 10 0 2 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 3 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Kent St-Broadway Weather Fine Friday 20/09/2019

Kent St (North) Broadway (East) Left into Broadway (East) Thru to Kent St (South) Right into Broadway (West) Left into Kent St (South) Thru to Broadway (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 5 0 0 0 13 8 0 1 1 0 0 0 3 0 0 0 1 1 0 0 1 0 0 0 IP 11:15 3 3 0 0 4 3 0 0 0 0 0 0 2 0 0 0 1 1 0 0 1 0 0 0 IP 11:30 2 1 0 0 14 2 0 0 1 1 0 0 5 0 0 0 1 1 0 0 1 3 0 0 IP 11:45 2 0 0 0 48 14 0 0 0 1 0 0 3 0 0 0 0 0 0 0 1 0 0 0 IP 12:00 2 1 0 0 20 11 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 1 0 0 IP 12:15 3 0 0 0 17 7 0 0 0 2 0 0 1 0 0 0 0 1 0 0 0 1 0 0 IP 12:30 4 1 0 0 28 17 0 0 0 0 0 0 8 0 0 0 0 0 0 0 2 2 1 0 IP 12:45 5 4 0 0 14 10 0 0 1 0 0 0 5 0 0 0 1 0 0 0 3 1 0 0 IP 13:00 3 1 0 0 11 11 0 0 1 2 0 0 3 0 0 0 0 0 0 0 1 1 0 0 IP 13:15 2 0 0 0 14 3 0 0 0 1 0 0 5 0 0 0 0 0 0 0 0 0 0 0 IP 13:30 0 1 0 0 11 7 0 0 2 1 0 0 3 1 0 0 0 0 0 1 4 1 0 0 IP 13:45 2 1 0 0 23 4 0 0 1 2 0 0 1 0 0 0 0 0 0 0 1 1 0 0 IP 14:00 2 1 0 0 18 6 0 0 0 1 0 0 4 0 0 0 0 2 0 0 2 1 0 0 IP 14:15 0 1 0 0 13 5 0 0 0 1 0 0 8 1 0 0 1 0 0 1 1 0 0 0 IP 14:30 3 1 0 0 16 4 1 0 0 1 0 0 11 0 0 0 0 0 0 0 0 0 0 0 IP 14:45 1 1 0 0 15 3 0 0 0 1 0 0 3 0 0 0 0 0 0 0 2 1 0 0

PM 15:00 1 0 0 0 17 6 0 0 0 2 0 0 6 2 0 0 0 0 0 0 2 1 0 0 PM 15:15 1 0 0 0 18 3 0 0 1 0 0 0 7 0 0 1 0 0 0 0 1 0 0 0 PM 15:30 0 0 0 0 13 6 0 0 0 0 0 0 8 0 0 0 0 1 0 0 1 0 0 0 PM 15:45 3 0 0 0 11 3 0 0 0 0 0 0 5 0 0 0 0 0 0 0 1 0 0 0 PM 16:00 2 0 0 0 21 2 0 1 1 1 0 0 6 2 0 0 0 0 0 0 0 0 0 0 PM 16:15 2 0 0 0 13 1 0 1 0 0 0 0 9 0 0 0 0 0 0 0 0 1 0 0 PM 16:30 3 0 0 0 14 7 0 0 0 1 0 0 6 2 0 0 0 0 0 0 0 0 0 0 PM 16:45 3 0 0 0 10 0 0 0 0 1 0 0 6 0 0 0 0 0 0 0 3 0 0 0 PM 17:00 4 1 0 0 20 0 0 1 1 0 0 0 6 0 0 0 0 0 0 0 1 1 0 0 PM 17:15 1 0 0 0 32 11 0 0 1 0 0 0 4 0 0 0 0 0 0 0 1 1 0 0 PM 17:30 2 0 0 0 27 7 0 1 1 0 0 0 3 0 0 0 1 0 0 0 2 0 0 0 PM 17:45 1 0 0 0 7 0 0 0 0 0 0 0 11 0 0 0 0 0 0 0 2 0 0 0

Kent St (South) Broadway (West) Left into Broadway (West) Thru to Kent St (North) Right into Broadway (East) Left into Kent St (North) Thru to Broadway (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 1 0 0 0 14 6 0 0 2 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 IP 11:15 1 1 0 0 8 3 0 0 3 0 0 0 2 1 0 0 0 1 0 0 0 0 0 0 IP 11:30 1 0 0 0 7 7 0 0 1 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 IP 11:45 0 0 0 0 6 7 1 0 5 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 12:00 0 1 0 0 16 9 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 IP 12:15 0 1 0 0 20 13 0 0 3 0 0 0 4 1 0 0 1 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 20 8 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:45 0 1 0 0 20 6 0 0 7 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 13:00 0 0 0 0 17 8 0 0 2 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 IP 13:15 0 0 0 0 11 6 0 0 4 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 IP 13:30 0 0 0 0 10 4 0 0 3 1 0 0 0 0 0 0 1 0 0 0 0 1 0 0 IP 13:45 0 0 0 0 13 2 0 0 5 0 0 0 1 1 0 0 0 0 0 0 1 1 0 0 IP 14:00 3 0 0 0 13 5 0 0 3 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 IP 14:15 1 0 0 0 8 5 1 0 3 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 IP 14:30 1 1 0 0 7 2 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:45 0 0 0 0 11 3 0 0 2 1 0 1 0 1 0 0 2 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 10 3 0 0 3 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 PM 15:15 0 0 0 0 8 5 0 0 5 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 PM 15:30 1 0 0 0 12 2 0 0 4 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 PM 15:45 1 1 0 0 8 3 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 PM 16:00 0 0 0 0 13 3 0 0 2 0 0 0 1 0 0 0 1 1 0 0 0 0 0 0 PM 16:15 0 0 0 0 14 2 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 1 0 0 9 3 0 0 6 1 0 0 0 0 0 0 0 1 0 0 1 1 0 0 PM 16:45 0 0 0 0 16 5 0 0 4 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 PM 17:00 0 0 0 0 11 10 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 0 0 0 0 16 7 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 PM 17:30 0 0 0 0 8 5 0 0 4 0 0 0 2 1 0 0 1 1 0 0 1 0 0 0 PM 17:45 0 0 0 0 10 1 1 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 Kent St-Buller St Weather Fine Friday 20/09/2019

Kent St (North) Buller St (East) Left into Buller St (East) Thru to Kent St (South) Right into Buller St (West) Left into Kent St (South) Thru to Buller St (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 1 0 0 0 12 7 0 0 5 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 0 0 0 0 3 4 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 11 2 0 0 10 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 IP 11:45 1 0 0 0 43 13 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 IP 12:00 0 1 0 0 13 10 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 IP 12:15 0 1 0 0 13 6 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 30 18 0 0 9 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 IP 12:45 0 0 0 0 11 9 1 0 7 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 IP 13:00 0 0 0 0 11 10 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 13:15 0 0 0 0 12 4 0 0 8 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 13:30 0 0 0 0 6 8 0 0 5 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 20 4 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 IP 14:00 0 0 0 0 18 5 0 0 5 2 0 0 1 0 0 0 1 0 0 0 1 0 0 0 IP 14:15 2 0 0 0 9 5 0 0 11 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 IP 14:30 5 0 1 0 12 2 0 0 6 2 0 0 1 0 0 0 1 0 0 0 1 0 0 0 IP 14:45 3 0 0 0 10 3 0 0 6 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 16 6 0 0 7 1 0 1 4 0 0 0 3 0 0 0 1 0 0 0 PM 15:15 0 1 0 0 9 2 0 0 12 2 0 2 1 0 0 0 1 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 12 5 0 0 11 1 0 0 0 0 0 0 3 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 8 4 0 0 9 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:00 0 1 0 0 17 2 0 1 9 1 0 0 0 1 0 0 1 0 0 1 0 0 0 0 PM 16:15 1 0 0 0 15 0 0 1 6 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 PM 16:30 1 0 0 0 13 9 0 0 7 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 16:45 0 0 0 0 10 1 0 0 5 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 17:00 0 0 0 0 13 0 0 0 12 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 0 0 0 0 30 8 0 0 8 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 PM 17:30 0 0 0 0 26 7 0 1 3 3 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 13 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Kent St (South) Buller St (West) Left into Buller St (West) Thru to Kent St (North) Right into Buller St (East) Left into Kent St (North) Thru to Buller St (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 13 7 0 0 0 0 0 0 4 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 1 0 0 0 8 4 0 0 2 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 8 7 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 0 0 0 IP 11:45 0 0 0 0 4 8 1 0 2 0 0 0 6 0 0 0 1 0 0 0 1 0 0 0 IP 12:00 0 0 0 0 16 9 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 IP 12:15 0 0 0 0 17 13 0 0 0 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 21 7 0 0 1 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 IP 12:45 0 0 0 0 21 7 0 0 1 0 0 0 5 0 0 0 0 0 0 0 1 0 0 0 IP 13:00 0 0 0 0 15 7 0 0 1 0 0 0 5 0 0 0 1 0 0 0 0 0 0 0 IP 13:15 0 1 0 0 6 8 0 0 1 0 0 0 9 0 0 0 0 1 0 0 0 0 0 0 IP 13:30 0 0 0 0 8 4 0 0 0 0 0 0 4 1 0 0 1 0 0 0 1 0 0 0 IP 13:45 1 0 0 0 15 2 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 IP 14:00 0 0 0 0 13 5 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 IP 14:15 0 0 0 0 9 5 1 0 0 0 0 0 2 1 0 0 1 0 0 0 0 0 0 0 IP 14:30 1 0 0 0 4 3 0 0 0 0 0 0 11 1 0 0 0 0 0 0 3 0 0 0 IP 14:45 1 0 0 0 11 4 0 0 4 1 0 0 3 2 0 0 1 0 0 0 1 0 0 0

PM 15:00 1 0 0 0 6 4 0 0 2 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 6 4 0 0 0 0 0 0 4 1 0 0 2 1 0 0 0 0 0 0 PM 15:30 2 0 0 0 13 1 0 0 0 0 0 0 5 1 0 0 1 0 0 0 2 0 0 0 PM 15:45 0 0 0 0 7 3 0 0 0 0 0 0 6 1 0 0 2 0 0 0 1 0 0 0 PM 16:00 0 0 0 0 10 2 0 0 0 0 0 0 5 0 0 0 0 0 0 0 3 0 0 0 PM 16:15 0 0 0 0 13 3 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 10 4 0 0 1 0 0 0 5 1 0 0 1 0 0 0 1 0 0 0 PM 16:45 0 0 0 0 12 5 0 0 0 0 0 0 11 0 0 0 0 0 0 0 0 0 0 0 PM 17:00 0 0 0 0 8 9 0 0 1 1 0 0 2 1 0 0 1 0 0 0 1 0 0 0 PM 17:15 0 0 0 0 14 6 0 0 0 0 0 0 5 1 0 0 1 0 0 0 1 0 0 0 PM 17:30 1 0 0 0 9 5 0 0 2 0 0 0 3 0 0 0 1 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 7 1 1 0 0 0 0 0 6 0 0 0 0 0 0 0 2 0 0 0 Kent St-Oxford St Weather Fine Friday 20/09/2019

Kent St (North) Oxford St (East) Left into Oxford St (East) Thru to Kent St (South) Right into Oxford St (West) Left into Kent St (South) Thru to Oxford St (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 4 2 0 0 8 5 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 IP 11:15 1 2 0 0 2 2 0 0 0 0 0 0 0 0 0 0 1 1 0 0 1 1 0 0 IP 11:30 3 2 0 0 7 0 0 0 3 0 0 0 0 0 0 0 2 0 0 0 1 1 0 0 IP 11:45 5 5 0 0 39 8 0 0 1 0 0 0 0 0 0 0 3 0 0 0 1 0 0 0 IP 12:00 4 6 0 0 10 4 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 0 0 IP 12:15 2 2 0 0 9 4 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 IP 12:30 5 4 0 0 25 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 1 0 0 IP 12:45 2 6 0 0 11 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 0 IP 13:00 1 6 0 0 11 4 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4 1 0 0 IP 13:15 1 2 0 0 11 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 IP 13:30 1 3 0 0 6 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 IP 13:45 3 3 0 0 18 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 14:00 4 0 0 0 15 5 0 0 0 0 0 0 1 0 0 0 1 0 0 0 3 0 0 0 IP 14:15 0 0 0 0 7 6 0 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 0 IP 14:30 7 0 0 0 9 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 IP 14:45 3 2 0 0 9 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0

PM 15:00 4 1 0 0 16 5 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 1 2 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 15:30 2 2 0 0 11 3 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 15:45 3 2 0 0 6 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 PM 16:00 3 2 0 1 18 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 PM 16:15 2 0 0 1 14 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 0 PM 16:30 1 4 0 0 12 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 PM 16:45 3 0 0 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 17:00 3 0 0 0 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 17:15 4 2 0 0 24 6 0 0 0 0 0 0 1 0 0 0 2 0 0 0 1 3 0 0 PM 17:30 1 2 0 0 25 7 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 5 0 0 0 9 0 0 0 1 0 0 0 1 0 0 0 2 0 0 0 0 0 1 0

Kent St (South) Oxford St (West) Left into Oxford St (West) Thru to Kent St (North) Right into Oxford St (East) Left into Kent St (North) Thru to Oxford St (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 12 6 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 IP 11:15 0 0 0 0 10 3 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 7 6 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 IP 11:45 0 0 0 0 5 8 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:00 0 0 0 0 15 9 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 IP 12:15 2 0 0 0 14 13 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 16 6 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 12:45 1 0 0 0 19 6 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 IP 13:00 1 0 0 0 12 6 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 IP 13:15 1 0 0 1 4 8 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 IP 13:30 0 0 0 0 6 4 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 15 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 2 0 0 0 10 6 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 IP 14:15 0 0 0 0 8 4 1 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 IP 14:30 1 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 IP 14:45 0 0 0 0 13 5 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0

PM 15:00 0 0 0 0 9 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 1 0 0 0 5 4 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 14 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 7 3 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 16:00 1 0 0 0 9 2 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 16:15 1 0 0 0 10 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 10 3 0 0 0 0 0 0 0 0 0 0 2 1 0 0 1 0 0 0 PM 16:45 0 0 0 0 11 5 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 17:00 0 0 0 0 8 10 0 0 1 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 PM 17:15 2 0 0 0 13 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 17:30 0 0 0 0 12 5 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 Kent St-Scotland St Weather Fine Friday 20/09/2019

Kent St (North) Scotland St (East) Left into Scotland St (East) Thru to Kent St (South) Right into Scotland St (West) Left into Kent St (South) Thru to Scotland St (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 8 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 IP 11:30 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:45 0 0 0 0 38 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 12:00 0 0 0 0 11 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 12:15 0 0 0 0 9 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 12:30 2 0 0 0 22 14 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 IP 12:45 0 0 0 0 10 3 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 IP 13:00 0 0 0 0 12 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 13:15 0 0 0 0 13 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 IP 13:30 0 0 0 0 5 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 13:45 2 0 0 0 15 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 1 0 0 0 14 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 IP 14:15 0 0 0 0 8 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:30 2 0 0 0 6 1 0 1 1 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 IP 14:45 2 0 0 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0

PM 15:00 1 0 0 0 14 5 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 15:15 0 0 0 0 8 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 11 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 6 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:00 1 0 0 0 17 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 PM 16:15 1 0 0 0 13 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 13 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:45 0 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 17:00 1 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 17:15 1 0 0 0 25 6 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 0 PM 17:30 0 0 0 0 23 7 0 0 2 0 0 1 1 0 0 0 1 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 9 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0

Kent St (South) Scotland St (West) Left into Scotland St (West) Thru to Kent St (North) Right into Scotland St (East) Left into Kent St (North) Thru to Scotland St (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 11 6 0 0 0 0 0 0 2 0 0 0 2 0 0 1 0 0 0 0 IP 11:15 0 0 0 0 9 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 7 6 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:45 0 0 0 0 6 7 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 12:00 0 0 0 0 13 9 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:15 0 0 0 0 15 13 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 14 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:45 0 0 0 0 19 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 13:00 0 0 0 0 12 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:15 0 0 0 0 3 8 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:30 0 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 13 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 0 0 0 0 11 4 0 0 2 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 IP 14:15 0 0 0 0 8 4 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 IP 14:30 0 0 0 0 4 3 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 IP 14:45 0 0 0 0 15 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 7 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 7 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 12 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 9 3 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 16:00 0 0 0 0 9 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:15 0 0 0 0 13 3 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 10 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 PM 16:45 0 0 0 0 11 5 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 PM 17:00 0 0 0 0 7 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 0 0 0 0 15 3 0 0 1 0 0 0 1 0 0 0 2 0 0 2 1 0 0 0 PM 17:30 0 0 0 0 10 5 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 6 1 0 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 Kent St-SH1(Wairau Rd) Weather Fine Friday 20/09/2019

Kent St (North) SH1(Wairau Rd) (East) Left into SH1(Wairau Rd) (East) Thru to Kent St (South) Right into SH1(Wairau Rd) (West) Left into Kent St (South) Thru to SH1(Wairau Rd) (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 0 0 0 0 6 6 0 0 0 0 0 0 44 5 0 0 0 0 0 0 IP 11:15 2 0 0 0 0 0 0 0 4 2 0 0 0 0 0 0 32 6 0 0 1 0 0 0 IP 11:30 1 0 0 0 1 0 0 0 4 1 0 0 2 0 0 0 30 5 0 0 2 0 0 0 IP 11:45 0 0 0 0 0 0 0 0 10 5 0 0 3 0 0 0 29 4 0 0 0 0 0 0 IP 12:00 0 0 0 0 1 0 0 0 34 5 0 0 1 0 0 0 38 7 0 1 0 0 0 0 IP 12:15 0 0 0 0 0 0 0 0 10 3 0 0 3 0 0 0 44 6 0 1 0 0 0 0 IP 12:30 1 0 0 0 0 0 0 0 11 9 0 0 4 0 0 0 53 8 0 0 1 0 0 0 IP 12:45 2 0 0 0 0 0 0 0 19 9 0 0 3 0 0 0 81 8 1 0 0 0 0 0 IP 13:00 1 0 0 0 1 0 0 0 8 3 0 0 0 0 0 0 35 8 3 0 2 0 0 0 IP 13:15 1 0 0 0 1 0 0 0 11 4 0 0 0 0 0 0 29 3 0 0 0 0 0 1 IP 13:30 0 0 0 0 0 0 0 0 8 5 0 0 1 0 0 0 41 8 0 0 1 0 0 0 IP 13:45 2 0 0 0 0 1 0 0 7 1 0 0 2 0 0 0 39 3 0 0 0 0 0 0 IP 14:00 1 0 0 0 0 0 0 0 18 5 0 0 0 0 0 0 30 4 1 0 2 0 0 0 IP 14:15 0 0 0 0 1 0 0 0 11 1 0 0 0 0 0 0 42 5 0 0 2 0 0 0 IP 14:30 1 0 0 0 0 0 0 0 3 5 0 0 2 0 0 0 33 6 0 0 1 0 0 0 IP 14:45 0 0 0 1 2 0 0 0 7 1 0 0 2 0 0 0 46 6 0 0 1 0 0 0

PM 15:00 0 0 0 0 1 0 0 0 11 4 0 0 3 0 0 0 32 6 0 0 0 0 0 0 PM 15:15 0 0 0 0 2 0 0 0 11 2 0 0 2 0 0 0 49 4 3 0 0 0 0 0 PM 15:30 1 0 0 0 0 0 0 0 8 3 0 0 0 0 0 0 26 5 0 0 2 1 0 0 PM 15:45 0 0 0 0 0 0 0 0 8 2 0 0 1 0 0 0 30 3 0 0 1 0 0 0 PM 16:00 0 0 0 0 0 0 0 0 14 0 0 0 1 0 0 0 37 1 0 1 0 0 0 0 PM 16:15 2 0 0 0 2 0 0 0 8 1 0 0 5 1 0 0 56 1 1 0 1 0 0 0 PM 16:30 0 0 0 0 0 2 0 0 13 2 0 0 2 0 0 0 36 7 0 0 0 0 0 0 PM 16:45 1 0 0 0 0 1 0 0 8 2 0 0 1 0 0 0 39 1 0 0 0 0 0 0 PM 17:00 1 0 0 0 1 0 0 0 7 0 0 0 4 0 0 0 37 1 1 0 2 0 0 0 PM 17:15 0 0 0 0 1 1 0 0 6 4 0 0 7 0 0 0 44 1 0 0 1 0 0 0 PM 17:30 7 0 0 0 1 0 0 0 39 4 0 0 0 0 0 0 26 8 0 0 1 0 0 0 PM 17:45 Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording

Kent St (South) SH1(Wairau Rd) (West) Left into SH1(Wairau Rd) (West) Thru to Kent St (North) Right into SH1(Wairau Rd) (East) Left into Kent St (North) Thru to SH1(Wairau Rd) (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 0 0 0 0 1 0 0 0 12 6 0 0 28 5 0 0 0 0 0 0 IP 11:15 1 0 0 0 0 0 0 0 1 0 0 0 9 3 0 0 41 3 1 0 0 0 0 0 IP 11:30 3 0 0 0 0 0 0 0 0 0 0 0 8 3 0 0 27 3 0 1 0 1 0 0 IP 11:45 1 0 0 0 1 1 0 0 1 0 0 0 2 8 0 0 46 2 2 0 0 0 0 0 IP 12:00 1 0 0 0 0 0 0 0 1 0 0 0 11 8 1 0 39 3 0 0 3 0 0 0 IP 12:15 1 0 0 0 2 0 0 0 1 0 0 0 13 12 0 0 47 2 2 0 1 0 0 0 IP 12:30 0 0 0 0 0 0 0 0 2 0 0 0 13 6 0 0 58 5 0 0 2 0 0 0 IP 12:45 4 1 0 0 0 0 0 0 0 0 0 0 18 7 0 0 45 2 0 0 0 0 0 0 IP 13:00 1 0 0 0 3 0 0 0 1 1 0 0 13 6 0 0 42 1 0 0 0 0 0 0 IP 13:15 3 0 0 0 0 0 0 0 1 0 0 0 5 8 0 0 41 1 1 0 0 0 0 0 IP 13:30 1 0 0 0 0 0 0 0 3 0 0 0 2 3 0 0 28 1 0 0 0 0 0 0 IP 13:45 2 0 0 0 3 0 0 0 0 0 0 0 12 3 0 0 46 3 0 0 0 0 0 0 IP 14:00 0 0 0 0 1 1 0 0 0 0 0 0 7 5 0 0 34 5 2 0 0 0 0 0 IP 14:15 0 0 0 0 0 0 0 0 1 0 0 0 10 4 1 0 47 1 0 0 0 0 0 0 IP 14:30 2 0 0 0 0 1 0 0 1 0 0 0 7 2 0 0 36 7 0 0 0 0 0 0 IP 14:45 0 0 0 0 0 0 0 0 2 0 0 0 6 2 0 0 40 1 0 0 0 0 0 0

PM 15:00 0 0 0 0 2 0 0 0 0 0 0 0 11 6 0 0 39 1 0 0 1 0 0 0 PM 15:15 2 0 0 0 1 0 0 0 2 0 0 0 8 2 0 0 52 6 0 0 0 0 0 0 PM 15:30 0 0 0 0 1 0 0 0 0 0 0 0 5 2 0 0 64 0 0 0 1 0 0 0 PM 15:45 0 0 0 0 1 0 0 0 2 0 0 0 11 4 0 0 45 2 1 0 1 0 0 0 PM 16:00 1 0 0 0 1 0 0 0 2 0 0 0 6 2 0 0 67 3 1 0 1 0 0 0 PM 16:15 1 0 0 0 1 0 0 0 1 0 0 0 16 2 0 0 51 4 0 0 0 0 1 0 PM 16:30 1 1 0 0 1 0 0 0 2 0 0 0 7 3 0 0 44 5 1 0 0 0 0 0 PM 16:45 0 0 0 0 0 0 0 0 1 1 0 0 12 3 0 0 54 8 0 0 2 0 0 0 PM 17:00 1 0 0 0 1 0 0 0 1 0 0 0 7 5 0 0 68 4 1 0 0 0 0 0 PM 17:15 2 0 0 0 1 0 0 0 0 0 0 0 14 9 0 0 51 5 1 1 0 0 0 0 PM 17:30 3 0 0 0 0 0 0 0 0 0 0 0 12 4 0 0 64 7 3 0 0 0 0 0 PM 17:45 Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording Camera stopped Recording Lagoon Rd-Dublin St-Kent St- Queen Charlotte Dr Weather Fine Friday 20/09/2019

Lagoon Rd Dublin St Left into Dublin St Thru to Kent St Right into Queen Charlotte Dr U-Turn Left into Kent St Thru to Queen Charlotte Dr Right into Lagoon Rd U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 7 0 0 0 3 4 0 0 2 0 0 0 0 0 0 0 11 1 0 0 3 2 0 0 7 1 0 0 0 0 0 0 IP 11:15 7 2 0 0 3 5 0 0 3 0 0 0 0 0 0 0 3 1 0 0 9 4 0 0 7 0 0 0 0 0 0 0 IP 11:30 6 3 0 0 2 2 0 0 3 0 1 0 0 0 0 0 11 1 0 1 4 0 0 0 6 0 0 0 0 0 0 0 IP 11:45 20 1 0 0 36 13 0 0 6 0 0 0 0 1 0 0 9 4 0 0 14 1 0 0 7 1 0 0 0 0 0 0 IP 12:00 7 0 1 0 7 6 0 0 0 0 0 0 0 0 0 0 13 1 0 0 2 2 0 0 9 0 0 1 1 0 0 0 IP 12:15 11 1 0 0 4 6 0 0 2 1 0 0 0 0 0 0 8 5 0 0 16 2 0 0 11 3 1 0 1 0 0 0 IP 12:30 21 5 1 0 19 18 0 0 6 0 0 0 2 0 0 0 13 0 0 0 8 2 0 0 18 3 0 0 0 0 0 0 IP 12:45 8 0 0 0 8 6 0 0 1 2 0 0 0 0 0 0 5 3 0 0 11 0 0 0 13 3 0 0 0 0 0 0 IP 13:00 8 3 0 0 5 10 0 0 0 1 0 0 0 0 0 0 7 2 0 0 11 0 0 0 10 2 1 0 0 0 0 0 IP 13:15 8 3 0 0 4 4 0 0 1 0 0 0 0 0 0 0 7 2 0 0 9 1 0 0 7 3 0 0 0 0 0 0 IP 13:30 8 0 0 0 0 4 0 0 0 1 0 0 0 0 0 0 12 4 0 0 9 1 0 0 6 1 0 0 0 0 0 0 IP 13:45 10 0 0 0 8 4 0 0 1 0 0 0 0 0 0 0 8 2 0 0 8 2 0 0 7 0 0 0 0 0 0 0 IP 14:00 10 0 0 0 7 6 0 0 0 0 0 0 0 0 0 0 11 3 0 0 9 0 0 0 5 0 0 0 0 0 0 0 IP 14:15 9 1 0 0 3 4 0 0 2 0 0 0 0 0 0 0 10 2 0 0 10 1 0 0 4 3 0 0 0 0 0 0 IP 14:30 6 2 0 0 5 0 1 0 2 0 0 0 0 0 0 0 8 0 0 0 12 1 0 0 4 1 0 0 1 0 0 0 IP 14:45 8 0 0 0 1 2 0 0 1 0 0 0 0 0 0 0 12 4 0 0 5 0 0 0 4 1 0 0 0 0 0 0

PM 15:00 6 2 0 0 4 3 0 0 0 0 0 0 0 0 0 0 10 2 0 0 9 0 0 0 3 0 0 0 0 0 0 0 PM 15:15 7 2 0 0 6 3 0 0 1 0 0 0 0 0 0 0 11 1 0 0 3 0 1 0 13 1 0 0 0 0 0 0 PM 15:30 10 3 0 1 2 4 0 0 0 0 0 0 0 0 0 0 6 2 0 0 8 0 0 0 4 3 0 0 0 0 0 0 PM 15:45 6 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 6 3 0 0 7 0 0 0 5 0 0 0 1 0 0 0 PM 16:00 5 2 0 0 7 1 0 1 0 0 0 0 0 0 0 0 10 1 0 0 5 0 0 0 6 0 0 0 2 0 0 0 PM 16:15 5 2 0 0 5 0 0 0 1 0 0 0 0 0 0 0 5 3 0 0 4 1 0 0 5 1 0 0 0 0 0 0 PM 16:30 10 0 0 1 4 5 0 0 1 0 0 0 0 0 0 0 7 7 0 0 7 0 0 1 10 0 0 0 0 0 0 0 PM 16:45 12 2 0 0 1 0 0 0 1 0 0 0 0 0 0 0 4 1 0 0 7 0 0 1 7 0 0 0 0 0 0 0 PM 17:00 10 2 0 0 8 0 0 1 2 0 0 0 0 0 0 0 11 0 0 0 8 0 0 0 5 2 0 0 0 0 0 0 PM 17:15 14 2 0 1 26 9 0 0 1 1 0 2 0 0 0 0 5 0 0 0 7 0 0 0 5 2 0 0 0 0 0 0 PM 17:30 13 3 0 0 21 2 0 0 1 0 0 0 0 0 0 0 7 2 0 0 7 0 0 0 5 2 0 0 0 0 0 0 PM 17:45 6 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 8 0 0 0 5 1 0 0 1 1 0 0

Kent St Queen Charlotte Dr Left into Queen Charlotte Dr Thru to Lagoon Rd Right into Dublin St U-Turn Left into Lagoon Rd Thru to Dublin St Right into Kent St U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 2 1 0 0 9 6 0 0 6 1 0 0 0 0 0 0 2 0 0 0 19 1 0 0 3 0 0 1 1 0 0 0 IP 11:15 3 0 0 0 3 4 0 0 7 0 0 0 0 0 0 0 5 1 2 0 6 1 0 0 2 0 0 0 0 0 0 0 IP 11:30 1 1 0 0 4 7 0 0 2 2 0 0 0 0 0 0 3 1 0 0 8 2 0 0 5 0 0 0 0 0 0 0 IP 11:45 1 0 0 0 3 5 1 0 3 1 0 0 0 1 0 0 4 0 0 0 11 0 1 0 4 0 0 0 0 0 0 0 IP 12:00 7 0 0 0 7 7 0 0 7 2 0 0 0 0 0 0 2 0 0 0 9 0 0 0 7 1 0 0 0 0 0 0 IP 12:15 3 2 0 0 13 9 0 0 6 5 0 0 1 0 0 0 3 0 0 0 12 2 0 0 4 1 0 0 0 0 0 0 IP 12:30 4 2 0 0 17 6 1 0 4 4 0 0 0 0 0 0 3 1 1 0 13 2 0 0 4 1 0 0 0 0 0 0 IP 12:45 6 0 0 0 10 4 0 0 4 4 0 0 1 0 0 0 13 0 1 0 8 0 0 0 7 2 1 0 0 0 0 0 IP 13:00 5 1 0 0 6 8 0 0 10 2 0 0 0 0 0 0 0 0 0 0 7 0 0 0 4 2 0 0 0 0 0 0 IP 13:15 2 0 0 0 5 7 0 0 4 1 0 0 0 0 0 0 2 0 0 0 12 2 0 0 4 0 0 0 0 0 0 0 IP 13:30 6 1 0 0 4 3 0 0 5 1 0 0 1 0 0 0 1 0 1 0 10 2 0 0 3 1 0 0 0 0 0 0 IP 13:45 3 0 0 0 4 2 0 0 6 1 0 0 1 0 0 0 0 1 0 0 9 0 0 0 9 0 0 0 0 0 0 0 IP 14:00 4 0 0 0 8 4 0 0 5 5 0 0 0 0 0 0 0 1 0 0 4 2 0 0 4 0 0 0 0 0 0 0 IP 14:15 3 1 0 0 5 2 2 0 5 3 0 0 0 0 0 0 1 0 0 0 10 0 0 0 3 1 0 0 0 0 0 0 IP 14:30 0 2 0 0 3 0 0 0 5 1 0 0 0 0 0 0 1 0 0 0 15 1 0 0 6 1 0 0 0 0 0 0 IP 14:45 7 2 0 0 4 4 0 0 5 0 0 0 0 0 0 0 1 1 0 0 12 1 0 0 6 0 0 0 0 0 0 0

PM 15:00 4 0 0 0 4 2 0 0 3 2 0 0 0 0 0 0 1 0 0 0 10 0 0 0 5 1 0 0 0 0 0 0 PM 15:15 6 0 0 0 2 3 0 0 1 3 0 0 0 0 0 0 1 0 0 0 11 1 0 0 2 1 0 0 0 0 0 0 PM 15:30 5 0 0 0 6 2 0 0 3 1 0 0 1 0 0 0 0 0 0 0 7 0 0 0 4 1 0 0 0 0 0 0 PM 15:45 4 0 0 0 2 3 0 0 4 3 0 0 0 0 0 0 2 0 0 0 7 0 0 0 6 0 0 0 0 0 0 0 PM 16:00 6 0 0 0 3 2 0 0 9 2 0 0 0 0 0 0 1 0 0 0 4 0 0 0 8 1 0 0 0 0 0 0 PM 16:15 3 0 0 0 4 2 0 0 7 2 0 0 0 0 0 0 1 1 0 0 12 0 1 0 2 2 0 0 0 0 0 0 PM 16:30 4 0 0 0 3 2 0 0 5 1 0 0 0 0 0 0 1 0 0 0 5 1 0 1 3 0 0 0 0 0 0 0 PM 16:45 5 0 0 0 6 3 0 0 6 0 0 0 1 0 0 0 5 0 1 0 6 0 0 0 3 0 0 0 0 0 0 0 PM 17:00 2 0 0 0 4 10 0 0 6 2 0 0 0 0 0 0 2 1 0 0 4 0 0 0 2 1 0 0 0 0 0 0 PM 17:15 7 0 0 0 4 6 0 0 9 1 0 0 0 0 0 0 2 0 0 0 8 0 1 2 5 0 0 0 0 0 0 0 PM 17:30 5 0 0 0 4 4 0 0 4 2 0 0 0 0 0 0 1 0 0 0 3 0 0 0 1 0 0 0 0 0 0 0 PM 17:45 3 0 0 0 6 1 1 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 Northernmost Bluebridge - Interislander Weather Fine Friday 20/09/2019

Lagoon Rd (North) Parking Area To Parking Area To Bluebridge Ramp To Interislander To Lagoon Rd (South) To Bluebridge Ramp To Interislander To Lagoon Rd (South) To Lagoon Rd (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 0 0 0 0 0 0 0 0 6 3 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 1 0 0 0 0 0 0 0 0 0 0 0 6 2 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 IP 11:30 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 2 0 1 0 0 0 0 0 IP 11:45 0 0 0 0 0 2 0 0 0 0 0 0 5 3 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:00 0 0 0 0 0 4 0 0 0 0 0 0 7 5 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:15 0 0 0 0 0 1 0 0 0 0 0 0 6 6 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:30 0 0 0 0 0 3 0 0 0 0 0 0 2 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:45 0 0 0 0 0 2 0 0 0 0 0 0 6 3 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 IP 13:00 0 0 0 0 0 0 0 0 0 0 0 0 5 4 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 0 0 IP 13:15 0 0 0 0 0 3 0 0 0 1 0 0 2 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:30 0 0 0 0 0 1 0 0 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 0 0 0 0 0 0 0 0 10 3 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 0 IP 14:00 0 0 0 0 0 0 0 0 0 0 0 0 11 4 0 0 0 2 0 0 0 0 0 0 2 0 0 0 1 0 0 0 IP 14:15 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 IP 14:30 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 IP 14:45 0 0 0 0 0 0 0 0 0 0 0 0 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 0 0 0 0 0 0 0 0 8 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 0 0 0 0 1 0 0 0 8 4 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 PM 15:45 0 0 0 0 0 0 0 0 2 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 PM 16:00 0 0 0 0 0 0 0 0 0 0 0 0 4 2 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 PM 16:15 0 0 0 0 0 0 0 0 1 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 0 0 0 0 1 0 0 0 8 3 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 PM 16:45 0 2 0 0 0 0 0 0 0 1 0 0 6 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 PM 17:00 1 0 0 0 0 0 0 0 0 1 0 0 6 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 PM 17:15 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 2 0 0 3 2 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 1 0 0 1 0 0 0 3 2 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0

Bluebridge Ramp Interislander To Interislander To Lagoon Rd (South) To Lagoon Rd (North) To Parking Area To Lagoon Rd (South) To Lagoon Rd (North) To Parking Area To Bluebridge Ramp Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 11:15 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 IP 11:45 3 1 0 0 48 9 1 0 0 3 0 0 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 IP 12:00 5 1 0 0 0 1 0 0 0 6 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 15 2 0 0 IP 12:15 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 4 0 0 IP 12:30 0 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:45 0 0 0 0 0 1 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 IP 13:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:15 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 IP 13:30 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 13:45 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 15:45 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 PM 16:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 PM 17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:15 3 1 0 0 29 15 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 PM 17:30 8 2 0 0 24 2 0 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 3 0 0 PM 17:45 7 0 0 0 0 0 0 0 0 2 0 0 7 0 0 0 0 0 0 0 2 1 0 0 0 1 0 0 1 2 0 0

Lagoon Rd (South) To Lagoon Rd (North) To Parking Area To Bluebridge Ramp To Interislander Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 7 4 0 0 1 0 0 0 0 0 0 0 1 0 0 0 IP 11:15 4 2 0 0 2 0 1 0 0 0 1 0 1 1 0 0 IP 11:30 4 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 IP 11:45 1 6 0 0 1 0 0 0 0 0 0 0 0 1 0 0 IP 12:00 5 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 IP 12:15 4 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 IP 12:30 8 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 IP 12:45 4 2 0 0 0 0 0 0 0 4 0 0 0 0 0 0 IP 13:00 7 3 0 0 0 1 0 0 0 0 0 0 0 0 0 0 IP 13:15 4 5 0 0 1 0 0 0 5 1 0 0 0 1 0 0 IP 13:30 4 2 0 0 0 0 0 0 49 2 1 0 0 0 0 0 IP 13:45 5 2 0 0 0 3 0 0 1 1 1 0 0 0 0 0 IP 14:00 5 2 0 0 0 0 0 0 0 0 0 0 0 2 0 0 IP 14:15 5 2 0 0 1 0 0 0 0 0 0 0 0 0 0 0 IP 14:30 3 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 IP 14:45 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 15:00 4 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 PM 15:15 5 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 PM 15:30 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 15:45 4 3 0 0 0 0 0 0 0 0 0 0 0 1 0 0 PM 16:00 1 1 0 0 2 1 0 0 0 0 0 0 0 0 0 0 PM 16:15 1 1 0 0 1 0 0 0 0 0 0 0 1 2 0 0 PM 16:30 1 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 PM 16:45 2 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 PM 17:00 2 2 0 0 0 1 0 0 0 0 1 0 0 0 0 0 PM 17:15 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:30 3 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 1 0 0 0 2 0 0 0 0 0 0 2 0 0 0 SH1 (Auckland St)-London Quay Weather Fine Friday 20/09/2019

SH1 (Auckland St) (North) London Quay SH1 (Auckland St) (South) Left into London Quay Thru to SH1 (Auckland St) (South) Left into SH1 (Auckland St) (South) Right into SH1 (Auckland St) (North) Thru to SH1 (Auckland St) (North) Right into London Quay Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 2 0 0 0 10 0 0 0 6 0 0 0 10 1 0 0 16 0 0 0 5 2 0 0 IP 11:15 4 0 0 0 11 0 0 0 6 3 0 0 2 0 0 0 12 0 1 0 4 0 0 0 IP 11:30 4 0 0 0 8 1 0 0 7 2 0 0 6 0 0 0 8 1 1 0 7 1 0 0 IP 11:45 2 0 0 0 11 0 0 0 20 0 0 0 9 0 0 0 16 0 1 0 6 1 0 0 IP 12:00 6 1 1 0 11 1 0 0 10 0 0 0 6 2 1 0 18 1 2 0 11 1 0 0 IP 12:15 5 0 0 0 15 2 1 0 13 2 0 0 6 1 0 0 31 3 2 0 11 0 0 0 IP 12:30 17 0 0 0 75 8 0 0 12 0 0 0 7 1 0 0 25 5 0 0 15 2 0 0 IP 12:45 8 0 0 0 22 2 3 0 10 0 0 0 12 0 0 0 23 2 0 0 9 1 0 0 IP 13:00 4 1 2 0 22 0 1 0 9 1 0 0 8 0 0 0 32 0 2 0 8 1 0 0 IP 13:15 5 0 0 0 17 1 0 0 13 0 0 0 8 0 0 0 19 2 0 0 8 0 0 0 IP 13:30 8 0 0 0 13 1 0 0 7 0 0 0 3 0 0 0 6 1 0 0 7 0 0 0 IP 13:45 6 0 0 0 9 0 1 0 8 1 0 0 8 0 0 0 3 0 0 0 11 0 0 0 IP 14:00 5 0 1 0 10 0 0 0 16 1 0 0 0 0 0 0 4 0 0 0 7 1 0 0 IP 14:15 4 0 0 0 10 1 0 0 16 0 0 1 3 0 0 0 10 4 0 0 8 0 0 0 IP 14:30 2 0 0 0 9 1 0 0 14 0 0 0 4 0 0 0 7 0 0 0 7 0 0 0 IP 14:45 1 1 0 0 9 0 0 1 6 0 0 0 1 1 0 0 12 0 0 0 5 0 0 0

PM 15:00 3 0 0 0 4 2 0 0 9 0 0 1 2 0 0 0 12 0 0 0 8 0 0 0 PM 15:15 8 0 0 0 4 0 0 0 12 1 0 0 4 1 0 0 7 0 0 0 6 0 0 0 PM 15:30 6 0 0 0 9 0 0 0 11 0 0 0 3 0 0 0 11 0 0 0 9 0 0 0 PM 15:45 0 0 0 0 9 0 0 0 8 0 0 0 4 0 0 0 10 0 0 0 4 1 0 0 PM 16:00 4 0 0 0 10 0 0 0 9 0 0 0 3 0 0 0 4 0 0 0 6 0 0 0 PM 16:15 4 0 0 0 10 0 0 0 3 0 0 0 3 0 0 0 10 1 0 0 10 0 0 0 PM 16:30 4 0 0 0 11 2 0 1 6 1 0 0 3 0 0 0 9 0 1 0 4 0 0 2 PM 16:45 2 0 0 0 10 0 0 0 10 1 0 0 5 0 0 0 9 1 0 0 10 1 0 0 PM 17:00 3 0 0 0 4 0 1 0 8 0 0 0 7 0 0 0 9 0 1 0 8 1 0 0 PM 17:15 2 0 0 0 5 1 0 0 8 0 0 0 1 0 0 0 17 3 3 0 16 0 0 1 PM 17:30 3 0 0 0 3 0 0 0 5 0 0 0 5 0 0 0 19 0 1 0 7 0 0 0 PM 17:45 2 0 0 0 10 0 0 0 7 0 0 0 2 0 0 0 11 0 0 0 2 0 0 0 SH1 (Wairau Rd)-Nelson Square (SW) Weather Fine Friday 20/09/2019

Nelson Square SH1 (Wairau Rd) Left into SH1 (Wairau Rd) Right into Nelson Square Left into Nelson Square Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 40 5 0 0 4 2 0 0 39 2 0 0 IP 11:15 36 6 0 0 6 2 0 0 36 2 1 1 IP 11:30 43 5 0 0 7 2 0 0 36 2 1 0 IP 11:45 31 6 0 1 7 0 0 0 48 2 1 0 IP 12:00 46 5 0 0 9 0 0 0 38 1 1 0 IP 12:15 39 6 0 1 4 0 0 0 53 4 1 0 IP 12:30 89 9 0 0 6 1 0 0 63 3 0 0 IP 12:45 59 9 2 0 7 2 0 0 45 3 0 0 IP 13:00 33 8 2 0 7 1 0 0 41 0 1 0 IP 13:15 40 5 0 0 9 0 0 0 39 1 0 0 IP 13:30 42 4 0 0 6 0 0 0 32 4 0 0 IP 13:45 34 6 1 0 4 0 0 0 45 1 0 0 IP 14:00 42 5 0 0 10 0 0 0 38 4 2 0 IP 14:15 42 5 3 0 3 1 0 0 50 5 0 0 IP 14:30 35 6 0 0 9 1 0 0 41 1 0 1 IP 14:45 47 7 0 0 6 0 0 0 40 2 0 0

PM 15:00 47 5 0 0 9 0 0 0 40 3 0 0 PM 15:15 43 5 3 0 3 0 0 0 61 3 0 0 PM 15:30 30 6 0 0 6 0 0 0 64 0 0 0 PM 15:45 31 1 0 0 6 2 0 0 58 3 2 0 PM 16:00 52 2 0 1 7 0 0 0 57 2 0 0 PM 16:15 47 6 1 0 8 0 0 0 51 2 1 0 PM 16:30 49 5 0 0 4 0 0 0 49 6 1 0 PM 16:45 33 1 0 0 7 0 0 0 62 7 0 0 PM 17:00 49 0 1 0 7 0 0 0 65 1 2 0 PM 17:15 43 5 0 0 9 1 0 0 56 7 2 0 PM 17:30 34 6 0 1 2 0 0 0 61 7 1 0 PM 17:45 31 3 0 0 7 1 1 0 59 3 0 0 Dublin St-SH1 (Auckland St) Weather Fine Monday 23/12/2019 Video ends at 17:17:45

SH1 (Auckland St) (North) Dublin St (East) Left into Dublin St (East) Thru to SH1 (Auckland St) (South) Right into Dublin St (West) Left into SH1 (Auckland St) (South) Thru to Dublin St (West) Right into SH1 (Auckland St) (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 10 0 0 0 21 0 1 0 20 0 6 0 16 0 0 0 27 3 0 0 16 0 0 0 IP 11:15 11 0 1 0 16 0 0 0 15 1 4 0 13 2 0 0 31 3 1 0 15 0 1 0 IP 11:30 22 0 0 0 73 0 0 0 37 2 5 0 15 3 0 0 16 2 1 0 8 0 0 0 IP 11:45 21 0 0 1 111 4 0 0 47 5 5 0 18 1 1 0 25 0 0 1 5 0 0 0 IP 12:00 5 0 0 0 21 1 4 0 27 1 7 0 17 0 0 0 28 2 1 0 10 0 1 0 IP 12:15 9 1 0 0 42 1 0 0 22 2 6 1 21 1 0 0 18 6 1 0 5 0 0 0 IP 12:30 11 1 0 0 22 1 1 0 23 2 4 0 19 1 0 0 24 2 1 0 5 0 1 0 IP 12:45 5 0 0 0 20 3 0 0 12 0 5 0 16 0 0 0 25 3 1 1 3 0 0 0 IP 13:00 9 0 1 0 19 1 0 0 10 1 4 0 17 0 0 0 28 1 0 0 7 1 2 0 IP 13:15 8 0 0 0 18 0 0 0 16 1 7 0 23 2 0 0 23 2 1 0 3 0 0 0 IP 13:30 11 0 0 0 18 3 1 0 17 1 5 0 21 1 0 0 25 1 0 0 7 0 1 0 IP 13:45 9 0 0 0 14 1 0 0 11 0 5 0 16 1 1 0 31 3 1 1 5 0 0 0 IP 14:00 8 0 0 0 14 1 1 0 10 1 3 1 16 1 0 0 28 4 1 0 12 0 3 0 IP 14:15 8 0 0 0 16 0 1 0 8 0 7 1 13 0 0 0 27 3 0 0 9 0 0 0 IP 14:30 11 0 0 0 19 2 0 1 10 1 6 0 10 1 0 0 21 5 1 0 2 1 0 0 IP 14:45 12 0 0 0 17 0 0 0 13 0 4 0 15 3 0 0 20 2 1 0 12 0 0 0

PM 15:00 12 0 0 0 12 0 2 0 15 0 5 0 14 2 0 0 25 2 0 0 5 0 0 0 PM 15:15 8 0 0 0 19 0 1 0 11 0 6 0 8 0 0 0 27 3 0 0 8 1 0 1 PM 15:30 4 1 0 0 17 0 2 0 10 0 6 0 13 2 0 0 22 0 0 0 6 2 0 0 PM 15:45 5 0 0 0 6 1 1 0 12 2 5 0 22 2 0 0 22 1 1 0 7 0 0 0 PM 16:00 1 1 0 0 7 0 1 0 13 0 1 0 18 1 0 0 25 0 0 0 11 0 0 0 PM 16:15 8 1 0 0 15 0 0 0 20 0 0 0 16 0 0 0 16 1 1 0 8 0 0 0 PM 16:30 10 0 0 0 10 1 0 0 7 0 0 0 18 0 0 0 22 1 0 0 8 0 0 0 PM 16:45 15 3 0 0 52 7 0 0 18 4 0 0 10 1 0 0 20 0 1 0 6 0 0 0 PM 17:00 8 0 1 0 17 2 0 0 6 0 0 2 13 1 0 0 14 1 1 0 4 0 1 0 PM 17:15 1 0 0 0 3 0 0 0 1 0 0 0 4 0 0 0 1 0 0 0 1 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

SH1 (Auckland St) (South) Dublin St (West) Left into Dublin St (West) Thru to SH1 (Auckland St) (North) Right into Dublin St (East) Left into SH1 (Auckland St) (North) Thru to Dublin St (East) Right into SH1 (Auckland St) (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 2 0 0 0 34 3 2 0 27 2 0 0 21 0 7 0 32 1 1 0 1 0 1 1 IP 11:15 3 0 0 0 34 2 2 2 29 0 1 0 33 2 4 0 24 2 0 0 2 1 1 0 IP 11:30 5 0 0 0 30 2 3 0 35 1 1 0 46 1 6 0 18 1 0 1 1 0 0 0 IP 11:45 0 0 0 0 36 1 2 0 25 0 0 0 37 5 6 0 12 3 0 0 3 0 0 0 IP 12:00 4 1 1 0 34 1 2 0 26 1 0 0 30 2 4 0 23 3 0 0 1 0 0 0 IP 12:15 6 1 0 0 24 2 0 0 33 1 0 0 30 1 8 0 24 0 1 0 1 0 0 0 IP 12:30 1 0 0 0 23 1 2 0 19 2 0 0 12 2 6 0 23 1 0 0 1 0 0 0 IP 12:45 4 0 0 0 14 1 0 0 31 1 0 1 6 0 7 0 23 2 1 0 2 0 0 0 IP 13:00 2 1 0 0 21 1 1 0 24 1 0 0 13 0 5 0 16 6 0 0 1 0 0 0 IP 13:15 3 0 0 0 18 0 3 0 16 2 0 0 21 1 6 0 11 2 0 2 1 0 0 0 IP 13:30 1 0 0 0 11 0 0 0 36 2 0 0 14 1 7 0 22 2 0 1 1 0 0 0 IP 13:45 3 0 0 0 23 2 1 0 20 3 0 0 19 0 3 0 28 1 0 0 1 0 0 0 IP 14:00 0 0 0 0 19 0 0 0 32 4 0 0 15 0 5 2 26 2 1 0 3 0 0 0 IP 14:15 2 0 0 0 19 1 0 0 31 2 0 0 12 1 5 0 14 6 0 0 5 0 1 0 IP 14:30 0 0 0 0 19 2 1 0 16 3 0 0 14 2 5 0 17 2 0 2 0 0 0 0 IP 14:45 0 0 0 0 31 0 1 0 27 1 0 0 18 0 6 0 23 2 0 0 1 0 0 0

PM 15:00 2 0 0 0 14 0 0 0 23 1 1 0 13 0 8 0 25 1 0 0 1 0 0 0 PM 15:15 1 0 0 0 26 1 1 0 26 0 0 0 18 0 6 0 30 0 0 2 1 0 0 0 PM 15:30 3 0 0 0 19 2 2 0 23 2 0 0 10 0 5 0 26 4 0 0 2 1 0 0 PM 15:45 2 0 0 0 16 1 1 0 28 2 1 0 8 0 3 0 27 2 0 0 0 0 0 0 PM 16:00 4 0 0 0 20 2 0 0 24 1 1 0 17 0 1 0 19 2 0 0 1 0 0 0 PM 16:15 3 0 0 0 17 0 0 0 23 1 0 0 8 0 0 0 29 5 0 0 3 1 0 0 PM 16:30 3 0 0 0 16 1 0 0 31 1 1 0 14 2 2 0 31 1 0 2 0 0 0 0 PM 16:45 2 1 0 0 20 0 0 0 22 1 0 0 12 0 1 0 26 2 0 0 2 0 0 0 PM 17:00 3 0 0 0 9 0 0 0 17 2 0 0 4 0 0 0 12 0 0 0 3 0 0 0 PM 17:15 1 0 0 0 3 1 0 0 3 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Kent St-SH1(Wairau Rd) Weather Fine Monday 23/12/2019

Kent St (North) SH1(Wairau Rd) (East) Left into SH1(Wairau Rd) (East) Thru to Kent St (South) Right into SH1(Wairau Rd) (West) Left into Kent St (South) Thru to SH1(Wairau Rd) (West) Right into Kent St (North) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 4 0 0 0 0 1 0 0 9 3 0 0 2 0 0 0 45 4 1 1 3 0 0 0 IP 11:15 0 0 0 0 2 0 0 0 8 2 0 0 6 1 0 0 71 3 0 0 1 0 0 0 IP 11:30 2 0 0 0 0 0 0 0 8 1 0 0 2 0 0 0 56 6 0 0 3 0 0 0 IP 11:45 3 0 0 0 1 0 0 0 28 4 0 0 0 0 0 0 58 9 0 0 0 0 0 0 IP 12:00 2 0 0 0 0 0 0 0 46 6 1 0 1 0 0 0 70 5 2 0 1 1 0 0 IP 12:15 1 0 0 0 0 0 0 0 8 1 0 0 2 0 0 1 50 0 2 0 1 0 0 0 IP 12:30 4 1 0 0 0 1 0 0 30 3 0 0 2 0 0 0 105 3 1 0 4 0 1 1 IP 12:45 4 0 0 0 0 0 0 0 16 1 0 0 2 0 0 0 133 15 0 0 1 0 0 0 IP 13:00 3 1 0 0 0 0 0 0 14 3 1 0 2 0 0 0 85 7 5 1 2 0 0 0 IP 13:15 1 0 0 0 0 0 0 0 10 2 2 0 5 0 0 0 89 0 0 0 0 0 0 0 IP 13:30 5 1 0 0 0 0 0 0 14 2 1 0 4 1 0 0 56 2 2 0 1 0 0 0 IP 13:45 1 0 0 0 1 0 0 0 8 3 1 0 1 0 0 0 72 4 0 1 2 0 0 0 IP 14:00 0 0 0 0 1 0 0 0 7 0 1 0 2 0 0 0 60 1 0 0 3 0 0 0 IP 14:15 1 0 0 0 1 0 0 0 16 1 0 0 4 0 0 0 59 2 0 0 2 0 0 0 IP 14:30 2 0 0 0 0 0 0 0 8 0 1 0 0 0 0 0 62 5 1 0 1 0 0 0 IP 14:45 2 0 0 0 0 0 0 0 14 1 0 0 6 1 0 0 38 2 1 1 2 1 0 0

PM 15:00 0 0 0 0 0 0 0 0 9 1 0 0 3 0 0 0 67 2 1 0 1 0 0 0 PM 15:15 2 0 0 0 2 0 0 0 7 0 0 0 2 1 0 0 65 4 1 0 0 0 0 0 PM 15:30 2 1 0 0 1 0 0 0 12 0 0 0 6 1 0 0 34 3 1 0 1 0 0 0 PM 15:45 2 0 0 0 1 0 0 0 12 2 0 0 4 0 0 0 47 4 0 0 2 0 0 0 PM 16:00 4 0 0 0 0 0 0 0 10 4 0 0 3 0 1 0 42 2 0 0 6 1 0 0 PM 16:15 4 0 0 0 0 0 0 0 11 2 0 0 2 0 0 0 45 2 1 0 1 0 0 0 PM 16:30 2 0 0 0 0 0 0 0 7 1 0 0 2 0 0 0 46 4 1 0 5 0 0 0 PM 16:45 2 0 0 0 1 0 0 0 5 1 1 0 3 0 0 0 47 4 0 0 0 0 0 0 PM 17:00 2 0 0 0 1 0 0 0 16 1 1 0 0 0 0 0 44 5 3 1 1 0 0 0 PM 17:15 0 0 0 0 1 0 0 0 7 2 1 0 4 0 0 0 57 2 0 0 0 0 0 0 PM 17:30 3 0 0 0 0 0 0 0 60 8 0 0 3 0 0 0 46 1 1 1 1 0 0 0 PM 17:45 4 0 0 0 3 0 0 0 76 1 1 0 7 0 0 0 80 8 0 0 1 0 0 0

Kent St (South) SH1(Wairau Rd) (West) Left into SH1(Wairau Rd) (West) Thru to Kent St (North) Right into SH1(Wairau Rd) (East) Left into Kent St (North) Thru to SH1(Wairau Rd) (East) Right into Kent St (South) Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 1 1 0 0 2 0 0 0 1 0 0 0 6 2 0 0 60 4 2 0 0 0 0 0 IP 11:15 0 0 0 0 2 1 0 0 1 2 0 0 14 0 0 0 59 5 1 1 1 0 0 0 IP 11:30 0 0 0 0 1 0 0 0 2 1 0 0 10 0 0 0 71 3 2 0 0 0 0 0 IP 11:45 0 0 0 0 0 0 0 0 0 0 0 0 14 2 0 0 69 5 1 0 0 0 0 0 IP 12:00 0 0 0 0 0 0 0 0 2 0 0 0 13 2 0 0 86 4 2 1 0 0 0 0 IP 12:15 0 0 0 0 0 0 0 0 3 0 1 0 18 8 2 0 89 5 3 0 0 0 0 0 IP 12:30 2 1 0 0 0 0 0 0 0 1 1 0 22 8 0 0 94 4 5 0 0 0 0 0 IP 12:45 2 0 0 0 0 0 0 0 1 0 0 0 13 3 0 0 95 5 1 1 0 0 0 0 IP 13:00 1 0 0 0 1 0 0 0 3 0 0 0 13 3 1 0 65 5 2 1 0 0 0 0 IP 13:15 1 2 0 0 2 1 0 0 1 2 0 1 21 2 1 0 61 2 1 0 0 0 0 0 IP 13:30 1 0 0 0 1 0 0 0 1 0 0 0 11 6 0 0 66 4 2 0 0 0 0 0 IP 13:45 0 0 0 0 1 1 0 0 1 0 0 0 9 0 0 0 68 4 1 0 0 0 0 0 IP 14:00 0 0 0 0 0 0 0 0 1 0 0 0 9 1 0 0 71 3 1 0 0 0 0 0 IP 14:15 0 0 0 0 3 0 0 0 1 0 0 0 3 2 0 0 56 2 3 0 0 0 0 0 IP 14:30 0 0 0 0 1 0 0 0 2 0 0 0 12 1 0 0 61 2 0 1 0 0 0 0 IP 14:45 0 0 0 0 0 0 0 0 1 0 0 0 10 2 0 0 68 7 3 0 1 0 0 0

PM 15:00 1 1 0 0 0 0 0 0 1 0 0 0 8 0 0 0 89 3 1 0 0 0 0 0 PM 15:15 0 0 0 0 0 0 0 0 1 0 0 0 16 5 0 0 72 3 0 0 0 0 0 0 PM 15:30 1 0 0 0 2 1 0 0 1 0 0 0 10 4 0 0 66 1 0 0 0 0 0 0 PM 15:45 0 1 0 0 3 0 0 0 1 0 0 0 17 3 0 0 105 4 2 0 0 0 0 0 PM 16:00 0 0 0 0 4 0 0 0 1 0 0 0 8 3 0 0 73 2 0 0 1 0 0 0 PM 16:15 1 0 0 0 1 0 0 0 1 0 0 0 9 2 0 0 90 3 1 2 0 0 0 0 PM 16:30 1 0 0 0 1 0 0 0 1 0 1 0 11 6 0 0 80 7 2 0 1 0 0 0 PM 16:45 0 0 0 0 0 0 0 0 2 0 1 0 14 3 0 0 84 8 1 0 0 0 0 0 PM 17:00 0 0 0 0 2 0 0 0 1 0 0 0 18 5 1 0 67 2 0 1 1 0 0 0 PM 17:15 0 0 0 0 0 1 0 0 0 0 0 0 13 1 0 0 68 1 0 0 0 0 0 0 PM 17:30 0 0 0 0 1 0 0 0 0 0 0 0 16 1 1 0 65 5 0 0 0 0 0 0 PM 17:45 2 0 0 0 0 0 0 0 0 0 0 0 13 4 0 0 50 1 0 0 0 0 0 0 Lagoon Rd-Dublin St-Kent St- Queen Charlotte Dr Weather Fine Monday 23/12/2019 Video ends at 17:24:30

Lagoon Rd Dublin St Left into Dublin St Thru to Kent St Right into Queen Charlotte Dr U-Turn Left into Kent St Thru to Queen Charlotte Dr Right into Lagoon Rd U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 26 1 6 0 36 5 2 0 5 1 0 0 0 0 0 0 11 3 0 0 17 1 0 0 14 3 7 0 0 1 0 0 IP 11:15 13 3 4 0 6 0 1 0 4 2 0 0 0 0 0 0 6 1 0 0 19 0 0 0 15 1 5 0 1 0 0 0 IP 11:30 30 1 7 0 31 5 0 0 8 0 1 0 1 0 0 0 7 2 0 0 19 1 0 0 19 1 6 0 0 0 0 0 IP 11:45 17 3 4 0 15 2 0 0 3 2 1 0 0 0 0 0 9 4 0 0 28 2 0 0 34 1 6 0 2 0 0 0 IP 12:00 13 1 5 0 7 3 2 0 2 2 0 0 1 0 0 0 8 3 0 0 30 2 0 0 22 4 8 0 1 1 0 0 IP 12:15 18 5 9 0 6 1 2 0 1 0 1 0 0 0 0 0 4 8 0 0 27 1 0 0 10 3 8 0 1 0 0 0 IP 12:30 9 2 6 0 1 1 1 0 0 0 0 0 0 0 0 0 11 0 0 0 27 0 0 0 4 1 6 0 0 0 0 0 IP 12:45 3 0 4 0 3 1 1 0 4 0 0 0 0 0 0 0 6 0 0 0 17 1 0 2 8 1 6 0 1 0 0 0 IP 13:00 8 0 5 0 6 1 1 0 3 1 1 0 0 0 0 0 6 0 0 0 26 5 0 0 5 1 4 0 0 0 0 0 IP 13:15 6 1 5 2 3 2 0 0 3 0 0 0 0 0 0 0 3 1 0 0 21 2 0 0 7 0 6 0 0 0 0 0 IP 13:30 5 1 6 0 1 1 1 0 3 1 0 0 0 0 0 0 8 0 0 0 20 1 0 0 6 3 5 0 0 0 0 0 IP 13:45 7 1 3 0 5 1 1 0 2 0 0 0 0 0 0 0 11 2 0 0 14 1 1 1 8 1 5 0 0 0 0 0 IP 14:00 9 0 6 0 3 0 0 0 3 3 0 0 0 0 0 0 7 0 0 0 17 0 1 1 8 3 4 0 0 0 0 0 IP 14:15 5 3 5 0 5 0 0 0 2 1 0 0 0 0 0 0 11 0 0 0 11 2 0 0 12 3 5 0 1 0 0 0 IP 14:30 11 2 5 0 5 1 0 0 1 1 0 0 0 0 0 0 9 0 0 0 15 0 0 0 7 1 8 0 0 0 0 0 IP 14:45 10 1 6 0 7 1 1 0 5 1 0 0 1 0 0 0 8 4 0 0 12 0 0 0 11 1 6 0 0 0 0 0

PM 15:00 12 0 5 0 7 4 0 0 2 0 1 0 1 0 0 0 6 0 0 0 15 0 0 0 9 1 5 0 0 0 0 0 PM 15:15 16 0 6 0 5 2 0 0 3 2 0 0 0 0 0 0 8 0 0 0 23 0 0 0 12 0 6 0 1 1 0 0 PM 15:30 12 0 5 0 5 0 1 0 1 0 0 0 0 0 0 0 9 1 0 0 14 0 0 0 11 2 5 0 0 0 0 0 PM 15:45 11 1 3 0 3 2 1 1 0 0 0 0 0 0 0 0 4 0 0 0 13 0 0 0 13 1 4 0 1 0 0 0 PM 16:00 13 1 1 0 5 1 2 0 3 1 3 0 0 0 0 0 5 1 0 0 16 0 2 1 21 2 3 0 0 0 0 0 PM 16:15 8 4 0 0 6 4 1 0 0 0 1 0 0 0 0 0 5 0 0 0 9 1 0 0 21 0 1 0 0 0 0 0 PM 16:30 26 1 2 2 78 4 1 0 8 0 2 0 0 0 0 0 4 1 0 0 14 0 0 0 16 1 0 0 0 0 0 0 PM 16:45 24 1 0 0 90 3 1 0 8 0 1 0 2 0 0 0 3 0 0 0 14 2 0 0 14 2 1 0 0 0 0 0 PM 17:00 7 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 5 0 0 0 11 1 0 0 7 2 1 0 0 0 0 0 PM 17:15 5 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 4 0 0 3 1 0 0 0 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Kent St Queen Charlotte Dr Left into Queen Charlotte Dr Thru to Lagoon Rd Right into Dublin St U-Turn Left into Lagoon Rd Thru to Dublin St Right into Kent St U-Turn Period Time Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists Cars Trucks Buses Cyclists IP 11:00 12 0 0 0 8 1 0 0 7 2 0 0 0 0 0 0 9 1 0 0 21 1 1 1 9 2 0 0 0 0 0 0 IP 11:15 4 1 0 0 10 6 2 0 14 1 0 0 0 0 0 0 8 0 0 0 19 1 1 0 5 0 0 1 0 0 0 0 IP 11:30 10 1 0 0 19 6 2 1 14 4 0 0 1 0 0 0 8 0 0 0 24 1 0 0 6 0 0 0 0 0 0 0 IP 11:45 13 1 0 0 21 3 1 1 10 2 0 0 0 0 0 0 9 1 1 0 15 1 0 0 7 1 0 0 0 0 0 0 IP 12:00 19 1 0 0 10 3 1 0 11 5 0 0 1 0 0 0 7 0 0 0 16 4 0 0 13 0 0 0 0 0 0 0 IP 12:15 17 1 0 0 8 2 1 0 7 0 0 0 3 0 0 0 2 1 0 0 24 0 0 0 9 0 0 0 0 0 0 0 IP 12:30 12 0 0 0 5 2 0 0 2 1 0 0 0 0 0 0 2 0 1 0 22 1 0 0 10 2 0 0 0 0 0 0 IP 12:45 12 0 1 0 5 2 0 0 2 2 0 0 0 0 0 0 1 1 0 0 22 0 0 1 6 2 0 0 0 0 0 0 IP 13:00 7 1 0 0 5 0 0 0 7 2 0 0 1 0 0 0 1 0 0 0 16 2 0 0 6 0 0 0 0 0 0 0 IP 13:15 8 0 0 0 4 2 0 0 4 0 0 0 0 0 0 0 6 1 0 0 12 3 1 1 18 3 0 0 0 0 0 0 IP 13:30 11 0 0 0 3 2 0 0 2 0 0 0 0 0 0 0 2 0 0 0 19 0 0 2 12 0 0 0 1 0 0 0 IP 13:45 13 0 0 0 4 1 0 0 4 0 0 0 0 0 0 0 4 0 0 0 18 1 0 0 9 0 0 0 0 0 0 0 IP 14:00 10 1 0 0 2 0 0 0 7 1 0 0 0 0 0 0 5 0 0 0 18 1 0 2 9 2 0 0 0 0 0 0 IP 14:15 11 0 0 0 6 4 0 0 5 1 0 0 0 0 0 0 3 0 0 0 20 1 1 0 5 0 0 0 0 0 0 0 IP 14:30 12 3 0 0 4 2 0 0 1 1 0 0 1 0 0 0 3 0 0 0 14 1 0 0 9 0 0 0 0 0 0 0 IP 14:45 9 1 1 1 8 4 0 0 9 0 0 0 0 0 0 0 6 0 0 0 19 1 0 0 9 0 0 0 0 0 0 0

PM 15:00 8 1 0 0 13 4 0 0 3 0 0 0 0 0 0 0 6 0 0 0 17 0 1 0 10 0 0 0 0 0 0 0 PM 15:15 12 0 0 0 4 3 0 0 4 0 0 0 1 0 0 0 6 0 0 0 18 0 0 2 4 1 0 1 0 0 0 0 PM 15:30 10 0 0 0 4 5 0 0 6 1 0 0 1 0 0 0 2 0 0 0 23 0 0 0 7 1 0 0 0 0 0 0 PM 15:45 8 0 0 0 12 3 0 0 4 0 0 0 0 0 0 0 11 0 1 0 16 0 0 0 10 0 0 0 0 0 0 0 PM 16:00 8 0 0 0 14 4 1 0 9 2 0 0 0 0 0 0 9 0 0 0 13 0 0 0 2 0 0 0 0 0 0 0 PM 16:15 16 0 0 0 7 1 0 0 2 0 0 0 0 0 0 0 5 0 0 0 22 2 0 0 8 0 0 0 0 0 0 0 PM 16:30 11 0 0 0 11 1 1 0 4 0 0 0 0 0 0 0 4 0 0 0 13 0 1 0 17 0 0 0 1 0 0 0 PM 16:45 5 0 0 0 8 3 0 0 9 0 0 0 1 0 0 0 6 0 1 0 5 0 0 0 2 0 0 0 0 0 0 0 PM 17:00 3 0 0 0 5 2 0 0 3 0 0 0 0 0 0 0 5 0 0 0 6 0 0 0 7 0 0 0 0 0 0 0 PM 17:15 6 0 0 0 1 1 0 0 1 0 0 0 0 0 0 0 1 0 0 0 7 0 0 0 4 0 0 1 0 0 0 0 PM 17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Appendix C Model Specification Report

Memorandum

To Louise Taylor, Megan Justice

From Chris Morahan

Office Christchurch Office

Date 16 January 2020

File 5-MB97C.01 Subject Model Specification Report

1 Introduction 1.1 Overview WSP have been commissioned to provide a project specific micro-simulation traffic model to inform the redevelopment of the Interislander Ferry Terminal. This Model Specification Report sets out the proposed key inputs and features of the model.

1.2 Model Purpose The primary purpose of the model is to assess the transportation related impacts of the proposed ferry terminal upgrade and any associated mitigation, for use in a resource management act consent process.

A secondary purpose is to inform any business case that may be needed to secure funding.

Page 1

1.3 Study Area Figure 1 shows the extent of the model (in red) which covers the road network adjacent to the Interislander and Bluebridge terminals, the corridor from the ferry terminals to SH1, and the three level rail crossings on Dublin Street, Broadway Street and Wairau Road.

Figure 1. Model extent (red). 2 Model Parameters 2.1 Software The model will be built using Paramics Discovery 22.0.4.

Other software was considered. Sidra’s limitations in modelling network effects of long queues and road closures was considered to make it inappropriate. Vissim would likely be appropriate but represented a substantially higher investment and longer timeframes to deliver. Paramics was deemed to represent a middle ground and be the most pragmatic tool to provide the level of accuracy required.

It was decided to use the latest available version of Paramics Discovery rather than the older S- Paramics software to make use of the latest improvements and new features.

Page 2

2.2 Time Periods Analysis has been conducted on data from the continuous traffic count site on SH1 at the Waitohi Bridge in Picton. The average daily traffic profile for each day of the week over the 2018 calendar year is shown in Figure 2. The graph also shows timetabled Bluebridge and Interislander ferry arrivals and departures (green = Interislander, blue = Bluebridge, square = arrival, diamond = departure).

Figure 2. Daily Average Traffic Profile (2018, SH1 Waitohi Bridge).

Traffic in Picton is different to many other towns and cities in New Zealand. A typical weekday has three peak periods; morning, midday and evening. However the midday peak traffic volume is relatively high, exceeding both the morning and evening peaks.

Peak traffic volumes (which occur at midday) are highest on Fridays, Saturdays and Sundays. Morning and evening peak traffic volumes are significantly lower in the weekend than weekdays.

A Friday (dark green line above) was considered an appropriate day to focus the traffic study on. Friday is the busiest overall day and contains the busiest morning and evening peaks as well as a relatively high midday peak.

Traffic counts were undertaken between 11:00am and 6:00pm on a Friday, to capture a midday peak period that is close to the worst-case scenario, and also a worst-case scenario evening peak period.

It was considered that modelling the Friday midday peak period would represent an appropriate period over which to assess the effects of the proposal, being close to the busiest time of the week. The analysis period will be 12:00-1:00pm, with a one-hour warm-up period 11:00-12:00.

2.3 Profiles There are eight demand profiles in the model which will be calculated from 2019 traffic counts. The traffic counts will be available in 15-minute segments while Paramics requires five-minute segmenting. We will therefore manually split the fifteen minute segments into three five minute segments, not necessarily of the same magnitude but varied to produce as smooth a profile as possible.

Page 3

The profiles adopted for this model will be as follows with traffic count references included in brackets.

• Profile 1 Wairau Road (Wairau Road/Kent Street video 20-09-2019) • Profile 2 Auckland Street (Auckland Street/Dublin Street video 20-09-2019) • Profile 3 Dublin Street (Auckland Street/Dublin Street video 20-09-2019) • Profile 4 Broadway (Auckland Street/Broadway video 20-09-2019) • Profile 5 Queen Charlotte Drive (Queen Charlotte Drive/Dublin Street video 20-09-2019) • Profile 6 Interislander Entry & Exit (Interislander Entry & Exit video 20-09-2019) • Profile 7 Bluebridge Entry & Exit (Bluebridge Entry & Exit video 20-09-2019) • Profile 8 Flat profile for all other zones

The major external zones have specific profiles based on their traffic counts. Profiles are applied at the origin point rather than the destination point.

Many nodes have relatively little traffic originating and terminating at them; these will use a flat profile.

2.4 Model Years 2.4.1 Base Year The Base Year will be 2019.

2.4.2 Future Years The future year will be 2029. There is no strategic transport model of Picton, so we would factor up all traffic movements by the historic growth rate. Traffic associated with the ferries would be scaled by the predicted ferry patronage. It is recognised that this introduces uncertainty into the future year predictions. As such, sensitivity testing will be carried out using various traffic growth rates. 2.5 Seasons Travel patterns in Picton vary throughout the year, as illustrated in the chart of vehicles per day throughout 2018 shown below (light blue line is daily traffic volume, dark blue line is a 7-day rolling average).

Figure 3. Daily Traffic Volumes Throughout (2018, SH1 Waitohi Bridge).

The traffic model will aim to represent an approximate 85 percentile scenario, corresponding roughly to a mid-December summer model.

Ideally all traffic counts would be undertaken in mid-December and the model calibrated to these. However, to achieve the required timeframes for the project an accelerated approach

Page 4 will be adopted. This will involve completing intersection movement counts at 11 key intersections in mid-September. These counts will be multiplied by a seasonal adjustment factor of 1.35 to approximate a mid-December 2019 scenario (this factor has been calculated from the graph above). In addition, in mid-December we would re-survey two of the key intersections to confirm the validity of this seasonal adjustment.

2.6 Route Choice The Picton Township Model uses the standard route choice model, which is stochastic with 5% perturbation, responding to feedback every 2 minutes at a feedback ratio of 0.5. Vehicle types have an 85% familiarity percentage. The weight reaction for time:distance:price is at 100:70:0.

These route choice settings are all standard values and will be reviewed during the calibration and validation of the model. 3 Scenarios

Six scenarios will be modelled, with the final three scenarios being the primary basis for assessment of traffic impacts:

1. 2019 September Midday Peak – Without Terminal Upgrade (for calibration)

2. 2019 December Midday Peak – Without Terminal Upgrade

3. 2029 December Midday Peak

a. Without Terminal Upgrade

b. With Terminal Upgrade and Dublin Street open

c. With Terminal Upgrade and Dublin Street closed (at railway crossing) 4 Zone Structure

For each link that crosses the boundary of the model there will be an external zone. This would result in 24 external zones.

There would also be four internal zones to replicate trip generators within the model extent. A relatively small proportion of network trips originate or terminate in these internal zones, with the vast majority passing through the model.

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5 Model Inputs

Traffic counts will be undertaken on Friday 20 September 2019 at the locations below.

Data Type Location

Dublin Street / Lagoon Road

Kent Street / Broadway

Kent Street / Buller Street

Kent Street / Oxford Street

Kent Street / Scotland Street

Kent Street / Wairau Road (SH1)

Broadway / Auckland Street

Northernmost Intersection Count Bluebridge+Interislander

Bluebridge Exit

Interislander Entry+Exit

Bluebridge Entry

Interislander roundabout

Auckland St/London Quay

Nelson Square Southwest

Nelson Square northeast

Link Counts Shakespeare Bay Road

Origin-destination data will be inferred manually from these counts (matrix estimation is not expected to be required, given the limited route choice available in the network).

Traffic profiles will be based on these intersection count surveys.

The profile of traffic unloading from the ferries will be based on unloading patterns as advised by Kiwirail (e.g. order of cars versus trucks, rates of unloading etc.) 6 Network

6.1 Network Coding All links with in the red zone in Figure 1 will be modelled. The familiarity and attractiveness of routes will be coded into the model using a typical hierarchy (combination of major or, minor link with operating speed) and adjustments made to account any non-standard observed behaviour such as ‘rat running’.

6.2 Link Classifications The road links will be classified according to the Marlborough District Council District Plan.

6.3 Speed Limits Speed limits will be inserted onto the network, as per the existing posted speed limits. During the calibration/validation process, some link speeds may be reduced/increased in line with observed driver behaviour.

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7 Calibration and Validation

Calibration will be undertaken based on all traffic counts listed earlier. The intersection counts will be undertaken using video cameras, whose footage we will use to visually calibrate intersections (approximate observed queue lengths and delays). If necessary, this footage can also be used to measure some sample travel times along the corridor for model calibration.

The model will be calibrated in accordance with the NZTA Transport Model Development Guidelines (TMDG) model type E – small area / corridor model (see Figure below). This sets out the thresholds to meet validation. Figure 4 outlines the model categories as per the Transport Agency’s model development guidelines.

Figure 4. NZTA Transport Model Categories.

Model validation will be combined with calibration. No traffic counts will be held back for use in validation. This is consistent with the NZTA TMDG which, regarding the holding back of traffic count data for validation, states: “It may be accepted that many local/project-based models, i.e. non-regional, are calibrated and not validated to count data as this is a practical approach – producing the most robust base year trip matrices, a better calibration, and as a result offering the best model and value-for-money.”

Specifically, all intersection movement counts at the 11 key intersections will be calibrated. Metrics produced on these will include GEHs for individual movements, XY scatter plots and RMSE statistic. It is not envisaged that any screenline calibration is necessary.

Journey times would be calibrated to those observed in the September surveys on the following routes:

• Kent Street corridor between the Lagoon Road roundabout and SH1 intersection; and

• Auckland Street corridor between the Dublin Street intersection and Kent Street intersection. 8 Personnel

The modelling would be undertaken by WSP traffic modelling experts. Chris Morahan would lead the modelling. Chris has ten years’ experience working as a traffic engineer and transport planner, and in recent years has worked on Paramics models in Queenstown, Auckland, Wellington, Napier and Christchurch.

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Eliza Sutton would provide oversight of the process. Eliza has over 20 years’ experience working as a traffic engineer and transport planner.

Matthew Gatenby will provide a challenge and review role into the technical aspects of the model. Matthew has over 20 years’ experience as a specialist traffic modeller and is an expert in a variety of traffic simulation software including Paramics. Recently he has been leading the development of a new Paramics model for Queenstown and is the lead modeller on several transport projects there including the SH6A Improvement Business Case and the Queenstown Town Centre Business Case.

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Appendix D Model Calibration Report

Memorandum

To Louise Taylor

From Chris Morahan Office Christchurch

Date 16/01/2020 File 5-MB97C.01

Subject Picton Transport Model Calibration Report

1 Model Development – Network

The Picton microsimulation model was developed in accordance with the Model Specification Report.

1.1 Network Coding – General The familiarity and attractiveness of routes has been coded into the model using a typical hierarchy (combination of major or, minor link with operating speed) and adjustments made for behaviours such as ‘rat running’.

1.2 Link Classifications Links have been classified in terms of several variables:

• Major / minor link • Cost factor

Figure 1-1 shows the link classification, in terms of major (red) versus minor (blue) links. These were coded based on the observed route choice of drivers. Major links include the key routes for ferry traffic: Kent Street, Dublin Street and Lagoon Road. Signage, shown in Figure 1-2, directs all inbound ferry traffic onto Kent Street. This route choice was visually confirmed by reviewing video surveys. Nelson Square was also coded as a major link as it was observed that this was commonly used as an alternative route for southbound vehicles wishing to avoid the right-turn at the Kent Street / Wairau Road intersection.

Figure 1-3 shows where link category cost factors have been applied within the model. In addition to these factors, individual link cost factors have been applied through the calibration process to replicate observed route choice. The key cost factors applied as shown in Figure 1-3 are:

• Yellow – Link factors set at 1.0 except;

– Broadway (Link 50 : 51) – Set to 1.2 on the one-way bridge; and – Local Roads – Set to 1.5 to prevent ‘rat running’ through local streets.

• Light green – Link factors set at 0.5; • Orange - Scotland Street (Link 11 : 7) – Set to 3.0 to prevent rat running through this street as most vehicles used Oxford Street or Wairau Road;

1

Figure 1-1 : Major/minor link classification.

Figure 1-2. Signage directing ferry traffic to use Kent Street rather than Wairau Road.

Figure 1-3 : Link Cost Factors

2 Model Development – Demand

2.1 Base Model Demands The demands of the model have been informed by camera surveys undertaken on Friday 20 September 2019. These demands have been seasonally adjusted by a factor of 1.35 to reflect an 85th percentile day (December 2019). This factor was derived using 2018 data from the Transport Agency’s continuous traffic counter located on State Highway 1 just south of the intersection with Broadway and Auckland Street.

Figure 2-1: Daily Traffic Volumes through SH1 Waitohi Bridge, 2018.

The historical data from this site has been used to estimate the average growth in traffic to 2029 levels. Over the last ten years the State Highway traffic counter has recorded average traffic growth of 0.68% p.a. as shown in Figure 2-2.

Figure 2-2. Traffic growth over previous 10 years to predict future growth.

This growth was not evenly spread – traffic reduced in 2010 and 2011, remained relatively flat for the next 4 years, then jumped up in 2016. The Canterbury and Kaikoura earthquake in 2010-11 and 2016 respectively will have been partially responsible for these irregularities.

It is acknowledged that there is uncertainty in deriving a future growth rate solely from historic growth, but the absence of a strategic transport model means there are few alternatives. This uncertainty will be addressed through sensitivity testing using different growth rates. 2.2 Demand Periods and Profiling There are eight demand profiles in the model which are calculated from 2019 traffic counts. The traffic counts are available in 15-minute segments which require disaggregation to suit the five-minute segmenting in the model profiles. This is achieved in a three-step process by first assuming the 15-minute flow is evenly spread into three five-minute intervals. This profile is smoothed in the second step by averaging the current f-minute flow with the five minute flow immediately before and after. Finally, the smoothed profile flows are divided by the period total flows to ensure each period sums to 100 percent.

The profiles adopted for this model are as follows with traffic count references included in brackets.

• Profile 1 Wairau Road (Wairau Road/Kent Street video 20-09-2019) • Profile 2 Auckland Street (Auckland Street/Dublin Street video 20-09-2019) • Profile 3 Dublin Street (Auckland Street/Dublin Street video 20-09-2019) • Profile 4 Broadway (Auckland Street/Broadway video 20-09-2019) • Profile 5 Queen Charlotte Drive (Queen Charlotte Drive/Dublin Street video 20-09-2019) • Profile 6 Interislander Entry & Exit (Interislander Entry & Exit video 20-09-2019) • Profile 7 Bluebridge Entry & Exit (Bluebridge Entry & Exit video 20-09-2019) • Profile 8 Flat profile for all other zones

The major external zones have specific profiles based on their traffic counts. The profiles are only applied to trips entering the model in other words origin based only. Trips exiting the model into zones will depend on origin zone profile for the corresponding trip and the travel time to complete the modelled trip on the road network.

2.3 Matrix Estimation Procedure The model extent contains relatively few alternative routes and route choice options for trips. As such, much of the origin-destination matrix could be calculated directly from the eleven intersection movement counts. Origin-destination pairs not able to be calculated directly were inferred by looking at land-uses and speaking with locals about anecdotal traffic patterns.

No automated matrix estimation procedure was necessary – building up the matrix manually was sufficient. 3 Model Calibration

3.1 Overview To ensure that the base model accurately replicates reality the model was calibrated based on the procedure set out in the NZTA publication Transport Model Development Guidelines 2014 (TMDG). The guidance for Model Type E (Small Area / Corridor) was used.

In this section validation reporting is provided for:

• Individual Turning GEHs validation • Individual Turning validation • RMSE Statistic • Travel time validation • Visual validation

3.2 Route Assignment Most vehicle types have an 85% familiarity percentage. The weighting ratio for time:distance:price is set at 100:70:0. These route choice parameters were reviewed during the calibration and validation of the model, and were found to generally replicate observed behaviour, with link cost factors being used as the main tool to ensure correct route assignment. Identical route assignment parameters and link cost factors were used in all time periods to maintain consistency.

3.3 Intersection Turning Movement Calibration Eleven intersection movement counts were conducted for use in this model. The observed volumes were used to calibrate the model volumes. No data was held back for validation.

The calibration data is attached to the end of this memorandum.

The modelled ‘goodness of fit’ to the observed data has been measured in three ways as per the TMDG:

• Distribution of the GEH Statistic for turning count volume;

• R-squared and line of best fit for the data set; and

• Root Mean Squared Error (RMSE) for the data set.

3.3.1 Calibration GEH Statistic Table 3-1 summarises the GEH statistic for the calibration turning flows in the peak hour period. Table 3-1. Validation Counts - GEH Summary.

GEH ≤ 5.0 GEH ≤ 7.5 GEH ≤ 10.0 TMDG 85% 90% 95% Midday Peak Hour 100% 100% 100%

The results show that the model flow calibration passes all TMDG criteria, and therefore flows in the model are largely representative of the observed count data.

3.3.2 Calibration R-squared, line of best fit and RMSE Table 3-2 summarises the function statistics for count calibration in the peak hour, with Figure 3-1 showing scatter plots of the calibration data. Table 3-2: Validation Counts - Linear functions.

R-squared Line of best fit RMSE TMDG > 0.95 y = 0.95x-1.05x < 15% Midday Peak Hour 0.985 1.003 17.7%

Figure 3-1: Scatter plots of validation turn counts in the inter peak hour period.

The results show that the level of alignment between modelled and observed movements is within the TMDG guidelines for GEH and R-squared values. The RMSE value exceeds the TMDG recommended upper limit. Although commonly used for strategic models and link counts, the RMSE does tend to give a higher proportional error when absolute differences are higher than proportional differences, particularly in cases where the average observed value is also low. In this case the RMSE statistic is high because the model contains a lot of movements which have extremely low movements – there are 55 movement with fewer than 10 recorded movements in the peak hour. Given this, and the very good GEH values achieved, it is considered that the level of alignment between observed and modelled turning flows are of an acceptable standard for assessing traffic effects of the proposal.

3.4 Journey Times Journey times along two key corridors have been compared, as shown in Table 3-3. The TMDG states that the acceptability levels for comparing the total observed and modelled direction route journey times are greater than 90% of routes within 15% or a minute and greater than 95% of routes within 25% or 1.5 minutes.

Table 3-3: Journey Times.

Observed Modelled Difference (s) Difference (%) SH1 / Kent St to 0:01:23 0:01:03 0:00:20 25% Auckland St / Dublin St Auckland St / Dublin St 0:01:18 0:01:03 0:00:15 20% to SH1 / Kent St SH1 / Kent St to Lagoon 0:01:03 0:00:53 0:00:10 16% Road / Kent St Lagoon Road / Kent St 0:01:02 0:00:55 0:00:07 11% to SH1 / Kent St The model journey time does not meet the initial acceptability level as less than 90% of routes are within 15% or a minute. However, the model journey times does meet the second acceptability level, as greater than 95% of routes within 25% or 1.5 minutes.

The reason it does not meet the initial acceptability is primarily due to the short distance of the corridor routes and corresponding small travel time. The worst route is only out by 20 seconds which is a small absolute amount, but a high percentage difference because the total travel time is so low. This small absolute difference is expected to have minimal impact on results obtained from the model, and therefore it is considered that the travel time validation is satisfactory.

3.5 Visual Validation Throughout the validation process observation was carried out on (but not limited to) the behaviour of vehicles and the operation of:

• Roundabouts – particularly at Dublin Street / Kent Street • Right turn manoeuvres; • Give-way movements; • Queues; • Lane changing; • Lane choices; and • Link cost factor – to control the attractiveness of local routes as an alternative to SH1

By observing the model, the operation of the network has been visually assessed allowing replication of current vehicle operation in the study area. It is concluded that the model reasonably represents on-site behaviour. 4 Conclusion

A September 2019 midday peak model has been calibrated to data from eleven intersection movement counts with accompanying video footage (allowing visual calibration and travel time deduction).

The level of alignment between observed and modelled Individual turn counts at these eleven intersections were assessed. GEH values comfortably meet the TMDG limits. Scatterplots show relatively good fit and no major outliers, with a high R2 value that meets TMDG limits. The RMSE statistic does not meet TMDG limit due to the high number of movements with extremely low traffic volumes. This is considered to have only a minor impact on the operation of the model and the conclusions being derived from it.

The level of alignment between observed and modelled travel times is relatively good. It meets one of the TDMG requirements but not the other one. This is primarily because the model is relatively small and uncongested meaning travel times are very low. The worst travel time is only 20 seconds out which is a small absolute value which is considered have only a minor impact on model results.

The model is considered to be well-calibrated to movement counts, travel times, and visual behaviour. Absolute Approach Leg Movement Observed Modelled Difference GEH Nelson Square Southwest Intersection Nelson Square Southwest L 265 269.8 4.8 0.2935 Nelson Square Southwest T 29 15.4 13.6 2.8864 SH1 L 212 211.2 0.8 0.055 Kent St / Scotland St Intersection Scotland St E L 0 0 0 0 Scotland St E T 0 0 0 0 Scotland St E R 4 0 4 2.8284 Kent St S L 0 0 0 0 Kent St S T 95 85.4 9.6 1.0108 Kent St S R 2 0 2 2.0000 Kent St N L 2 0 2 2.0000 Kent St N T 77 103.6 26.6 2.7992 Kent St N R 2 1.8 0.2 0.1451 Scotland St W L 0 0 0 0 Scotland St W T 2 1 1 0.8165 Scotland St W R 0 1 1 1.4142 Kent St / Oxford St Intersection Kent St N L 36 33.4 2.6 0.4414 Kent St N T 82 105.4 23.4 2.4174 Oxford St L 0 0 0 0 Oxford St R 16 0 16 0.5699 Kent St S R 1 0 1 1.4142 Kent St S T 101 85.8 15.2 1.5728 Kent St / Oxford St Intersection Kent St N T 113 131.4 18.4 1.6645 Kent St N R 0 4.2 4.2 2.8983 Oxford St L 2 0.6 1.4 1.2279 Oxford St R 5 7.4 2.4 0.9639 Kent St S L 6 1.8 4.2 2.1268 Kent St S T 111 97.8 13.2 1.2919 Kent St / Buller St Intersection Kent St N L 111 117.2 6.2 0.5804 Kent St N T 2 2 0 0 Kent St N R 28 28 0 0 Buller St E L 1 1 0 0 Buller St E T 2 2 0 0 Buller St E R 1 1 0 0 Kent St S L 0 0 0 0 Kent St S T 2 2 0 0 Kent St S R 111 96.2 14.8 1.4541 Buller St W L 17 17.2 0.2 0.0484 Buller St W T 0 0 0 0 Buller St W R 2 2 0 0 Kent St / Lagoon Rd Roundabout Lagoon N L 55 52.6 2.4 0.3272 Lagoon N T 74 72.6 1.4 0.1635 Lagoon N R 12 11 1 0.2949 Dublin St L 48 48.2 0.2 0.0288 Dublin St T 43 53.2 10.2 1.4707 Dublin St R 61 48.2 12.8 1.7323 Kent St L 24 18.6 5.4 1.1700 Kent St T 74 64 10 1.2039 Kent St R 36 24.8 11.2 2.0313 Queen Char. L 24 22.8 1.2 0.2481 Queen Char. T 46 52 6 0.8571 Queen Char. R 28 26.8 1.2 0.2292 Kent St / SH 1 Intersection Kent St N L 3 0 3 2.4495 Kent St N T 1 1.2 0.2 0.1907 Kent St N R 100 102.6 2.6 0.2583 SH 1 NE L 11 10.8 0.2 0.0606 SH 1 NE T 246 259.2 13.2 0.8305 SH 1 NE R 1 0 1 1.4142 Kent St S L 7 7 0 0 Kent St S T 2 3 1 0.6325 Kent St S R 4 4 0 0 SH 1 SW L 89 82.4 6.6 0.7129 SH 1 SW T 203 206.8 3.8 0.2655 SH 1 SW R 6 6 0 0 Kent St / Broadway Intersection Kent St N L 20 14.2 5.8 1.4026 Kent St N T 124 130.6 6.6 0.585 Kent St N R 3 2.8 0.2 0.1174 Broadway E L 15 14.8 0.2 0.0518 Broadway E T 2 2.2 0.2 0.138 Broadway E R 13 13 0 0 Kent St S L 16 2.6 13.4 4.394 Kent St S T 3 3 0 0 Kent St S R 112 93.8 18.2 1.7942 Broadway W L 6 1.2 4.8 2.5298 Broadway W T 2 5.8 3.8 1.9242 Broadway W R 1 1.2 0.2 0.1907 SH 1 / Broadway Intersection Auckland St N LL 12 19.2 7.2 1.8229 Auckland St N L 2 1.6 0.4 0.2981 Auckland St N T 151 136.8 14.2 1.1837 Auckland St N R 10 6.6 3.4 1.1802 Broadway E LL 1 1 0 0 Broadway E L 121 118.8 2.2 0.2009 Broadway E T 27 28.6 1.6 0.3035 Broadway E R 11 10.6 0.4 0.1217 Auckand St S L 2 2 0 0 Auckand St S T 1 0.8 0.2 0.2108 Auckand St S R 0 1.2 1.2 1.5492 Auckand St S RR 0 0 0 0 SH1 L 1 0 1 1.4142 SH1 T 132 136 4 0.3455 SH1 R 108 100 8 0.7845 SH1 RR 1 1 0 0 Broadway W L 20 21.8 1.8 0.3937 Broadway W T 19 19.2 0.2 0.0458 Broadway W R 1 1.4 0.4 0.3651 Broadway W RR 3 2.2 0.8 0.4961 Auckland St / Dublin St Intersection Auckland St N L 39 39.2 0.2 0.032 Auckland St N T 115 99.2 15.8 1.5267 Auckland St N R 60 69.2 9.2 1.1446 Dublin St E L 57 59.8 2.8 0.3664 Dublin St E T 104 96.4 7.6 0.7592 Dublin St E R 26 26 0 0 Auckland St S L 11 12 1 0.2949 Auckland St S T 76 75.6 0.4 0.0459 Auckland St S R 76 82.2 6.2 0.6971 Dublin St W L 59 44.2 14.8 2.0603 Dublin St W T 97 99.4 2.4 0.2422 Dublin St W R 2 5.6 3.6 1.8468 Interislander Entrance & Exit Intersection Lagoon Rd S R 42 41.4 0.6 0.0929 Interislander Entry+Exit L 83 82.8 0.2 0.1989 Bluebridge Terminal Entrance Lagoon Road N R 62 62.8 0.8 0.1013 Bluebridge Terminal Exit Bluebridge Exit L 9 7 2 0.7071 Lagoon Rd / Bluebridge Wharf Intersection Lagoon Rd N L 13 13 0 0 Lagoon Rd N T 42 46.2 4.2 0.6325 Bluebridge Exit L 3 4.6 1.6 0.8208 Bluebridge Exit R 10 12.6 2.6 0.7735 Lagoon Rd S T 32 33.2 1.2 0.2102 Lagoon Rd S R 7 7 0 0

Appendix E Traffic Modelling Report

Memorandum

To Louise Taylor, Matthew Taylor

Copy Mike Davies

From Chris Morahan, Euan Fairbairn Office Christchurch

Date 10/09/2020 File 5-MB97C.01

Subject Picton Ferry Terminal Upgrade: Traffic Modelling Options Summary

WSP have completed traffic modelling to assess potential effects of the proposed Picton Ferry Terminal Upgrade project.

The proposed development comprises the reconfiguration of the existing ferry precinct at Picton to accommodate two new ferries which will replace the existing three Interislander ferries. Both new ferries will have rail capability and will provide increased capacity for transporting trains and vehicles across the Cook Straight compared to the current fleet of three interisland ferries.

This memorandum provides an outline of the assessment approach, the initial findings of the base modelling exercise and the expected performance of the network under future network conditions with the new larger ferries in operation. 1 Methodology

Paramics Discovery is an industry standard traffic modelling tool that has been used to assess the performance of a network. A base traffic model (2019) for the midday peak period was developed using the recorded turning count data (September 2019 traffic surveys). The model was calibrated against observed intersection turning counts, travel times and behaviours from camera footage to ensure the model reflects existing network operations.

Future forecast traffic models for each of the intersections use background traffic growth and proposed trip generation rates / distribution. The assumptions and observations used to develop the base model were applied within the future development scenarios to determine network performance under midday peak conditions.

Travel patterns in Picton vary substantially throughout the year. The traffic model aims to represent an approximate 85th percentile scenario, corresponding roughly to a mid-December summer model. This corresponded to a 1.35 factor to the September traffic count data based on the seasonal variations in traffic volumes observed at the Transport Agency Waitohi Bridge continuous traffic count site.

Historical traffic data from the same site has been used to calculate average growth on the State Highway network over the previous ten years, which was 0.68% p.a (arithmetic growth rate). This rate was used to extrapolate 2019 demand to estimated 2029 levels.

1.1 Modelling Scenarios The assessment considers the current and future capacity of the existing and proposed intersections around the site, taking into account the traffic distribution and development growth assumptions. The intersections considered in the assessment include:

1 • Lagoon Road / Dublin Street • Kent Street / Wairau Road • Dublin Street / Auckland Street

The model covers an area large enough to reasonably reflect the current extents of congestion and to enable realistic route choice to and from the existing site from the surrounding areas. The modelling has been undertaken for the following scenarios:

• Future Scenario 1 – Year 2029 (No Development) The assessment of future network performance, assuming no development has taken place. In this scenario the existing ferries are in operation and ferry traffic unloads and checks-in via Auckland Street and Lagoon Road as per the current situation. • Future Scenario 2a – Year 2029 (With Development) and Dublin Street Closed The assessment of future network performance, assuming that the new ferries will be operational. Under this scenario we have assumed the permanent closure of Broadway at the railway crossing and the temporary closure of Dublin Street at the railway crossing to simulate the shunting of a train. • Future Scenario 2b – Year 2029 (With Development) and Dublin Street Open The assessment of future network performance, assuming that the new ships will be operational. Under this scenario we have assumed the permanent closure of Broadway at the railway crossing and that Dublin Street remains open at the railway crossing. This could be achieved by either constructing an overpass or by coordinating rail and ferry schedules to ensure rail operations do not block the Dublin Street level crossing at the same time as ferry traffic is discharged onto the network. The scenarios above have modelled an 85th percentile sailing for 2029 (ferry 55% full), outlined below. For operational worst-case scenario model refer to Section 4.

The model has an hour warm up period (11:00 – 12:00) to the main hour peak demand period (12:00 – 13:00). The arrival of a Bluebridge ferry has been modelled in the hour warm up period with an 11:30 am arrival, based on existing timetables. At present the discharging Bluebridge traffic does not interact with discharging Interislander traffic due to the hour between arrivals.

1.2 Future Trip Generation / Distribution Trip generation associated with Interislander’s commercial operations in 2029 have been determined using KiwiRail forecasts. An 85th percentile sailing over the summer peak period (December – April) in 2029 has been calculated for the purposes of assessing transport-related effects. An 85th percentile summer sailing has been calculated as being represented by a ship that is 55% occupied.

This 55% can be comprised of varying mixes of large vehicles, small vehicles, and motor bikes. Different loading mixes for typical sailings are shown in Table 1-1 for the peak summer period of December through to April 2029. These mixes are given in terms of four vehicle classes.

Table 1-1: KiwiRail forecast data for a typical summer sailing with no rail in 2029.

Sailing Commercial Large Private Small Private Motor Bikes Total Vehicles Vehicles Vehicles Vehicles AM 9 69 296 13 387 AM 19 92 212 9 332 AM 34 72 166 2 274 AM 30 66 189 16 301 AM 24 76 204 25 329

2 Based on Table 1-1, an 85th percentile summer ferry trip generation has been determined from the average number of vehicles on the forecasted sailing above. The four vehicle classes were converted into the two vehicle classes that are programmed in the Paramics model using the annual percentage split of vehicles. The annual percentage split of vehicles arriving in Picton (i.e. Wellington Departure) is 17.2 / 20.2 / 59.5 / 3.1 for CV / LPV / SPV / MB1 respectively. This has been simplified in the Paramics Discovery model to two vehicle options, truck and car, with a mode share of 83% cars and 17% commercial vehicles. Table 1-2 shows the resulting vehicle loading that was used in the traffic modelling to represent an 85th percentile summer sailing. For comparison, the existing vehicle loading for an 85th percentile summer sailing in 2019 was 195 total vehicles. Table 1-2: KiwiRail data for probable loading mix for a typical summer sailing (no rail).

Paramics Model Scenario Rail Commercial Vehicle All Private Vehicles Total Vehicles wAM 0 55 270 325

2 Results 2.1 Performance Criteria The purpose of the modelling exercise is to identify the expected performance of the network under future conditions (2029) and identify if/where mitigation may be required. The following performance criteria has been used to assess if/when network deficiencies may occur within the network. • Level of Service (LoS) at an approach level and overall at each intersection. • Maximum Queue Lengths: Queue lengths impede on the performance of other intersections on the road network. 2.2 Intersection and Travel Time Comparisons A comparison of the intersection LOS overall and by approach is shown in Table 2-1 for the key intersection surrounding the development site. Following this there is a comparison of the modelled travel times on the main roads through the study area shown in Table 2-2 for the midday peak hour. The do-minimum option is if no terminal development occurred and the existing Interislander ferries remain in operation from marshalling yards at Auckland Street and Lagoon Road. The existing background traffic will grow at 0.7% between now and 2029. Table 2-1: Summary of modelling results for key intersections.

1 CV = Commercial Vehicles, LPV = Long Private Vehicles, SPV = Short Private Vehicles, MB = Motorbikes 3

Table 2-2: Key network travel time comparison - Midday peak hour.

Route Movement 2029 Base 2029 with Development 2029 with Development Dublin Street Closed Dublin Street Open

Ave. Travel Ave. Travel Change from Ave. Travel Change from Time (mins) Time (s) 2029 Base Time (s) 2029 Base

Interislander Northbound 1:28 Terminal to SH1 Southbound 2:50 5:33 2:43 5:13 2:23

Interislander Eastbound 0:53 2:39 1:46 1:32 0:39 Terminal to Westbound 1:19 Picton township

Picton township Northbound 1:10 1:05 -0:05 1:10 0:0 to SH1 Southbound 1:14 1:10 0:04 1:04 -0:10

Across Town Measures (against Ferry Flow)

Buller Street to Eastbound 1:08 1:49 0:41 1:37 0:29 Picton Township Westbound 1:18 1:40 0:22 1:40 0:22

Queen Charlotte Eastbound 0:50 2:36 1:46 0:58 0:08 Drive to Picton Westbound 0:47 2:11 1:24 0:55 0:08 Township

Broadway to Eastbound 1:14 1:54 0:40 1:20 0:07 Picton Township Westbound 1:08 1:46 0:38 1:15 0:07

A comparison of LOS is shown in Table 2-1 for the key intersections surrounding the development site. Key points from the intersection LOS comparisons in Table 2-1 include:

4 This traffic modelling shows:

• That without the development, levels of service on all movements at the three intersections are predominately LOS A with some approaches being LOS C. The Kent Street north right turn approach operates with a LOS F; • That with the development and Dublin Street Closed:

• The LOS on Lagoon/Dublin declines to LOS D, Dublin/Auckland remains at LOS A, and Kent/Wairau declines to LOS E. • The north approach to the Lagoon/Dublin roundabout will have average delays of around 54 seconds (up from 6 seconds). This is due to the higher traffic volumes exiting the ferry onto Lagoon Road. • At the north approach to the Kent / Wairau intersection, right-turners will experience average delays of around 243 seconds (up from 84 seconds). • The total network travel time is a measure of the total journey time of all trips observed in the network during an hour period. This measures the network- wide effects and travel time reliability of closing Dublin Street. The total network travel time increases from 69.8 hours to 76.5 hours when a train is performing a brake test across the Dublin Street rail crossing. When Dublin Street is closed there is an additional 6.7 hours of travel time on the network resulting partly from intersection delays and partly from detours being required for some motorists. • The closure of Dublin Street and Broadway results on average in an extra 800 metres of journey length for vehicles originating from either Lagoon Road or Queen Charlotte Drive.

– This corresponds to an additional 96 second of journey time eastbound; and – This corresponds to an additional 84 seconds of journey time westbound.

• The closure of Dublin Street and Broadway results on average in an extra 300 metres of journey length for vehicles originating from Broadway.

– This corresponds to an additional 40 seconds of journey time eastbound; and – This corresponds to an additional 38 seconds of journey time westbound.

• Picton residents travelling westbound (i.e. away from the town centre) cross town will see an increase between 30 – 84 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. • PMNZ traffic travelling between port facilities at Lagoon Road and the head office in Picton will see an increase of 1 minute, 46 seconds in travel time when Dublin Street is closed for approximately 30 minutes either side of a ferry arrival

• That with the development and Dublin Street Open:

• The LOS on Lagoon/Dublin declines to LOS C, Dublin/Auckland remains at LOS A, and Kent/Wairau declines to LOS E. • The north approach to the Lagoon/Dublin roundabout will have average delays of around 34 seconds (up from 6 seconds). • At the north approach to the Kent / Wairau intersection, right-turners will experience average delays of around 218 seconds (up from 84 seconds). • The Dublin Street / Auckland Street intersection sees similar LOS and delays both with development and without development due to the relocation of

5 the vehicle marshalling yards to Lagoon Road and the subsequent growth in traffic from the Interislander Terminal. • Picton residents travelling eastbound (i.e. towards the town centre) cross town will see an increase between 10 – 30 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. The closure of Broadway reduces the number of alternative routes to the Picton township, resulting in local traffic mixing with ferry traffic along Dublin Street. A portion of the increase in local journey time east to west can be attributed to delays at the Dublin Street approach of the Lagoon Road roundabout. • Picton residents travelling westbound (i.e. away from the town centre) cross town will see an increase between 10 - 30 seconds in average travel time for approximately 30 minutes either side of a ferry arrival. • PMNZ commercial traffic (logging trucks etc.) travelling between Shakespeare Bay and SH1 will see an increase of 150 seconds in average travel time for approximately 30 minutes either side of a ferry arrival; • PMNZ traffic travelling between port facilities at Lagoon Road and the head office in Picton will see an increase of 40 seconds in travel time with Dublin Street open for approximately 30 minutes either side of a ferry arrival

2.3 Queue Propagation Figure 2-1 to Figure 2-3 show the average queue length for each approach to intersections around Picton. The do minimum in Figure 2-1 shows the background queue lengths prior to development.

Figure 2-2 shows the additional queues resulting from additional ferry traffic when Dublin Street is closed. There are additional queues forming along the alternative routes between the Interislander terminal and the Picton town centre compared to the do minimum. The figure shows that there is some queue propagation from the Lagoon Road / Kent Street roundabout back to the Interislander exit. Figure 2-3 shows that there is some queue propagation from the Lagoon Road / Kent Street roundabout back to the Interislander marshalling yard exit.

Figure 2-3 shows where additional queues are forming due to the additional ferry traffic when Dublin Street remains open and Broadway is closed. This figure shows longer queues forming at the Dublin Street / Auckland Street and Kent Street / Wairau Road intersections.

Figure 2-1: Queue propagation do minimum network following a ferry arrival.

6

Figure 2-2: Queue propagation development network with Dublin Street closed following a ferry arrival.

Figure 2-3: Queue propagation development network with Dublin Street open following a ferry arrival.

2.4 Select Route Analysis The select route analysis shows where vehicles will redirect when the vehicle marshalling yard for private vehicles is relocated from Auckland Street to Lagoon Road. Figure 2-4 show the current routes that ferry traffic uses when unloading via Lagoon Road and Auckland Street. The route analysis shows that a portion of vehicles travelling south use Nelson Square to circumvent the Kent Street / Wairau Road intersection.

Figure 2-5 shows that traffic destined for Picton township redirects via Oxford Street and Broadway / Devon Street when Dublin Street and Broadway is closed.

Figure 2-6 shows that when Dublin Street rail crossing is open traffic destined for Picton township travels via Dublin Street.

7

Figure 2-4: Route Analysis for ferry traffic under no development.

Figure 2-5: Route Analysis for ferry traffic under development with Dublin Street crossing closed.

Figure 2-6: Route Analysis for ferry traffic under development with Dublin Street crossing open.

2.5 Visualisation of Network Performance Visual inspection of the model shows that the network performs well under expected background growth for 2029, as shown in a snapshot following the arrival of an existing ferry in Figure 2-7. Queues are beginning to build at the intersection of Kent Street/ Wairau Road. This results from ferry traffic unloading at Lagoon Road travelling to the state highway opposing the ferry traffic unloading onto Auckland Street.

8 Figure 2-8 shows a snapshot of the network following the arrival of a new ferry and where Dublin Street crossing is closed. Visual inspection of the network shows greater queuing at Wairau Road / Kent Street compared to the do minimum option. The additional ferry traffic results in queue propagation from the Lagoon Road roundabout back to the Interislander Terminal.

Figure 2-9 shows a snapshot of the network following the arrival of a new ferry and Dublin Street crossing is open. Visual inspection of the network shows minimal queuing at the Auckland Street / Dublin Street intersection and long queues forming at Wairau Road / Kent Street. In this scenario the additional ferry traffic results in queue propagation from the Lagoon Road roundabout back to the Interislander marshalling yard.

Figure 2-7: Snapshot of do minimum network following a ferry arrival.

Figure 2-8 : Snapshot of development network with Dublin Street closed following a ferry arrival.

9

Figure 2-9: Snapshot of development network with Dublin Street open following a ferry arrival. 3 Sensitivity Testing

Sensitivity testing has been undertaken on two scenarios of higher background traffic growth rates. Over the previous 10 years the Waka Kotahi continuous count site in Picton has seen an average growth rate of 0.7% when measured from 2009 to 2018. However, it is evident that there are fluctuations in growth rate within this period, with some periods of higher growth and other periods of lower growth.

Therefore, sensitivity testing has been completed on a range of growth rates: a 1.5% growth rate (double historic growth over the past 10 years) and at a 2.5% growth rate (average growth rate between 2011 – 2018), as shown in Figure 3-1.

The results for the sensitivity testing are summarised below.

Figure 3-1: Sensitivity test on background traffic growth rates.

10 3.1 1.5% Growth Rate Traffic modelling results using a background growth rate of 1.5% and development traffic are shown in Table 3-1.

Table 3-1: Summary of modelling results for key intersections at 1.5% background growth.

The key differences from the standard scenario (0.7% growth) are:

• Lagoon/Dublin: Levels of service for traffic on the north approach reduce from A to D in the Dublin Street Open scenario.

• Kent/Wairau: Levels of service for traffic on the north approach remains at F.

• Dublin/Auckland: Levels of service for traffic on the west approach remains at C.

11 It is notable that the movements that have lower levels of service (D or higher) predominantly comprise ferry traffic. All movements that are not carrying ferry traffic are operating at levels of service C or better.

3.2 2.5% Growth Rate Traffic modelling results using a background growth rate of 2.5% and development traffic are shown in Table 3-2.

Table 3-2: Summary of modelling results for key intersections at 2.5% background growth.

The key differences from the standard scenario (0.7% growth) are:

• Lagoon/Dublin: Levels of service for traffic on the north approach reduce from A to D/E in the Dublin Street Open scenario.

12 • Kent/Wairau: Levels of service for traffic on the north approach remains at F.

• Dublin/Auckland: Levels of service for traffic on the west approach reduce from C to D (through and right turning) and B to D (left turning).

Again, it is notable that the movements that have lower levels of service (D or higher) predominantly comprise ferry traffic. All movements that are not carrying ferry traffic are operating at levels of service C or better. 4 Wider Considerations

4.1 Walking and Cycling Walking and cycling affects will be assessed as part of the Integrated Transport Assessment. However, a key point to consider will be how pedestrians and cyclists navigate the Dublin Street railway crossing when it is closed to shunt a train.

At present, pedestrians and cyclist would have to use 600 m detour via Auckland Street, Broadway and Market Street. This would add approximately 6 minutes for pedestrians and 2 minutes for cyclists.

Further, Marlborough District Council has indicated its intentions to construct a cycleway along Dublin Street to connect the Link Pathway (servicing Marlborough Sounds) to the Picton Township. Regular closures of Dublin Street will have an effect on the connectivity of the cycleway that would require further investigation. 5 KiwiRail Operational Testing

It is noted that KiwiRail’s operations are sensitive to the number of vehicles on the ship and the mixture of vehicles onboard the ship. The ship’s ability to unload and reload in 60 minutes is dependent on the mixture and number of vehicles on the ships.

There are three key pinch points within the Picton network that limit the ferry’s ability to unload in 20-25 minutes. These are:

• Lagoon Road/ Dublin Street/ Queen Charlotte Drive/ Kent Street roundabout The north approach to the roundabout has a leg capacity of approximately 950 v/h when Dublin Street is open and 1200 v/h when Dublin Street is closed (due to the removal of south-to-east right-turning traffic). • Auckland Street / Dublin Street intersection • Wairau Road / Kent Street intersection

A series of differently loaded ferries have been tested to see how quickly they can unload, and what effect various road improvements have on the unload time. The results are summarised in the table below.

13 Table 5-1: Operational sensitivity testing (minutes to unload ferry)

Vehicle 2nd Lane on Priority E-W Numbers Lagoon Rd rather than N- Dublin Dublin Approach to S at Auckland Street Street Dublin St St / Dublin St Open Closed (Dublin St (Dublin St CV PV Open) Open)

1 Mixed Sailing 55% Full (No Rail) 48 252 16 14

2 Mixed Sailing 70% Full (No Rail) 60 315 20 18

3 Mixed Sailing 85% Full (No Rail) 73 382 24.5 22.5 20 14

4 Mixed Sailing 100% Full (No Rail) 102 406 27 25 20 15

5 Passenger Sailing 100% Full (No Rail or CVs) 0 725 45 43 37 32 – Christmas Peak Sailing

Using the vehicle mixtures described above, the existing road network has just enough capacity to allow a 70% full ferry to unload in 20 minutes. If the ferry is occupied at more than 70% then the road network capacity begins impacting the ability for the ferry to unload in 20 minutes.

To achieve a 20 minute unload time for a 100% occupied ferry (with a typical vehicle composition) a second southbound lane would need to be added to the Lagoon Road/ Dublin Street roundabout along with Dublin Street open.

It is noted that the Lagoon Road / Dublin Street roundabout acts as a gate to the network constraining the number of vehicles that can enter the wider network. As long as this constraint exists then wider network effects are relatively minor, although ferries cannot unload as quickly. If capacity were to be added to the roundabout, then the effect would be positive for ferry traffic but negative for other Picton road users, with the greater discharge of vehicles having a more significant impact on the rest of the network. This would need to be taken into consideration in the consenting process.

14

Table 5-2: Summary of modelling results for scenario 4 a Mixed Sailing Full (No Rail) at key intersections.

Lagoon Road/Dublin Street Roundabout Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Network Improvements to Roundabout & Auckland Street Movement Network Improvements to Roundabout Do Minimum Dublin Street Closed Dublin Street Open Priority Approach Turn Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Left 52 4 A 148 40 D 166 79 E 170 11 B Lagoon N Ahead 63 4 A 371 38 D 213 40 D 242 36 D 246 40 D Right 9 4 A 34 37 D 34 39 D 38 38 D 38 23 C Left 32 2 A 3 2 A 29 1 A 28 2 A 31 62 E Dublin E Ahead 35 2 A 1 16 B 31 4 A 30 6 A 31 60 E Right 36 3 A 44 6 A 29 13 B 28 76 E Left 10 1 A 36 2 A 7 1 A 8 2 A 7 1 A Kent S Ahead 39 4 A 99 4 A 56 5 A 20 7 A 20 5 A Right 17 2 A 17 3 A 17 35 C 17 5 A Left 16 3 A 16 2 A 15 3 A 15 13 B 16 3 A Queen Charlotte W Ahead 37 2 A 43 2 A 43 44 D 43 6 A Right 16 2 A 52 1 A 10 2 A 10 18 B 9 28 C Intersection Total 362 3 A 612 26 C 646 26 C 645 42 D 0 30 C Kent Street/Wairau Street (SH1) Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Network Improvements to Roundabout & Auckland Street Movement Network Improvements to Roundabout Do Minimum Dublin Street Closed Dublin Street Open Priority Approach Turn Flow Average Delay LOS Flow Average Delay LOS Flow Average Delay LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Left Kent N Thru 1 8 A 0 22 C 1 11 B 0 87 F 1 67 E Right 75 8 A 200 23 C 201 13 B 222 76 E 232 99 F Left 7 0 A 7 0 A 7 0 A 7 0 A 7 0 A Wairau NE Thru 179 1 A 172 1 A 163 1 A 169 1 A 169 1 A Right 1 20 C 0 17 B Left 4 2 A 4 3 A 4 2 A 4 2 A 4 3 A Kent S Thru 1 0 A 2 0 A 2 0 A 1 0 A 2 0 A Right 2 10 B 3 7 A 3 8 A 2 11 B 2 10 A Left 50 2 A 56 2 A 65 2 A 34 2 A 30 2 A Wairau SW Thru 132 8 A 130 8 A 121 7 A 115 7 A 118 8 A Right 4 1 A 4 0 A 4 0 A 4 0 A 4 0 A Intersection Total 457 4 A 577 10 B 571 7 A 558 32 C 0 42 D Dublin Street/Auckland Street Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Midday Peak 12:35-1:00pm Network Improvements to Roundabout & Auckland Street Movement Network Improvements to Roundabout Do Minimum Dublin Street Closed Dublin Street Open Priority Approach Turn Flow Mean delay LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Flow Mean delay (s/v) LOS Left 37 7 A 41 12 B 35 102 F 41 6 A Dublin W Ahead 78 28 C 173 33 C 158 127 F 195 3 A Right 4 24 C 13 29 C 10 121 F 11 7 A Left 29 1 A 14 0 A 14 0 A 14 1 A 14 4 A Auckland N Ahead 74 2 A 88 2 A 44 2 A 43 2 A 43 9 A Right 51 3 A 45 2 A 42 4 A 42 6 A Left 35 4 A 99 4 A 32 3 A 34 3 A 32 0 A Dublin E Ahead 60 14 B 67 10 B 55 13 B 57 0 A Right 15 16 B 11 17 B 11 12 B 11 11 B 11 2 A Left 8 1 A 14 0 A 14 1 A 16 5 A Auckland S Ahead 46 2 A 67 7 A 29 1 A 30 2 A 32 10 A Right 59 3 A 216 7 A 44 2 A 44 4 A 42 7 A Intersection Total 497 9 A 495 6 A 526 15 B 491 54 D 0 4 A

15

6 Conclusions

From a resource management perspective, no road improvements are necessary to accommodate traffic loadings associated with the ferry upgrade project. Traffic modelling shows that the traffic unloading from an approximate 85th percentile ferry in the year 2029 (325 vehicles on board) can be accommodated at the Lagoon Road roundabout and Auckland Street/Dublin Street intersection with these intersections continuing to operate at LOS C or better. The Wairau Road/ Kent Street intersection will continue to fail on the Kent Street north approach. Upgrades to this intersection are required irrespective of the proposal and will be investigated as part of the Picton Port Access Single Stage Business Case.

Kiwirail have advised that, even over the peak summer period, almost all sailings are predicted to be less than 55% full (at least in 2029). Modelling shows that a ferry that is 55% full can comfortably unload in 20 minutes with minimal impacts on the surrounding road network, even with no network improvements and irrespective of whether Dublin Street is open or closed.

Traffic effects from less frequent, but larger scale events have also been modelled. Because the roundabout at the intersection of Lagoon Road, Kent Street, Queen Charlotte Drive and Dublin Street acts as a bottleneck to the rest of the road network, traffic unloading from an 80% to 100% full ship does not significantly alter the impacts on other road users – rather it extends it for a longer duration (approximately 40 minutes rather than approximately 20 minutes). Traffic modelling showed that storage space already present in the marshalling yard will be able to accommodate the additional vehicles.

16

Appendix F Vehicle Tracking Curves

PROPOSED

DUBLIN ST BRIDGE N REVISION

N TO BE CLOSED EXISTING ACCESS SHEET NO. C-1631

S 8.2 m 8.2 PROPOSED

RETAINING WALL 1.0 m 1.0 4.2 m EXISTING RAIL TO PROPOSED AREA (TO BE CLOSED)

PROJ-ORIG-PHS-ZNE-TYPE

5MB97C-WSP-01-ZZ-DR 13.2 m 13.2 EXISTING DUBLIN STREET ACCESS TITLE OPUS PROJECT NO. PROJECT PORT MARLBOROUGH NEW ZEALAND LIMITED / KIWIRAIL WAITOHI PICTON FERRY PRECINCT REDEVELOPMENT 49 AUCKLAND STREET ACCESS OPTIONS AUCKLAND ST ACCESS MODIFICATIONS 5-MB97C.01 A1 ORIGINAL SIZE

APPROVED APPROVED DATE M TAYLOR 2019-11-27 15.8 m 15.8 DESIGNED DESIGN VERIFIED M DAVIES M TAYLOR PROPOSED TURNAROUND CONCEPT DESIGN AREA USING RAILWAY LAND

SCALES

DRAWN DRAWING VERIFIED 1:100 (1:200 AT A3) B MCNEILL C LOWREY 2.4 m 2.4 C-1631

49 AUCKLAND STREET AUCKLAND 49 PO Box 1482 Christchurch 8140 New Zealand

CIVIL 1.0 m 1.0 Christchurch Office +64 3 363 5400 ALLOWING ROOM FOR CAR PARK AT

PASSING AREA USING RAILWAY LAND AND RESIDENTIAL PROPERTY AUCKLAND STREET AUCKLAND

1.0 m

0.5 m

20.3 m 20.3 3.8 m NEW KERB CROSSING FOR 61 AUCKLAND STREET TO PROVIDE OFF-STREET PARKING TO LOWER LEVEL 1.2m WIDE TIMBER STEPS

DATE 5.70 m 5.70 2020-06-12 2020-06-26 2020-07-23 2020-08-28 2020-09-03 2020-09-03 2020-10-02 2020-10-12 2020-10-29 2020-12-10

17.92 m

2.40 m 2.40 5.41 m APPROX MT MT MT MT MT MD MD MD MD MD APPROVED U:\ProjectsNZ\5m\5-MB97C.01 Picton Ferry Precinct Development\Home\800 Drawings\(C) Civil\+AutoCAD\5MB97C-WSP-01-ZZ-DR-C-1631.dwg m

3.00 m 3.00 10 9 10:26:34 AM

8 1.20 m 1.20

at 2.78 m 2.78

7 2.63 m 2.63 6 RL5.2m 2020-12-11 5 BOUNDARY PROPOSED PROPERTY PROTECTION 4 RL7.8m Plot Date TO 49 AUCKLAND STREET PROPERTIES REBUILD RETAINING WALL AND ADJUST 3 EXISTING AUCKLAND STREET ACCESS EXISTING AUCKLAND 2 BOUNDARY TO PROVIDE 5.0m WIDE DRIVEWAY RL4.2m 1 RETAINING WALL / FENCE FOR FALL 0 ACCESS ENTRANCE MODIFIED AMENDMENT CONCEPT DESIGN ISSUE DRAFT FOR RMA CONSENTS ACCESS MODIFIED ACCESS UPDATED TO 5m WIDTH VEHICLE TRACKING ADDED RETAINING WALLS AMENDED FOR DISCUSSION REVISED FOR DISCUSSION REVISED ACCESS CONFIGURATION

@ A1 @ A3 61 AUCKLAND STREET AUCKLAND 61 I J L F K E N H G M 1:100 1:200 REVISION

Original sheet size A1 (841x594)

10 mm 10 0 50 100 200 300 mm 300

Appendix G District Plan Compliance

Table 1: Proposed Marlborough Environmental Plan Assessment

Rule Assessment Status 2.32.1 Parking associated with permitted activities in all ones except the Business 1 Zone 2.32.1.1. Onsite parking and queuing space The activity does not fit any of the Complies must be provided for each activity categories in Table 2.1. Parking and permitted in any zone undertaken on the queuing spaces are sufficient to site. The parking and queuing spaces must accommodate the number of vehicles be sufficient to accommodate the number expected to be generated in the usual of vehicles expected to be generated in the course of operation of the activity, as usual course of operation of the activity. If detailed in section 6 of this report. an activity is referred to in Table 2.1, compliance with the Minimum Requirements in that Table for that activity will be treated as complying with this Standard. 2.3.2.1.7 A land use activity must not exceed The proposal includes 270 parking spaces Does not a maximum of 75 parking spaces. comply. 2.32.1.20 A parking space, other than for a Class 1, 90-degree carparks are provided Complies dwelling, must be designed to with the dimensions of 2.75 wide, 5.4m in accommodate a 90-percentile design car length and 6.8m aisle width. 45-degree and must be laid out in accordance with carparks are also provided and have the the minimum dimensions specified with dimensions of 2.8m wide, 5.4m in length Table 2.3. and 4.6m of aisle width, which means both types of carparks are in accordance with the minimum dimensions specified in Table 2.3. 2.32.2 Onsite manoeuvring associated with permitted activities in all zones 2.32.2.1: Tracking curves have been completed Complies The manoeuvring area from the road that show compliance, as detailed in boundary to any parking space must be section 8 of this report. designed to accommodate a 90-percentile car or truck 2.32.2.2: No vehicles are required to reverse on to Complies Onsite manoeuvring for a 90-percentile car or off the property, as detailed in section or truck must be provided to ensure that no 6. vehicle is required to reverse either onto, or off a property where: (c) an activity requires 10 or more parking spaces; 2.32.3 Loading facility associated with permitted activities in all zones 2.32.3.1: The layout has been designed specifically Complies An activity which involves the delivery or to accommodate expected demand for collection of goods using heavy vehicles loading deliveries. This can occur in the must provide a loading facility able to operational zone to the north of the accommodate expected demand for terminal building either in a marked loading deliveries, and in accordance with space or in an aisle. Outside of peak hours the dimensions set out in Table 2.5. loading can also occur in the bus stops south of the terminal. This is detailed further in section 8 of this report. Although the activity does not fit any of the categories in Table 2.5, the bus stops meet the dimensions required so is considered to comply. 2.32.3.3 The site can accommodate 90-percentile Complies The manoeuvring area from the road two axle trucks as detailed in section 8. boundary to the loading facility must be designed to accommodate a 90 percentile two axle truck (refer Figure 2.3) 2.32.3.4 The loading facility is located at the rear Complies The loading facility must be located on the of the property, ensuring compliance. The same property as the activity to which it surface will be all-weather and dust-free. relates, and must be formed and finished to an all-weather, dust-free surface 2.32.3.5 All loading areas are formed and sealed. Complies

The first 3m of the loading facility (as measured from the road boundary) must be formed and sealed for the full width of the vehicle crossing

2.32.3.6 All loading areas are formed and sealed. Complies

A loading facility accessing directly onto a national or primary arterial route (as identified in Appendix 17) must be sealed for a minimum of 20m as measured from the road boundary.

2.32.3.7 The loading facility is located at the rear Complies of the building, which adjoins to the A loading facility must have useable access goods handling area, so can be to the activity or building to which it relates, considered to comply. and must adjoin an adequate area for goods handling and be convenient to any service area or service lift.

2.32.3.8 Trucks servicing the site will always have Complies somewhere available for A loading facility must be available for loading/unloading. Servicing will loading purposes at all times. generally take place in the area north of the terminal which is off bounds to the public and is always available. Servicing may also take place in the bus stops south of the terminal during off-peak times.

2.32.3.9 An unobstructed services/staff vehicular Complies accessway is provided along the outskirts A loading facility must be provided in of the facility from Auckland St to the location that does not impede through rear of the facility where the loading traffic, a manoeuvring area, or a pedestrian facility is located, which shows or cycle access, and must have compliance. unobstructed vehicular access to a road or service lane.

2.32.3.10 No service vehicles will be required to Complies park on the carriageway of a national A loading facility must be designed and route. located to avoid vehicle parking or standing on the carriageway of a national route (as identified in Appendix 17) 2.32.3.11 Complies

A loading facility must be designed to The layout provides space for service ensure that vehicles are not required to vehicles to turn around on site. reverse either onto or off the site, except a loading facility with access to a collector or local road (as identified in Appendix 17) or services lane where a loading dock may be provided

2.32.3.14 Complies

Loading and manoeuvring must, as All tracking has been done in accordance dictated by the circumstances, with these curves as detailed in section 8 accommodate the minimum appropriate of this report. tracking curve shown in Figures 2.2-2.5

2.32.4 Vehicle crossing associated with permitted activities in all zones

2.32.4.2 The two vehicle crossings (to the long- Complies term carpark and to the rental carpark) The design for a new or altered vehicle are both 7.7m wide. crossing, an existing vehicle crossing where there is a change of land use activity, or a crossing where a land use activity is to be established, must be in accordance with Table 2.6. This Standard does not apply if a Corridor Access Request has been approved by the Roading Authority.

2.32.4.6 Complies

A vehicle crossing used by a heavy vehicle Tracking curves are detailed in section 8 must be designed and constructed so that of this report. a heavy vehicle does not have to cross the road centre line when making a left turn.

2.32.4.12 The rental carpark vehicle crossing is Complies 100m from the intersection of Auckland No part of a vehicle crossing must be St (national route) and London Quay located closer, on either side of the road to (local road), which exceeds the 35m the intersection of any roads, than the required separation. minimum distance specified in Table 2.8.

2.32.4.19 Sight distance from all vehicle crossing Complies exceeds the 80m sight distance Unobstructed sight distances must be requirement. provided from a new or altered vehicle crossing, existing vehicle crossing where there is a change of land use activity, or a crossing for a new land use activity. Sight distance from the vehicle crossings must be in accordance with Table 2.10. 2.32.28 The site is generally flat and level. The Complies rental carpark is approximately 2 m lower For a vehicle crossing from a nation or than the rest of the site, which introduces arterial route (as identified in Appendix 17) a slight gradient on its vehicle crossing, to be used by heavy vehicles, the first 20m but this carpark is not expected to be of the vehicle crossing must be generally at used by heavy vehicles. the same level as the frontage road itself

2.32.4.31 Complies

Parking and vehicle manoeuvring must be The site layout has been designed in designed and constructed in accordance accordance with the requirements of the with the requirements of the activity and activity. must not impact on the adjacent road network

2.32.4.32 Traffic flows are clearly defined by kerb Complies and channel. The road boundary of the property must be bordered by a nib wall (or other device) to control traffic flows and to clearly define entrance and exit points

2.32.4.34 Servicing is detailed further in section 8 Complies of the report. Provision on the property must be made for service vehicles and for goods loading and unloading. The area set aside for these activities must not encroach onto an area set aside for vehicle access, manoeuvring or a storage facility or pedestrian movement. The area set aside must be sufficiently dimensioned for the largest expected vehicle, and manoeuvring space and the number of those vehicles expected to be at the property at any one time.

2.32.4.35 Road markings and pedestrian footpaths Complies are provided to ensure safety of The design and site layout of a vehicle pedestrians, as detailed further in section oriented activity must make provision for 8. the safe movement of pedestrians about the property, at the vehicle crossings, and for their safe movement across roads in the vicinity of the property without an adverse effect on the operation of the frontage road.

Table 2: Operative Marlborough Environmental Plan Assessment

Rule Assessment Status 26.2.2 Vehicle Loading 26.2.2.1 Obligation to Provide Vehicle Loading The loading facility has been designed to Complies Facilities accommodate the expected demand for All activities which involve the delivery and/or loading deliveries. This will take place to collection of goods using heavy vehicles shall the north of the terminal building in the be provided with loading facilities able to operational zone. Outside peak hours, this accommodate expected demand for loading may also happen south of the terminal deliveries. building in the bus stops. This is further detailed in section 8. 26.2.2.2 Design and Formation Standards for The bus stops meet the dimensions Complies Loading Facilities required even though the activity does not a) Every loading space shall be of the fit any of the activities described in Table dimensions shown in Table 2.5: 2.5. b) All loading facilities shall be designed to ensure that vehicles are not required to reverse No reversing will need to occur by any either into or out of the site except where vehicles, as detailed in section 8 of this loading vehicle entrances intersect with local report. roads; c) Commercial space designated for loading All surfaces designated for loading purposes shall be formed and finished to an purposes are formed and finished to an all- all-weather dust-free surface and shall be weather dust-free surface. These surfaces maintained in a condition available for loading shall be maintained to ensure availability purposes at all times; and at all times. d) All new provisions for vehicle loading shall be designed and located to avoid vehicles Vehicles do not park or stand on SH1 at parking or standing on a state highway. any point. 26.2.3 Vehicle Parking 26.2.3.1 The facility has been specifically designed Complies to accommodate the expected number of a) All sites shall be provided with sufficient on- vehicles. site vehicle parking to accommodate the

number of vehicles expected to be parked on the site in the usual course of operation of the The number of carparks has been activity and in accordance with the determined with consideration into the requirements specified in each zone; expected number of vehicles requiring carparks. b) The required number of car parking spaces shall be calculated in respect of each individual activity intended to be undertaken on the site; 26.2.3.2 Design and Formation Standards for Carparks shall be formed with an all- Complies Vehicle Parking weather surface and appropriate markings are provided clearly outlining the carparks. a) All required car parking spaces shall be formed to an all-weather standard and shall be clearly identified by marking on the ground or The dimensions of the 45-degree carparks other signal to avoid inefficient parking of directly south of the terminal have a width vehicles within the allocated space; of 2.8m, length of 5.9m, manoeuvring space of 4.6m and total depth (two rows) b) All required car parking spaces shall be of of 17.1m. The remaining carparks are 90- useable shape and gradient and, together with degrees and have the dimensions of 2.75 their entrance and manoeuvring aisles, shall be wide, 5.4m in length, 6.8m manoeuvring designed and formed to comply with the space and a total depth of 17.8m. All these dimensions shown in Figure 26.12; dimensions are compliant with the requirements. e) Where vehicle parking areas are expected to be used at night they shall be provided with All parking areas will be provided with overhead lighting sufficient to illuminate the overhead lighting, which we understand is parking area without causing nuisance light being assessed separately. spill to adjoining properties; and f) Where multiple parking spaces are provided, Sufficient queuing space has been there shall be provided sufficient queuing provided for the expected number of space to prevent conflict between vehicles vehicles, as detailed in section 8 of this entering and leaving the site. report.

33.1.1.1 Vehicle Access 33.1.1.1.1 Every parking and/or loading space The dimensions aforementioned are in shall: accordance with Figure 26.12. a) Have such dimensions in accordance with Figure 26.12 of the Transportation Rules (refer Tracking curves detailed in section 8 of this to Chapter 26 General Rules); and report indicate the necessary ingress and b) Be provided with such access drivers and egress of vehicles. aisles as are necessary for ingress and egress of vehicles to and from the road, and for the manoeuvring of vehicles within the site. In determining the extent of area required for manoeuvring space, the Council will be guided by the 90 and 99 percentile car and truck tracking curves shown in Figure 26.13 of the Transportation Rules (refer to Chapter 26 General Rules).

33.1.1.1.2 In applying the tracking curves: a) where vehicles normally manoeuvre at Tracking curves provided in section 8 show speeds of less than 10km per hour a minimum that the minimum clearance of 300mm clearance of 300mm shall be maintained has been exceeded. between the vehicle tracking area curve and any fixed object 33.1.1.1.3 Loading space is provided at the rear of Complies Every loading space shall be located on the the facility and is available at all times. This same site as the activity to which it relates, be assessment complies as the loading space available at all times and shall have adequate adjoins the loading facility. useable access to that activity or building. Each loading space shall adjoin an adequate area for goods handling and shall be convenient to any service area or service lift 33.1.1.1.4 In addition every loading space shall Sufficient loading space is provided south Complies be of useable shape and shall be of the of the terminal facility in the bus stops. following dimensions: d) Notwithstanding anything to the contrary in Loading spaces have been designed to the foregoing standards, where articulated exceed the minimum 3.5m required vehicles are used or are intended to be used in width. connection with any site, sufficient loading space not less than 11 metres in depth shall be provided for the purpose; and e) No loading space shall be less than 3.5 metres in width, or such greater width as is required for adequate manoeuvring.

Appendix H SH1 Blenheim Investigation Report

Prepared by Cardno for Marlborough District Council – 10 July 2020

SH1, Blenheim Investigation report

SH1, Blenheim

Investigation report

Prepared for Marlborough Roads

10 July 2020

10 July 2020 ii SH1, Blenheim Investigation report

About Cardno Cardno is a professional infrastructure and environmental services company, with expertise in the development and improvement of physical and social infrastructure for communities around the world. Cardno’s team includes leading professionals who plan, design, manage and deliver sustainable projects and community programs. Cardno is an international company listed on the Australian Securities Exchange [ASX:CDD].

10 July 2020 iii SH1, Blenheim Investigation report

Executive Summary

Increasing traffic volumes on State Highway 1 through Blenheim are causing access issues for local residents. These issues have led to Marlborough District Council commissioning this review of State Highway 1 with a view to identifying key issues and potential short-term improvements. Traffic volumes on SH1 range from 6,250 vehicles per day in Koromiko to 24,500 in central Blenheim to 4,200 vehicles a day in Dashwood. Traffic growth on state highways in Marlborough since 2000 has averaged 1.3 percent per annum, however in the past 6 years it has averaged 3.1 percent per annum. The growth has not been uniform throughout the district with growth on locations with the highest traffic volumes (SH1 urban) having 1.9 percent per annum growth and locations with the lowest traffic volumes (SH62 and SH63) having around 6 percent per annum growth. A review of the turning counts at the three roundabouts on SH1 (Nelson Street, Alfred Street, Redwood Street) show a much higher proportion of right turning movements than at typical intersections. There is a high level of traffic demand between Nelson Street and Sinclair Street in the north to Redwood and Main Street in the south. This demand is shown graphically below. Figure (i) Major Traffic Movements on SH1 in Blenheim

A review of the through movements by using TomTom data shows that the volume of through traffic is less than 1,000 vehicles a day and does not warrant a bypass, nor will a bypass reduce access issues. The access issues being faced by local residents is due to the vehicle trips being made within Blenheim for both residential and commercial purposes. The volume of through traffic is shown graphically on the following page.

Page iv of 91

SH1, Blenheim Investigation report

Figure (i) Daily Local and Through Traffic Volumes Around Blenheim

Access issues are worst in the evening peak, with small peaks within the peak occurring at the end of the school day (15:15) and the end of the working day (16:30). At these times minor flow fluctuations cause delays and queueing. The average delays for the evening peak hour on the worst approaches are tabulated below. Table (i) 2019 Evening Peak Intersection Performance – Worst Approach Average Delay Roundabout Approach 95% Queue (m) Level of Service (sec/veh) Nelson Street West (SH6) 31.6 70 C Alfred Street West (Alfred) 18.8 20 B Redwood Street East (SH1) 42.6 165 D

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The average hourly delay on the eastern approach on Redwood Street is 42 seconds per vehicle in the evening peak, however for short periods the delay can increase to over two minutes per vehicle. As traffic grows, the delays and queue lengths will increase causing access issues to local land use activities. The level of service in an urban area is primarily a result of intersection delay, but also a result in changes to the lane widths and parking manoeuvres. The pedestrian crossing at the Blenheim Railway Station also effects traffic flow on SH1. Between the Opawa River Bridge and Lybster Street there are 13 priority controlled intersections. Due to the high volume of traffic on SH1, the level of service is low for side road traffic at these intersections. Average delays of over one minute are not uncommon, particularly at Budge Street. Consequently, some of the traffic appears to be diverting to the roundabouts to gain access to SH1 where this is an option. A review of the Picton Ferry effects shows that the traffic from the ferry is well dispersed around the network and by the time it reaches Blenheim the ferry traffic has a very limited impact on traffic. Short term and long term travel time improvements have been considered. The long term options have not been assessed in detail as this is outside the scope of this review. The short term travel time improvements include: ► Add an additional northbound lane at the Alfred Street intersection. Preliminary analysis shows that this will have a cost benefit ratio of over 5 ► At the northern exit to the Redwood Street roundabout, trim the hedge and reduce the length of the traffic island ► Install a roundabout at the Budge Street intersection ► Remove short term parking on SH1 ► Review the operation of the railway pedestrian crossing and its interaction with vehicles.

It is recommended to undertake the short term options as soon as practical under the Transport Agency’s low cost. Low risk funding and consider the broader long term options in a more detailed study.

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Table of Contents

1 Introduction 1 1.1 Background 1 1.2 Scope and Limitations 2 1.3 Assumptions 2 2 Background Information 3 2.1 Government Policy Statement 3 2.2 Investment Assessment Framework 4 2.3 One Network Road Classification 5 2.4 Network Operating Framework 6 2.5 SH1 Business Case 6 3 Network Layout 7 3.1 State Highway 1 7 3.2 Environment Plan Zoning 8 3.3 SH1 – Midblock Layout 9 3.4 SH1 - Pedestrian and Cycle Facilities 9 3.5 SH1 – Nelson Street Intersection 10 3.6 SH1 – Alfred Street Intersection 10 3.7 SH1 – Redwood Street Intersection 11 3.8 SH1 – Dodson Street Intersection 12 3.9 SH1 – Budge Street Intersection 13 4 Transport Patterns 14 4.1 State Highway Numbering System 14 4.2 Daily Flows 14 4.3 Hourly Traffic Volumes 16 4.4 Intersection Turning Counts 18 4.5 15 Minute Traffic Volumes 26 4.6 Traffic Growth 27 4.7 Heavy Vehicles 29 4.8 Pedestrian Volumes 30 4.9 Cycle Volumes 31 4.10 Picton Ferry 32 4.11 Crash History 34 4.12 Travel Times 37 4.13 Main North Line 40 5 Blenheim Bypass 41 5.1 2004 Bypass Study 41 5.2 2009 Bypass Study 41 5.3 2019 Bypass Review 42 6 Network Performance 46 6.1 Level of Service 46

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6.2 Mid-Block Capacity 46 6.3 Intersection Delay 47 6.4 Simplified Highway Capacity Calculation 47 7 Existing Intersection Performance 50 7.1 SH1 – Nelson Street 50 7.2 SH1 – Alfred Street 51 7.3 SH1 - Redwood Street 53 7.4 SH1 – Dodson Street 55 7.5 SH1 – Budge Street 56 7.6 Discussion 57 8 Mitigation 59 8.1 Short Term Improvements 59 8.2 Long Term Improvements 65 9 Conclusions and Recommendations 70 Appendix A Hourly Traffic Flows 71 Appendix B Turn Count Summary 75 Appendix C Hourly Traffic Flows – Heavy Vehicles 77 Appendix D Heavy Vehicles Percent of Total Flow 78 Appendix E Pedestrian Movements 79 Appendix F Travel Times 80 Appendix G Lane Widths 83

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1 Introduction

This report is a review of State Highway 1 through the urban area of Blenheim and considers options for improving traffic flow in Blenheim.

1.1 Background As the population of Marlborough grows, so does the traffic volumes on the adjoining street network. Between 2006 and 2013 the population grew at an average of 0.3 percent per annum, however between 2013 and 2018 the population grew at an average of 1.7 percent per annum. The main population centre in Marlborough is Blenheim. Blenheim and the surrounding area is shown in Figure 1.

Figure 1 Blenheim and surrounding Regional Centres

Picton is located around 20 km north of Spring Creek. The Picton Aerodrome is located half way between the two centres, at Koromiko. An eastern bypass of Blenheim has been discussed for many years to relieve congestion on SH1 through Blenheim, in particular the Redwood Street roundabout. A feasibility study was undertaken on a Blenheim Eastern Bypass in December 2004, and this was reviewed as part of the Wairau Plains Transport Study in 2009 and again in 2016. With the construction of a new Opawa Bridge, the feasibility of a new bypass was questioned. The Opawa Rver Bridge is located at the northern end of the Blenheim urban area. Presently the width of the Opawa River bridge is too narrow for two large trucks to pass each other, so frequently large vehicles will wait at the abutment of the bridge if another large vehicle is already on the bridge. This causes a momentary bottleneck as other state highway traffic is queued behind the large stationary vehicle. As

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SH1, Blenheim Investigation report the bridge is 185 metres long, the bottleneck only lasts for around 15 to 20 seconds. The release of the bottleneck results in a small peak of flow, however this disperses quickly. The Taylor River also runs through Blenheim and runs between the centre of the town and SH6. This 2019 review considers previous studies of SH1 in Marlborough, reviews through traffic data and short term solutions for reducing delays on SH1, particularly in the evening peak period.

1.2 Scope and Limitations This report has been prepared by Cardno NZ for Marlborough Roads. Cardno NZ otherwise disclaims responsibility to any person other than Marlborough Roads arising in conjunction with this report. The opinions, conclusions and any recommendations in this report are based on conditions encountered and information supplied and reviewed at the date of preparation. Cardno NZ has no responsibility or obligation to update this report to account for events or changes occurring subsequent to the date the report was prepared.

1.3 Assumptions The following information has been used in the preparation of this report: ► State Highway Traffic Count data from the Waka Kotahi NZ Transport Agency traffic count database ► Origin-Destination data from Waka Kotahi TomTom matching ► Crash data from the Waka Kotahi Crash Analysis System (CAS) database ► Aerial photography from the SMART Maps site on the Marlborough District Council web site ► Previous studies provided by Waka Kotahi, or on their website The data provided and used in this assessment is assumed to be correct. The majority of this report was prepared in October 2019. In December 2019 it was announced that KiwiRail is looking to upgrade the older Interisland fleet with larger ferries. This report does not include any effects of larger ferries arriving at Picton. The report was also prepared prior to the COVID-19 pandemic and this may alter the assumptions made regarding growth and travel patterns.

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2 Background Information

2.1 Government Policy Statement The Government Policy Statement sets out the government’s strategic direction for ongoing investment in the land transport network. The GPS 2018 prioritises investment in the safety, access, the environment and value for money. This is in recognition of the importance of a safe and effective multi modal transport system. The objectives of the Government Policy Statement (GPS) are tabulated in Table 1 to Table 3.

Table 1 Government Policy Statement – Priority Safety Land Transport Result Discussion Objective The GPS supports investment in safety A land transport system Significant reductions in improvements on state highways and local that is safe, free of death deaths and serious roads. and serious injury injuries The GPS supports investment towards improving the safety of cyclists and pedestrians

Table 2 Government Policy Statement – Priority Access Land Transport Results Discussion Objective The GPS supports investments that make Metropolitan and high streets more inviting places for people, creating growth urban areas are spaces within the streetscape that are attractive better connected and and safe for people to sit, gather and walk and accessible cycle. A land transport system Better access to This result primarily has an economic focus on that provides increased markets, business areas, goods reaching their destination efficiently. access to economic and and supporting tourism social opportunities Sustainable economic development of regional The GPS supports investment in an increased New Zealand is focus on regional transport including developing supported by safer and transport connections that are crucial for linking better transport production points with key distribution points connections Increased mode shift To make it easier for more people to access from private vehicle trips employment, education and other opportunities, to walking, cycling and it is important to shift travel in urban centres A land transport system public transport in our from single occupant vehicles travel to walking, that enables transport towns and cities. cycling and public transport. choice and access More transport choice The GPS supports investment in the provision (including for people with of transport that is suitable for people with less or limited access to disabilities in urban centres transport).

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Land Transport Results Discussion Objective Improved network The GPS prioritises investment to improve A land transport system resilience for the most resilience on routes where disruptions pose the that is resilient critical connections. highest economic and social costs.

Table 3 Government Policy Statement – Priority Environment Land Transport Results Discussion Objective A land transport system that reduced the adverse Reduce transport’s The GPS supports reducing greenhouse gas effects on the climate, negative effects on the emissions from transport. local environment and global climate. public health

2.2 Investment Assessment Framework The Investment Assessment Framework (IAF) is a tool used by Waka Kotahi to prioritise investments for funding from the National Land Transport Fund in accordance with the desired outcomes of the GPS. Under the IAF, transport activities are assessed against the two IAF factors: results alignment and cost/benefit appraisal. This is done based on the type of works proposed such as roading improvements, public transport and walking and cycling improvements.

Results Alignment The results alignment assessment considers how the problem, issue or opportunity aligns with the results sought under the GPS in terms of safety, access and environment. The IAF references the One Network Road Classification system discussed below to determine the gap between the desired and provided level of service. Each desired outcome of the GPS has desired targets to obtain a Low, Medium High or Very High rating.

Benefit Cost Ratio (BCR) Each project is also assessed on its likely benefit cost ratio for the other part of the assessment. The current IAF classifications for BCR’s is shown in Table 4.

Table 4 IAF BCR classifications BCR Range BCR Score 10+ Very High VH 5 – 9.9 High H 3 – 4.0 Medium M 1 – 2.9 Low L

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Assessment Profile The combination of the results alignment and the BCR give a project its final IAF profile. The investment priority can then be read from Table 5.

Table 5: IAF Priority determination Results Alignment Cost Benefit Appraisal Priority Order Very High L/M/H/VH 1 L/M/H Very High 2 High High 3 High Medium 4 Medium High 4 High Low 5 Medium Medium 5 Medium Low 6 Low High 7 Low Medium 8 Low Low Exclude

2.3 One Network Road Classification The One Network Road Classification (ONRC) is a classification system, which divides New Zealand's roads into six categories based on how busy they are, whether they connect to important destinations, or whether they are the only route available. The Blenheim region is shown below:

Figure 2 One Network Road Classification

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For the Blenheim district, the following ONRC classifications apply: ► SH1 is a National Route ► SH6 is a Regional Route ► SH62 is a Regional Route ► SH63 is a Secondary Collector Route ► Maxwell Road, High Street, Redwood Street and Alfred Street are examples of Arterial routes ► Old Renwick Road and New Renwick Road are examples of Primary Collector routes National routes, such as SH1, connect major population centres and ports and have high volumes of traffic including commercial vehicles. Regional routes connect to regionally significant places, industries and airports.

2.4 Network Operating Framework A network operating framework is an integrated process that helps to better manage and plan the use of the transport network and explicitly link transport to the adjacent land uses. A network operating framework enables collaborative discussions and that links strategic intent with operational and planning decisions. It does this using four workshop-based steps and a common language for the stakeholders to use. Towards the end of the process, there is a tool that allows performance deficiencies to be identified and interventions tested and compared. It is also a holistic vision of transport that focuses on: ► moving people and goods, not vehicles, and seeing this by time of day ► seeing transport as supporting broader community goals ► balancing the competing demands for limited road space ► thinking ‘network’ rather than sites or routes. As at June 2020, there is no Network Operating Framework established for Marlborough.

2.5 SH1 Business Case In March 2016 a Strategic Business Case was undertaken for SH1 between Picton and Christchurch. This was updated in a Programme Business Case in May 2017. As part of that a Blenheim investment mapping exercise (ILM), undertaken in April 2017 agreed the following problem statements and potential benefits from addressing the problems relating to the SH1 corridor through Blenheim. ► Reliability (70%) – Increasing traffic volumes together with design/layout of roundabouts is causing difficulties accessing SH1 from side roads, delays and ‘rat running’ through local streets ► Accessibility (30%) – Inadequate facilities for pedestrians & cyclists on SH1 leads to safety risks and encourages more use of vehicles. Potential benefits 1. Reduced travel time (50%) 2. Improved road user safety (30%) 3. Improved community connectivity and wellbeing (20%) These statements should be the starting point for any future considerations The business case stated the current problems could be mitigated with improvements to the way the combined local and state highway network in Blenheim was being operated. A Network Operating Framework was considered to be a core improvement opportunity and would likely lead to some localised improvements to intersection configurations. The recommended Network Operating Framework was not funded in the subsequent National Land Transport Fund.

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3 Network Layout

3.1 State Highway 1 State Highway 1 in the South Island starts at Picton at the Interisland ferry terminal and follows the east coast of the South Island to Bluff. It passes through urban Blenheim where intersects with State Highway 6 and State Highway 62. The State Highway network around Blenheim is shown in Figure 3.

Figure 3 State Highway Network

North of Blenheim SH1 is in a general north-south direction and it changes to west-east in the township. This occurs at the Redwood Street intersection. SH1 north of SH6 is also known as Grove Street. Between SH6 and Redwood Street SH1 is also known as Sinclair Street. East of Redwood Street SH1 is known as Main Street. SH6 is also known as Nelson Street within urban Blenheim. The Main North Line of the South Island Main Trunk Railway line runs parallel to SH1 on the eastern side. SH1 has a 100 km/h speed restriction which reduces to 50 km/h just north of the Opawa River bridge. The posted speed limit remains at 50 km/h until Lybster Street where it becomes 70 km/h. SH1 then becomes the open road again south of Riverlands School. Figure 4 shows the state highway network through central Blenheim, including the key intersections.

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Figure 4 State Highway Network in Central Blenheim

Alfred Street

Sinclair Street Sinclair

Redwood Street Redwood 3.2 Environment Plan Zoning Figure 4 shows the Marlborough Environment Plan Zones. The state highways have been shown in yellow and the railway line with a double navy line.

Figure 5 Marlborough Environment Plan Zones

The Blenheim commercial area is shown in burgundy. There are also pockets of industrial land around SH1 through Blenheim.

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3.3 SH1 – Midblock Layout SH1 through Blenheim is a two way road with short turning bays at intersections. The kerb to kerb with is generally around 15.5 metres. Generally, there is a 2.5 metres wide flush median painted on the road. The lane widths vary between 3.5 metres where there are turning bays and 4.5 metres on the straights between intersections. The narrowest section of road in the urban area is the bridge between Alfred Street and Redwood Street, where the kerb to kerb distance is 10.3 metres. Narrow shoulders are provided on the bridge, resulting in 3.5 metres lanes with double yellow no passing lines.

3.4 SH1 - Pedestrian and Cycle Facilities Pedestrian footpaths are generally provided on both sides of SH1 in the urban area. The only pedestrian crossing facilities in the 50 km/h section are: ► A marked zebra crossing is located between Nelson Street and Alfred Street ► A pedestrian refuse is located north of Budge Street ► Under the Taylor River Bridge at the southern abutment. Pedestrian aprons are provided at side roads. The marked zebra crossing connects the railway station to the central commercial area. It is shown in Figure 6.

Figure 6 Zebra Crossing on SH1

Pedestrians on passenger trains and visiting exhibitions at the Railway Station use this crossing. When a pedestrian uses the crossing they have priority over vehicles and vehicles must give way and stop behind the hold lines at the crossing. This gives a good level of service to the pedestrians on this key desire line but can cause disruptions to the traffic flow. There are no marked cycle facilities on SH1. Cyclists are able to use the pedestrian facilities if they dismount their bicycles and walk.

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3.5 SH1 – Nelson Street Intersection The intersection on SH1 at Nelson Street is roundabout controlled. The intersection has 4 approaches, 3 of which are state highways. The Main North Line railway line is approximately 25 metres away from the stop lines on the eastern approach. The eastern approach to the intersection provides access to the Blenheim Railway station. The access driveway is between the intersection and the railway line. There is a carpark with a capacity of around 40 spaces. A one-way link connects an adjacent carpark to this carpark, where vehicles can enter this carpark, but not exit it. The SH1 - Nelson Street intersection layout is shown in Figure 5.

Figure 7 SH1 – Nelson Street Intersection Layout

Nelson Street

Each approach to the intersection has 2 lanes. The left lane is for left turning vehicles only and the right lane for through and right turning vehicles. This results in a single circulating lane at the tee of each approach.

3.6 SH1 – Alfred Street Intersection The intersection on SH1 at Alfred Street is roundabout controlled. The Main North Line railway line is approximately 18 metres away from the stop lines on the eastern approach. A bridge over the Opawa River is situated around 50 metres west of the intersection between the central commercial area and SH1. A further bridge over the Opawa River is situated 130 metres south of the intersection on SH1. Both bridges are one lane in each direction.

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The intersection layout for SH1 - Alfred Street is shown in Figure 8.

Figure 8 SH1 – Alfred Street Intersection Layout

Each approach to the intersection has 2 lanes, except the east approach (Horton Street), which has a single lane approach. The left lane is for left turning vehicles only and the right lane for through and right turning vehicles. This results in a single circulating lane at the tee of each approach.

3.7 SH1 – Redwood Street Intersection The intersection on SH1 at Redwood Street is roundabout controlled. The intersection is complex and has many contributing factors to its capacity. The Main North Line railway line goes through the intersection forcing traffic to stop when a train arrives. The intersection layout of SH1 - Redwood Street is shown in Figure 9.

Figure 9 SH1 – Redwood Street Intersection Layout

Park Terrace State Highway 1 Highway State

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The intersection has 5 approach arms. Each approach to the intersection has 2 lanes excluding Park Terrace which has only 1 lane. Generally, the left lane is for left turning vehicles only and the right lane for through and right turning vehicles, however there is some confusion for the northern approach for instance as the lane markings could suggest that you need to be in the right lane to continue on SH1 due to a left turn being into Park Terrace. The number of circulating lanes varies also and right turn arrows are provided to assist with lane demarcation within the north eastern circulation lanes.

3.8 SH1 – Dodson Street Intersection Dodson Street is the first intersection on SH1 south of the Opawa River bridge. The Opawa River bridge is in the process of being replaced. The intersection is priority controlled with four approaches, although the eastern approach is minor. The Dodson Street approaches are controlled by give way signs. The layout is provided in Figure 10.

Figure 10 SH1 – Dodson Street Intersection Layout

Dodson Street connects directly into Lansdowne Street which is a through route to Old Renwick Road. It is the most convenient route for many land uses in northern Blenheim to gain access to SH1 due to the Old Renwick-Lansdowne-Dodson having priority at the various intersections. Sight distance is also impeded by the horizontal and vertical curvature of the road, reducing the capacity here. District Plan Change PC64 – PC71 allows for more residential growth in northern Blenheim. Four of the growth areas have direct access onto Old Renwick Road which could add additional pressure on this intersection in the future. Traffic presently uses the gaps in traffic flow that occurs when a large vehicle gives way to another large vehicle on the bridge, and while these gaps will be removed when the new, wider bridge is constructed, it is not considered that there will be a significant change in level of service for the Dodson Street traffic.

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3.9 SH1 – Budge Street Intersection Budge Street is 140 m south of Dodson Street. The intersection on SH1 has four approaches, with SH1 having priority, as shown in Figure 11.

Figure 11 SH1 – Budge Street Intersection

The eastern approach is effectively a cul-de-sac due to the Opawa River and limited crossings over the railway line. Budge Street east serves over 600 residential properties and two backpackers.

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4 Transport Patterns

4.1 State Highway Numbering System Waka Kotahi uses a numbering system to denote the location of the traffic counts within their traffic count database. The numbering system uses route positions (RP) which are generally the distance from the starting location of a state highway. The numbering generally starts in the north and works south. The direction of flow is given by “increasing” or “decreasing” of the route positions based on the increase or decrease of the route positions. The key route positions for traffic counts in the district are provided in Table 6.

Table 6 Key Route Positions in Marlborough State Site Reference RP Description 2019 Daily Flow Highway 1 01S00007 7 Koromiko 6,250 1 01S00026 26 Opawa Bridge 10,600 1 01S00028 28 Park Terrace (Opposite Repco) 11,550 1 01S00031 31 Riverlands 8,600 1 01S00037 37 north of Smiths Overbridge 4,300 1 01S00049 49 Dashwood - Molesworth Sign 4,200 6 00600002 2 Coleman Road 14,200 6 00600009 9 Godfrey Road - Woodbourne 6,900 6 00600013 13 Gibson Creek 4,150 6 00600018 18 Kaituna - Rockfalls Sign 4,000 62 06200009 9 Jefferies to Jackson Road 3,450 63 06300000 0 Renwick - Brydon Street 3,050 63 06300004 4 Waihopai Valley Road 2,500

The daily flows provided in the above table are based on hourly flows from the TMS database and exclude January, late December and public holidays. The daily flows show that SH6 at Coleman Street has higher traffic volumes than SH1 at Park Terrace. It should be noted that site 01S00037 is a telemetry site and contains more data than the other sites.

4.2 Daily Flows Figure 12 shows the daily flows around Blenheim. The highest flows are on SH1 between Redwood Street and Alfred Street.

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Figure 12 Daily Flows

Figure 13 shows the daily flows on SH1 between Picton and Blenheim.

Figure 13 Daily Traffic Patterns SH1 between Picton and Blenheim

The daily variation between weekdays and weekends are shown by successive the rises and falls, and the overall seasonal variation can be seen due to the days in the middle of the year (winter) generally having lower counts. There are only two distinct “spikes” which is day 359, Christmas Day, and day 88, Thursday 29 March, which was the Thursday before Easter. Other public holidays such as Queens Birthday or Labour day are not distinguishable, possibly because they only give a three day weekend.

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4.3 Hourly Traffic Volumes Figure 14 and Figure 15 show the hourly flows for SH1 and SH6 for all vehicles for a typical weekday (excluding Fridays) in 2018, according to its location. The RP value in the legend refers to the site location provided previously in Table 6.

Figure 14 Hourly Traffic Flows – SH1

The weekday traffic volumes on SH1 are highest at Park Terrace (RP 028), at around 1,000 vehicles per hour. The flows at Koromiko (RP007) and Smiths Overbridge (RP037) have significantly lower flows at around 400 and 300 vehicles per hour respectively.

Figure 15 Hourly Traffic Flows – SH6

Similar to the daily flows, the hourly flows on SH6 at Coleman Road is more than the hourly flows on SH1 at Park Terrace. The sites on SH6 outside the urban area of Blenheim have significantly lower traffic volumes. The four hour flow 7:00 to 9:00 and 15:00 to 17:00 is approximately equal to the ADT divided by 3.3. Figure 16 shows the hourly flows at Park Terrace for different days of the week. Similar graphs for other sites are provided in Appendix A.

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Figure 16 Hourly Traffic Flows, SH1 Park Terrace

The flows on a Friday are similar to the flows on a typical weekday, and weekend flows are substantially lower, with Sundays being the lowest. These patterns are considerably different to the flow pattern on SH1 north of Wellington, that show a distinct Friday evening peak and high weekend flows, particularly on Sunday afternoon. These flows are due to residents of Wellington going away for the weekend. “Visitor” flows are not easy to distinguish in the Marlborough traffic counts.

Figure 17 Hourly Traffic Flows, SH1 north of Wellington

The findings above show, that the perception of high traffic volumes on SH1 between Blenheim and Picton are due to the Picton Ferries could be a misconception.

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Figure 18 and Figure 19 shows the hourly flows at Park Terrace for different days of the week by direction.

Figure 18 Hourly Traffic Flows, SH1 Park Terrace - Southbound

The morning peak flows are at a similar level as the noon flows, with around 500 vehicles per hour. The volume during the typical commuter evening peak is lower at around 400 vehicles per hour.

Figure 19 Hourly Traffic Flows, SH1 Park Terrace - Northbound

The flows in the northbound direction steadily increases during the day from around 460 vehicles per hour in the morning peak, to 530 vehicles per hour at the lunch time peak, to 620 vehicles per hour at 16:00.

4.4 Intersection Turning Counts Intersection turn counts were commissioned for this study at the SH1 roundabouts in urban Blenheim. The turn counts are shown diagrammatically in Appendix B. The following sections describes the details of the turning movement counts, together with the results from other studies.

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4.4.1 SH1 - Spring Creek Classified turning counts were undertaken at the Spring Creek intersection (SH1 - SH62) for the intersection scoping study released in November 20131. The turning movements are provided in the tables below:

Table 7 Spring Creek Flows, 2013 AM Peak (7:45-8:45) Approach Left Through Right Total % HCV South SH1 21 133 49 203 19 East Ferry Road 126 31 10 167 15 North SH1 3 263 60 326 13 West SH62 47 27 16 90 43

Table 8 Spring Creek Flows, 2013 Interpeak (11:30-12:30) Approach Left Through Right Total % HCV South SH1 36 174 62 272 13 East Ferry Road 82 19 8 109 25 North SH1 9 236 68 313 24 West SH62 52 22 20 94 38

Table 9 Spring Creek Flows, 2013 PM Peak (16:30-17:30) Approach Left Through Right Total %HCV South SH1 49 324 108 481 7 East Ferry Road 72 21 8 101 15 North SH1 13 159 28 200 7 West SH62 75 26 20 121 10

Table 10 Spring Creek Flows, 2013 Saturday (11:45-12:45) Approach Left Through Right Total %HCV South SH1 40 211 88 339 8 East Ferry Road 63 34 12 109 6 North SH1 17 315 60 392 14 West SH62 58 25 24 107 16

1 https://www.nzta.govt.nz/assets/network/projects/spring-creek-safety-improvements/docs/spring-creek-inte401rsection-scoping- report.pdf113

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Table 11 Spring Creek Flows, 2013 Sunday (11:30-12:30) Approach Left Through Right Total %HCV South SH1 34 281 69 384 6 East Ferry Road 61 34 15 110 13 North SH1 20 301 80 401 15 West SH62 71 21 21 113 11

The flows at the intersection in 2019 are likely to be higher due to background growth and it is not known if the turning patterns have altered with the installation of the roundabout, as right turns are now easier to make. In 2013, around 20 percent of the traffic on SH1 north of the intersection came from or went to SH62.

4.4.2 SH1 - Nelson Street Classified intersection turning counts were undertaken SH1 -SH6 roundabout during the week ending 30 August 2019. Figure 20 shows the total flows through the intersection, in 15 minute intervals.

Figure 20 SH1 – Nelson Street, 2019, 15 minute flows at Intersection

The flows rise steadily in the morning peak with the highest 15 minute interval occurring between 8:30 and 8:45. In the evening peak there is a spike between 3:15 and 3:30, coinciding with school finishing times. The commuter peak count peaks between 4:30 and 4:45 with 580 vehicles.

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The peak hourly flows for each movement are provided in Table 13 and Table 13.

Table 12 SH1 - Nelson Street, 2019 AM Peak (8:00 – 9:00) Approach Left Through Right Total % HCV South SH1 241 451 78 770 13.5% East Dillons Point 92 45 27 164 5.3% North SH1 16 488 107 611 8.4% West Nelson Street 91 11 376 478 11.4%

The highest approach flow is from the south, however, the highest individual turn is the through movement from the north. There are also significant turns between the southern and western approaches, with 241 vehicles per hour turning from SH1 to SH6 and 376 vehicles per hour turning from SH6 to SH1.

Table 13 SH1 - Nelson Street, 2019 PM Peak (16:00-17:00) Approach Left Through Right Total %HCV South SH1 301 647 111 1059 4.9% East Dillons Point 92 46 14 152 3.0% North SH1 25 495 117 637 6.2% West Nelson Street 90 40 258 388 6.4%

In the evening peak period, the through movements on SH1 still dominate, however the southern approach has significantly more flow. The turns between the southern and western approaches are also high with 300 vehicles per hour turning from SH1 to SH6 and 260 vehicles per hour turning from SH6 to SH1. Approximately 80 percent of the morning peak traffic on and 65 percent of the evening peak traffic on Nelson Street is turning right. This is a much higher proportion than normal and could be due to difficulties for right turning vehicles at priority controlled intersections. Between 7:00 and 9:00 there was a total of 26 cyclists using the intersection. Between 15:00 and 17:00 there were 10 cyclists using the intersection.

4.4.3 SH1 - Alfred Street Classified intersection turning counts were undertaken SH1 - Alfred Street roundabout during the week ending 30 August 2019.

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The total flows through the intersection in 15 minute intervals is shown in Figure 21.

Figure 21 SH1 – Alfred Street, 2019, 15 minute flows at Intersection

The flows steadily increase during the morning until 8:30 when the total intersection flows are around 500 vehicles per 15 minutes. The evening flows have two small peaks, one occurring between 3:15 and 3:30, coinciding with end of school and a second peak between 4:30 and 4:45. The peak hourly flows for each movement are provided below:

Table 14 SH1 - Alfred Street, 2019 AM Peak (8:00-9:00) Approach Left Through Right Total % HCV South SH1 82 725 27 834 14.4% East Horton Street 16 6 7 29 25.5% North SH1 15 838 74 927 9.1% West Alfred Street 58 10 94 162 5.2%

Similar to the Nelson Street intersection, the highest individual turn is the through movement from the northern approach. The northern approach also has the highest overall approach flows. The flows from the western and eastern approaches are relatively minor with only 160 and 30 vehicles per hour respectively.

Table 15 SH1 - Alfred Street, 2019 PM Peak (16:00-17:00) Approach Left Through Right Total %HCV South SH1 52 951 26 1029 5.5% East Horton Street 30 4 20 54 3.6% North SH1 19 727 64 810 7.4% West Alfred Street 76 3 110 189 1.5%

The flows in the evening peak are highest on the southern approach with over 1,000 vehicles per hour entering the intersection from the south, and over 90 percent travelling through the intersection without

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SH1, Blenheim Investigation report turning. Again, the flows on the western and eastern approaches are low, but higher than the morning peak. Approximately 60 percent of the traffic on Alfred Street is turning right. This is a much higher proportion than normal and could be due to difficulties for right turning vehicles at priority controlled intersections. Between 7:00 and 9:00 there was a total of 18 cyclists using the intersection. Between 15:00 and 17:00 there were 10 cyclists using the intersection.

4.4.4 SH1 - Redwood Street Classified intersection turning counts were undertaken SH1 - Redwood Street roundabout during the week ending 30 August 2019. The total flows through the intersection in 15 minute intervals is shown in Figure 22.

Figure 22 SH1 – Redwood Street, 2019, 15 minute flows at Intersection

The Redwood Street intersection generally increases in the morning peak with a dip at 8:00. In the afternoon, there is no peak associated with school and the flows are fairly steady between 15:00 and 17:00 with flows at around 700 vehicles per 15 minutes. The peak hourly flows for each movement are provided below. Note that the turning movements are in clockwise order and the ‘through’ movements needs to reflect the destination. This is due to the five approaches.

Table 16 SH1 - Redwood Street, 2019 AM Peak (8:00-9:00) Approach Left Through Through Right Total % HCV South Redwood St 107 331 16 31 487 7.1% East SH1 203 120 276 4 603 15.9% Nth east Park Terrace 16 15 9 67 107 15.8% North SH1 62 455 284 149 950 9.5% West Main Street 115 17 105 66 303 6.4%

The highest approach in the morning peak is from the north with 950 vehicles per hour. The eastern approach, SH1, has 603 vehicles per hour. As the intersection is south of the central commercial area,

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SH1, Blenheim Investigation report it suggests that there are more vehicles leaving Blenheim than remaining inside Blenheim for work purposes. Park Terrace has just over 100 vehicles per hour entering the intersection and 100 vehicles from the intersection going to Park Terrace. The majority of these are from the north approach.

Table 17 SH1 - Redwood Street, 2019 PM Peak (16:00-17:00) Approach Left Through Through Right Total % HCV South Redwood St 100 336 13 58 507 2.9% East SH1 270 191 405 6 872 5.0% Nth east Park Terrace 5 28 15 98 146 1.5% North SH1 32 390 209 154 885 7.5% West Main Street 173 10 152 66 401 1.8%

In the evening peak, both the SH1 approaches have around 880 vehicles per hour entering the roundabout, with around 400 vehicles per hour continuing on SH1. Park Terrace has 150 vehicles per hour entering the intersection and only 60 vehicles from the intersection going to Park Terrace. The majority of these are from the north approach. As expected, there is a high proportion of traffic on the eastern approach turning right as this is SH1 (65 percent). Between 7:00 and 9:00 there was a total of 22 cyclists using the intersection. Between 15:00 and 17:00 there were 8 cyclists using the intersection.

4.4.5 SH1 – Dodson Street Turning count surveys have not been undertaken at this intersection, however turning counts have been estimated based on the hourly flows on the approach roads and turning proportions from the Wairau Plains Transport model. The estimated peak hourly flows for each movement are provided in Table 18 and Table 19.

Table 18 SH1 - Dodson Street, 2019 AM Peak (8:00 – 9:00) Approach Left Through Right Total % HCV South SH1 41 240 - 281 8.4% North SH1 - 452 3 455 8.4% West Dodson Street 71 - 143 214 4.8%

The highest approach flow is from the north. The highest turn count is the right turn from the western approach to the south.

Table 19 SH1 - Dodson Street, 2019 PM Peak (17:00-18:00) Approach Left Through Right Total %HCV South SH1 143 533 - 382 6.2% North SH1 - 375 7 676 6.2% West Dodson Street 13 - 53 66 4.8%

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In the evening peak period, the through movements on SH1 still dominate, however the southern approach has significantly more flow. The turn from the southern to western approach is the next highest movement with 143 vehicles per hour turning from SH1 to Dodson Street.

4.4.6 SH1 – Budge Street Turning count surveys have not been undertaken at this intersection, however turning counts have been estimated based on the hourly flows on the approach roads and turning proportions from the Wairau Plains Transport model. The estimated peak hourly flows for each movement are provided in Table 18 and Table 19.

Table 20 SH1 - Budge Street, 2019 AM Peak (8:00 – 9:00) Approach Left Through Right Total % HCV South SH1 6 155 90 251 East Budge Street 192 12 98 302 1.1% North SH1 27 568 0 594 West Budge Street 28 7 55 90 1.1%

The highest approach flow is from the north. The highest turn count is the right turn from the western approach to the south.

Table 21 SH1 - Budge Street, 2019 PM Peak (17:00-18:00) Approach Left Through Right Total %HCV South SH1 97 647 253 997 East Budge Street 125 4 23 152 1.1% North SH1 96 327 5 428 West Budge Street 6 15 25 46 1.1%

In the evening peak period, the through movements on SH1 still dominate, however the southern approach has significantly more flow. The turn from the southern to western approach is the next highest movement with 143 vehicles per hour turning from SH1 to Dodson Street.

4.4.7 Summary The turning movement flows suggest that there is a high level of local demand in both the morning and evening peaks between Nelson Street and Sinclair Street in the north to Redwood and Main Street in the south. There is also a high left turn at Main Street. These major movements are shown diagrammatically in Figure 23.

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Figure 23 Major Traffic Movements

Figure 23 shows also that in the central area of Blenheim there are only three bridges across the Taylor River, namely: ► Sinclair Street (SH1), in a north-south direction ► Alfred Street, in a west-east direction ► Hutchison Street, in a north-south direction There are also pedestrian bridges at the northern end of Henry Street and Beaver Road, but the next vehicle river crossing to the west is Boyce Street. Boyce Street connects to SH6 at a roundabout controlled intersection. The roundabout was constructed in 2014 to reduce traffic delays at this intersection as the volume of traffic on Boyce Street (south approach and previously priority controlled) is similar to the volume of traffic on Nelson Street (east approach). The Main North Line also restricts vehicle movements. Level crossings are provided at seven locations, namely: ► Budge Street ► Dillons Point Road ► Alfred Street ► The Redwood Street roundabout ► Kinross Street ► Stuart Street ► Alabama Road Any improvements on the road network needs to consider river and rail crossings.

4.5 15 Minute Traffic Volumes The 15 minute intersection turning counts in Section 4.4 showed that there were peaks in the traffic flow at around 15:15. The 15 minute count data for SH1 at Park Terrace has been reviewed and compared between school terms and school holidays.

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Figure 24 shows the 15 minute flows between 6:00 and 18:00 for term times in red and school holidays in blue during 2018. The Christmas school holidays have not been included.

Figure 24 6:00 to 18:00 School Term and Holiday Variations

The red and orange lines are greater than the blue lines showing that the flows during school term time is higher than school holiday time. The evening peak period is shown in Figure 25.

Figure 25 14:00 to 16:30 School Term and Holiday Variations

Figure 25 shows that in the evening peak, flows are higher during term time than during holiday time.

4.6 Traffic Growth ADT data has been extracted from the Waka Kotahi web page. Upon examining the data, it was noted that some of the ADTs on SH1 in 2017 were unusually low and in 2007 they were high. The ADT and trend lines for SH1 are shown below. The unusual counts have been removed.

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Figure 26 SH1 ADT Growth

The overall trend lines shown in Figure 21, show growth in the region.

Figure 27 Other State Highway Growth

Again, the overall trend lines are showing growth, in particular on SH6 at Coleman Road. The annual growth rate was determined for each site for different periods, and then a weighted average was undertaken to estimate the overall growth for each state highway in the region. These are tabulated in Table 22.

Table 22 Growth Trends

SH1 urban SH1 rural SH6 urban SH6 rural SH62 SH63 ALL 2000-2018 0.8% 1.4% 1.5% 1.2% 2.5% 1.9% 1.3% 2006-2018 0.6% 1.6% 1.5% 0.5% 2.5% 2.4% 1.1% 2012-2018 1.9% 2.9% 3.8% 2.7% 6.1% 6.0% 3.1%

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Overall, the average growth rate in the region was 1.3 percent per annum between 2000 and 2018. The growth rate since 2012 has been significantly higher, at 3.1 percent per annum. The locations with the highest traffic volumes (SH1 urban) has had the lowest traffic growth rates. The locations with the lowest traffic volumes (SH62 and SH63) has had the highest traffic growth rates. It is not known how long the higher growth rate seen in recent years will continue.

4.7 Heavy Vehicles The efficient movement of freight on our transport network is vital for a strong economy. SH1 in Marlborough is a key route for moving freight between the North Island and South Island as it connects directly to the ferry services across the Cook Strait. The hourly volume of heavy vehicles was extracted from the Waka Kotahi traffic count database for SH1. Not all the sites were recorded to classify vehicles, so data is only available for Koromiko, Park Terrace and Smith Overbridge. Figure 28 shows the hourly flows on SH1 for heavy vehicles on a typical weekday in 2018, according to its location. The RP value in the legend refers to the site location provided in Table 6.

Figure 28 Hourly Traffic Flows – SH1, Heavy Vehicles

The hourly flows for heavy vehicles are lower at Park Terrace (RP 028) than they are at Koromiko (RP 007) or Smiths overbridge (RP 037). This suggests that a significant number of heavy vehicles have origins or destinations in Blenheim but are not necessarily passing though it. Figure 29 shows the hourly flows at Park Terrace for different days of the week. Similar graphs for other sites are provided in Appendix C.

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Figure 29 Heavy Vehicle Hourly Flows, SH1 Park Terrace

Figure 30 shows the percentage of heavy vehicles by time of the day.

Figure 30 Percentage of Heavy Vehicles by time of day, SH1 Park Terrace

The pattern of percentage of heavy vehicles by time of day is typical, with the percentage being higher at night-time compared to during the day. At the Park Terrace site, the percentage during the day is close to 3 percent. Appendix D shows that Koromiko and Smiths Bridge are around 10 and 12 percent respectively.

4.8 Pedestrian Volumes The journey to work data from the 2013 Census shows that eight percent of residents in Marlborough walk or jog to work. Journey to work data for the 2018 Census has not been released at the time of writing. The number of pedestrians crossing SH1 within 20m of the roundabout controlled intersections on SH1 are shown in Table 23.

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Table 23 Pedestrians Crossing SH1 (within 20m of Intersection) Location 7:00 – 9:00 15:00 – 17:00

North of Nelson Street 3 10 South of Nelson Street 10 17 North of Alfred Street 1 4 South of Alfred Street 4 3 North of Redwood Street 10 46 East of Redwood Street 24 30

The 15 minute pedestrian flow profiles are provided in Appendix E. No data is available for the number of pedestrians crossing at the marked zebra crossing.

4.9 Cycle Volumes The journey to work data from the 2013 Census shows that five percent of residents in Marlborough cycle to work. Journey to work data for the 2018 Census has not been released at the time of writing. Table 24 shows the number of cyclists observed at each intersection. This is the total demand, regardless of the approach or movement.

Table 24 Cycle Volumes at Intersections on SH1 7:00 – 9:00 15:00 – 17:00 Location Number of Percent total Number of Percent total cyclists vehicles cyclists vehicles

Nelson Street Roundabout 26 0.6% 10 0.1% Alfred Street Roundabout 18 0.5% 10 0.1% Redwood Street Roundabout 22 0.5% 8 0.1%

The number of cyclists using the roundabouts is very low, with less than 1 percent of all vehicles being cycles. The Census data suggests these values should be higher, showing that cyclists may be avoiding using SH1 due to a lack of cycle facilities and heavy vehicle volumes compared to alternative routes. At the Nelson Street roundabout, 20 of the cyclists were observed travelling on SH1 from the north approach to the south approach, while only nine cyclists did this in the opposite direction. At the Alfred Street roundabout, 11 cyclists were observed in the morning period from the north approach, with five turning right, five going south and one turning left. In the evening period seven cyclists were on the southern approach and only one from Alfred Street. At the Redwood Street roundabout, there were 11 cyclists on the northern approach in the morning period with six of them staying on SH1 and turning into Main Street. There were seven cyclists on the southern approach in the morning period, of which five went north. The highest approach in the evening period was the western approach with only three cyclists. There are no clear cycle patterns at the intersections.

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4.10 Picton Ferry There are two ferry services running between Wellington and Picton. The timetables are shown in Table 25 and Table 26.

Table 25 Interislander Wellington to Picton Sailing Times Departs 3:30 9:00 14:45 17:00 20:30

Arrives 7:00 12:30 17:55 20:30 24:00

Table 26 Bluebridge Wellington to Picton Sailing Times Departs 2:30 8:00 13:30 20:45

Arrives 6:00 11:30 17:00 00:15 The arrival times are dependent on sailing conditions. The 15 minute southbound flow profile on SH1 at Picton is shown below for a week in March 2019 and a week at Christmas 2018. The spikes in the count data generally relate to vehicles coming off the ferry. The colours in the graphs are all the same, for example light blue is Sunday, orange is Monday. The flows are highest over the Christmas period.

Figure 31 Southbound Flows at Picton, March 2019

Figure 32 Southbound Flows at Picton, December 2018

The March weekday with the highest 15 minute traffic flow at Picton coincides with the 12:30 sailing on a Friday. In order to see how the spike dissipates over distance, the 15 minute flows for the other sites on SH1 are shown in Figure 33.

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Figure 33 Southbound SH1 flows, Friday March 2019

A spike at Picton (red line) can be seen at 12:45 coinciding with vehicles leaving the ferry to travel south. At Koromiko (blue line) a spike can be seen at 13:00. No noticeable spike can be seen at Opawa after the ferry arrives, but at Park Terrace a small spike can be seen at 13:15. And at Riverlands no noticeable change in traffic flow can be seen. The second highest spike in Figure 31 coincides with the 12:30 sailing on a Tuesday. The detailed data is shown below.

Figure 34 Southbound SH1 flows, Tuesday March 2019

Again, the spike reduces as the ferry traffic dissipates through the network. The third highest spike coincides with the 17:55 sailing on a Monday. The detailed data is shown below.

Figure 35 Southbound SH1 flows, Monday March 2019

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The spike from the ferry is clearly noticeable at the Picton, Koromiko and Opawa sites, however there is no noticeable increase in traffic flow at Park Terrace or Riverlands. There are other influences on traffic flow particularly in the urban area of Blenheim, such as the various land use activities. The difference between the peak 15 minute flow shown by the spikes in the preceding graphs, and the following 15 minute flow is summarised below.

Table 27 Difference Between 15 Minute Flows on SH1 Picton Koromiko Opawa Park Terrace Riverlands Friday 12:30 62 60 24 32 10 Tuesday 12:30 54 54 30 15 20 Monday 17:55 70 103 71 12 24

As can be seen in Table 27, the difference between the highest 15 minute count and the following one reduces as distance increases from Picton. The 15 minute southbound flow profile on SH1 at Park Terrace is shown below for a week in March 2019. Compared with Figure 31 there are no noticeable spikes that can be attributed to Ferry sailings. However daily fluctuations in flow on successive 15 minute periods frequently exceed the 30 shown in Table 27.

Figure 36 Southbound Flows at Park Terrace, March 2019

It is concluded that due to the higher flows around Blenheim, and the distance from Picton, the effect of a ferry arrival is reduced, together with vehicles from the ferry turning off at other locations, such as SH62. The daily variations in traffic flow are no different to the effects of the Picton Ferry.

4.11 Crash History The Waka Kotahi CAS database has been reviewed for crashes that have occurred within Marlborough on both state highways and local roads. For the five year period 2014 to 2018 inclusive, there were 1895 recorded crashes within the district. Of these, 790 were on State Highways. These crashes are summarised in Table 25.

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Table 28 State Highway Crash Summary (2014-2018) State Highway Intersection Crash Midblock Crash Total Crashes SH1 139 295 434 SH6 90 175 265 SH62 13 9 22 SH63 6 63 69 Table 26 provides details on the severity of the crashes.

Table 29 State Highway Crash Severity (2014-2018) State Highway Fatal Serious Injury Minor Injury Non Injury Total SH1 3 22 96 22 434 SH6 4 13 79 13 265 SH62 1 3 1 22 SH63 2 9 15 9 69 The approximate location of state highway crashes are shown in Figure 37 and Figure 38. The colours on the figures show the crash severity. Green are non-injury, yellow minor injury, orange serious injury and red fatal. The umber within the circle represents the number of crashes at that location.

Figure 37 State Highway Crash Locations (2014-2018)

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Figure 38 SH1 Urban Crash Locations (2014-2018)

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The worst intersections are the three roundabouts on SH1. At the roundabouts there were 23 recorded crashes at Redwood Street, 17 at Nelson Street (SH6) and 14 at Alfred Street. Most of these crashes were non injury, with only 2 minor injury crashes. There were a further 11 crashes at the priority controlled Stuart Street intersection, with 4 crashes resulting in a minor injury. There were 6 recorded crashes at Budge Street. The vehicle movement types are summarised below:

Table 30 SH1 Crash Types Redwood Nelson Alfred Stuart Budge Crash Code Total Street Street Street Street Street Overtaking and Lane Change 2 2 8 12 Cornering 1 1 1 3 Collision with Obstruction 1 1 Rear End 6 5 2 13 Turning vs Same Direction 2 3 1 1 7 Crossing (no turns) 4 4 2 8 2 20 Crossing (vehicle turning) 1 1 Merging 6 4 1 1 12 Right Against Turn 1 1 1 1 4 Pedestrian 1 1 Total 24 17 16 11 6

Of the worst five intersections on SH1 in urban Blenheim, there were 20 crashes involving crossing vehicles with no turns. The majority of these were at the two priority controlled intersections. The roundabouts had a high proportion of rear end crashes, merging crashes and lane changing crashes. Nine of the 13 rear end crashes were reported to be following too closely to the vehicle in front. Ten of the 12 merging crashes were due to drivers failing to give way. The lane change crashes do not show a pattern, although five of the 12 drivers misjudged the speed, distance or size of the vehicles involved.

4.12 Travel Times

4.12.1 Waka Kotahi Analysis Travel times were extracted from the Waka Kotahi GPS database and analysed by Waka Kotahi staff. Three separate routes were extracted, by direction, and for both 2014 and 2018. The data was extracted separately for school time and non-school time and by hour of the day. Seasonal variation was also undertaken for travel times during the morning and evening commuter peaks. When sample sizes are low, unusual results can occur. A full set of graphs is provided in Appendix F.

Route 1 – SH1, Opawa to SH6 The northbound travel times are fairly consistent throughout the day however they have increased between 2014 and 2018.

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The southbound travel times show greater variation between the first and third quartiles and also have much longer travel times at 8:30 and 13:00 compared to the rest of the day.

Route 2 – SH1, SH6 to Lybster Street The northbound travel times have significant delays at 17:00 of around 2.5 minutes. The total travel time is over double the travel time for the rest of the day. The southbound travel times are fairly consistent

Route 3 – SH6, SH1 to Springlands The eastbound travel times are fairly consistent for most of the day, but increase from 4 minutes to around 6 minutes between 15:30 and 17:00. The westbound travel times show similar patterns as the eastbound with delays occurring during the evening peak.

4.12.2 Travel Time Variability The TomTom data that was provided by Waka Kotahi to estimate the number of trips that use SH1 but do not stop in Blenheim, was used to look at travel time variability. The travel times are provided in 5 percentile intervals. The travel times between the Wairau River and Riverlands has been reviewed. The distance between the two points was 12.1 kilometeres. The 50 percentile travel times, by time of day is provided below

Figure 39 50th Percentile Travel Time – SH1

In the southbound direction, travel times are around 650 seconds between midnight and 6:00. They then increase to 750 seconds by 7:00. At 13:00 they have a small spike to 800 seconds and then slowly reduce back to 700 seconds. In the northbound direction, travel times are higher between midnight and 6:00 and remain at similar levels to the southbound direction. However, between 13:00 and 18:00 they steadily increase to 850 seconds before dropping again to travel times between 650 and 700 seconds. The northbound variability between 16:00 and 17:00 has been examined in more detail. Figure 40 shows the northbound and southbound travel times for both a typical period and a holiday period (Christmas). The equivalent hourly flows for each period is also provided on the right. The colours between the two graphs correspond.

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Figure 40 SH1 Travel Time Variability 16:00 – 17:00 Hourly Flows

Southbound flows over the Christmas holiday period does not vary much between 16:00 and 17:00, however northbound flows outside of holiday periods varies greatly, with travel times varying between 680 seconds and 1150 seconds. Figure 41 shows the northbound travel time variability by hour of day between 14:00 and 19:00, together with the hourly flows.

Figure 41 SH1 Northbound Travel Time Variability Hourly Flows

The most variability in the northbound direction occurs between 15:00 and 18:00. The speed in the northbound direction between 16:00 and 17:00 varies between 65 km/h and 38 km/h with an average of 54 km/h. The only intersections between Wairau River and Riverlands that can cause travel time variation are the three roundabouts at Nelson Street, Alfred Street and Redwood Street. The remaining intersections all have priority on SH1.

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The equivalent southbound variation is provided in Figure 35.

Figure 42 SH1 Southbound Travel Time Variability Hourly Flows

The most variability in the southbound direction occurs between 13:00 and 14:00 when the flows are highest.

4.13 Main North Line The Main North Line, sometimes referred to as part of the South Island Main Trunk Railway, is a railway line that runs north from Christchurch in New Zealand up the east coast of the South Island through Kaikoura and Blenheim to Picton. It is a major link in New Zealand's national rail network and offers a connection with roll-on roll-off ferries from Picton to Wellington. The line carries around 36 freight trains a week and tourist passenger trains. The main passenger trains are listed below.

Coastal Pacific Train From Blenheim, you can travel by train to Christchurch, Rangiora, Kaikoura or Picton on the Coastal Pacific train. The train runs daily each morning from late September to late April. The northbound train arrives in Blenheim at 12:43 and departs at 12:48. The southbound train arrives at 14:41 and departs at 14:46.

Marlborough Flyer The Marlborough flyer is a tourist steam train that operates on selected cruise ship days from Picton and on Super Sunday specials. Trips include: ► Seddon and Kekerengu Excursions, departing Picton at 9:20 and arriving at Blenheim at 17:10 ► Shore Excursion, arriving in Blenheim at 11:20 and leaving Blenheim at 13:30 ► Super Sunday, departing Blenheim at 12:10 and arriving at 15:10.

Blenheim Railway Station Blenheim Railway Station also hosts functions including art exhibitions, live music shows and breakfast specials.

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5 Blenheim Bypass

An eastern bypass of Blenheim has been discussed for many years particularly for freight and other vehicles that do not need to enter the town. Several studies have been undertaken and these have been reviewed together with a review of latest traffic data.

5.1 2004 Bypass Study Opus International Consultants undertook a feasibility study on a Blenheim Eastern Bypass in December 2004. Four main route options were investigated. Each option started in the north between Spring Creek and just south of Grovetown. On the southern end, the options investigated re-joined SH1 between Hardings Road and Redwood Pass Road. The expected cost estimates ranged between $42 million and $80 million. No specific surveys were undertaken to determine the number of vehicles that would be attracted to a bypass, and a series of scenarios were developed based on 30, 50, 60 and 70 percent of traffic using the bypass. The highest benefit cost ratio was achieved for Option 4 using a growth rate of 4.0 percent per annum with 70 percent traffic on the bypass. The resulting benefit cost ratio was 1.3. In 2004, a project required a benefit cost ratio to be above 4 in order to get funding. The 2004 study recommended that if the project was to proceed, then an appropriate traffic study should be undertaken to determine the percentage of traffic that could reasonably be expected to use the bypass.

5.2 2009 Bypass Study In 2009 GHD undertook the Wairau Plains Transport Study. As part of the study a transport model was built in the software platform Saturn, and a bypass was further reviewed. The study noted that in Ward, the traffic volumes were only 23 percent of the volumes on SH1 at Park Terrace. Four alternative bypass options were reviewed as part of this investigation, as shown in Figure 43.

Figure 43 2009 Bypass Options Short Bypass Long Bypass Short Bypass with Connections Internal Bypass

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The estimated 2026 flows for each option are presented in Table 31.

Table 31 Estimated Bypass Flows (2026) Morning Peak Evening Peak Daily Flow Short Bypass 460 640 5,460 Long Bypass 290 390 3,400 Short Connected Bypass 640 1060 8,540 Internal Bypass 950 1290 11,200

A preliminary BCR was undertaken for the options and the highest BCR was 1.5 for the “Internal Bypass”. As shown in Figure 12, there are around 24,500 vehicles on SH1 between Nelson Street and Redwood Street. A reduction of 5,500 vehicles from this flow (under the short bypass option) would still leave 19,000 vehicles on this part of the State Highway, which is more than the volume of traffic presently on SH1 between Budge Street and Nelson Street. This reduction in traffic will improve the roundabout performance and reduce the delays at side roads on SH1, although a growth rate of 1.5 percent per annum would see the flows return to 2020 levels by 2040.

5.3 2019 Bypass Review In order to estimate the number of trips that use SH1 but do not stop in Blenheim, analysis was undertaken using TomTom data collected by Waka Kotahi.

5.3.1 Methodology Waka Kotahi has access to TomTom data, which follows vehicles along a route. Waka Kotahi uses this data for speed analysis. By carefully examining the data, the number of vehicles along a route can be estimated. By reviewing the total number of vehicles that were observed between two points, say Point A and Point B, and then comparing this to the total vehicles observed between two other points, say Point A and Point C, we can estimate the number of vehicles that stopped or deviated off that route between Point B and Point C. This methodology was used in a study of through traffic in Levin, which showed that 40 percent of the traffic in Levin was not stopping in Levin. As only a sample is observed, the data needs to be factored to actual counts and this is undertaken by having a pair of points on either side of the Waka Kotahi count sites. This was done by hour of day and day of week. Figure 44 shows the sites used in the TomTom analysis (blue circles). Duplicate sites are adjacent to the Waka Kotahi traffic count sites (black stars) as these have been used for expanding the data as the TomTom data is only a sample.

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Figure 44 Location of TomTom Sites

Smiths Overbridge

Data has been collected for a 12-month period being August 2018 to July 2019. January and December were excluded from the sample due to the Christmas holiday period potentially skewing the results. A separate analysis was undertaken for the Christmas period being 21 December 2018 to 6 January 2019. Due to unusual matches, two intermediate stops were placed on SH1 between Koromiko and Opawa. The sites at Para and the Wairau River bridge confirmed that the analysis was correct, but that there is a high percentage of local trips occurring at the Koromiko traffic count site, in addition to a lot of travel between Picton and Koromiko.

5.3.2 Analysis Results Table 24 shows the results of the analysis. Only 285 vehicles per day travel directly between Koromiko and Smiths Overbridge on a typical weekday. On a Saturday the number reduces to 240, and 225 on a Sunday. During the Christmas period, the number of direct movements a day is higher, at 390. These flows are much lower than the desk top studies undertaken in 2004 and 2009.

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The number of vehicles travelling between Para, Wairau River bridge and Riverlands is greater, and has been tabulated below:

Table 32 Daily Through Traffic in Blenheim Route Typical Saturday Sunday Christmas Weekday Period Koromiko to Opawa 2083 1739 1626 2295 Koromiko to Riverlands 455 355 349 491 Koromiko to Smiths Overbridge 285 240 225 320 Koromiko to Rapaura (SH62) 819 711 656 1384 Koromiko to Kaituna (SH6) 306 264 255 620 Koromiko to Wairau Valley (SH63) 28 18 21 29 Para to Riverlands 495 385 380 580 Wairau River to Riverlands 680 535 515 820 The traffic that is seen at Koromiko and continues to Opawa is only around 2,000 vehicles per day, despite the daily traffic volume at Koromiko being 6,250. A further 800 vehicles turn into SH62. The majority of the vehicles that do reach Blenheim, do not pass through it, with only 285 reaching Smiths Overbridge. As the count station is at the northern end of Koromiko and includes local traffic the amount of vehicles going beyond Blenheim is low. The volume of vehicles on SH1 travelling between Koromiko and Smiths Overbridge is estimated to be only 285 vehicles on a typical weekday, and 320 a day during the Christmas holiday period. On a Saturday and Sunday, it reduces to 240 and 225 vehicles a day respectively. These traffic volumes are too low to consider a bypass. Consideration to a shorter bypass, between the Wairau River to Riverlands has been considered, but as can be seen from Table 32, the daily traffic volumes between these two points are still less than 1,000 vehicles a day. The flows are also much lower than the previous studies undertaken in 2004 and 2009, which did not use survey data. The flows that may be attracted to a bypass represents around 4.6 percent of the traffic at Koromiko and only 2.5 percent of the traffic at Park Terrace. The highest flow, between Wairau River and Riverlands, represents around 8 percent of the flow at Riverlands (680/8,600). A reduction in flow of 680 vehicles a day from SH1 in the urban area of Blenheim would not be significant, and would be replaced by natural growth within a few years.

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5.3.3 Travel Patterns Figure 45 shows the two-way daily travel patterns around the district. The black lines show the traffic entering Blenheim. The two red lines represent the direct traffic travelling through Blenheim, and the Jade lines show the internal traffic.

Figure 45 Daily Local and Through Traffic Volumes Around Blenheim

Figure 45 shows that the daily volume of traffic on a bypass between Koromiko and Smiths Overbridge would be around 285 however the daily volume of traffic on a bypass between Wairau River and Riverlands is 285+395 = 680. The daily traffic flow on SH1 in central Blenheim is higher than 7,200, as it also includes some of the flow that is entering Blenheim as there is an overlap between pure internal trips and external to internal.

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6 Network Performance

6.1 Level of Service The term Level of Service is provided to characterise operational conditions within a traffic stream and their perception by motorists and passengers. Six Levels of Service (LOS) are defined with A representing the highest level, and F the worst. As traffic volumes increase, the level of service decreases. For most design or planning purposes, service flow rates D or C are usually used. Intersection levels of service based on the Highway Capacity Manual is provided below:

Table 33 Level of Service - Intersection Delay

Level of Service Description Signals and Roundabouts Priority Controlled A Free-flowing <10 <10 B Reasonably unimpeded 11 – 20 11 - 15 C Stable flow 21 – 35 16 - 25 D Unsettled 36 – 55 26 - 35 E Significant delays 56 – 80 36 - 50 F Unacceptable >80 >50

Urban traffic congestion is primarily a result of intersection delay. The difference in travel time between peak periods and non peak periods is due to the increased pressure at intersections.

6.2 Mid-Block Capacity Capacity is defined by the Highway Capacity Manual as the maximum hourly rate at which persons or vehicles can be reasonably expected to traverse a point or a uniform segment of a lane or roadway during a given time period under prevailing roadway, traffic and control conditions. As such the capacity changes not only with the physical layout of a road, but also driver behaviour. Generally capacity calculations use a base capacity of 1,800 and reduce this based on lane width and shoulder width. Table 6.2 of the Transit New Zealand State Highway Geometric Design Manual summaries the reduction in lane capacity based on the effects of reduced lane widths and shoulder widths. This has been repeated in Table 28.

Table 34: Percent of Base Capacity 3.5 m Lane 3.3 m Lane 3.0 m Lane 2.7 m Lane 1.8 m Shoulder 100 93 84 70 1.2 m Shoulder 92 85 77 65 0.6 m Shoulder 81 75 66 57 0 m Shoulder 70 65 58 49

A 3.0 metre wide lane with no shoulders has a capacity of around 58 percent of a 3.5 metre lane with 1.8 metre shoulders.

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The existing Opawa bridge has a lane width of around 2.9 m and no shoulders, reducing the capacity to around 1000 vehicles per hour. The new bridge that is under construction has wider lanes and the capacity of the bridge will therefore be increased. The lane widths at various other locations on SH1 are provided in Appendix G.

6.3 Intersection Delay The average delay to motorists at an intersection is a key factor in determining whether an intersection requires upgrading or altering. In some areas, high intersection delays are acceptable as a means of reducing through trips. A tiered level of acceptable delays therefore needs to be established. Furthermore, peak delays over a short amount of time does not warrant additional lanes at an intersection if the intersection is going to be well within capacity for the remainder of the day. The following levels of delay can be used as a guide before improvements are required.

Table 35 Road Classification Intersection Delay

Road Classification Acceptable Delay Arterial Streets 25 seconds per vehicle for all approaches for a continuous 2 hour period Collector Roads 30 seconds per vehicle for all approaches for a continuous 2 hour period Local Roads 40 seconds per vehicle for all approaches for a continuous 2 hour period

Peak delays could be up to 50% higher over a 10 to 15 minute period. As an approximate guide, the practical level of service for intersections controlled by a give way or stop sign is shown below. As the main road flow increases, the maximum flow on the side road decreases to ensure a level of service of C remains. The table is for a two lane road.

Table 36 Priority Controlled Intersection Flows – LOS C

Two way Maximum Flows Main Road Volume 400 500 650 Side Road Volume 250 200 100

Detailed analysis is required to accurately estimate the level of service at an intersection.

6.4 Simplified Highway Capacity Calculation The US Department of Transportation published the Simplified Highway Capacity Calculation Method for the Highway Performance Monitoring System2. While the document focusses on highways and rural roads, Appendix A of the document has a rough guide to the level of service for alternative daily traffic volumes for alternative road types. The Service volumes are the maximum values that can be maintained within the level of service range. The stop sign controlled highway generalised service volume table for urban roads is repeated in Table 37.

2 https://www.fhwa.dot.gov/policyinformation/pubs/pl18003/hpms_cap.pdf

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Table 37 Stop Sign Level of Service (Daily Flow) Road Type LOS B LOS C LOS D LOS E Principle Arterial 5,200 8,500 9,800 10,900 Minor Arterial 1,900 5,200 6,400 7,400 Collector - 2,800 4,000 4,800

As can be seen, when the traffic volume on a principle arterial road exceeds 9,800 the road goes from LOS D to LOS E at stop sign locations. There are no tables for roundabout controlled urban roads, but there are for signalised urban roads and the level of service varies by percent green time encountered. Flows less than those tables are flows that are within the appropriate LOS band. For example, a flow of 11,500 with 30 percent green time will be LOS D as it exceeds the LOS C cut off of 10,800.

Table 38 Signalised Level of Service (Daily Flow, 2 Lane Road) Percent Green Time LOS B LOS C LOS D LOS E 30 9,000 10,800 12,000 13,700 35 10,900 12,800 14,200 16,200 40 12,800 14,900 16,400 18,700 45 14,600 16,900 18,500 21,100 50 16,500 18,900 20,700 23,600 55 18,400 20,900 22,900 26,000 60 20,300 22,900 25,100 28,500 65 22,200 25,000 27,300 31,000 70 24,100 27,000 29,500 33,500 75 26,000 29,100 31,700 36,000

Table 39 Signalised Level of Service (Daily Flow, 4 Lane Road) Percent Green Time LOS B LOS C LOS D LOS E 30 20,200 22,400 24,500 27,900 35 23,900 36,500 28,800 32,800 40 27,400 30,600 33,300 37,800 45 31,100 34,500 37,600 42,700 50 35,700 38,500 41,900 47,600 55 38,400 42,600 46,300 52,500 60 42,100 46,600 50,700 57,400 65 45,900 50,700 55,100 62,300 70 49,600 54,700 59,500 67,300 75 53,400 58,800 63,900 72,300

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It should be stressed that the values in Table 37 to Table 39 are guidelines only The approximate green time can be estimated at a roundabout by looking at the percentage of flow that is conflicting at each approach. The percentage of green time for each approach at the three roundabouts has been estimated by comparing the approach traffic volume with the conflicting traffic volume for each approach. This has been undertaken for a four hour period, based on the intersection turning counts reported in Section 4.4. The approximate percentage green time for each roundabout approach has been tabulated in Table 40 to Table 42. The approximate approach ADT has been estimated by multiplying the approach flow by 6.6. The flows in red are reaching the LOS D threshold in Table 38 based on the percentage of green time.

Table 40 Percentage Green Time, SH1 – Nelson Street Approach 4 hr Flow Conflict Flow Percent Green 2019 ADT +10% ADT SH1 Southbound 2374 1678 60% 15,750 17,500 Dillons Point Rd 649 3463 15% 4,250 4,500 SH1 Northbound 3532 718 85% 23,500 26,000 SH6 1633 2916 35% 10,750 12,000

Table 41 Percentage Green Time, SH1 – Alfred Street Approach 4 hr Flow Conflict Flow Percent Green 2019 ADT +10% ADT SH1 Southbound 3266 489 85% 21,750 24,000 Horton St 134 3545 5% 1,000 1,000 SH1 Northbound 3631 338 90% 24,250 26,500 Alfred St 642 3678 15% 4,250 4,500

Table 42 Percentage Green Time, SH1 – Redwood Street Approach 4 hr Flow Conflict Flow Percent Green 2019 ADT +10% ADT SH1 Southbound 3431 1169 75% 22,750 25,000 Park Terrace 409 4259 10% 2,750 3,000 SH1 Northbound 2733 2275 55% 18,250 20,000 Redwood St 1972 2807 40% 13,000 14,500 Main Street 1406 3381 30% 9,250 10,500

It should be stressed that the values in Table 37 to Table 39 are guidelines only and are for daily averages and fluctuations in traffic flow will change the results. Specific analysis should be undertaken.

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7 Existing Intersection Performance

The roundabouts on SH1 have been analysed using Sidra. Sidra is software package that analyses standalone intersections. While the latest version can form networks with signalised intersections, this functionality has not been used for this project. The intersection models are based on the existing lane layouts. The default environmental factor of 1.0 has been increased to 1.2 due to Sidra generally under reporting delays at roundabouts, thus providing for a more robust assessment. Videos of the intersections that were recorded during the vehicle counts summarised in Section 4.4 have been used to assist with calibration of the models. The “95 percentile queue” is the queue length which is exceeded only five percent of the time, i.e. 95 percent of the time the queue is less than this value. It is generally used for intersection performance reporting as occasionally the maximum queue is significantly longer than the 95 percentile, but occurs so infrequently that it can distort the results.

7.1 SH1 – Nelson Street The model layout for the SH1 – Nelson Street intersection is shown in Figure 37.

Figure 46 Nelson Street Intersection Model Layout - Existing

The modelled intersection performance for the 2019 morning and evening commuter peak periods are summarised in Table 29.

Table 43 2019 Intersection Performance, Nelson Street AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 7.3 40 A 9.2 90 A East 20.5 16 C 17.1 15 B North 34.2 165 C 23.4 125 C West 19.5 55 B 31.6 70 C Total 19.4 165 B 17.7 125 B

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Despite some long queue lengths, the model reports that the intersection performs well, at level of service B. Table 22 showed that the while the traffic growth on SH1 has averaged 1.1 percent per annum since 2000, over recent years the growth has been 2.5 percent per annum. It is not known for how long these growth rates will continue as traffic growth is generally related to the GDP, however it is not unreasonable to think that the traffic flows might be 10 percent higher within 5 years. With a uniform growth of 10 percent, the intersection performance will be as summarised in Table 44.

Table 44 Future Intersection Performance, Nelson Street (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 7.5 45 A 12.5 145 B East 23.4 20 C 19.7 20 B North 113.7 450 F 51.0 260 E West 27.2 85 C 97.8 220 F Total 45.5 450 D 38.7 260 D

Adding 10 percent traffic onto the intersection turning flows results in increased delays on the northern approach in both the morning and evening peak, and increased delays on the western approach in the evening peak.

7.2 SH1 – Alfred Street The model layout for the SH1 – Alfred Street intersection is shown in Figure 38.

Figure 47 Alfred Street Intersection Model Layout - Existing

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The modelled intersection performance for the morning and evening commuter peak periods are summarised below.

Table 45 2019 Intersection Performance, Alfred Street AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 5.7 50 A 6.1 90 A East 18.7 5 B 16.7 10 B North 8.0 105 A 6.9 70 A West 13.6 9 B 18.8 20 B Total 7.6 105 A 7.8 90 A

The model reports that the intersection generally performs well, however observations show that from time to time during the evening peak southbound right turning vehicles cause significant queuing to northbound vehicles as they need to give way to this movement. The intersection has been assessed with a uniform growth of 10 percent, the intersection performance will be as summarised in Table 46.

Table 46 Future Intersection Performance, Alfred Street (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 5.9 70 A 6.8 135 A East 22.8 10 C 19.3 15 B North 14.5 205 B 9.3 110 A West 15.0 10 B 28.0 30 C Total 11.0 205 B 10.0 135 B

Flow Variations As discussed earlier in this report, observations show that from time to time during the evening peak southbound right turning vehicles cause significant queuing to northbound vehicles as they need to give way to this movement. The peak 15-minute time period was analysed and the resulting intersection performance is shown in Table 47.

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Table 47 2019 Intersection Performance, Alfred Street – PM Peak PM Peak, one hour flows PM Peak, peak flows Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 6.1 90 A 33.7 415 C East 16.7 10 B 17.8 10 B North 6.9 70 A 8.6 90 A West 25.4 25 C 28.3 30 C Total 8.4 90 A 23.5 415 C

As can be seen, the peak 15-minute period has the greatest effect on the southern approach, which reflects observations.

7.3 SH1 - Redwood Street The model layout for the SH1 – Redwood Street intersection is shown below. It should be noted that while the intersection is oval shaped, the model graphics always shows a roundabout as being circular. The island diameter opposite each approach is shown in the green central island. It should also be noted that the model is not capable of replicating the railway lines, and alternative lane configurations were used to replicate the transition circulating lane, however this made no impact to the model results.

Figure 48 Redwood Street Intersection Model Layout - Existing

The modelled intersection performance for the morning and evening commuter peak periods are summarised in Table 48.

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Table 48 2019 Intersection Performance, Redwood Street AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 7.9 25 A 10.8 35 B East 15.8 40 B 42.6 165 D North East 13.7 10 B 15.0 15 B North 6.4 35 A 7.3 30 A West 13.4 20 B 28.6 50 C Total 10.2 40 B 22.4 165 C

Despite some long queue lengths, the model reports that the intersection performs well, at level of service B in the morning and C in the evening. The worst approach is the eastern approach in both the morning and evening peak, with a level of service D in the evening peak period. The intersection has been assessed with a uniform growth of 10 percent, the intersection performance will be as summarised in Table 49.

Table 49 Future Intersection Performance, Redwood Street (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 8.8 30 A 12.3 45 B East 20.2 60 C 142.9 510 F North East 14.6 10 B 16.6 20 B North 7.4 45 A 8.6 40 A West 17.0 30 B 50.1 80 E Total 12.3 60 B 57.3 510 E

Adding 10 percent traffic onto the intersection turning flows results in increased delays on the eastern and the western approach in the evening peak.

Flow Variations As shown in Section 4.4.4, there is little variation in total flows in the intersection over the evening peak hour, however there is variation in individual movements. For example, the movement between Park Terrace and SH1 north for most 15 minute intervals is zero, however between 16:30 and 16:45 it is 38 vehicles. Similarly, there is a very high right turn from SH1 east to SH1 north between 15:30 and 15:45 compared to the other time periods. A sensitivity test has been undertaken to look at the delay variations during the evening peak period. This has been completed in 15-minute flow periods where high variations in flows on individual movements are observed, and compared to the hourly average. The analysis is summarised in Table 50.

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Table 50 Sensitivity Test, 2019 Intersection Performance, Redwood Street Average Delay (sec/veh) Approach 16:00 – 17:00 15:30 - 15:45 16:00 – 16:15 16:30 - 16:45 South 10.8 9.9 11.1 10.8 East 42.6 141.5 48.2 21.3 North East 15.0 13.6 13.5 16.5 North 7.3 8.6 7.1 6.4 West 28.6 26.0 38.9 51.5 Total 22.4 52.1 27.3 19.2

Table 50 shows that while the average delay at the intersection for each approach between 16:00 and 17:00 does not exceed 43 seconds, individual 15 minute time slices have delays that can reach over 2 minutes. These changes are based on slight variations in flow and variations therefore in conflict at the approaches of the intersection.

7.4 SH1 – Dodson Street The model layout for the SH1 – Dodson Street intersection is shown in Figure 49.

Figure 49 Dodson Street Intersection Model Layout - Existing

The modelled intersection performance for the 2019 morning and evening commuter peak periods are summarised in Table 51.

Table 51 2019 Intersection Performance, Dodson Street AM Peak PM Peak Approach / Movement Average Delay 95% Queue Level of Average Delay 95% Queue Level of (sec/veh) (m) Service (sec/veh) (m) Service South Right 7.1 0.0 A 6.7 0.0 A East 12.7 0.2 B 19.3 0.3 C North Right 6.4 0.1 A 8.9 0.3 A West 18.2 19.0 C 21.2 9.9 D

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In the evening peak, the level of service on the western approach for the right turn is on the boundary between LOS D and LOS E with associated average delay per vehicle of 36.8 seconds per vehicle. The peak 15 minute delay will be higher than this. District Plan Change PC64 – PC71 allows for more residential growth in northern Blenheim. Four of the growth areas have direct access onto Old Renwick Road which feeds into Lansdowne Road and Dodson Street. These growth areas could add additional pressure on this intersection in the future. The intersection has been assessed with a uniform growth of 10 percent, the future intersection performance is summarised in Table 52.

Table 52 Future Intersection Performance, Dodson Street (2019 + 10%) AM Peak PM Peak Approach / Movement Average Delay 95% Queue Level of Average Delay 95% Queue Level of (sec/veh) (m) Service (sec/veh) (m) Service South Right 7.3 0.0 A 6.9 0.0 A East 14.3 0.2 B 23.6 0.4 C North Right 6.5 0.1 A 9.6 0.3 A West 27.6 30.7 D 45.5 14.8 E

Adding 10 percent traffic onto the intersection turning flows increases the level of service in the evening peak from LOS D to LOS E, furthermore the right turn level of service on the western approach is LOS F with an associated average delay per vehicle of 54.4 seconds per vehicle. Traffic presently utilises the gaps in traffic flow that occurs when a large vehicle gives way to another large vehicle on the bridge, and while these gaps will be removed when the new, wider bridge is constructed, it is not considered that there will be a significant change in level of service for the Dodson Street traffic.

7.5 SH1 – Budge Street The model layout for the SH1 – Budge Street intersection is shown in Figure 50.

Figure 50 Budge Street Intersection Model Layout - Existing

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The eastern approach left turn movement does not have a give way sign and traffic merges with the southbound state highway flow. The modelled intersection performance for the 2019 morning and evening commuter peak periods are summarised in Table 53.

Table 53 2019 Intersection Performance, Budge Street AM Peak PM Peak Approach / Movement Average Delay 95% Queue Level of Average Delay 95% Queue Level of (sec/veh) (m) Service (sec/veh) (m) Service South Right 8.4 3.0 A 7.5 7.5 A East Right 31.1 17.8 D 61.1 7.9 F North Right 6.0 0.1 A 9.3 0.2 A West 26.8 11.2 D 87.5 15.8 F

The high traffic flow on SH1 results in a level of service on the right turns on Budge Street being LOS D in the morning peak and LOS F in the evening peak. The intersection has been assessed with a uniform growth of 10 percent, the future intersection performance is summarised in Table 54.

Table 54 Future Intersection Performance, Budge Street (2019 + 10%) AM Peak PM Peak Approach / Movement Average Delay 95% Queue Level of Average Delay 95% Queue Level of (sec/veh) (m) Service (sec/veh) (m) Service South Right 8.9 3.5 A 7.8 8.8 A East Right 50.2 28.0 F 102.9 12.6 F North Right 6.0 0.1 A 10.2 0.2 B West 39.1 16.8 E 261.0 46.2 F

Adding 10 percent traffic onto the intersection turning flows results the morning peak right turns on Budge Street also having a LOS F. The 600 residential properties relying on the eastern approach to the intersection has no alternative connection to the rest of the roading network and access issues here will be problematic in the future.

7.6 Discussion Between the Opawa River Bridge and Lybster Street there are 13 priority controlled intersections. Due to the high volume of traffic on SH1, the level of service is low for side road traffic at these intersections. Consequently, some of the traffic appears to be using the three roundabouts at Nelson, Alfred and Redwood Street to gain access to SH1. However, network constraints make this difficult at some locations due to a lack of alternative routes. This is placing continued pressure and delays on the side roads of SH1. The intersection analysis generally showed that the average one hour flows can readily be accommodated by the existing intersections. However, the peak 15 minute flows begin to cause delays and associated queueing, particularly northbound in the evening peak. An increase in traffic volumes of 10 percent, applied uniformly on all approaches and turning movements, results in significant delays at

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8 Mitigation

Section 7 assessed the existing intersection performance of the key intersections along State Highway 1 within urban Blenheim. When 10 percent additional traffic was added to the existing demands, the analysis showed that some of the intersections will experience increased delays that will reduce the accessibility of various land use activities, including access to the central commercial area. Consideration has been given to both short term and long term improvements that would improve access. The short term improvements can be implemented readily and are considered to be cost effective, however some improvements will not alleviate access issues beyond the next few years due to natural growth. The long term improvements will improve access issues that are likely to occur within 5 to 10 years’ time. A review of safety issues has not been undertaken. Any investment that is made will need to align with the Government Policy Statement priorities

8.1 Short Term Improvements

8.1.1 SH1 – Alfred Street As discussed in Section 7.2, long queues form on the southern approach of the Alfred Street roundabout during the evening peak when there is a high number of right turns. Providing two through lanes on the southern approach has been analysed to determine if this will reduce the queues on the southern approach. Figure 42 shows the three options that were analysed.

Figure 51 Alfred Street Intersection Model Layout – Alternative Layout Layout 1 Layout 2 Layout 3

Layout 1 allows for two through lanes from the southern approach, which will merge into a single lane 35 metres north of the roundabout. All other lanes are the same Layout 2 is based on Layout 1 with increased short lanes for northbound vehicles on the northern and southern approaches from 35 meters to 60 metres. Consideration was also given to the narrow lanes on the western approach, and if they could be reduced to a single, wide lane. Layout 3 is based on Layout 1 with only a single lane on the western approach.

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The key results are summarised in Table 34.

Table 55 Sidra Results One Hour Flows Peak 15 Minute Flows

Existing Layout Layout Layout Existing Layout Layout Layout 1 2 3 1 2 3 South app queue (m) 92 68 60 68 414 347 104 347

Change to existing -26% -35% -26% -16% -75% -16% South app delay 6.1 5.8 5.8 5.8 33.7 27.1 7.5 27.1 (sec/veh) Change to existing -5% -5% -5% -20% -78% -20% West app delay 14.5 14.0 14.0 15.7 28.3 15.9 15.5 21.3 (sec/veh)

Change to existing -3% -3% +8% -44% -45% -25% Total Travel Time 43.7 43.0 42.9 43.1 57.2 54.2 48.0 54.5 (veh-hr/hr)

While adding a second lane reduces the queues length and delays, adding a second lane and increasing the short lane lengths from 35m to 60m has a much greater effect. A second through lane also reduces the delay on the western approach as the number of gaps increases if multiple vehicles can leave the southern approach at the same time. Reducing the western approach from two lanes to one lanes increases the delay on this approach. When the delays are low, the increase is marginal and within acceptable limits. When the delays are high (peak periods) the increase in delay is off set by the decrease due to two through lanes on the southern approach and overall there is a benefit. An additional northbound lane will require a small amount of land (or reduced footpath width) and the relocation of some traffic islands, as shown below

Figure 52 Alternative Layout for Alfred Street Roundabout

The red hatched areas identified in Figure 43, show traffic islands and kerbs that will require adjusting.

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The estimated travel time savings, in monetary terms, has been estimated by using the travel for time values in the Waka Kotahi Economic Evaluation Manual together with the travel time savings that will occur with the alternative layouts. These are summarised in Table 56. As no turning count data is available for the interpeak period, the benefits have assumed to be the same for the interpeak period as the morning peak. This is conservative as the average bothways flows in the interpeak period are greater than the morning peak.

Table 56 2019 Travel Time Savings

Time Days $ Travel Time Savings Travel Time Savings Time Period Periods per per (veh-hr/hr) ($ per year) per day year hour Layout 2 Layout 3 Layout 2 Layout 3

AM 1.3 245 28.52 0.10 0.10 908 908

Interpeak 9.9 365 30.42 0.10 0.10 10,937 10,937

PM shoulder 1.0 245 28.13 0.36 0.29 2,481 1,998

PM peak 0.5 245 28.83 9.68 2.68 34,187 9,465

Daily 48,513 23,309

The approximate annual cost savings, in monetary terms, is between $23,000 and $48,000 per year. If the construction cost was $500,000 the resulting benefit cost ration would be over 5, showing that this is a very worthwhile project. It is recommended to provide two northbound through lanes at the intersection, similar to the layout in Figure 52.

8.1.2 SH1 - Redwood Street As discussed in Section 7.3, during peak periods within the evening peak, there is queuing back within the intersection. Not being able to leave a roundabout is normally due to a downstream issue, such as queueing from another intersection, or parking and driveway movements causing vehicles to slow. However, between the Redwood Street intersection and the Alfred Street intersection in the northbound direction, there is no on street parking, and only a single driveway, 65 metres south of Alfred Street. Viewing the video that was recorded during the turn count surveys, it could be seen that on several occasions in the evening peak, vehicles would slow on the circulation lane, due to not being able to exit the roundabout to the north. This can be seen in the screenshot in Figure 53.

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Figure 53 Queuing from Northern Exit from Redwood Street Roundabout

Possible reasons for the queuing are discussed below.

Reduction in Carriageway Width Table 34 shows the effects of lane width on the capacity of a road. Appendix G shows that the lane width at the exit to the Redwood Street roundabout is only 3.14 meters and excluding the Opawa River Bridge, is the narrowest lane width on SH1 through Blenheim. Lane widths have been measured using the measuring tool in the Council’s Smart Map aerial photography. This shows that the northbound lane width on SH1 is 4.1 metres immediately upon existing the roundabout and reduces to 3.1 metres at the end of the approach island on the roundabout exit. The lane change width from 4.1 metres to 3.1 metres occurs over a distance of only 37 metres. The capacity of the exit of the Redwood Street roundabout is estimate to be 1170 vehicles per hour. Between 4:30 and 4:45 the turning movement survey showed that there was an equivalent demand here of 1,150 vehicles per hour. The reduction in the lane width and associated reduction in capacity can result in changes to driver behaviours and shock waves in a congestion network.

Bridge Abutment As vehicles exit the roundabout, there is an increase in gradient, which can slow vehicles down. The Marlborough Smart Map tool provides elevation data. It shows that the elevation of SH1 at the roundabout increases from 4.18 to 4.59 within the length of the exit island, a distance of 46 m. This can be seen in Figure 54.

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Figure 54 Smart Map Elevation Profile

Effects of Shading In the evening peak, when the queuing back forms, the sun is setting in the west. Northbound drivers on SH1 prior to the Redwood Street roundabout are in bright sunshine, however a hedge along the western exit of the roundabout places the exit road in shade in the evening and the sudden change in light could be a factor as drivers adjust their eyes to the different conditions and also can react with pressure to the brakes as they can no longer easily see the car in front of them. Sudden braking will send shock waves in a congested network. The effect of this can be seen in Figure 55.

Figure 55 Light Conditions at Northern Exit from Redwood Street Roundabout

Summary The combination of a change in grade from the bridge abutment, the narrowing of the lane and the change in light conditions all contribute to the downstream queuing at this intersection. While the first can not be altered, the latter two can and it is recommended to trim the hedge and reduce the length of the traffic island.

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8.1.3 SH1 – Budge Street The 600 residential properties relying on the eastern approach to the intersection has no alternative connection to the rest of the roading network and access issues here will be problematic in the future. A 15 m diameter roundabout at this intersection has been assessed. It is considered that if a roundabout was constructed here, some of the right turn flow at the Dodson Street intersection would transfer to Budge Street. For the purpose of this analysis, a conservative value of 80 percent of the right turn flow will transfer. The model layout for the SH1 – Budge Street intersection is shown in Figure 56.

Figure 56 Budge Street Intersection Model Layout - Roundabout

The roundabout intersection has been assessed with a uniform growth of 10 percent, the future intersection performance is summarised in Table 57.

Table 57 Roundabout Intersection Performance, Budge Street (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Queue Level of Average Delay 95% Queue Level of (sec/veh) (m) Service (sec/veh) (m) Service South 7.0 14.4 A 6.3 142.7 A East 15.6 26.9 B 8.7 8.4 A North 17.0 107.3 B 13.6 56.2 B West 11.7 14.6 B 23.4 17.0 C Total 14.0 107.3 B 9.3 142.7 A

Despite some long queue lengths, the model reports that the intersection performs well, at level of service LOS B in the morning and LOS A in the evening. Even with a 20 percent increase in traffic the level of service is LOS C in the morning and LOS B in the evening peak. However, the western approach has a LOS D in the evening peak, partially due to the transfer of flow from Dodson Street. Consideration should be given to constructing a roundabout at the intersection of Budge Street and SH1. The intersection layout of Lansdowne Street and Herbert Street may require reconfiguration also.

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8.1.4 Reducing Side Friction Section 4.12.2 showed that between 8:00 and 9:00 the 50th percentile travel time northbound was 710 seconds, and this increased to 809 seconds between 16:00 and 17:00, an increase of 99 seconds (15 percent). However, the difference between the northbound delays at the three roundabouts between these two periods is only 30 seconds. A significant amount of the increased travel time is therefore considered to be mid block travel time. This is reflected in Figure 19, where the northbound flows on SH1 at Park Terrace is 30 percent higher in the evening peak than the morning peak flows. Some of the increased travel time will be as a result from parking manoeuvres being undertaken. Midblock capacities are effected by lane width and parking manoeuvres. A study was undertaken in the United Kingdom on the effects of on street parking on traffic congestion3. This showed that the average length of time to undertake a parallel park when a driver reverses into a carpark is 21.2 seconds while driving into a carpark in a forward direction only takes 7.7 seconds on average. The study concludes that “these manoeuvres may be a contributory factor to causing temporary bottlenecks in the moving traffic which may result in causing operational problems such as congestion, delay and possible accidents” Consideration should be given to removing parking on SH1, particularly in high parking turn over areas. This could be undertaken using clearways between 15:00 and 18:00.

8.2 Long Term Improvements Several long term improvements have been considered to improve access and circulation long term on the state highway network and local roads. These long term improvements would require network wide analysis by Waka Kotahi which is outside of the scope of this study. The long term improvements will also need to align with the Government Policy Statement priorities. The long term solutions in the following sections focus on improving the capacity of the road network, however alternative options are available such as mode shift and travel management plans. The future may also see a larger proportion of the population working from home, reducing the number of vehicles on the road.

8.2.1 Four Laning SH1 As can be seen in Figure 12, the traffic volumes on SH1 between Nelson Street and Redwood Street are nearly double the traffic volumes on SH1 within the rest of the urban area of Blenheim. As such the traffic volumes are on the threshold of what can be accommodated on a two lane section of road. Table 37 also shows that the level of service on a stop controlled road, like SH1, reaches an unacceptable level of service when traffic volumes exceed 9,800 vehicles per day. Four laning will improve the traffic flow on SH1, but could require land purchase and could increase difficulty in exiting the side roads if they remain priority controlled. More detailed analysis is required to determine if this is the best long term solution for improving accessibility on SH1.

8.2.2 Altered Intersection Control Table 37 and Section 4.4.7 suggests that vehicles could be having difficulty accessing SH1 and alter their routes to maximise the access provisions that are provided by the three roundabouts (Nelson Street, Alfred Street and Redwood Street).

3 https://www.researchgate.net/publication/46212892_On-street_parking_Effects_on_traffic_congestion

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Additional roundabouts on SH1 could re-distribute the flows at the existing roundabouts, thereby reducing the demand on the side roads. This in turn will reduce delays on SH1. However additional delays for SH1 traffic will occur at the new intersection locations. It is not uncommon for intersection improvements to have dis-benefits for the first few years after a priority controlled intersection is converted to either a roundabout or signalised control. Sometimes the benefits of reduced delays on the side roads never off set the dis-benefits of additional delays for the previously unconstrained approaches. More detailed analysis is required to determine if changing the form of intersection control will improve access arrangements within Blenheim.

8.2.3 Improved North-South Routes Figure 23 shows that there is a high level of local demand in both the morning and evening peaks between Nelson Street and Sinclair Street in the north to Redwood and Main Street in the south. Due to a lack of connections, local traffic is forced to use SH1 to connect between these two areas. A review of origin destination data is required to determine the exact movements of traffic to enable alternative options to be assessed. Use of the 2018 census journey to work data would be useful in reviewing origin-destination patterns for work related trips to determine the vehicle patterns. Unfortunately, TomTom data is not useful for extracting matrix travel patterns. Any alternative route will require land purchase and the construction of one or more bridge. Due to the high expenditure for this, it is important that this review be undertaken carefully.

8.2.4 SH1-Nelson Street As shown in Table 44, with an additional 10 percent flow, the northern approach at the Nelson Street roundabout gets an average delay of around two minutes per vehicle. Two alternative layouts have been assessed. The first alters the lane configuration on the northern approach so that the right turning vehicles are separated from the right turning vehicles. The second has this treatment on both the northern and western approaches. Figure 57 shows the proposed layouts.

Figure 57 Nelson Street Intersection Model Layout – Alternative Layout Existing Two lanes north approach Two lanes north and west approach

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The intersection with alternative lane configurations have been assessed with a uniform growth of 10 percent, the intersection performance will be as summarised in Table 58 and Table 59.

Table 58 Intersection Performance, Two Lane North Approach (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 8.0 49.4 A 11.4 122.1 B East 16.7 13.4 B 13.9 11.1 B North 34.3 161.9 C 20.3 103.9 C West 27.1 85.9 C 56.4 127.3 E Total 21.2 161.9 C 21.9 127.3 C

While the northern approach delays have reduced, the western approach still has high delays in the evening peak period. A roundabout with additional capacity on the northern and western approaches has been assessed.

Table 59 Intersection Performance, Two Lane North and West Approach (2019 + 10%) AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 8.0 48.6 A 11.3 120.4 B East 16.7 13.4 B 13.9 11.0 B North 27.7 130.9 C 17.1 83.3 B West 25.5 78.9 C 34.5 74.9 C Total 18.8 130.9 B 17.2 120.4 B

Separating right turning vehicles from through vehicles on the northern and western approaches reduces the delays, the western approach in the evening peak is close to LOS D and with 15 percent additional flow, the right turn delay on the western approach is over 60 seconds per vehicle. The intersection upgrade is not a long term solution.

8.2.5 SH1 - Redwood Street As shown in Table 16 and Table 17, the total volume of traffic from the Park Avenue approach at the Redwood Street roundabout is low. An alternative layout has been analysed to determine if the intersection would perform better with this approach closed and the traffic diverted to use SH1 instead.

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The resulting tuning movements for a four approach intersection are provided below:

Figure 58 Alternative Flows, Redwood Street Roundabout Redwood Street AM Peak Redwood Street PM Peak 789 918 1012 882 117 284 517 151 309 422

303 115 686 401 173 655 122 162 66 66

353 343 457 503 129 690 206 1007 107 331 47 218 100 336 71 298 485 568 507 673

Assuming the remaining intersection layout does not alter, the resulting intersection performance is provided in Table 60.

Table 60 2019 Intersection Performance, Redwood Street, Four Approaches AM Peak PM Peak Approach Average Delay 95% Level of Average Delay 95% Level of (sec/veh) Queue (m) Service (sec/veh) Queue (m) Service South 7.6 21.8 A 11.0 37.4 B East 13.4 34.6 B 28.8 115.6 C North 5.6 28.4 A 6.4 26.4 A West 13.1 20.2 B 29.3 51.6 C Total 9.2 34.6 A 18.6 115.6 B

Compared to Table 48, the intersection performs better with only four approaches. The same sensitivity test has been undertaken to look at the average delay during the evening peak period for the individual 15-minute flow periods where there has been high variation in flows on individual movements. The evening peak results for all the analysis are tabulated below.

Table 61 2019 Intersection Performance, Redwood Street, PM Peak Five approaches Four approaches Approach 16:00 – 15:30 - 16:00 – 16:30 - 16:00 – 15:30 - 16:00 – 16:30 - 17:00 15:45 16:15 16:45 17:00 15:45 16:15 16:45 South 10.8 9.9 11.1 10.8 11.0 11.0 11.5 14.2 East 42.6 141.5 48.2 21.3 28.8 51.5 33.7 45.5 North East 15.0 13.6 13.5 16.5 - - - - North 7.3 8.6 7.1 6.4 6.4 7.2 6.3 6.4 West 28.6 26.0 38.9 51.5 29.3 39.0 39.7 59.6 Total 22.4 52.1 27.3 19.2 18.6 28.2 23.2 29.0

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Not only does the average hourly delay reduce with the removal of the fifth approach at the intersection, but the variability in delay also reduces, particularly on the eastern approach, which experiences the highest delays in the evening peak. Disconnecting Park Avenue from the roundabout will potentially make access to Park Terrace more difficult and this may need to be undertaken with intersection improvements at Opawa or Stuart Street, as discussed in Section 8.2.2.

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9 Conclusions and Recommendations

The following conclusions have been made ► Traffic growth on state highways in Marlborough since 2000 has averaged 1.3 percent per annum, however in the past 6 years it has averaged 3.1 percent per annum. The growth has not been uniform throughout the district with growth on locations with the highest traffic volumes (SH1 urban) having the lowest traffic growth rates and locations with the lowest traffic volumes (SH62 and SH63) having the highest traffic growth rates. ► Traffic flows are higher in term time than during school holidays ► In the evening peak northbound vehicles experience increased delays ► There are two small peaks within the evening peak, one at 15:15 coinciding with parents collecting children from school and one at 16:30 ► The three roundabouts on SH1 are sensitive to small variations in flow ► When ferries arrive at Picton there can be a spike in traffic flow associated with vehicles egressing the ferries. This traffic dissipates through the network and when the traffic reaches Blenheim the ferry traffic has a very limited impact on traffic. Around 65 percent of the ferry traffic has dispersed within the network by the time vehicles reach Riverlands. The remaining 35 percent spreads in the traffic flow and is no longer a single pulse by the time it reaches Blenheim. ► The volume of traffic and extent of delays using SH1 from north of Blenheim to south of Blenheim does not warrant construction of a bypass ► The majority of traffic on SH1 between Dodson Street and Alabama Road is local traffic. SH1 is preferred over local roads due to the lack north-south routes, particularly in the central area. This is partially due to the reduced connections as a result of the Opawa River and the Main North Line railway line ► Short term improvements can be made to the network to reduce delays. However, these improvements are not long term solutions and continued increases in traffic flows will increase the level of delays experienced not only on SH1 but also at the various priority controlled intersections. This will reduce access and amenity values.

The following short term improvements are recommended: ► Provide two northbound through lanes at the Alfred Street intersection, similar to that shown in Figure 52 ► Trimming of the vegetation on the western side of SH1 north of Redwood Street to reduce the shadows on this road in the evening peak period (see Figure 55) ► Trim the central traffic island on SH1 north of Redwood Street to ensure that the minimum road width is not less than 3.5 metres in width ► Consider constructing a roundabout at the intersection of Budge Street and SH1 ► Consider reducing side friction on SH1 by removing parking, in particular short term parking.

It is also recommended that Waka Kotahi undertake a more detailed study to the consider long term solutions discussed in Section 8.2.

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Appendix A Hourly Traffic Flows

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Site Ref: 06200009 ( Jefferies to Jackson Road ) 1200

1000

800

600

400

200

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

2018 Mon-Thu 2018 Friday 2018 Saturday 2018 Sunday

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Appendix B Turn Count Summary

Nelson Street AM Peak 569 611 8:00 - 9:00 107 488 16 Thursday 19 September 2019 91 105 478 11 376 27 393 45 164 92 241 451 78 LEGEND 770 956 Left turn Through movement Right turn Alfred Street 123 Approach Flow 790 927 123 Exit Flow 74 838 15

58 52 162 10 94 7 162 6 29 16 82 725 27 834 948

Redwood Street 691 918 99 117 284 455 62 67 107 115 9 303 17 15 105 16 66 4 353 276 607 120 603 107 331 16 31 203 485 568

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Nelson Street PM Peak 751 611 16:00 - 17:00 116 495 0 Thursday 19 September 2019 90 151 388 40 258 14 463 46 152 92 301 647 111 LEGEND 1059 845 Left turn Through movement Right turn Alfred Street 123 Approach Flow 1047 810 123 Exit Flow 64 727 19

76 48 189 3 110 20 120 4 54 30 52 951 26 1029 867

Redwood Street 1012 882 61 151 309 390 32 98 146 173 15 401 10 28 152 5 66 6 457 405 605 191 872 100 336 13 58 270 507 673

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Appendix C Hourly Traffic Flows – Heavy Vehicles

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Appendix D Heavy Vehicles Percent of Total Flow

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Appendix E Pedestrian Movements

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Appendix F Travel Times

Route 1 – SH1, Opawa to SH6

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Route 2 – SH1, SH6 to Lybster Street

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Route 3 – SH6, SH1 to Springlands

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Appendix G Lane Widths

Location Southbound Lane Northbound Lane North of Opawa Bridge 3.69 m 3.56 m Opawa Bridge 2.88 m 2.88 m South of Opawa Bridge 4.21 m 3.47 m North of Dodson Street 3.40 m 3.31 m South of Dodson Street 3.40 m 3.47 m At pedestrian facility 3.33 m 3.56 m 35 m South of Budge Street 3.48 m 4.50 m 60 m south of Budge Street 4.34 m 4.56 m At Farmar Street 4.51 m 5.30 m 45 m south of Farmar Street 4.90 m 5.40 m 40 m north of Warwick Street 4.48 m 4.29 m 45 m south of Warwick Street 3.88 m 4.88 m 55m north of Nelson Street 5.40 m 5.14 m 20 m north of Nelson Street 3.98 m 5.43 m 20 m south of Nelson 4.10 m 3.76 m 30 m north of Auckland Street 3.44 m 5.10 m 30 m south of Auckland Street 4.70 m 5.16 m At pedestrian crossing 5.17 m 4.72 m 40 m north of Alfred Street 4.79 m 3.90 m 20 m north of Alfred Street 4.32 m 4.55 m 25 m south of Alfred Street 3.45 m 3.85 m 60 m south of Alfred Street 3.41 m 4.27 m River bridge 3.54 m 3.41 m Northern end of Island at Redwood 3.14 m 4.10 m Mid Way on island 3.87 m 4.17 m At pedestrian refuge on island 4.11 m 4.33 m At roundabout entry/exit 4.73 m 4.35 m Eastern end of island on east approach 3.73 m 3.60 m West of Freswick Street 3.58 m 4.10 m West of Opawa Street 4.18 m 4.11 m West of Sutherland Terrace 4.04 m 4.11 m West of Stuart Street 3.91 m 4.18 m

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Document Status Reviewer Approved by Revision Author Date Name Signature Name Signature 1st Draft L Skilton 1/10/19 2nd Draft L Skilton C Truman J Rowe 25/11/19 3rd Draft L Skilton 8/05/20 Final L Skilton 12/06/20

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