TGHCPL Ruakura, Stage 1 Transportation Assessment Report
Appendix C
Ruakura Strategic Transportation Modelling - Transportation Assessment Report
Tainui Group Holdings Ltd & Chedworth Properties Ltd Ruakura Strategic Transportation Modelling
Summary Report
July 2011
Tainui Group Holdings Ltd & Chedworth Properties Ltd
Ruakura Strategic Transportation Modelling
Transportation Assessment Report Quality Assurance Statement
Prepared by:
Anna Wilkins Principal Transportation Engineer
Reviewed by: Mark Apeldoorn Director
Approved for Issue by: Mark Apeldoorn Director
Status: Final
Date: 8 July 2011
PO Box 1261 Hamilton New Zealand
P: +64 7 839 5500 www.tdg.co.nz
10783-3Summary rep_v2.doc
Table of Contents
1. Executive Summary ...... 1 2. Introduction ...... 2 3. Scenarios Modelled ...... 2 4. Model Land Use Inputs & Assumptions ...... 3 4.1 Jobs and Households ...... 3 4.2 New and Competing Land Use ...... 3 4.3 Heavy Vehicle Modelling ...... 4 5. Modelled Networks and Possible Improvements ...... 4 6. Results: Traffic Volumes ...... 5 6.1 Selected Locations on Hamilton City Network ...... 5 6.2 Selected Locations on Waikato District Network ...... 8 6.3 Selected Locations on NZTA Network...... 10 6.4 Summary of Appendices D & F ...... 12 7. Results: Origin and Destination Patterns ...... 13 8. Results: Select Link Analysis ...... 13 9. Results: Levels of Service ...... 17 9.1 Introduction ...... 17 9.2 2021 without Expressway ...... 17 9.3 2021 with Expressway ...... 18 9.4 2041 with Expressway ...... 19 10. Results: Network Statistics ...... 21 11. Ultimate Full Structure Plan Test ...... 22 12. Summary...... 23 13. Next Steps ...... 24
Appendix A: Model Brief Appendix B: Heavy Vehicle Modelling Details Appendix C: Light Vehicle Volume Plots Appendix D: Light Vehicle Volume Change Plots Appendix E: Heavy Vehicle Volume Plots Appendix F: Heavy Vehicle Volume Change Plots Appendix G: Light Vehicle Origin and Destination Plots Appendix H: Heavy Vehicle Origin and Destination Plots Appendix I: Select Link Plots 2021 Appendix J: Select Link Plots 2041 Appendix K: Level of Service Plots Appendix L: Level of Service Change Plots Appendix M: Netben Outputs Appendix N: Ultimate Full Structure Plan Test Details
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1. Executive Summary
This report describes the strategic transportation modelling of a comprehensive residential, transport, warehousing and logistics development at Ruakura, initiated by Tainui Group Holdings (TGH) and Chedworth Properties (CP). The modelling has been undertaken in the Waikato Regional Transportation Model (WRTM) in consultation with a forum set up under the Future Proof structure encompassing representation from the development team and Future Proof partners.
This report describes model inputs and outputs for scenarios at 2021, 2041 and an ultimate development scenario. Options with and without full completion of the Waikato Expressway have been considered.
The modelling has shown that under all scenarios the comprehensively planned transportation network within Ruakura, in combination with other possible improvements on the external network, can facilitate the proposed development. These possible improvements include increases in capacity at major intersections along Ruakura Road and consideration of local area treatments.
The modelling has shown how traffic patterns are expected to change when Ruakura is at various stages of development. Within Hamilton City the variations in cross-city movement, based on bridge volumes, are minimal and range from -1% to +4%. The only material changes in traffic volumes occur in the vicinity of Ruakura on links such as the E1, Fifth Avenue and Ruakura Road which are key gateways to the Ruakura area.
Traffic volume changes on the State Highway and Waikato District network are similarly minimal except in the vicinity of the site. The model predicts changes on links including State Highway 26 where there is an increase due to a shift away from Holland Road. It is expected that additional capacity at intersections along Ruakura Road and appropriate management of the corridor can minimise this shift.
The level of service outputs demonstrate that the internal transportation network proposed for Ruakura can ably support the development and that there are no material changes to level of service elsewhere on the network. The proposed Ruakura interchange operates at a good level of service and facilitates direct and efficient access to the strategic transportation network, particularly for heavy inter-regional vehicle movements.
Analysis of overall network performance outputs from the model shows that Ruakura increases the total amount of travel on the network. This is consistent with the approach that has been taken to the modelling where a proportion of the activity is modelled as being entirely new and attracted into the Waikato region because of the inland port. The statistics also show that introducing Ruakura provides improvements in measures such as average operating speed and better emissions performance.
A test has been undertaken to assess full development of the structure plan area. This is currently envisaged to be at a year well beyond the 2041 horizon. This test has shown that full development of the area can be supported with a four-lane E1 corridor and some additional capacity on a section of Ruakura Road. The test confirms that the network proposed in Ruakura is appropriate to support full development.
The report concludes with recommendations for next steps including further engagement with road controlling authorities and progression to detailed planning and design to ensure the transportation aspirations of all parties are achieved.
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2. Introduction
This report has been prepared to summarise the strategic transportation modelling of the proposed Ruakura development initiated by TGH and CP. The modelling has been undertaken using Version 7 WRTM. This model is owned and managed by Local Authority Shared Services (LASS). This modelling has been commissioned through the LASS structure and undertaken by the model operators, Gabites Porter Consultants (Gabites).
This report has been prepared for presentation to the Ruakura Transportation Subcommittee (“the subcommittee”). This has been set up as a forum under the Future Proof structure and comprises members from:
Hamilton City Council (HCC)
New Zealand Transport Agency (NZTA)
Waikato Regional Council (WRC)
Waikato District Council (WDC)
Boffa Miskell
TGH
Traffic Design Group (TDG) This report has been prepared to provide a summary of the modelling inputs and outputs. Further technical detail and the full modelling outputs are provided in Appendices A to N.
3. Scenarios Modelled
Four scenarios have been modelled, two at the year 2021 (with and without Expressway), one at the year 2041 and one at a non-specific ultimate year with full structure plan area development. The first three scenarios have been compared with their relevant base scenario. The scenarios contain land use which aligns with Future Proof submissions.
The purpose of the ultimate full structure plan scenario is to assess whether the overall transportation architecture of the area is appropriate to support full development of the area. The scenarios referred to in this report are summarised in Table 1.
SCENARIO NAME LAND USE EXPRESSWAY NETWORK 2021 Base without Expressway Planned RPS No Huntly or Hamilton section 2021 Ruakura without Expressway Planned RPS + Ruakura No Huntly or Hamilton section 2021 Base with Expressway Planned RPS Full Expressway built 2021 Ruakura with Expressway Planned RPS + Ruakura Full Expressway built 2041 Base with Expressway Planned RPS Full Expressway built 2041 Ruakura with Expressway Planned RPS + Ruakura Full Expressway built Ultimate Full Structure Plan Planned RPS + Ruakura + Rotokauri Full Expressway built
Table 1: Modelled Scenarios
Further detail about the scenarios modelled may be found in Appendix A which contains the model brief. This model brief was developed in consultation with the subcommittee. As Gabites and TDG worked through the modelling there were various changes and refinements to the brief
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3 and input from the subcommittee was sought as required. Appendix A also contains a record of consultation with the subcommittee.
4. Model Land Use Inputs & Assumptions
4.1 Jobs and Households
The WRTM requires inputs of number of households and number of jobs by WRTM job category. The number of households in Ruakura was based on the latest available land use plans and residential layouts developed by Boffa Miskell. The number of jobs was estimated based on various data sources for employee density for comparable activities. These are summarised in Appendix A.
A summary of the inputs used in the Ruakura scenarios is presented in Table 2. The table shows the cumulative total at each year, so the total at 2041 includes the total at 2021.
JOBS SCENARIO NAME HOUSEHOLDS BUSINESS LAND AREA (HA) (FTE)
2021 Ruakura without Expressway 385 692 80 2021 Ruakura with Expressway 2041 Ruakura with Expressway 1,275 3,188 195 Ultimate Full Structure Plan 1,649 7,156 400*
Table 2: Summary Land Use Inputs
* includes land not owned by TGH or CP Further detail regarding model inputs may be found in Appendix A. Further details of the ultimate full structure plan test are provided in Section 10 of this report.
4.2 New and Competing Land Use
The WRTM requires a balance between jobs and households. Ruakura introduces both new jobs and new households but the number of jobs exceeds the number of working people that are provided by the households.
To achieve balance in the model some adjustments have been made in consultation with Gabites. It has been assumed that 30% of jobs in Ruakura are new and are not competing with jobs that would have otherwise developed in the WRTM study area. The basis for this assumption is that the inland port and warehousing and logistics areas are new and unique activities for the Waikato region and aim to attract business into the region from elsewhere.
The remainder have been assumed to be competing with jobs in other areas of model and reductions have been made to allow the model to run. Most of the jobs in Ruakura are classified as „other‟ which is the category that includes warehousing and transport activities. The existing distribution of other jobs at 2041 was reviewed and reductions made in that category at Rotokauri, Horotiu and Te Rapa North. Some jobs in different categories (other than „other‟) were also reduced to allow for the commercial areas proposed within Ruakura.
The job adjustments (in full time equivalents) made in the model were:
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376 jobs (including 297 other) in Rotokauri, Horotiu and Te Rapa North at 2021
1,374 jobs (including 1,173 other) in Rotokauri, Horotiu and Te Rapa North at 2041
4.3 Heavy Vehicle Modelling
A special heavy vehicle generation and attraction model has been set up within the WRTM to represent the inland port, warehousing and logistics area and the general employment areas.
The need for this special model arises because the existing WRTM heavy vehicle model does not currently include a variable that represents transportation, warehousing and distribution land uses. Therefore by default, increasing these types of land use activity in the model would not generate increases in heavy vehicle movements.
A synthetic trip matrix has therefore been developed for each of the three period models, to calibrate the number of heavy vehicle movements between the Ruakura logistics/industrial areas and the model externals.
To estimate the heavy vehicle generation and distribution of the inland port and warehousing and logistics area reference has been made to existing port and inland port activities in New Zealand. Guidance has also been sought from TGH‟s freight advisor Tony Boyle to ensure estimates are consistent with the expected operation of Ruakura.
Development of the heavy vehicle model and the inputs used for heavy traffic generation and distribution are described in Appendix B.
5. Modelled Networks and Possible Improvements
The networks modelled for Ruakura are shown in Appendix A. When the model brief was prepared, the nature of the improvements needed to facilitate the development was left open to be investigated during the modelling. The possible improvements identified (in addition to the road layout and intersections proposed as part of the Ruakura internal network and connections) during the modelling were:
Signals at Ruakura Road/Knighton Road
Signals at Ruakura Road/Silverdale Road
Four lanes on Ruakura Road from the Ruakura Road/Spine Road intersection to the Ruakura Road/Knighton Road intersection
Traffic calming and reduced speed (40km/h) on Silverdale Road (particularly Carrington Avenue to Ashbury Avenue)
These possible improvements have been incorporated in all Ruakura scenarios.
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6. Results: Traffic Volumes
This section presents summary traffic volume information and commentary on key points from the relevant Appendices. Full information can be found in:
Appendix C: Light Vehicle Volume Plots
Appendix D: Light Vehicle Volume Change Plots
Appendix E: Heavy Vehicle Volume Plots
Appendix F: Heavy Vehicle Volume Change Plots
Loaded network files which permit full interrogation of modelled flows are also available to the subcommittee on request. Further discussion about particular roads can also be found in Section 7 which covers select link analysis.
6.1 Selected Locations on Hamilton City Network
6.1.1 River Crossings
The following tables present a summary of traffic volumes on city river crossings. Table 3 presents the flows in the 2021 without Expressway scenario.
2021 NO EXPRESSWAY WITH CHANGE IN TOTAL 2021 NO EXPRESSWAY BASE CROSSING RUAKURA VOLUME POINT Light Heavy Total Light Heavy Total Total % Pukete 47,152 1,740 48,892 47,376 1,757 49,133 241 0.5% Fairfield 22,961 970 23,931 23,026 990 24,016 85 0.4% Boundary 31,152 1,229 32,381 31,495 1,276 32,771 390 1.2% Claudelands 18,050 177 18,227 17,958 155 18,113 -114 -0.6% Bridge Street 29,603 742 30,345 29,526 717 30,243 -102 -0.3% Cobham 35,656 1,852 37,508 36,110 1,897 38,007 499 1.3%
Table 3: Daily River Crossing Volumes (vehicles per day two-way) – 2021 without Expressway
The table shows that total daily volumes on the city bridges vary from a decrease of 114 vpd (- 0.6%) on the Claudelands Bridge to an increase of 499 vpd (+1.3%) on the Cobham Bridge. The changes in heavy vehicle volumes vary from decreases of 25 vpd to increases of 47 vpd.
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Table 4 presents the flows in the 2021 with Expressway scenario.
2021 WITH EXPRESSWAY CHANGE IN TOTAL 2021 WITH EXPRESSWAY BASE CROSSING WITH RUAKURA VOLUME POINT Light Heavy Total Light Heavy Total Total % Pukete 47,264 1,963 49,227 47,029 2,012 49,041 -186 -0.4% Fairfield 23,000 731 23,731 23,117 767 23,884 153 0.6% Boundary 30,444 1,054 31,498 30,715 1,107 31,822 324 1.0% Claudelands 18,090 176 18,266 18,107 171 18,278 12 0.1% Bridge Street 29,476 697 30,173 29,321 675 29,996 -177 -0.6% Cobham 35,026 1,764 36,790 35,327 1,795 37,122 332 0.9%
Table 4: Daily River Crossing Volumes (vehicles per day two-way) – 2021 with Expressway
The table shows that total daily volumes on the city bridges vary from a decrease of 186 vpd (- 0.4%) on the Pukete Bridge to an increase of 332 vpd (+0.9%) on the Cobham Bridge. The changes in heavy vehicle volumes vary from decreases of 22 vpd to increases of 53 vpd.
Table 5 presents the flows in the 2041 with Expressway scenario.
2041 WITH EXPRESSWAY WITH CHANGE IN TOTAL 2041 WITH EXPRESSWAY BASE CROSSING RUAKURA VOLUME POINT Light Heavy Total Light Heavy Total Total % Pukete 52,544 2,307 54,851 51,852 2,384 54,236 -615 -1.1% Fairfield 24,630 730 25,360 24,800 763 25,563 203 0.8% Boundary 40,203 1,218 41,421 40,846 1,339 42,185 764 1.8% Claudelands 21,503 173 21,676 21,448 190 21,638 -38 -0.2% Bridge Street 35,150 741 35,891 35,115 739 35,854 -37 -0.1% Cobham 23,860 1,668 25,528 23,922 1,682 25,604 76 0.3% New Southern* 34,742 728 35,470 35,579 1,049 36,628 1,158 3.3%
Table 5: Daily River Crossing Volumes (vehicles per day two-way) – 2041 with Expressway
* A new southern crossing is included in the 2041 base model connecting from Hamilton East to Peacocke
The table shows that total daily volumes on the city bridges vary from a decrease of 615 vpd (- 1.1%) on the Pukete Bridge to an increase of 1,158 vpd (+3.3%) on the New Southern Bridge (connecting near the Cobham Drive/Fox Street intersection). The changes in heavy vehicle volumes vary from decreases of 2 vpd to increases of 321 vpd.
Overall daily flows on the city bridges do not vary significantly, varying from around 1% decreases to 3% increases.
6.1.2 Other HCC Locations
Modelled traffic volumes on other locations on the HCC network surrounding Ruakura are presented below. Table 6 presents the flows in the 2021 without Expressway scenario.
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2021 NO EXPRESSWAY WITH CHANGE IN TOTAL 2021 NO EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Silverdale Road, 6,709 164 6,873 7,141 165 7,306 433 6.3% north of SH26 Ruakura Road, 22,017 630 22,647 20,688 624 21,312 -1,335 -5.9% east of E1 Ruakura Road, 28,082 1,267 29,349 26,418 1,254 27,672 -1,677 -5.7% west of E1 E1, south of 19,994 867 20,861 20,690 1,021 21,711 850 4.1% Fifth Avenue E1, north of Fifth 26,628 1,038 27,666 27,330 1,206 28,536 870 3.1% Avenue Fifth Avenue, west of 10,211 240 10,451 11,338 268 11,606 1,155 11.1% Tramway Wairere Drive, north of 14,177 629 14,806 15,086 633 15,719 913 6.2% Greenhill
Table 6: Daily Volumes HCC Network Locations (vehicles per day two-way) – 2021 without Expressway
The table shows that increases are expected on the E1, Fifth Ave, Wairere Drive and Silverdale Road. These increases range from 3% to 11%. Decreases of up to around 1,600 vpd (-6%) are expected on Ruakura Road as a result of the realignment. Review of the traffic volume change plots suggests that this flow is redistributed to a combination of SH26 and Puketaha Road. Table 7 presents the flows in the 2021 with Expressway scenario.
2021 WITH EXPRESSWAY WITH CHANGE IN TOTAL 2021 WITH EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Silverdale Road, 6,330 119 6,449 6,518 112 6,630 181 2.8% north of SH26 Ruakura Road, 20,220 510 20,730 18,289 619 18,908 -1,822 -8.8% east of E1 Ruakura Road, 25,852 920 26,772 24,494 1,006 25,500 -1,272 -4.8% west of E1 E1, south of 15,704 335 16,039 15,978 435 16,413 374 2.3% Fifth Avenue E1, north of Fifth 22,323 508 22,831 22,656 609 23,265 434 1.9% Avenue Fifth Avenue, west of 10,108 234 10,342 11,296 261 11,557 1,215 11.7% Tramway Wairere Drive, north of 17,460 1,036 18,496 17,911 1,135 19,046 550 3.0% Greenhill
Table 7: Daily Volumes HCC Network Locations (vehicles per day two-way) – 2021 with Expressway
The table again shows that increases are expected on the E1, Fifth Ave, Wairere Drive and Silverdale Road. These increases range from 2% to 12%. Decreases of up to 1,800 vpd (-9%)
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8 are expected on Ruakura Road as a result of the realignment. Review of the traffic volume change plots suggests this flow is redistributed d to a combination of SH26 and Puketaha Road.
Table 8 presents the flows in the 2041 with Expressway scenario.
2041 WITH EXPRESSWAY WITH CHANGE IN TOTAL 2041 WITH EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Silverdale Road, 7,928 165 8,093 8,086 194 8,280 187 2.3% north of SH26 Ruakura Road, 24,419 580 24,999 20,521 626 21,147 -3,852 -15.4% east of E1 Ruakura Road, 24,421 1,132 25,553 33,604 1,212 34,816 9,263 36.3% west of E1 E1, south of 20,683 670 21,353 20,174 618 20,792 -561 -2.6% Fifth Avenue E1, north of Fifth 26,640 805 27,445 25,470 650 26,120 -1,325 -4.8% Avenue Fifth Avenue, west of 12,252 279 12,531 14,268 287 14,555 2,024 16.2% Tramway Wairere Drive, north of 21,744 1,423 23,167 21,964 1,496 23,460 293 1.3% Greenhill
Table 8: Daily Volumes HCC Network Locations (vehicles per day two-way) – 2041 with Expressway
The table shows that at 2041 increases are expected on Wairere Drive, Fifth Ave and Silverdale Road. Ruakura Road is predicted to have an increase of 36% west of the E1 and a decrease of 15% east of the E1. The E1 itself is also expected to have a decrease of up to 5% in sections. These changes reflect the changing use of the network at 2041 as a result of the new employment areas in Ruakura and the proposed change to Expressway connections.
6.2 Selected Locations on Waikato District Network
Modelled traffic volumes on other locations on the WDC network surrounding Ruakura are presented below. Table 9 presents the flows in the 2021 without Expressway scenario.
2021 NO EXPRESSWAY CHANGE IN TOTAL 2021 NO EXPRESSWAY BASE LOCATION WITH RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Holland Road, 4,077 254 4,331 1,120 107 1,227 -3,104 -71.7% east of Ruakura Puketaha Road, 3,579 362 3,941 4,386 417 4,803 862 21.9% west of SH1B
Table 9: Daily Volumes WDC Network Locations (vehicles per day two-way) – 2021 without Expressway
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Table 10 presents the flows in the 2021 with Expressway scenario.
2021 WITH EXPRESSWAY CHANGE IN TOTAL 2021 WITH EXPRESSWAY BASE LOCATION WITH RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Holland Road, 4,032 225 4,257 1,054 107 1,161 -3,096 -72.7% east of Ruakura Puketaha Road, 3,204 317 3,521 3,940 362 4,302 781 22.2% west of SH1B
Table 10: Daily Volumes WDC Network Locations (vehicles per day two-way) – 2021 with Expressway
Table 11 presents the flows in the 2041 with Expressway scenario.
2041 WITH EXPRESSWAY CHANGE IN TOTAL 2041 WITH EXPRESSWAY BASE LOCATION WITH RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % Holland Road, 4,527 227 4,754 1,150 123 1,273 -3,481 -73.2% east of Ruakura Puketaha Road, 3,560 329 3,889 4,399 374 4,773 884 22.7% west of SH1B
Table 11: Daily Volumes WDC Network Locations (vehicles per day two-way) – 2041 with Expressway
Tables 9, 10 and 11 reviewed in combination with the traffic volume change plots reflect a redistribution of traffic from the Holland Road-Ruakura Road route onto different routes including Puketaha Road, SH26 and the new realigned Ruakura Road-Spine Road route.
The model has shown a shift of traffic from Holland Road to SH26. This is most likely due to the presence of three new signalised intersections along this route (Ruakura/Knighton and Ruakura/Silverdale changed from roundabouts to signals and new signals added at the Ruakura Road/Spine Road intersection).
The presence of signals in a strategic model will discourage traffic away from a particular route, as it has done in this case. If the signals along Ruakura Road are appropriately designed and co- ordinated it would be possible to keep some of the existing traffic volume on Holland Road and minimise any shift away from it to the likes of SH26. The key determinant for this would be how the travel time on the new layout, including allowance for extra distance travelled along the realignment of Ruakura Road, compared to the travel time on the existing network through the existing intersections, and compared to alternative route options. A micro level analysis of this issue is discussed in the recommendations section of this report.
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6.3 Selected Locations on NZTA Network
6.3.1 State Highways
Modelled traffic volumes on other locations on the NZTA network are presented below. Table 12 presents the flows in the 2021 without Expressway scenario.
2021 NO EXPRESSWAY WITH CHANGE IN TOTAL 2021 NO EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % SH1, north of Tamahere 30,419 2,429 32,848 30,370 2,638 33,008 160 0.5% Interchange SH1, north of Morrinsville 47,973 3,435 51,408 49,367 3,784 53,151 1,743 3.4% Road SH1, north of 27,451 3,111 30,562 27,739 3,105 30,844 282 0.9% SH23 SH1, north of 17,650 1,826 19,476 17,759 1,846 19,605 129 0.7% Avalon Drive SH3, south of 35,274 1,852 37,126 35,281 1,852 37,133 7 0.0% Normandy Ave SH26 west of 10,605 609 11,214 11,921 664 12,585 1,371 12.2% Silverdale Road SH26, west of 5,759 436 6,195 7,809 481 8,290 2,095 33.8% Ruakura Road
Table 12: Daily Volumes NZTA Network Locations (vehicles per day two-way) – 2021 without Expressway
Table 13 presents the flows in the 2021 with Expressway scenario.
2021 WITH EXPRESSWAY WITH CHANGE IN TOTAL 2021 WITH EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % SH1, north of Tamahere 33,605 3,645 37,250 33,570 4,324 37,894 644 1.7% Interchange SH1, north of Morrinsville 42,206 2,683 44,889 43,529 2,835 46,364 1,475 3.3% Road SH1, north of 27,507 3,028 30,535 27,272 3,009 30,281 -254 -0.8% SH23 SH1, north of 18,034 2,003 20,037 17,818 1,996 19,814 -223 -1.1% Avalon Drive SH3, south of 34,844 1,790 36,634 34,801 1,777 36,578 -56 -0.2% Normandy Ave SH26 west of 13,482 684 14,166 14,392 709 15,101 935 6.6% Silverdale Road SH26, west of 6,822 575 7,397 8,361 429 8,790 1,393 18.8% Ruakura Road
Table 13: Daily Volumes NZTA Network Locations (vehicles per day two-way) – 2021 with Expressway
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Table 14 presents the flows in the 2041 with Expressway scenario.
2041 WITH EXPRESSWAY WITH CHANGE IN TOTAL 2041 WITH EXPRESSWAY BASE LOCATION RUAKURA VOLUME Light Heavy Total Light Heavy Total Total % SH1, north of Tamahere 39,602 4,435 44,037 39,870 6,077 45,947 1,910 4.3% Interchange SH1, north of Morrinsville 49,002 3,018 52,020 49,771 3,085 52,856 836 1.6% Road SH1, north of 32,074 3,313 35,387 31,681 3,311 34,992 -395 -1.1% SH23 SH1, north of 22,099 2,543 24,642 21,797 2,527 24,324 -318 -1.3% Avalon Drive SH3, south of 37,931 1,825 39,756 37,759 1,811 39,570 -186 -0.5% Normandy Ave SH26 west of 16,284 814 17,098 17,496 879 18,375 1,277 7.5% Silverdale Road SH26, west of 7,675 639 8,314 9,475 459 9,934 1,620 19.5% Ruakura Road
Table 14: Daily Volumes NZTA Network Locations (vehicles per day two-way) – 2041 with Expressway
The tables show that increases of up to 33% or 2,000 vpd are modelled on SH26 as a result of Ruakura when fully developed at 2041. This is a result of the Holland Road issue discussed above in Section 5.2. As described above, the shift away from Holland Road could minimise through managing the realigned Ruakura Road corridor. Some decreases are expected on SH1 on the western side of the city. At most locations the changes are less than 5%.
It should be noted particularly in relation to State Highway volumes that, other than reducing jobs in some areas of the model, no adjustments have been made to reflect for example that the inland port could intercept freight flows that would otherwise be travelling through the region on the State Highway network.
All heavy vehicle movements from the inland port and logistics area are modelled as an additional synthetic heavy vehicle matrix. If, for example, freight was moving directly from the south of the region up the Expressway to Auckland it would be represented in the model as a trip from the southern external model zone to the northern Auckland zone. If that freight was to use the inland port facility it would become a trip from the southern external zone to Ruakura, and another trip from Ruakura to the northern Auckland zone. The way this modelling has been undertaken, the two new trips have been added but the original one has not been removed. This means the modelling is likely to be conservative to some extent in terms of inter-regional movement on State Highways.
6.3.2 Ruakura Interchange
Figures 41 to 48 of Appendix J show select link plots for the ramps at the Ruakura interchange. At 2041 the ramps are modelled as carrying volumes of between 1,000-2,000 vpd each. The select link plots show generally good containment of flows using these ramps to the Ruakura area and its immediate surrounds. There are some small indications of use for short trips which is not
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12 desirable. Providing adequate capacity on the Ruakura and city network is the key to ensuring these trips remain on the appropriate network and that the Expressway is used for longer inter- district and inter-regional trips.
The heavy vehicle plot shown on Figure 36 of Appendix E illustrates the strong relationship between the inland port, warehousing and logistics areas and the Expressway. The Ruakura area is anchored by, and centred on, the railway line and the inland port area. The proximity of this to the Ruakura interchange and the connection provided to it by the Spine Road gives good accessibility (time and distance) to the strategic network, particularly for inter-regional freight movement. Heavy vehicle movements that do not have an origin or destination within Hamilton City therefore have a convenient and direct connection to the Expressway and are focussed on the Ruakura internal network and only short sections of city network in order to make that connection.
6.4 Summary of Appendices D & F Appendix D shows:
There are increases and decreases around the network as traffic redistributes to reflect the new employment areas and makes use of the network provided by Ruakura.
At 2041 there is again a shift of from volume from SH1 into Hillcrest onto SH1 into Ruakura
At 2041 (Figure 13 and Figure 15) the internal Ruakura Spine Road shows a prominent increase and the changes on the parallel E1 and Expressway routes are comparatively small.
Following the opening of the Expressway (Figure 3 and Figure 7) there is a shift of some traffic from SH1 (Tamahere to Hillcrest) onto the Expressway (Cherry Lane to SH26).
In all scenarios there is a pattern of small increases in traffic volumes on the network on the eastern side of the river and a decrease on the west. This is most likely to reflect the reduction in jobs that has been made in the model on the west, and the increase that has been made on the east.
A shift of traffic from the Holland Road-Ruakura Road route onto both the new realigned Ruakura Road, SH26 and to a lesser extent Puketaha Road. This is particularly noticeable during the morning peak (Figure 1) and is likely to be associated with commuter travellers into Hamilton City. Appendix F shows:
The model is showing Knighton Road as the preferred route to Cambridge Road and out to SH1 and SH26. This is not desirable and effort should be made to encourage the use of Ruakura Road and the E1 by heavy vehicles instead.
It should be noted that the heavy vehicle model within the WRTM relates heavy vehicle movement to primary and secondary jobs and residential households. Therefore any new heavy vehicle generation, as has been introduced for Ruakura, will always be modelled with some component travelling into residential areas. In a practical sense however, the design of the network should aim to protect routes such as Knighton Road from unwanted heavy vehicle movements and focus it on the arterial network instead.
Following the Expressway (Figure 11 onwards) heavy vehicle increases are appropriately focussed on the Expressway. There are some increases and some decreases in heavy volume on routes around the city. The points above regarding appropriate use of the arterial network for heavy vehicle movement should again be noted.
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7. Results: Origin and Destination Patterns
Appendix G and Appendix H contain origin and destination plots for Ruakura zones within the model for light and heavy vehicles respectively.
These Appendices show:
The dominant relationships for light vehicles are between Ruakura and Rototuna, Rotokauri, Hamilton East, outer districts to the East and the Hamilton Central Business District (CBD).
The dominant relationships for heavy vehicles are between Ruakura and Rotokauri, Frankton, outer districts to the north, south and east.
8. Results: Select Link Analysis
Appendix I contains select link plots for the 2021 without Expressway scenarios. Appendix J contains select link plots for the 2041 with Expressway scenarios.
An analysis of these plots is presented in Table 15 and Table 16 below with references to the relevant Figures in the Appendices. All Figures have been created from the daily WRTM.
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REFERENCE TO FIGURES IN LOCATION APPENDIX I COMMENT BASE WITH RUAKURA Used in base mostly as a route from CBD, Ruakura Road, east of University area and E1 north. With Ruakura Silverdale Road Figure 1 & 2 Figure 21 & 22 total volume decreases, still used as route from (eastbound) CBD and north on E1, use as route from University reduces. Used in base mostly as a route to the CBD, Ruakura Road, east of University area and E1 north. With Ruakura Silverdale Road Figure 3 & 4 Figure 23 & 24 total volume decreases, still used as route to (westbound) the CBD and north from E1, use as a route to University reduces. Used in base collecting from CBD, Hamilton East, and outer districts to south and east and Wairere Drive, north of Figure 5 & 6 Figure 25 & 26 distributing to north-eastern residential areas Crosby Road (northbound) and Pukete Bridge. Little change in pattern with Ruakura. Used in base collecting from north-eastern residential areas and Pukete Bridge and Wairere Drive, north of Figure 7 & 8 Figure 27 & 28 distributing to CBD, Hamilton East, and outer Crosby Road (southbound) districts to south and east. Little change in pattern with Ruakura. Used in base drawing from Boundary and Claudelands Bridges, Peachgrove Road and Ruakura Road, between E1 and distributing south on E1, out to Peachgrove and E1 Figure 9 & 10 Figure 29 & 30 Ruakura/Holland Road and south through (eastbound) Tamahere. Similar patterns with Ruakura, some redistribution of movement from Ruakura/Holland to E1/Cambridge Road route. Used in base drawing from Ruakura/Holland Road and south through Tamahere distributing to E1 and Peachgrove Road north, and Ruakura Road, between Claudelands and Boundary Road bridges. Peachgrove and Figure 11 & 12 Figure 31 & 32 Similar patterns with Ruakura, some E1(westbound) redistribution of movement from Ruakura/Holland, Silverdale Road and E1/Cambridge Road route. Used in base as for local access to/from Silverdale Road, north of Silverdale residential/local shops/school area Morrinsville Road Figure 13 & 14 Figure 33 & 34 and as a connection from south/east to wider (northbound) city network. Similar pattern with Ruakura with more use from SH26 and Matangi Road. Used in base as for local access to/from Silverdale Road, north of Silverdale residential/local shops/school area Morrinsville Road Figure 15 & 16 Figure 35 & 36 and as a connection from the wider city (southbound) network to the south and east. Similar pattern with Ruakura with more use to SH26. Used in base as a route from CBD and west to E1 mostly north and some south. Increase in Fifth Avenue, west of Figure 17 & 18 Figure 37 & 38 volume with Ruakura, more movement to Tramway (eastbound) Chedworth residential and north-east to Puketaha Road Used in base as a route from north/north east areas and some southern areas to CBD and Fifth Avenue, west of Figure 19 & 20 Figure 39 & 40 west of city. With Ruakura more movement Tramway (westbound) from Chedworth residential and north-east from Puketaha Road.
Table 15: Select Link Analysis Commentary, 2021 without Expressway
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REFERENCE TO FIGURES IN LOCATION APPENDIX J COMMENT BASE WITH RUAKURA Used in base mostly as a route from CBD, University area and E1 north. Not used as a Ruakura Road, east of route to or from Expressway. With Ruakura Silverdale Road Figure 1 & 2 Figure 21 & 22 total volume decreases, still used as route from (westbound) CBD and north on E1, use as route from University reduces, used as a route onto Expressway at SH26 ramps to south. Used in base mostly as a route to the CBD, University area and to E1 from Holland Road and SH26. With Ruakura total volume Ruakura Road, east of decreases, still used as route to the CBD from Silverdale Road Figure 3 & 4 Figure 23 & 24 Holland Road and SH26. More use from south (westbound) along Expressway and off at Ruakura interchange northbound ramp. Use as a route to University reduces. Used in base as route from CBD and city west to E1 north and north-east, with some Fifth Ave, west of Tramway movement to south. Increased use with Figure 5 & 6 Figure 25 & 26 Road (eastbound) Ruakura from Chedworth residential and commercial areas and connection to Ruakura Spine Road. Used in base as a route from north and north- east areas to CBD and city west, with some movement from south. Increased use with Fifth Ave, west of Tramway Figure 7 & 8 Figure 27 & 28 Ruakura from Chedworth residential and Road (westbound) commercial areas in north and connection to Ruakura Spine Road. Some use from Ruakura interchange. Used in base as route from E1, Expressway and SH26 to Rototuna, Pukete Bridge, Wairere Drive, north of Figure 9 & 10 Figure 29 & 30 Puketaha Road and eastern side of city Crosby Road (northbound) generally. Similar pattern with Ruakura. Flows also drawn from the Spine Road. Used in base as a route from Rototuna and Pukete Bridge to E1, Expressway and SH26. Wairere Drive, north of Figure 11 & 12 Figure 31 & 32 Also some movement to Puketaha Road. Crosby Road (southbound) Similar pattern with Ruakura. Feeds some traffic into spine road. Used in base drawing from Boundary, Claudelands and Fairfield Bridges, Peachgrove Road and E1 and distributing south on E1, along Ruakura/Holland Road and Silverdale Ruakura Road, between Road to SH1 and Matangi Road south. No Peachgrove and E1 Figure 13 & 14 Figure 33 & 34 connection to Expressway. Similar patterns (eastbound) with Ruakura. Movement to Holland Road decreased, movement to SH26 increased. Some use of Expressway via southbound ramps at Ruakura and SH26. Used in base a route to CBD, city west and north on E1 and Peachgrove Road from Ruakura Road, between Holland Road, SH26, SH1 and Matangi Road. Peachgrove and E1 Figure 15 & 16 Figure 35 & 36 Similar pattern with Ruakura. Reduced use of (westbound) Holland Road-Ruakura Road route, move use of SH26. Some use of northbound ramps at SH26 and Ruakura interchanges. Used in base as for local access to/from Silverdale Road, north of Silverdale residential/local shops/school area Morrinsville Road Figure 17 & 18 Figure 37 & 38 and as a connection from south/east to wider (northbound) city network. Also used from Expressway via southbound off-ramp at SH26. Similar pattern
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REFERENCE TO FIGURES IN LOCATION APPENDIX J COMMENT BASE WITH RUAKURA with Ruakura. Some redistribution of traffic from Expressway to the Spine Road. Used in base as for local access to/from Silverdale residential/local shops/school area and as a connection from the wider city Silverdale Road, north of network to the south and east. Used as a Morrinsville Road Figure 19 & 20 Figure 39 & 40 route to the Expressway via northbound ramp (southbound) at SH26. Similar pattern with Ruakura. Some redistribution of traffic from Expressway to spine road. Used as a route from Expressway north of Greenhill into Ruakura and University area and Ruakura Interchange, n/a Figure 41 & 42 out to east on SH26. 88% of use is from either southbound off-ramp Expressway north of Greenhill or Wairere north of Greenhill. Used as a route south from Ruakura employment areas, from eastern parts of city Ruakura Interchange, and some parts of northern CBD. Some use n/a Figure 43 & 44 southbound on-ramp from Holland Road and to SH26. 85% of use is from either spine road or Ruakura employment areas. Used as a route from Expressway and SH26 into Ruakura. Some movement through to city Ruakura Interchange, n/a Figure 45 & 46 beyond Ruakura. 84% of use is from northbound off-ramp Expressway south of Tamahere. Some use of on at SH26 and off and Ruakura (75 vpd). Used as route from Ruakura and University area to Expressway north of Greenhill and Ruakura Interchange, n/a Figure 47 & 48 Wairere Drive. Some use from SH26 east of northbound on-ramp Expressway. 81% of use to either Expressway north of Greenhill or Wairere north of Greenhill. Used as a route to/from Ruakura areas to/from Spine Road, south of Wairere Drive and Expressway. Also draws n/a Figure 49 & 50 Greenhill (northbound) traffic from SH1, Matangi Road and University area in the south to Rototuna area in the north. Used as a route to/from Ruakura areas to/from Wairere Drive and Expressway. Also draws Spine Road, south of n/a Figure 51 & 52 traffic from SH1, from Rototuna area in the Greenhill (southbound) north and University area, SH1 and Matangi Road in the south. Draws traffic from a disbursed area from the Spine Road, north of n/a Figure 53 & 54 south and in off the Expressway to Ruakura Ruakura Road (northbound) areas. Spine Road, north of Draws traffic from Wairere and areas north and Ruakura Road n/a Figure 55 & 56 north-east, distributes to the University area (southbound) and Expressway via the Ruakura interchange.
Table 16: Select Link Analysis Commentary, 2041 with Expressway
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9. Results: Levels of Service
9.1 Introduction
Appendix K and Appendix L contain level of service (LOS) plots and LOS change plots for the three scenarios. This section will summarise results for each scenario and time period and will focus mainly on links and intersections that experience LOS E or LOS F.
9.2 2021 without Expressway
9.2.1 Morning Peak
Comparing Figures 1 and 2 with Figures 3 and 4 of Appendix K shows that fourteen intersections experience LOS F with and without Ruakura. Ten are priority controlled intersections (give way or stop) where LOS is determined by the maximum delay for any turning movement, regardless of its volume. At these intersections, high side road delay for one or more movements is likely to have pushed the LOS for the whole intersection over into LOS F. These intersections are mostly located along:
SH1 (Riverlea Road to Tamahere)
SH1 (Duke Street to SH3)
SH3 (Collins Road to SH1)
At signals or roundabout controlled intersections the LOS is determined by the average delay for the intersection, which is weighted by volume. The signal or roundabout controlled intersections that have LOS F are:
Wairere Drive/Resolution Drive
Fairfield Bridge/Victoria Street
Claudelands Road/Victoria Street
Bridge Street/Grey Street In the base scenario seven intersections have LOS E. When Ruakura is added eight have LOS E as the intersection of Boundary Road/Victoria Street changes over from LOS D to LOS E. In the base scenario there are three sections of network with a link at LOS F. These are:
SH1 at Cobham Bridge
SH1 south of Lorne Street
SH1 south of Riverlea Road These remain at LOS F with the Ruakura development. Parts of the E1 from Wairere Drive to Ruakura Road operate at LOS E and continue to do so after Ruakura is added. Figure 1 of Appendix L shows the change in LOS during the morning peak period. It shows that there are some improvements (two intersections and four links) and some deterioration (five intersections and seven links).
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9.2.2 Evening Peak Comparing Figures 9 and 10 with Figures 11 and 12 of Appendix K shows that 20 intersections experience LOS F with and without Ruakura. Most of these are located in the same areas described above for the morning peak period. The notable additions are:
River Road/Wairere Drive
River Road/Fairfield Bridge
SH1/SH3 In the base scenario ten intersections have LOS E. When Ruakura is added 12 have LOS E. The new intersections with LOS E are:
Grey Street/Beale Street
SH26/SH1 In the base scenario there are four sections of network with a link LOS F. These are:
SH1 at Cobham Bridge
SH1 south of Lorne Street
SH1 south of Riverlea Road
Bridge Street bridge These remain at LOS F with the Ruakura development. Parts of the E1 from Wairere Drive to Ruakura Road operate at LOS E and continue to do so after Ruakura is added. Figure 2 of Appendix L shows the changes in LOS during the evening peak period. It shows that there are some improvements (one intersection and one link) and some deterioration (nine intersections and nine links).
9.2.3 Conclusion
The LOS analysis shows that at 2021 without the Expressway there are minimal changes in LOS. The introduction of Ruakura causes some small changes in LOS, some better and some worse. Some of these can be put down to variability in the model causing delay to move across LOS thresholds and some may be due to changing traffic patterns due to development at Ruakura. Overall, taking LOS D as the acceptable level of operation during peak periods, the introduction of Ruakura causes little change to the link and intersection levels of service on the network adjoining the plan change area.
9.3 2021 with Expressway
9.3.1 Morning Peak
Comparing Figures 5 and 6 with Figures 7 and 8 of Appendix K shows that 13 intersections experience LOS F without Ruakura and 14 experience LOS F with Ruakura. These intersections are located in the same areas described above for the morning peak period without the Expressway. The intersection that changes from LOS E to LOS F is SH3/Beatty Street. In the base scenario seven intersections have LOS E. When Ruakura is added this reduces to five as one (SH3/Beatty Street) moves to LOS F and one (Ruakiwi Street/Hill Street) improves to LOS D. In the base scenario there are three sections of network with a link at LOS F. These are
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19 the same as described above for the morning peak period without the Expressway. With Ruakura added two of these remain at LOS F and the Cobham Bridge improves to LOS E. Some sections of the network have links at LOS E and these all remain unchanged following the addition of Ruakura. Figure 3 of Appendix L shows the changes in LOS during the morning peak period. It shows that there are some improvements (six intersections and six links) and some deterioration (five intersections and four links).
9.3.2 Evening Peak
Comparing Figures 13 and 14 with Figures 15 and 16 of Appendix K shows that 18 intersections experience LOS F with and without Ruakura. These intersections are located in the same areas described above for the evening peak period without the Expressway. In the base scenario nine intersections have LOS E with and without Ruakura. In the base scenario there are four sections of network with a link at LOS F. These are the same as described above for the evening peak period without the Expressway. With Ruakura added three of these remain at LOS F but the section of Cambridge Road south of Riverlea Road improves to LOS E. Figure 4 of Appendix L shows the changes in LOS during the evening peak period. It shows that there are some improvements (two intersections and 11 links) and some deterioration (four intersections and seven links).
9.3.3 Conclusion
The LOS analysis shows that at 2021 with the Expressway there are minimal changes in LOS. The introduction of Ruakura causes some small changes in LOS, some better and some worse. Some of these can be put down to variability in the model causing delay to move across LOS thresholds and some may be due to changing traffic patterns due to development at Ruakura. Overall, taking LOS D as the acceptable level of operation during peak periods, the introduction of Ruakura causes little change to the link and intersection levels of service on the network adjoining the plan change area.
9.4 2041 with Expressway
9.4.1 Morning Peak
Comparing Figures 17 and 18 with Figures 19 and 20 of Appendix K shows that there are 19 intersections with LOS F without Ruakura and 18 with LOS F when Ruakura is added. These are located in similar to those described above for the 2021 scenarios. The intersection that improves from LOS F to LOS E is Boundary Road/Victoria Street. There are ten intersections with LOS E with and without Ruakura. Boundary Road/Victoria Street increases this total whilst the intersection of River Road/Fairfield bridge moves from LOS D to LOS E, leaving the total the same.
There are 11 sections of link with LOS F. These are located on:
River Road, north of Wairere Drive
Wairere Drive, east of River Road
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Fairfield Bridge
Bridge Street Bridge
SH1 Kahikatea Drive
SH3, south of SH1
E1, south of Powells Road
New southern links route into Cobham Bridge western end
New southern river crossing
SH1 from Cherry Lane to Riverlea Road
Tristram Street in CBD When Ruakura is introduced these remain mostly the same with some improvements to LOS on parts of:
SH1 from Cherry Lane to Riverlea Road
SH1, Kahikatea Drive
New south river crossing
E1 south of Powells Road Figure 5 of Appendix L shows the changes in LOS during the morning peak period. This figure shows that there are some improvements (14 intersections and 12 links) and some deterioration (seven intersections and 13 links).
9.4.2 Evening Peak
Comparing Figures 21 and 22 with Figures 23 and 24 of Appendix K shows that there are 23 intersections with LOS F with and without Ruakura. These are located in similar areas to those described above for the 2021 scenarios. There are 15 intersections with LOS E with and without Ruakura.
There are ten sections of link with LOS F. These are located in similar areas as described for the morning peak period. When Ruakura is added these remain mostly unchanged with some improvements evident on Claudelands Bridge and Te Aroha Street. Figure 6 of Appendix L shows the changes in LOS during the evening peak period. This figure shows that there are some improvements (eight intersections and 15 links) and some deterioration (eight intersections and 13 links).
9.4.3 Conclusion
The LOS analysis shows that at 2041 with the Expressway in place there are minimal changes in LOS due to Ruakura. The introduction of Ruakura causes some small changes in LOS, some better and some worse. Some of these can be put down to variability in the model causing delay to move across LOS thresholds and some may be due to changing traffic patterns due to development at Ruakura.
It is evident from review of the LOS plots that most of the LOS issues in the city are on the western side of the river. On the eastern side of the city the Expressway, the E1 and the internal Ruakura network all operate relatively free of LOS concerns with most intersections and links operating at LOS D or better during peak periods.
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Overall, taking LOS D as the acceptable level of operation during peak periods, the introduction of Ruakura causes little change to the link and intersection levels of service on the network adjoining the plan change area.
10. Results: Network Statistics
Appendix M contains network statistics (netben outputs) from the WRTM for all the scenarios modelled. The Appendix also presents a summary of the changes between the base and Ruakura scenarios. When Ruakura is added there are some statistics that always either increase or stay the same, these are:
Vehicle kilometres (up 0.3% to 1.4%)
Vehicle in-motion minutes (no change up to 0.9%)
Mean running speed (up 0.1% to 0.5%)
Mean network speed (up 0.1% to 0.7%)
Vehicle operating costs on links (up 0.3% to 1.5%)
Total vehicle operating costs (up 0.2% to 1.4%)
Total road user cost (no change up to 1.0%)
Fuel use (up 0.1% to 1.1%)
Carbon dioxide (up 0.1% to 1.3%)
Noise (up 0.6% to 2.3%) Most of these statistics reflect that 30% of the employment activity in Ruakura is modelled as new and therefore there is more travel in the study area when compared to the base scenarios. The increase in mean running speed and mean network speed show that with Ruakura in place, there is an overall improvement in operating speeds across the network. The following statistics always stay the same or decrease following the introduction of Ruakura:
Fuel per vehicle km (-0.3% to -0.1%)
Carbon monoxide per vehicle (-0.7% to -0.1%)
Carbon dioxide per vehicle (-0.4% to no change) These statistics indicate an improvement in operating efficiency across the network following the introduction of Ruakura. The remaining statistics show a mixture of increases and decreases depending on the scenario. These statistics relate to vehicle delays, operating costs at intersections and are due to speed changes, congestion and occupant time cost. These statistics generally show a pattern of increases (worsening) prior to the introduction of the Expressway and decreases (improvements) following introduction of the Expressway. Improvements are most obvious during the morning and evening peak periods, more so than the inter-peak. Overall, the changes in network statistics are small. Ruakura has added more population and jobs to the model which generates more travel. There is evidence that the introduction of Ruakura offers some performance benefits for the network as a whole, particularly following construction of the Expressway.
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11. Ultimate Full Structure Plan Test
A full structure plan test was undertaken to assess the overall transportation architect of Ruakura and its suitability to accommodate full development of the structure plan area. This level of development is considered to be beyond the 2041 horizon. The methodology for this test was developed in consultation with Gabites and the subcommittee. The process followed was:
Jobs and household numbers were estimated for the full structure plan area (see Appendix N)
The level of additional household growth required to provide the employment base to fill jobs at Ruakura was determined. As it is an ultimate scenario, unlike the 2021 and 2041 scenarios, no job reductions were made elsewhere in the model.
Households were added to the Rotokauri and HT1 growth areas as needed.
Calculations determined that the required households could be provided entirely within Rotokauri and the growth needed equated to it being approximately 80% full (~5,920 households). There was no need for growth in the HT1 area.
Inputs were applied to a ultimate city growth version of the WRTM previously used by HCC
The model was run and deficiencies were identified
Improvements were added to address deficiencies until acceptable operation is achieved. For the purpose of the test LOS D or better was targeted during peak periods on Ruakura internal network and at key Ruakura gateway areas. In summary, the overall architecture of Ruakura is sufficient to support full development of the structure plan area. The ultimate four-lane Spine Road and high capacity signals along its length are a key part of this in the longer term. Some external improvements in gateway areas were required as follows:
Four-laning of the E1 from River Road to East Street
Four-laning of Ruakura Road from Knighton Road to Peachgrove Road.
The full process followed by Gabites with the associated model output figures is summarised in Appendix N.
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12. Summary
The proposed development of employment and residential areas within Ruakura has been modelled in the WRTM at 2021, 2041 and at an ultimate year. A network of internal roading has been proposed based on a strong signalised Spine Road corridor from Greenhill Road in the north to Ruakura Road in the south.
The Spine Road has been modelled as having two lanes in 2021 and four lanes in 2041. It is proposed that the Spine Road would be constructed as a two lane road initially and then developed to a four lane layout when warranted by traffic volume, development or performance related criteria. This is understood to be consistent with the approach being taken for the E1 which is designated as four lanes but modelled in the 2021 and 2041 base cases as two lanes. Modelled volumes indicate daily flows of around 4,800 vpd (two-way) on the Spine Road at 2041. This suggests the need for four lanes would lie beyond the 2041 horizon.
The modelling has been used to confirm the suitability of the internal network and to assess where off-site improvements are necessary. These possible off-site improvements, in addition to those specifically noted in the model brief, are:
Signals at Ruakura Road/Knighton Road
Signals at Ruakura Road/Silverdale Road
Four lanes on Ruakura Road from the Ruakura Road/Spine Road intersection to the Ruakura Road/Knighton Road intersection
Traffic calming and reduced speed (40km/h) on Silverdale Road (particularly Carrington Avenue to Ashbury Avenue) With these possible improvements in place the modelling has shown that the proposed staged development at Ruakura can be supported by the planned transportation network at 2021 and 2041. An ultimate full structure plan test has been undertaken to confirm the suitability of the Ruakura network and its gateway areas under full development loading. This test has identified that at some point beyond the 2041 horizon the improvements needed to support full development are:
Four-laning of the E1 from River Road to East Street
Four-laning of Ruakura Road from Knighton Road to Peachgrove Road. With these improvements in place the full development of the area can be supported by the surrounding planned transportation network. The introduction of the development and particularly the closure of a section of Ruakura Road between Silverdale Road and Holland Road causes changes in traffic volumes on some roads east of the site including Holland Road, Puketaha Road and SH26. The modelling has shown however, those roads that do experience increases in volume remain within their operating capacity and afford an acceptable level of service. Steps can also be taken to plan and design key road corridors to minimise this redistribution.
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13. Next Steps
Following the subcommittee consideration of this report the next stages of transportation planning for Ruakura should include:
Consideration of further questions and issues raised by the subcommittee.
Consultation with HCC regarding expected traffic volume changes and consistency with the envisaged city road hierarchy. Areas to be considered may include Fifth Avenue and Ruakura Road.
Confirm width of spine road corridor in light of modelling results and long-term planning considerations.
Consultation and collaboration with NZTA, the NZTA Expressway team and their consultants (Opus) regarding interchange locations and designations.
Further micro-level investigation and design of the northern Greenhill Road corridor and the southern Ruakura Road corridor. These corridors both have functions of providing access at high capacity intersections and providing for through movement. Detailed design and co-ordinated operation of signalised corridors is not fully captured by strategic transport models such as the WRTM. In the case of Ruakura Road, well designed and coordinated signals could main the operational efficiency of the road and minimise traffic volume movement away from Holland Road.
Further analysis and design development can ensure optimal design and operation of these corridors to satisfy their movement and access functions. Both corridors include major intersections being planned by NZTA (the interchanges), Hamilton City and TGH/CP. A collaborative and co-ordinated approach is essential to achieving the objectives of all parties.
The Ruakura Road corridor design and analysis should consider how to preserve the through traffic function of the Holland Road-Ruakura Road route and retain as much of the existing volume on Holland Road as possible.
The WRTM modelling has provided guidance regarding the long-term direction of the transportation network for the structure plan area. Further analysis and planning is required regarding when these improvements are needed to ensure efficient use of existing infrastructure and alignment between development and new transportation infrastructure. This work should include costs estimates and inform the infrastructure plan being developed for the project.
Ultimately the recommendations agreed by the subcommittee should be incorporated in the District Plan process where necessary to ensure transportation aspirations for Ruakura and the HCC, WDC and NZTA transportation networks are achieved.
Traffic Design Group July 2011
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