Network Action Plan

Issue 1 March 2010

Table of Contents

1. Vision...... 1 1.1. Access Hamilton...... 1 1.2. Network Action Plan ...... 2 1.3. Scope...... 2

2. Summary ...... 3 2.1. Policy and Strategic Context ...... 3 2.2. Current Growth Trends...... 3 2.3. Approach and Objectives ...... 3 2.4. Outcomes and Measurement ...... 4 2.5. Implementation and Priorities ...... 5

3. Policy and Strategic Context ...... 6 3.1. National Policy and Strategy ...... 6 3.2. Regional Policy and Strategy...... 6 3.3. Local Policy and Strategy...... 8

4. Current Growth Trends ...... 9 4.1. Urban Growth ...... 9 4.2. The Existing Network ...... 11 4.3. Travel Patterns ...... 11

5. Strategic Issues...... 14

6. Traffic Modelling...... 15 6.1. Introduction...... 15 6.2. Structure Plan Modelling: Peacocke vs. Rotokauri...... 15 6.3. Testing Land Use Sensitivity ...... 16 6.4. Unconstrained Modelling...... 19 6.5. Northern Crossing ...... 20 6.6. Strategic Traffic Modelling ...... 21 6.7. Traffic Modelling Summary ...... 23

7. The Strategic Network ...... 24 7.1. Role of the Strategic Network ...... 24 7.2. Criteria Used to Define the Strategic Network ...... 25 7.3. Identifying the Strategic Network...... 27 7.4. Principles Defining the Strategic Network...... 29 7.5. Form of the Strategic Network ...... 30 7.6. Timing of 4-laning...... 30

8. Hamilton City Road Network...... 32 8.1. Role of the Hamilton City Road Network ...... 32 8.2. Road Hierarchy ...... 32 8.3. Proposed Road Hierarchy Classification ...... 33

Network Action Plan

8.4. The Local Road Network...... 33 8.5. Hamilton City Council Traffic Bylaw (2007) ...... 34 8.6. Local Area Traffic Management Plans ...... 34 8.7. Pedestrian Road Crossing Facilities...... 35 8.8. Road Resurfacing Policy ...... 35

9. Rail Network...... 37 9.1. National Rail Strategy to 2015...... 37 9.2. Hamilton’s Strategy for Rail ...... 37 9.3. Role of Rail Network...... 37 9.4. Rail in this Action Plan...... 37 9.5. Existing Rail Network and Connections ...... 38 9.6. Future Developments and Connections...... 38 9.7. Rail Studies and Strategies ...... 39

10. Movement of Freight ...... 40 10.1. Moving Freight on the Network ...... 40 10.2. Existing Network Connections ...... 41 10.3. Future Freight Developments...... 41 10.4. Freight Studies and Strategy...... 41

11. Network Issues ...... 42 11.1. Sector Map Development...... 42 11.2. North Sector ...... 43 11.3. South Sector...... 45 11.4. East Sector ...... 47 11.5. West Sector...... 50 11.6. Central Sector...... 53 11.7. Central Sector Access Options...... 55 11.8. Summary of Issues ...... 56

12. Approach and Objectives ...... 57 12.1. Approach...... 57 12.2. Objective 1 - Land-Use Planning and Management: Planning for the Future...... 57 12.3. Objective 2 – Multi-Modal Network: Working Together to Improve Access ...... 57 12.4. Objective 3 – Network Protection and Management: Providing for the Future...... 58 12.5. Objective 4 – Network Development: Managing and Adapting for the Future...... 58

13. Outcomes, Targets and Measurement ...... 60 13.1. Land-Use Planning and Management...... 60 13.2. Multi-Modal Network ...... 60 13.3. Network Protection and Management...... 61 13.4. Network Development...... 61 13.5. Measurement...... 62 Network Action Plan

14. Implementation and Priorities ...... 63 14.1. Prioritisation Process ...... 63 14.2. Implementation Table ...... 63

Appendices a Appendix 1: Traffic Modelling Results a Appendix 2: Existing Road Hierarchy i Appendix 3: Traffic Bylaw (2007) .k Appendix 4: Traffic Calming Warrants .m Appendix 5: Network Action Plan Summary Brochure o Appendix 6: Network Activities .p Network Action Plan

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1. Vision

1.1. Access Hamilton Access Hamilton is one of the city’s eight key strategies to deliver the city’s vision for a Vibrant Hamilton. It guides the delivery of an integrated transport system to meet Hamilton’s transport needs over the next 30 years. Access Hamilton focuses on achieving a Vibrant Hamilton using five key themes:

h Working together to improve access h Planning for the future h Providing for the future h Understanding our choices h Managing and adapting for the future Access Hamilton’s purpose is to “deliver an affordable, integrated, safe, responsive and sustainable transport system”. The Access Hamilton strategy integrates land use and transport planning to find an affordable, effective mix of interventions that will best meet the city’s long term needs.

This Network Action Plan is one of seven Action Plans that coordinate and prioritise the various activities developed to implement the Access Hamilton Strategy. The diagram below shows how this plan fits in with the overall Access Hamilton Strategy.

Aspirations Access Key principles Hamilton Strategic Strategy

Framework to identify Integrated Transport Plan and prioritise

Action Plans Tactical Safety Passenger Transport Parking Network Active Travel Demand Management Activity Management Plan

Long Term Council Delivery Community Plan District Plan

Figure 1: Access Hamilton Structure Network Action Plan

1.2. Network Action Plan The purpose of the Network Action Plan is to “deliver an affordable, integrated, safe, responsive and sustainable transport system that contributes to Hamilton’s strategic objectives”.

The outcome will be the effective movement of people and freight between appropriately located and connected key transport, employment and residential nodes. The Network Action Plan will guide relevant land-use planning and the management, development and protection of the transport network necessary to support Hamilton’s economic development, urban design and growth strategies.

The Network Action Plan:

h Evaluates desirable land use and structure planning principles that minimise the need to travel and support a multi-modal transport system h Identifies the key nodes and connections and expected movements, including rail, passenger transport, and national and regional road links h Establishes a road hierarchy that identifies the strategic network (state highways and city roads), major and minor arterials, collectors and local access roads, and defines the role and treatment of each component of the road network h Assesses the transport consequences of growth in line with integrated sub- regional and local growth strategies and identifies areas of concern h Identifies a hierarchy of land use and transport interventions, activities and infrastructure necessary to sustain a network that supports an affordable, integrated, safe, responsive and sustainable transport system h Provides an implementation framework for the prioritisation, coordination and implementation of activities

1.3. Scope This Network Action Plan focuses on the road network as Hamilton City Council’s (HCC) primary responsibility in transport terms. It considers the urban state highways as an integral part of the Hamilton network and takes into account the needs of and connections to other networks including rail, regional road connections, and the city’s other local networks serving active modes and passenger transport.

The Action Plan recognises that Hamilton is the centre of the greater Hamilton sub-region and is an important part of the network. The Plan is complimentary to the Greater Hamilton Arterial Network Plan currently being developed by the NZ Transport Agency (NZTA). Both Plans will also provide input in to the development of the next Regional Land Transport Strategy (RLTS). Network Action Plan

2. Summary The purpose of the Network Action Plan is to ‘deliver an affordable, integrated, safe, responsive and sustainable transport system that contributes to Hamilton’s strategic objectives”.

2.1. Policy and Strategic Context The development of this Action Plan has been guided by the vision, objectives and targets of various national, regional and local strategies, policies and programmes.

The objectives and outcomes of this Action Plan will guide Hamilton towards an affordable, integrated, safe responsive, sustainable land transport system.

2.2. Current Growth Trends The population of Hamilton City is predicted to growth from 134,400 in 2006 to approximately 206,500 in 2036, creating an additional 38,700 jobs. Household sizes in Hamilton are predicted to decrease from 2.813 people per dwelling in 2007 to 2.660 people per dwelling in 2036. Decreased household size combined with an increasing population will place increasing pressure on the transport network as city increases in size to accommodate these predicted trends.

2.3. Approach and Objectives HCC has been implementing best practice in integrated transport planning for over a decade, supporting better connections and alternative modes including innovative passenger transport services, extensive walking and cycling networks, effective education programmes for safety and travel choices. HCC recognises that predicting and providing for increasing travel by means roading improvements alone is not economically or environmentally sustainable or affordable. Practicable capacity improvements alone cannot provide for the expected travel demand in Hamilton. Therefore, alternative measures will be required to provide for the expected demand. These measures will include travel demand management including integrated land-use planning and behaviour change activities, and increasing the use of passenger transport and other modes.

Objective 1 – Land Use Planning and Management: Planning for the Future To integrate land use planning and management with transportation planning, including funding opportunities, to provide an effective land transport system that addresses the land transport implications of each land-use. Network Action Plan

Objective 2 – Multi-Modal Network: Working Together to Improve Access To work with transport partners to provide appropriate infrastructure to support and develop a multi-modal network that complements the form and function of the strategic network and adjoining land-use patterns.

Objective 3 – Network Protection and Management: Providing for the Future To identify, protect and manage the strategic network to support a transport system that operates at an appropriate level of service and ensures that travel times are reasonable and reliable over Access Hamilton’s 30 year timeframe.

Objective 4 – Network Development: Managing and Adapting for the Future To develop an effective and affordable network through a planned approach to the implementation of infrastructure improvements, coordinated and integrated with land use planning, travel demand management and activities associated with other modes.

2.4. Outcomes and Measurement The outcome will be the effective movement of people and freight between appropriately located and connected key transport, employment and residential nodes.

Measurement will be in terms of outputs (network changes, infrastructure improvements, structure plans, etc) and outcomes (reduced traffic growth, mode splits demonstrating greater use of alternatives, reduced total travel, lower congestion etc.). Network Action Plan

2.5. Implementation and Priorities Implementation will be through a hierarchy of interventions, prioritising low cost actions first to minimise, delay or avoid the need for high cost infrastructure improvements. Higher cost interventions are prioritised in accordance with the Regional Transport Committee (RTC) principles on a “best for network” basis. The activities proposed include:

Category Classification

District Plan Review, including zoning, objectives, rules and road hierarchy considerations Land use interventions Structure Planning and staging of release and development Hamilton City Development Manual review Working with neighbouring territorial local authorities and road controlling/transport authorities, including NZTA, Waipa DC, Waikato DC and Environment Waikato, on integrated sub- Coordination and regional land use and transport planning Partnership Coordinating network improvements to match passenger transport, freight and passenger rail and other network improvements Coordinate activities with other Access Hamilton Action Plans including packages where appropriate (e.g. combining improvements with major renewals, reallocating road space Network Protection and time to support other modes such as bus priority, cycle and Management lanes etc.) Managing adjacent land use and development to protect the efficiency of existing and planned infrastructure Improvements to increase corridor capacity, recognising opportunities for increasing people-carrying capacity Network Development Working with NZTA to investigate and implement key infrastructure projects such as the Wairere Drive 4-laning, Eastern Arterial, Southern Links and designation of a Northern Crossing. Table 1 Hierarchy of Interventions Network Action Plan

3. Policy and Strategic Context The development of this Action Plan has been guided by the vision, objectives and targets of various national, regional and local strategies, policies and programmes to ensure that Hamilton has an affordable, integrated, safe responsive, sustainable land transport system.

3.1. National Policy and Strategy Land Transport Management Act (LTMA) Through this Action Plan the network will be developed to provide an integrated network that contributes to the sustainable growth of Hamilton over the next 30 years.

New Zealand Transport Strategy 2008 (NZTS) This Network Action Plan will contribute to the objectives of the NZTS by guiding the management, development and protection of the Hamilton network while promoting the five objectives of the NZTS.

Government Policy Statement on Land Transport Funding 2009/10 – 2018/19 (GPS) In May 2009 the Ministry of Transport revised the GPS to reflect the Government’s priorities of national economic growth and productivity and provides a set of desired impacts.

This Action Plan will contribute to economic growth and productivity of Hamilton and the GPS desired impacts by:

h Managing and developing the network to provide consistent and acceptable journey times; h Identifying corridors and intersection for treatments to improve transport services for a range of modes; and h Promoting connectivity between the road and rail network to promote the use of rail for the movement of people and freight.

3.2. Regional Policy and Strategy The development of land transport improvements in the Waikato region are driven by the Waikato Regional Land Transport Strategy (RLTS) and Regional Land Transport Programme (RLTP).

Regional Land Transport Strategy 2006-2016 (RLTS) The RLTS identifies the development of the Hamilton Ring Road and its relationship with the Hamilton Western Corridor, SH1, Southern Links, Te Rapa Bypass and the Hamilton Bypass as a key area of focus for the Hamilton, Waikato and Waipa sub-region. Network Action Plan

This Action Plan will contribute to outcome areas of economic development, access and mobility, and integration by developing an integrated network that supports the key areas identified in the strategy while improving access and mobility to areas of economic growth.

By identifying the issues and options for Hamilton’s transportation network, this Action Plan will inform the development of the next RLTS.

Regional Land Transport Programme 2009/10–2011/12 (RLTP) The RLTP identifies that the Hamilton Ring Road is important for the efficient access and economic development of Hamilton and the Waikato Region. Several projects that are identified in this Action Plan form part of the Hamilton Ring Road and are included in the RLTP.

Future Proof Strategy 2009 Future Proof is a joint project between Environment Waikato (EW), Waikato District Council, Waipa District Council and HCC to develop a sub-regional growth strategy. The aim is to manage growth in a collaborative manner for the benefit of the Future Proof sub-region from both a community and physical perspective.

Future Proof identifies four transportation growth corridors that will assist the development of the sub-region with a focus on completing the Waikato Expressway. It also recognises the importance of an integrated transport network within Hamilton and its connectivity with the surrounding sub-region through well planned infrastructure.

This Action Plan will develop the land transport network within Hamilton while managing and improving land transport connections to the wider sub-region.

Waikato Regional Rail Discussion Document EW has developed a regional rail discussion document that will inform the development of the Waikato Regional Rail Strategy. The discussion document summarises the key rail issues in the Waikato and proposes options and actions for developing rail in the region.

The Network Action Plan can make a positive contribution to the key issues identified in the discussion document by:

h improving connections between the road and rail networks at locations like the Crawford Street Inland Port to encourage movement of freight by rail h recognising and planning for new rail connections within the areas planed for industrial and commercial development, e.g. Ruakura, Rotokauri and the Hamilton International Airport h recognising the importance of the existing train station in Frankton and the possibility of new stations being developed on Kahikatea Drive and at Rotokauri for a commuter train service to Auckland Network Action Plan

3.3. Local Policy and Strategy Hamilton Urban Growth Strategy (HUGS) The Hamilton Urban Growth Strategy sets out how the city will develop and grow in the future. It is based on the concept of 'mend before you extend’' and puts forward four key growth propositions:

h Over the next 10-20 years approximately 50% of Hamilton’s new dwellings will be provided through regeneration of existing parts of the city. h The commitments to developing the remainder of Rototuna and Stage 1 of both Peacocke and Rotokauri will not change. h To prioritise the residential growth area of Peacocke in the longer term (beyond 2023). h To enable the development of a high technology, innovation precinct in Ruakura – beginning development from around 2016. This Action Plan aims to plan and develop effective transportation corridors and connections between the growth nodes proposed in HUGS.

Strategic Agreement on Future Urban Boundaries In March 2005, the Hamilton City Council and Waikato District Council adopted the Strategic Agreement on Future Urban Boundaries. This agreement transfers two areas of land (to the immediate east and north of Hamilton) into Hamilton City from the Waikato District as of 30 June 2010, with three additional areas to follow at later dates. The two areas that will be transferred initially are:

h Ruakura Growth Cell (R1) - being approximately 730 hectares to the east of the city between Morrinsville Road (SH26) and Greenhill Road and to the edge of the proposed Waikato Expressway. h Te Rapa North A (HT2A) - being the area on the western side of the Waikato River, between the Horotiu/Te Rapa Bypass, and the present city boundary along Ruffell Road but excluding the Te Rapa Fonterra Dairy Factory. The 30-year vision of this action plan recognises the potential change in the Hamilton City boundary and plans for the expected developments in these two areas.

Hamilton City Council LTCCP 2009-19 Through the LTCCP, Council is aiming to provide Hamilton with a more sustainable and integrated multi-modal transportation system. The LTCCP identifies key projects and expenditure for the next 10-years. The LTCCP includes the following transport related projects as key projects over the next 10-years:

h Infrastructure to support development of Ruakura growth cell h Infrastructure to support development of Rotokauri Stage 1 h Infrastructure to support development of Peacocke Stage 1 h Wairere Drive – Crosby to Ruakura Road (Eastern Arterial) h Upgrade of Wairere Drive – Te Rapa to Tramway Road Network Action Plan

4. Current Growth Trends

4.1. Urban Growth HUGS predicts that the population of Hamilton City will grow from 134,400 in 2006 to approximately 206,500 in 2036. An additional 38,700 jobs are associated with this population growth. The distribution of this additional population and employment growth is presented on Figure 3: Hamilton City - Generation and Destination Nodes.

HUGS predicts that household sizes in Hamilton will decrease from 2.813 people per dwelling in 2007 to 2.660 people per dwelling in 2036. Decreased household size combined with an increasing population will place increasing pressure on the transport network as city increases in size to accommodate these predicted urban growth trends.

The Waikato University Population Studies Centre report, ‘Population Projections until 2061 for FutureProof – the Hamilton Sub-Regional Growth Strategy’ (October 2008) commissioned as part of the Future Proof investigation, provided the following projected population pyramids for Hamilton City in 2006 and 2061. These projections are presented as Figure 2 below. The projections show that Hamilton’s population will growth significantly in all age groups but particularly in the young (<15 years) and old (>65 years). Population demographics are expected to be an important consideration when managing the transport network these age groups rely more heavily on alternative modes including PT and walking and cycling. Network Action Plan

Figure 2: Hamilton City Projected Population Pyramids, 2006 and 2061 Network Action Plan

4.2. The Existing Network A series of sector maps have been developed to describe the existing and future form of the Hamilton City transport network. Figure 3 identifies the important trip generation and destination nodes within Hamilton City. These include existing and new residential areas, employment areas, recreational and transport nodes. The map also indicates the spatial distribution of the expected population growth.

Within Hamilton there are a number of constraints which limit the development of the network. These include existing development, river crossings, level rail crossings and over bridges. There are also opportunities for improvements to the network including new rail connections. Figure 4 presents the constraints and opportunities that have been considered when developing this Action Plan.

4.3. Travel Patterns Information on sustainable and safe land transport trends and indicators published by Land Transport NZ (based upon census data) shows that:

h Typically 60% of NZ’s population travelled to work by private motor vehicle h In Hamilton City 62% travelled to work by private motor vehicle in 1996 which rose to 64% in 2001. The following travel patterns were described during the development of HUGS:

h Approximately 14,000 people travel into Hamilton for employment, while 13,000 leave to work in the surrounding districts h That over 50% of Hamilton’s shoppers originate outside the city’s boundaries

Network Action Plan

Figure 3: Hamilton City – Generation and Destination Nodes Network Action Plan

Figure 4: Hamilton City – Opportunities and Constraints Network Action Plan

5. Strategic Issues The identification of the Waikato Expressway, including both the Te Rapa and Hamilton Bypasses, as a Road of National Significance (RoNS) has lead to an increased focus on the sub-regional arterial network and its contribution to the desired GPS impacts of increased economic growth and productivity.

NZTA are currently developing a Network Integration Plan. This Plan aims to coordinate the development of the arterial network, including both state highways and local roads, by integrating the development and evaluation of projects and packages with land use strategy. The Network Integration Plan is expected to identify a number of strategic level issues that require a coordinated approach across the region.

The Network Action Plan focuses on the development of the Hamilton City network, and can contribute to coordinated network development and resolution of the strategic level issues in the sub-region by:

h Supporting compact development within Hamilton, with a focus on a vibrant city centre, by providing a ring-road with strong connections to the city centre h Developing an arterial network that supports the HUGS land use propositions, for example: o The Peacocke Structure Plan relies on the development of the Southern Links package o Access to industrial land at Rotokauri is reliant on the Te Rapa Bypass o Access to the Ruakura area requires the development of a structure plan and consideration of arterial connections to the Waikato Expressway and the rail network h Identifying and protecting future corridors across the Waikato River while maximising the capacity of existing river crossings h Considering alternative connections to the Waikato Expressway that support Hamilton’s growth, for example, identifying and considering alternatives connections at Resolution Drive and/or Ruakura Road h Working with NZTA to consider the status of SH1 at Te Rapa Road and Cobham Drive following the construction of the Waikato Expressway h Supporting the coordinated development of an integrated arterial network outside Hamilton City to provide connections to the proposed employment and industrial growth nodes at Horotiu and the Airport Network Action Plan

6. Traffic Modelling

6.1. Introduction As part of HUGS investigation into urban growth Council used the Hamilton traffic model to assess the City’s growth to 2036. This modelling has been extended to model and test land use options and improvements to the network proposed in this Action Plan.

In brief, the model predicts approximately 2.3% traffic growth over 30 years from 2006 to 2036, leading to significant congestion and delays. The modelling and results are summarised below.

6.2. Structure Plan Modelling: Peacocke vs. Rotokauri The traffic model was used during the HUGS investigation to test the impacts of developing the Peacocke and Rotokauri Structure Plan areas. Each structure plan area was modelled with ‘minimum’ improvements and ‘all’ improvements. The predicted level of service in 2036 for the ‘all’ improvements option is shown on Figure 5. Additional traffic modelling maps are attached as Appendix 1.

The modelling showed that the development of the Peacocke Structure Plan before the Rotokauri Structure Plan would result in lower road user costs through fewer vehicle kilometres travelled and less delay. HUGS proposes that beyond 2023 Peacocke be developed in preference to Rotokauri. This is generally consistent with the NZTA hierarchy of interventions through minimising the need for travel but does rely on developing new infrastructure, particularly new river crossings.

The modelling shows that between 2006 and 2036 there is a significant increase in traffic volumes on many roads throughout the city, including:

h Avalon Drive h Te Rapa Bypass h Kahikatea Drive h Greenwood Street h Wairere Drive h Eastern Arterial h Southern Links Notable decreases are expected on the following routes:

h Tramway Road and Peachgrove Road, due to traffic transferring to the Eastern Arterial h Te Rapa Road, transfer to Avalon Drive/Te Rapa Bypass and Waikato Expressway Network Action Plan

Comparing the results of the ‘minimum’ improvements against the ‘all’ improvements model shows that:

h The Southern Links projects provides relief to the SH3/Ohaupo Road and Kahikatea Drive corridors There are improvements in the LOS on:

h the Claudelands and Fairfield Bridges h Cambridge Road h SH1 between Riverlea Road and the Waikato Expressway/Cherry Lane h Peachgrove Road between Five Cross Roads and Ruakura Road Figure 5 presents the peak period level of service predicted for 2036 based upon the traffic modelling. Despite the improvements to the network, in 2036 the following sections of the network will experience LOS F in peak periods:

h Greenwood Street, between Killarney Road and Kahikatea Drive h All river crossings except the proposed Northern Crossing h Many intersections within the CBD h Eastern Arterial south of Ruakura Road, as only 2-lanes are currently modelled due to property and community restrictions h Te Aroha Street and Ruakura Road corridor h Cobham Drive between the bridge and Normandy Ave The Level of Service (LOS) F describes traffic conditions where traffic exceeds the practical capacity of the road or intersection leading to flow breakdown, queuing and delays.

The results of the traffic modelling have shown that the planned development of the network does not have sufficient capacity to satisfy the expected peak period demand at an acceptable level of service.

6.3. Testing Land Use Sensitivity Land-use patterns are considered important in the development of a transport network. To test the sensitivity of the Hamilton network to changes in employment an additional 4,500 jobs were concentrated in the area bounded by Greenhill Road, Tramway Road, Powells Road and the Waikato Expressway.

This additional employment redistributed the trips within Hamilton by attracting trips away from existing employment areas. No additional private trips were generated. The results also showed an improved level of service on the Eastern Arterial and Ruakura Road when compared to the Peacockes and Rotokauri Structure Plan modelling.

This demonstrates that land-use can have a significant effect on the network and integrated planning of land-use changes is required to ensure that appropriate connections to the network are included in the development. Network Action Plan

The proposed development of a high technology, innovation precinct at Ruakura should be planned and coordinated recognising the form and function of the neighbouring roads and their role in the network. Early development of employment opportunities at Ruakura (and probably elsewhere east of the river) should relieve congestion at key points. Effective access to the Ruakura Structure Plan area would facilitate and encourage employment-related development. The Eastern Arterial is a key component of that access, integrated with effective passenger transport connections and protection of rail options. Network Action Plan

Figure 5: 2036 Morning Peak and 2036 Evening Level of Service with Peacockes Stage 2 (all roading) Network Action Plan Network

6.4. Unconstrained Modelling Unconstrained modelling of the network was completed to assess the latent or suppressed demand on the network. Capacity constraints on the network were removed by providing additional infrastructure and improving intersections with the aim of improving the level of service to LOS D or better in peak periods.

The following trends were observed when comparing the results of the unconstrained modelling and the original structure plan modelling:

h No significant changes in traffic volume or level of service on the ring- road, indicating that it is an effective and appropriate corridor for infrastructure investment h Changes to trip demand were mainly on north-south and east-west routes, with changes on east-west routes more pronounced Significant increases in traffic volumes on:

h The Southern Links connections to Cobham Drive h Anglesea Street between Cobham Drive and Collingwood Street h Fairfield Bridge Transfers in routes from:

h Whitiora Bridge to Fairfield Bridge h Bader Street onto new Peacockes link h North-south arterials in the CBD to minor/local roads h Sandwich Road onto Te Rapa Road h Peachgrove Road and Hukanui Road onto River Road and Eastern Arterial In summary, the unconstrained modelling shows the desired trips being made by the shortest route. The changes in the traffic volumes and transfers in routes noted above show that drivers are prepared to make long diversions from their shortest route to avoid delays and uncertainty. Where the traffic includes a high proportion of commuter or school trips, these routes should be investigated for increased passenger transport facilities as the results here may be the greatest due to the strong travel desire lines and greater relative savings available in terms of time and distance.

The north-south and east-west movements are strong desire corridors inside the ring-road and should be protected and developed in conjunction with the other Action Plans to optimise the people-carrying capacity of these corridors. Network Action Plan

6.5. Northern Crossing The development of major employment and residential areas at Rototuna in the east and Rotokauri in the west is likely to increase the demand for cross river trips. Alternatives to meet this increased demand include:

h Travel demand measures and PT services h Increasing capacity on the existing bridges h Development of a new crossing, the Northern Crossing, along the line of Kay Road joining the Te Rapa Bypass at the proposed Central Interchange To assess the demand for and to observe the effects of a new crossing the network was modelled with and without the proposed northern crossing. The main differences observed when comparing the traffic modelling with and without the Northern Crossing were that:

h The additional crossing attracts 1,260veh/hour in the PM peak and 1,330veh/hour in the AM peak. h Traffic is attracted from the Ngaruawahia, Horotiu, Pukete and Fairfield Bridges h The Northern Crossing improves the level of service on: o Pukete Bridge o Resolution Drive and River Road north of Wairere Drive o Pukete Road and intersections between Wairere Drive and Te Rapa Road h Traffic volumes on the Te Rapa Bypass between the Lake Road Interchange and Rotokauri remain unchanged. In the 2036 traffic modelling the Rotokauri residential development is not fully completed. Demand for this northern crossing is likely to increase after 2036 as Rotokauri is progressively completed. Additional demand for this river crossing is likely to result from the growth patterns proposed in Future Proof which focuses on rural towns and communities like Ngaruawahia and Horotiu.

In summary, the Northern Crossing attracts traffic from as far as the Fairfield and Ngaruawahia Bridges and improves the level of service on the Pukete Bridge and its approaches on Wairere Drive. Due to the longer term development of the Rotokauri Structure Plan and the neighbouring region it is unlikely that this crossing will be constructed before 2036. However, this corridor should be investigated and designated to protect against the risk of build-out from the proposed developments and inform effective network planning for the northern corridor package and Rotokauri and Rototuna Structure Plans. Consistent with the NZTA hierarchy of interventions, the investigation should consider:

h Options to optimise the long term capacity and function of the existing river crossings. h Whether providing capacity too early could induce inappropriate land uses and adverse effects elsewhere on the network. h Hamilton’s desired outcomes for a Vibrant Hamilton, a strong town

Network Action Plan centre and improving access to the town centre.

6.6. Strategic Traffic Modelling The Western Corridor Development Strategy Report- Draft (July 2006) made the following observations on the destination of strategic traffic approaching Hamilton on SH1 and SH3 based upon the 2006 Hamilton Transportation Model:

h SH1 Northern Approach at Taupiri o Just over half (54%) of the traffic is destined for Hamilton City, with the CBD and north Hamilton being the major locations o 19% is long haul through traffic, with 7% heading for SH3 and 12% to SH1 south o 10% of the traffic flow travels to Ngaruawahia and 12% heads across to the north east of Hamilton City, some of which may be long haul traffic avoiding Hamilton altogether. h SH1 Southern Approach at Tamahere o The majority of traffic (76%) has a destination within Hamilton City, of which 27% goes to the CBD o 11% is long haul through traffic with a destination north of Taupiri o SH26 and SH23 each attract around 4% of the traffic flow. h SH3 Approach south of the SH21 (Airport Road) junction o 78% has a destination in Hamilton with 30% heading to the CBD o 11% is long haul through traffic destined for north of Taupiri o 4% has a destination east of Hamilton City with 2% crossing over to SH1 south of Tamahere. The remaining 3%-5% of the traffic flows from the above external sites have minor destinations (less than 1%) spread out across the network. It is clear from the above figures that the majority of traffic approaching Hamilton on SH1 and SH3 has a destination within Hamilton, and that the proportion of through traffic is relatively small. Network Action Plan

Source: Opus, Western Corridor Development Strategy Report- Draft (July 2006)

Figure 6: Strategic Traffic Modelling Results (Source: Western Corridor Development Strategy Report- Draft (July 2006)) Network Action Plan

6.7. Traffic Modelling Summary The results of the traffic modelling has shown that development of the additional infrastructure to improve the network does not have sufficient capacity to satisfy the expected peak period demand at an acceptable level of service. Therefore, alternative measures will need to be developed in conjunction with the planned network improvements. These measures are likely to include

h Land use planning and management; h Improved passenger transport facilities and connections along high demand corridors - bus priority, bus lanes; h Continued provision of infrastructure for active modes - walking and cycling facilities; h Travel demand measures. Network Action Plan

7. The Strategic Network

7.1. Role of the Strategic Network The role of the Strategic Network is to enable the efficient movement of people and freight between key transport, employment and residential nodes.

The strategic network in Hamilton comprises three elements:

h Urban State highway network h Local arterial roads h Rail network The passenger transport network and active modes networks are also key elements of Hamilton’s transport system. They have been developed separately and areas of overlap or conflict are identified and managed as part of the Integrated Transport Plan.

Hamilton’s strategic network focuses on connections to networks managed by others, such as the state highway and rail networks, rather than duplicating their strategic planning. The airport is considered to be a key transport node along with the transport centre, railway station and the Crawford Street Inland Port. Suburban centres and other passenger transport connections such as a possible rail connection in Rotokauri are viewed as nodes, along with car parks.

The primary purpose of the strategic network is the effective movement of freight and people. The engineering standards and planning frameworks should support this.

The remaining road network includes major and minor arterial roads, collector roads and local roads. Some roads, such as Clyde Street and Tristram Street carry high traffic volumes with an important through traffic function. Others are local roads and cul-de-sac’s whose role is to provide property access and to provide a network for the movement of pedestrians and cyclists.

By having a strategic network that provides for the key connectivity necessary to support economic development, growth and social needs, the efficiency expectations for the remaining road network can be lower. When the through traffic function on the non-strategic network is accepted as being of reduced importance, the user hierarchy can reflect other priorities, such as safety (by lowering speed limits), active modes (cycle lanes and pedestrian-friendly zones) and passenger transport (bus priority, bus-only routes, etc.). Network Action Plan

7.2. Criteria Used to Define the Strategic Network Hamilton’s strategic network has been identified through an assessment of the role that the corridors make towards achieving Hamilton’s strategic objectives as set out in the Access Hamilton Integrated Transport Plan and this Action Plan. These strategic objectives are set out below.

h The Access Hamilton objectives are: o Ensure environmental sustainability o Assist economic development o Assist safety and personal security o Improve access and mobility o Protect and promote public health o Integrate transport and land use planning h The Network Action Plan objectives are: o Land use Planning and Management: Planning for the Future o Multi-Modal Network: Working Together to Improve Access o Network Protection and Management: Planning for the Future o Network Development: Managing and Adapting for the Future It is noted that integrated transport and land use planning is an objective of both Access Hamilton and this Action Plan, however, its contribution is only assessed once. The contribution of these strategic objectives towards the city’s vision of Vibrant Hamilton is shown in Table 2.

The NZTA Planning, Programming and Funding Manual (PPFM) uses an assessment of strategic fit to ensure that activities align with the NZTA’s strategic investment direction. This approach has been used to identify Hamilton’s strategic network by subjectively assessing the contribution of the strategic fit factors against the strategic objectives.

This assessment is presented in Table 2. It indicates that urban arterials make the greatest contribution to achieving Hamilton’s strategic objectives and are likely to make up the majority of the strategic network. It is recognised that urban arterials are likely to have significant freight and network security functions, particularly in regard to inter-regional freight and river and rail crossings.

Safety is a priority activity for Hamilton city and this is reflected in the Transport Safety Action Plan. The Transport Safety Action Plan identifies safety issues and locations where safety is an issue. Therefore, the contribution that transport safety makes towards the strategic objectives is not considered in this assessment.

Hamilton is a major urban area and the NZTA strategic fit factor relating to tourism considers tourism routes outside major urban areas, such as Taupo and Rotorua. Since Hamilton is a major urban area, tourism is not considered to be an appropriate factor for selecting Hamilton’s strategic network. Network Action Plan

Therefore, the contribution that improving strategic corridors could make to improving safety, for example by reducing through traffic in residential areas or facilitating traffic calming elsewhere, is not considered in this assessment.

Access Hamilton Objectives Network Objectives

Factors Safety and personal Safety and security Economic development mobility Access and Public Health Environmental sustainability Land use planning and management Multi-modal network Protection Network and Management Network Development

How well each contribute to Vibrant Hamilton Safety is a priority activity area for HCC. The Transport Safety Action Safety Plan considers the contribution that safety makes to Hamilton’s strategic objectives Hierarchy H M Critical to M M Waikato Expressway Hamilton is a major urban area and under the PPFM guidance does Tourism not meet the criteria for tourism Freight H M M

Routes Urban M M M H M

Arterial Network M L M M security and resilience Table 2 Assessment Framework = standard contribution = significant contribution H, M, L = High, Medium, Low; Assessment of how dealing with the strategic fit issue can contribute to the Access Hamilton and Network Objectives

Each corridor within the Hamilton City network has been assessed against these strategic fit factors to rank the corridors in importance. Hamilton’s strategic network has been selected from the corridors that ranked the highest in that assessment. Network Action Plan

7.3. Identifying the Strategic Network The Strategic Network identified by the assessment of strategic objectives against strategic fit includes key arterial roads, rail corridors and connections to other networks and key transport nodes. Hamilton’s Strategic Network is shown in Figure 7 and described further in Tables 3 and 4.

Figure 7: Hamilton City Proposed Strategic Network Network Action Plan

Section Description Reasons

Wairere Drive Includes two of the main river Eastern Arterial crossings (Cobham Drive and Pukete Bridges) Hamilton Ring Cobham Drive Provides a new access controlled major Road Kahikatea Drive arterial through east Hamilton reducing Greenwood St traffic volumes on Peachgrove Road Avalon Drive (whose main function is access) East-West Corridor - Hall Street Provides a central crossing of the Waikato River - Mill Street Connects SH23 through the City to the - Whitiora Bridge Eastern Arterial and Waikato - Boundary Road Expressway Cross-City - Fifth Ave Connectors Potential corridor for increased PT by North-South Corridor linking the Transport Centre with new - Cobham Drive developments in the north and south - Tristram Street Large sections are already 4-laned - Te Rapa Road Provides a route close to but not through the CBD Waikato Expressway Identifies and protects the important Te Rapa Bypass connections between the inter-regional SH26/Morrinsville Road and Hamilton networks Inter-regional SH1/Cobham Drive/ Important for regional connectivity and Connections Cambridge Road Future Proof goals (to Waikato SH3/Ohaupo Road Te Rapa Bypass provides important Expressway connections to the Rotokauri growth SH23/Whatawhata Road and SH area Southern Links network) Southern Links provides bypass Northern Crossing opportunities for through traffic on SH3 Resolution Drive and connections to the Peacocke Greenhill Road development Pembroke St/SH1/SH3 Recognition of important links will Cobham Drive/Grey St assist planning and development for ‘Internal’ high capacity intersections connections to Wairere Dr/Gordonton Road Without good connections between the Hamilton road Wairere Dr/River Road Hamilton road network and strategic network Avalon Dr/Norton Road network, the strategic network will not Killarney Road be utilised Hamilton rail station at Frankton The rail network provides an important Crawford Street Inland Port network for the movement of freight Rail Possible rail connections at Potential commuter/passenger rail Tasman Road, Ruakura, connection to Auckland Kahikatea Drive, central underground station, Airport Table 3 Description of the Strategic Network – Road Components Network Action Plan

Rail Key Roles Strategic Direction Short-term Actions Connection

Consider alternative Frankton Rail Hamilton’s rail Maintain the existing locations with park Station passenger facility level of service and ride facilities Movement of containerised dairy Crawford Maintain access to products by rail from Maintain the existing Street Inland Crawford Street at a Hamilton to the Ports level of service Port high level of service of Auckland and Tauranga Provide improved Future Developed improved Complete passenger Passenger passenger facilities if investigation into infrastructure for Rail commuter service Auckland commuter future passenger rail Connections becomes operational service services Investigate Identify potential Future Freight Development of opportunities for development of Rail additional freight freight connection in additional freight Connections hubs in Hamilton the Ruakura Structure hubs in Hamilton Plan Table 4 Description of the Strategic Network – Rail Components

7.4. Principles Defining the Strategic Network This Action Plan identifies the Strategic Network. The form and role of the Strategic Network needs to be further developed and protected through the HCC District Plan and Hamilton City Development Manual. During the review of both documents the following principles should be incorporated:

h Development standards that protect the desired form of the Strategic Network, as defined later in this Action Plan. These standards include: o Geometric standards (design speed, cross-section, etc) o Provision for heavy vehicles o Passenger transport o Walking and cycling o Property access o Provision for parking o Integration with ‘town centres’ h Revision to the Road Hierarchy in the District Plan with specific definition of the Strategic Network. Network Action Plan

7.5. Form of the Strategic Network The following attributes have been identified as desirable in the Strategic Network:

h Protection of 4-lane corridors to: o protect against the risk of build out from adjacent land use o provide opportunities for the future development of bus lanes/priority treatments and high occupancy vehicle lanes h Median treatments where appropriate h High capacity intersections with other arterial roads h Limited intersections with local roads and individual properties h No or limited on-street parking h Provision of connections to inter-regional routes, in particular the Waikato Expressway In some locations the following alternative treatments will need to be considered to ensure that the movement role of the strategic network is maintained but recognises the need for integration with other modes as appropriate:

h Bus lanes h Bus priority at intersections h High occupancy vehicle lanes h Clearway treatments h Access control In some locations it may not be practicable to provide a 4-lane carriageway due to existing land use restrictions. The development of the strategic network through this Action Plan aims to eliminate or minimise these areas so that consistent treatments are provided across the strategic network.

7.6. Timing of 4-laning We have tested the traffic growth and capacity for a selection of arterial roads to determine when investigations for widening should commence. Traffic growth rates have been determined by using the traffic model. To widen an existing carriageway from 2-lanes to 4-lane a period of over 10 years can be required prior to construction to complete the investigation, design and designation phases.

The one-way mid-block capacity of an undivided urban arterial is typically 900vehicles per hour per lane. This volume is reduced by the effects of side friction which can result from parked cars, property access and interaction with cyclists and pedestrians.

Recent experience with Wairere Drive has shown that this two lane carriageway can accommodate traffic volumes up to 26,300vpd (2008 traffic volume) before 4-lanes are affordable and effective. However, Wairere Drive is different to many sections of the Strategic Network as it has very limited Network Action Plan

property access and a segregated pedestrian and cycling facility. Many of the cities other arterial roads have cycle lanes, pedestrian crossings, residential and commercial property accesses, or provide access to schools, e.g. Peachgrove Road is the primary access to Hamilton Boys High School, which reduce the capacity of the road.

By applying the expected traffic growth and reducing the theoretical capacity for the following selected road sections it is estimated that the following roads will have severe capacity problems within the next 30-40 years.

h Tristram Street h Ruakura Road h Killarney Road h River Road h Clyde Street h Whitiora Bridge Simply increasing capacity may not be practicable or affordable and alternative solutions may be required.

Significant capacity improvements such as 4-laning, eliminating side friction (e.g. banning turns at intersections, etc) are likely to have significant impacts on land use and development. HCC much have a clear direction for key corridors to inform strategic planning, development control and budgeting. Network Action Plan

8. Hamilton City Road Network

8.1. Role of the Hamilton City Road Network The role of the Hamilton City road network is to provide property access and through traffic functions at various levels depending on its place in the road hierarchy. The Hamilton City road network comprises four elements:

h Major arterial roads, e.g. Te Rapa Road h Minor arterial road, e.g. Grey Street h Collector roads, e.g. Sandwich Road h Local roads Each element has a different proportion of the property access and through traffic functions. For example, the dominate focus of a major arterial road is to provide for through traffic while property access dominates the role of a local road.

8.2. Road Hierarchy A road hierarchy is a means of defining each roadway in terms of its function so that appropriate objectives can be set and appropriate design criteria implemented. The objectives and design criteria are aimed at achieving an efficient system where conflicts between the roadway and land-use are minimised. The existing road hierarchy classification is defined in the HCC Proposed District Plan and is presented as Appendix 2.

Figure 8 provides an example showing where various arterial roads fit within the road hierarchy. There are many different roads within the hierarchy. For example, the Hamilton Bypass existing primarily for movement with access restricted to grade-separated interchanges. Victoria Street is an example of a road that has a ‘link and place’ function. It is a significant pedestrian destination but also has a traffic volume of 11,000-18,000vpd which is comparable to Anglesea Street which carries 12,100-13,700vpd.

Primarily serves Hamilton a network Bypass function Wairere Drive Victoria Street Movement Function Te Rapa Road

River Road

Sandwich

Serves a limited Local Roads network

Limited Access Property Access Exists primarily for Function land access

Figure 8: Actual Road Type and Function within the Hamilton network Network Action Plan

8.3. Proposed Road Hierarchy Classification As a result of implementing this Action Plan the classification of some roads is likely change. For example, Peachgrove Road and Galloway Street are currently major arterials between Five Cross Roads and Cobham Drive. Upon completion of Wairere Drive - Eastern Arterial a large portion of the through movement function will be served by this new Strategic Arterial. It may be appropriate to re-classify these roads as Minor Arterials to recognise the change in focus away from traffic movement.

A review of the road hierarchy classification should be included in the current District Plan review. The review should consider:

h Definitions of the road hierarchy categories, in conjunction with the revised approach to road hierarchies developed during the review of NZ4404: 2004 Land Development and Subdivision Engineering h Heavy vehicle through routes h Over-dimension vehicle routes h Reviewing the hierarchy of roads with traffic volumes outside the limits in the following table

Category Indicative Traffic Volume (veh/day)

State Highways 6,000 - 40,000 Major Arterial Roads 7,000 - 35,000 Minor Arterial Roads 3,500 - 17,500 Collector Roads 1,000 - 9,000 Local Roads 0 - 4000 Table 5 Proposed Traffic Volumes

8.4. The Local Road Network The presence of an efficient strategic network is likely to attract through traffic from the local road network. Lower traffic volumes will allow for the development and protection of the local road network to better serve its amenity and property access functions.

The amenity and property access functions of the local road network can be promoted by:

h Introducing cycle lanes h Improving passenger transport facilities and routes h Improving pedestrian facilities h Reducing speed limits, e.g. 40km/hr speed zones in and around schools All of these options require a coordinated approach with at least one other Action Plan. Network Action Plan

8.5. Hamilton City Council Traffic Bylaw (2007) The purpose of the Hamilton City Council Traffic Bylaw (2007) is to “to protect the public from nuisance and protect, promote, and maintain public health and safety by setting the requirements for parking and control of vehicular or other traffic on any road in a local authority's district other than State Highways controlled by Transit New Zealand, establishing standards for vehicle crossings”. The bylaw describes:

h Prohibitions on stopping, standing or parking of vehicles h Specific facilities for stopping and loading, mobility parking, clearways, residents parking, bus lanes, cycle lanes, shared paths and one-way roads, etc h Prohibitions or restrictions on turns, vehicle weights, heavy vehicle routes and the use of roads by pedestrian an cyclists h Permission for turning manoeuvres by special vehicles, such as buses h The bylaw is due to be revised in 2010. This review should consider updates to: h The heavy vehicle through routes h Signing of heavy vehicle routes and destinations such as the Crawford Street Inland port, Te Rapa and CityHeart

8.6. Local Area Traffic Management Plans Hamilton City Council’s policy for local area traffic management plans is currently a separate Council Policy (file reference 49/7). It is proposed that the policy is incorporated into this Action Plan.

Objective To provide criteria for assessing the suitability of streets for traffic calming

Policy Council seeks to increase the safety of all road users and to improve neighbourhoods by satisfying the environmental, social and economic needs of residents without unduly compromising the roading network and the needs of motorists.

Proposals for Larger Local Area Traffic Management schemes, shall be assessed using the evaluation process known as "traffic calming warrants". The evaluation process is attached in Appendix 3.

This will be achieved through the management of traffic on local streets. Measure for managing traffic include:

h Traffic restraints h Landscaping h Parking precincts h Pedestrian areas h Cycleways

Network Action Plan h Recreational facilities

h Special themes to identify the uses Additional guidance on traffic calming for residential areas is provided in the Austroads Guide to Traffic Engineering Practice, Part 10: Local Area Traffic Management.

8.7. Pedestrian Road Crossing Facilities Hamilton City Council’s policy for pedestrian road crossing facilities is currently a separate Council Policy (file reference 49/17). It is proposed that the policy is incorporated into this Action Plan.

To provide safe pedestrian crossing facilities in Hamilton all pedestrian crossing facilities will comply with Land Transport New Zealand Pedestrian Planning and Design Guide (December 2007) and the associated calculation spreadsheet.

Pedestrian crossing facilities include:

h Kerb extensions h Pedestrian islands h Splitter islands h Medians h Zebra crossings h School patrols/ Kea crossings h Mid-block signalised crossings h Signalised intersections h Underpasses and overpasses

8.8. Road Resurfacing Policy Hamilton City Council’s policy for road resurfacing is currently a separate Council Policy (file reference 44/45). It is proposed that the policy is incorporated into this Action Plan.

The policy is:

h Chip seal surfacing shall be used for resealing, except for roads satisfying the criteria below, in which case hot mix surfacing shall be used. The criteria for use of hot mix surfacing shall include:

h roads where the volume of traffic exceeds 10,000 vehicles per day h roads subject to high wear and tear (such as cul-de-sac heads and intersections) h roads in industrial/commercial areas where there is a high concentration of truck traffic h roads with short sections between two adjacent hot mix areas where the use of chipseal is uneconomic h roads subject to high usage by pedestrians, such as the CBD, and h roads requiring special treatment due to engineering reasons. Network Action Plan

h Every LIM issued for a property that fronts onto a residential street that is currently hot mix surfaced, shall include information on the expected year of resurfacing, and state that chip seal surfacing will be used. h Hot mix shall also be approved for resealing short stretches of road providing access to private properties where: h the property owners request hot mix be used where chip seal surfacing would normally be used, within two months of Council giving notice that their street is to be resealed h the property owners request Council to price the cost of hot mix and confirm their wish to proceed with hot mix within a maximum period of one month of receiving the price, and h the property owners pay the full additional cost of hot mix to Council within a maximum period of two months of receiving the price, noting that no work will be done prior to the funds being received. Network Action Plan

9. Rail Network

9.1. National Rail Strategy to 2015 The National Rail Strategy focuses on growth in two key areas: freight, especially bulk and containerised; and urban passenger transport. It also recognises that parts of the rail network are relatively underutilised so that growth may be more readily accommodated on the rail network.

9.2. Hamilton’s Strategy for Rail HCC’s strategy for rail in Hamilton is to:

h Continue to support and work with KiwiRail, including KiwiRail Network (ONTRACK) and KiwiRail Passenger, to develop strategic policies for rail corridors in Hamilton. h Identify and protect opportunities to increase the role of both passenger and freight rail services, and identify desirable services and functions of rail network. h Recognise and consider future rail designation issues so that opportunities are not lost. For example, a potential rail corridor to the airport could be developed in coordination with the Southern Links package.

9.3. Role of Rail Network The rail network is an important part of the network for the movement of bulk freight into, out of and through the Waikato region. The role of rail is set to grow significantly in future years. Apart from the Overland Service between Auckland and Wellington, there are currently no passenger services in Hamilton.

Rail has a role to play in:

h Replacing road freight over a certain distance. h Reducing heavy freight on urban roads, along with noise, air quality and severance issues.

9.4. Rail in this Action Plan In order to deliver the above strategy for rail, this Action Plan identifies the existing connections and recognises possible future connections for the movement of people and freight by rail in Hamilton. Network Action Plan

9.5. Existing Rail Network and Connections The following railway infrastructure and connections form part of the Hamilton’s land transport network:

h North Island Main Trunk Line (NIMT) connects Auckland and Wellington passing though Hamilton. h East Coast Main Trunk Line (ECMT) connects Hamilton and the Eastern Bay of Plenty h A branch line runs from Ruakura to Hautapu serving the diary industry In Hamilton there are currently connections between the road and rail networks at the:

h Hamilton Train Station at Frankton h Crawford Street Inland Port Currently total of 16 trains run daily (on a typical weekday) through Hamilton connecting Auckland in the north with Palmerston North, Taranaki and Hangatiki in the south. The only existing passenger service is the Overland Service between Auckland and Wellington which stops once daily in each direction.

9.6. Future Developments and Connections Updating the Waikato Regional Industry Transport Study (UWRITS) discusses the following developments that may be used to increase the volume of freight being carried on the rail network:

h Encouraging the diversion of aggregate traffic to rail; h Supporting rail freight by facilitating the provision of new and enhanced terminal facilities for other commodities many of which are currently not carried by rail; and h Ensuring that as far as possible when new major production and distribution facilities are planned these have easy access to the rail network The following sites have been identified where future connections to the rail network may be possible:

h Rail siding/connection into the proposed high technology and innovation precinct in Ruakura h Redevelopment of the underground train station near the intersection of Anglesea and Ward Streets h Development of a passenger rail station near Tasman Road/The Base as part of the commuter service to Auckland h Development of a passenger rail station on Kahikatea Drive as part of the commuter service to Auckland h Possible rail link to the airport for freight and or passengers These connections are indicated on the various Sector Plans developed for Access Hamilton.

Network Action Plan

Possible future city rail projects include:

h Lowering the East Coast Main Trunk-line to Ruakura to reduce level crossing delays at Gray Street and Peachgrove Road. h Infrastructure for commuter rail service to Auckland h Reducing the interaction at level crossings on state highways (for example, Kahikatea Drive)

9.7. Rail Studies and Strategies The following documents have been commissioned by Environment Waikato to investigate and promote the use of the rail network for the movement of people and freight.

h Hamilton – Auckland Commuter Rail Service Feasibility Study; Richard Paling Consulting and Transport Planning Solutions, July 2006 h Waikato Regional Rail Discussion Document; Murray King & Francis Small Consultancy NZ Ltd, August 2008 h Updating the Waikato Regional Industry Transport Study (UWRITS); Richard Paling Consulting and IPC & Associates, April 2009

Network Action Plan

10. Movement of Freight

10.1. Moving Freight on the Network The Waikato Regional Industry Transport Study (2005) was updated in April 2009. The study presents an assessment of the movement of freight within, to and from and through the region and identifies current and emerging issues.

A total of 58.8 million tonnes of freight is moved within, to and from and through the region. The study only identified the commodity for 39.7 million tonnes.

Tonnes Type of Movement Percentage (million)

Internal movements 16.0 40% Movements to and from the Waikato 14.3 36% Through movements 9.4 24% Total 39.7 100% Table 6 Key Freight Movements Impacting on the Waikato 2006/07 (Identified Commodities only) The three largest commodity groups transported within the Waikato region are dairy products particularly liquid milk, logs and timber products and aggregates.

Quantity Quantity Commodity Group (million tonnes) (%)

Liquid Milk 4.96 31% Logs and Chips 3.77 23% Aggregates 3.04 19% Coal 1.32 8% Limestone, Fertiliser, Cement and Concrete 1.32 8% Other Dairy Products 0.45 3% Meat and Livestock 0.50 3% Other Timber Products 0.26 2% Retailing and Couriers 0.25 2% Horticulture 0.13 1% Other Minerals and metals 0.04 0% Total 16.03 100% Table 7 Key Freight and Commodity Movements within the Waikato 2006/07 The dominant inter-regional flows are with Auckland (aggregates) and the Bay of Plenty (logs and timber products), representing 90% of all flows between the Waikato and other regions. Network Action Plan

10.2. Existing Network Connections As shown above the majority of freight within the Waikato Region is moved by road. The major freight connections are located at:

h Crawford Street Inland Port h Te Rapa Dairy Factory h Disbursed connections direct to the network, located primarily in the industry and manufacturing areas of Te Rapa and Frankton

10.3. Future Freight Developments To minimise the adverse effects of future freight transport on the network freight developments should consider connections to the rail network and appropriate connections to the strategic network.

The direction of freight movement to and from the ports (e.g. Auckland, Tauranga) is sensitive to port pricing, availability and general trends such as local shipping trends. The direction of freight movement could change as a result of commercial decisions by freight producers, distributors and shipping companies.

10.4. Freight Studies and Strategy The following documents have been commissioned by Environment Waikato to study the movement of freight within the Waikato region.

h Waikato Regional Industry Transport Study (WRITS); Richard Paling Consulting and IPC & Associates, 2005 h National Freight Demands Study; Richard Paling Consulting, September 2008 h Updating the Waikato Regional Industry Transport Study (UWRITS); Richard Paling Consulting and IPC & Associates, April 2009

Network Action Plan

11. Network Issues

11.1. Sector Map Development A series of Sector Maps have been developed to identify issues that have a negative impact on the network. Each sector map is based upon the Generation and Destination Nodes and Opportunities and Constraints maps described earlier with level of service information, injury crash information from the period 2004-2008, bus routes and TDM zones (with and without travel plans) overlaid.

The following sections identify the issues in each sector, existing projects and which other Action Plans coordination will be required with. Network Action Plan

11.2. North Sector The main developments and changes expected in the north sector include:

h Waikato Expressway is a Road of National Importance to be constructed and form new city boundary h Wairere Drive improvements are currently being designed and constructed h The existing attractions/destinations, including the Chartwell shopping centre, Flagstaff shops and schools h Significant residential development at Rototuna requires additional passenger transport

Issue and Location Existing Project(s) Coordination

Waikato Expressway Hamilton Bypass [N18] connections at Greenhill Road and Northern Crossing Ongoing residential Extension of HCC Boundary to Active Travel development at Rototuna Waikato Expressway Rototuna Roading Growth [N29] Northern Crossing and links [N37] Fairfield Bridge Fairfield Bridge and Intersections PT LOS F [N11] TDM - Intersection crashes Fairfield Esplanade [AT04] Safety - Physical constraints to Active Travel intersection improvements - High demand - Existing PT routes Hukanui Road and Hukanui Road (past Chartwell Active Travel Peachgrove Road Square) [N19] Safety - key PT route PT - poor LOS - intersection crashes - interaction with schools Wairere Drive Wairere Drive [N40] Safety LOS E and F Wairere Drive, Crosby to Cobham PT - Intersection crashes [N41] Active Travel - Community severance - Orbiter and other PT routes Deys Park walkway/cycleway Active Travel [AT05] Bus infrastructure priority and PT operational subsidy [PT01] Community Focussed Activities [TDM1] Table 8 Network Issues in the North Sector

Network Action Plan

Figure 9: North Sector Projects Network Action Plan

11.3. South Sector The main developments and changes expected in the south sector include:

h The existing attractions/destinations, including the Waikato Hospital, Glenview Shopping Centre and schools h Significant residential development at Peacockes h Proposed Southern Links package

Issue and Location Existing Project(s) Coordination

Residential development at Southern Links Package [N34] Active Travel Peacockes Peacockes roading future growth PT [N27] Bus infrastructure priority and operational subsidy [PT01] LOS E and F on Southern Recommend new connections to be PT Links connections to Cobham 4-laned Active Travel Drive in 2036 Encourage PT use from opening SH3 Ohaupo Road (north of Ohaupo Road/Kahikatea Drive/ Active Travel Collins Road) Lorne Street intersection [N25] PT - Interaction with schools SH3 - Bader Street intersection Safety and hospital [N33] TDM - LOS and crashes at Lorne St/Kahikatea Drive intersection SH3 Ohaupo Road (south of SH3 Saxby Road to Dixon Road 4- Active Travel Collins Road) laning [N45] PT - intersection crashes Southern Links Package [N34] Safety - LOS E and F - Connection to region network Kahikatea Drive Kahikatea Drive 4-laning [N20} Safety - LOS F in peak periods Gallagher Intersection [N14] - Intersection crashes Southern Links Package [N34] - Railway level crossing Cobham Drive Cobham Drive – Grey Street to TDM - LOS E and F Normandy Ave including bridge Safety - Intersection crashes duplication [N05] SH1 – Lorne St to Cobham Drive walking and cycling facilities [AT14] Access to the Hamilton International Airport Community Focussed Activities TDM [TDM1] School, business travel plans [TDM2] Table 9 Network Issues in the South Sector Network Action Plan

Figure 10: South Sector Projects Network Action Plan

11.4. East Sector The main developments and changes expected in the east sector include:

h Development of the Eastern Arterial h Development of the high technology and innovation precinct Ruakura, including a possible rail connection h The existing attractions/destinations, including the Hamilton East shops, Waikato University, Claudelands Events Centre, Ruakura Research Centre, Innovation Park, Hamilton Boys High and other schools

Issue and Location Existing Project(s) Coordination

Eastern Arterial Tramway/ Fifth Ave intersection PT - community severance [N39]Wairere Drive [N40] Active Travel - use of Tramway Road for Wairere Drive (Crosby to Safety PT and active modes Cobham) [N41] TDM - LOS E and F (south of School, business travel plans Ruakura Road) [TDM2] High technology and Ruakura growth cell [N30] Active Travel innovation development at PT Ruakura TDM Ruakura Road Ruakura Road (E1 to Silverdale Safety - LOS E and F Road [N31] Activity - Peachgrove Road Ruakura Road (E1 to Management intersection Peachgrove Road [N44] Ruakura Road Upgrade [AM17] East Coast Main Trunk Consider connection at Ruakura PT Line coordination with OnTrack East Coast Main Trunk Line [N42] Te Aroha Street and CityHeart – Claudelands Bridge Safety Claudelands Bridge Clip-on [AT01] PT - LOS E CityHeart – O’Neil Street Active Travel - Peachgrove Road Revitalisation [AT02] TDM intersection safety Grey Street intersections, - CityHeart connection Claudelands [N17] Peachgrove Road Peachgrove Road, Hukanui Road PT - LOS E and F intersection improvements [N26] Active Travel - Intersection crashes Eastern Arterial Stage 1- Te Safety - Interaction with schools Aroha St/Peachgrove TDM Intersection [N10] Bridge Street and environs Clyde Street, Bridge Street Active Travel - injury crashes Precinct Improvements [N04] PT - LOS E and F School, business travel plans Safety [TDM2] Network Action Plan

Issue and Location Existing Project(s) Coordination

Boundary Road Cross City Connector [N07] Active Travel - LOS E and F Annual Accident Investigation Safety - Intersection crashes Study [S01] Waikato Expressway Hamilton Bypass [N18] connections SH1/SH26 Intersection SH1 Hillcrest Road/Morrinsville Safety - intersection crashes Road traffic signals [N32] Active Travel - access to Hillcrest School, business travel plans TDM Shopping Centre [TDM2] - level of service - schools SH1 south of SH26 SH1 Riverlea Road to Cherry Safety - LOS D and E Lane 4-Laning [N43] - Crashes at Riverlea Road Hamilton Bypass [N18] intersection Clyde Street/Peachgrove Annual Accident Investigation Safety Road/Galloway Street Study [S01] Active Travel intersection - injury crashes Cycling and Walking Improvements [AT04] Table 10 Network Issues in the East Sector Network Action Plan

Figure 11: East Sector Projects Network Action Plan

11.5. West Sector The main developments and changes expected in the west sector include:

h The existing attractions/destinations, including The Base, Wintec, Grandview and Dinsdale Shopping Centres, Minogue Park, Te Rapa Racecourse and schools h Significant residential development at Rotokauri h Development of additional employment in Te Rapa and in Rotokauri h Construction of the Te Rapa Bypass and Avalon Drive 4-Laning h Wairere Drive improvements h Northern Crossing

Issue and Location Existing Project(s) Coordination

Increased residential and Northern Growth Corridor[N24] Active Travel employment development at Rotokauri Arterial Roads (future PT Rotokauri and The Base growth) [N28] Te Rapa Bypass [N36] Northern Crossing [N37] Te Rapa Dairy Factory [N35] Greenwood Street Greenwood Street (Duke Street to Active Travel - LOS F Killarney Road) [N16] Safety - Crashes at Kahikatea Drive Southern Links [N43] PT intersection - Side friction from existing development Avalon Drive Avalon Drive Access [N01] Active Travel - intersection crashes Crawford St (access to inland port) Safety - LOS E and F [N06] PT - Access to Crawford Street Grandview Road - Avalon Drive Inland Port intersection [N15] - Access to Wintec Cycling and Walking Improvements - Connection to Te Rapa [AT04] Bypass Grandview Road to Minogue Park Cycleway [AT07] Te Rapa – Wintec Walking and Cycling [AT17] Minogue Park Precinct Improvements [N22]

Network Action Plan

Issue and Location Existing Project(s) Coordination

Forest Lake Road – Ulster Forest Lake Road – Ulster Street PT Street Intersection [N13] Active Travel - intersection crashes Annual Accident Investigation - intersection LOS E Study [S01] School, business travel plans [TDM2] Killarney Road/Massey Street Massey Street Cycleway [AT10] Active Travel Frankton School Community Focussed Activities TDM - PT routes [TDM1] PT - Massey Street/Hall Street School, business travel plans Overbridge [TDM2] - Connection to regional network Wairere Drive Wairere Drive [N40] Active Travel - LOS E and F PT - Community severance Table 11 Network Issues in the West Sector Network Action Plan

Figure 12: West Sector Projects Network Action Plan

11.6. Central Sector The main developments and changes expected in the central sector include:

h The existing attractions/destinations, such as the CBD, Waikato Stadium, Seddon Park and schools h Key transport nodes at the railway station and transport centre

Issue and Location Existing Project(s) Coordination

Fairfield Bridge Fairfield Bridge and intersections [N11] Safety - poor LOS Cycling and walking improvements Active Travel - intersection crashes [AT04] PT Mill Street Corridor Mill Street intersections (Willoughby, PT - LOS E and F Anglesea, Victoria) [N21] Safety - Intersection crashes Cross City Connector [N07] Active Travel - Whitiora School Annual Accident Investigation Study [S01] Community Focussed Activities [TDM1] School, business travel plans [TDM2] Claudelands Bridge CityHeart –Claudelands Bridge Clip-on Safety - LOS E and F [AT01] Active Travel - Intersection crashes CityHeart – O’Neil St Revitalisation Parking - walking and cycling [AT02] access CityHeart – Claudelands, Bryce St and - CityHeart links Victoria St intersections [N03] Grey St intersections, Claudelands Victoria Street and CBD Super Stop [PT03] PT Bridge St Bridge Street/Tisdall St/Victoria Street Safety - Pedestrian and cycle Intersection Improvements [N02] Active Travel crashes CityHeart – Claudelands/ Bryce Street/ TDM - Demand for passenger Victoria Street Intersection [N03] Parking transport routes Clyde Street/Bridge Street Precinct - poor level of service on Improvements [N04] Bridge St Knox Street Car Park Stage 2 [P05] - high employment density Main passenger Bus infrastructure priority and PT transport nodes operational subsidies [PT01] Active Travel Hamilton Transport Centre Upgrade [PT05, PT08] Infrastructure for commuter train to Auckland [PT09] Lake Road Annual Accident Investigation Study TDM - LOS E and F at [S01] intersections - Hamilton Girls High Waikato Stadium, Community Focussed Activities [TDM1] TDM Seddon Park and PT Founders Theatre attract Active Travel large crowds for events Table 12 Network Issues in the Central Sector Network Action Plan

Figure 13: Central Sector Projects Network Action Plan

11.7. Central Sector Access Options A range of options and alternative are shown to improve access to the Central Sector are shown on the following map.

Figure 14: Central Sector – Possible Access Improvements Network Action Plan

11.8. Summary of Issues As a result of the Sector mapping and issue identification process the following conclusions are drawn:

h The majority of projects require coordination between 3-4 different Action Plans h The main issues effecting the efficiency of the network are: h Poor level of service h Intersection crashes h Land-use developments h travel demand patterns h Other issues resulting from the network are community severance created by arterial corridors Network Action Plan

12. Approach and Objectives

12.1. Approach Roading improvements alone are not affordable and cannot provide for the expected travel demand in Hamilton. Therefore, alternative measures will be required to provide for the expected demand. These measures will include land-use planning, passenger transport and other modes. The proposed approach and objectives that can be used by the Network Action Plan are outlined in the following sections.

12.2. Objective 1 - Land-Use Planning and Management: Planning for the Future To integrate land use planning and management with transportation planning, including funding opportunities, to provide an effective land transport system that addresses the land transport implications of each land- use.

The land-use planning and management objective will be achieved by:

h Understanding the changing role of existing infrastructure as the city grows, and coordinating improvements with expansion. h Promoting land-use patterns that minimise the need for cross river travel, particularly for school and work related trips h Reviewing the District Plan, including zoning, objectives, rules and road hierarchy considerations h Structure Planning and staging of release and development h Optimising development connections to support TDM and minimise adverse effects h Protecting major arterials from efficiency impacts caused by adjacent land-uses h Locating freight generators, such as manufacturing and processing industries, in areas that optimise access to the strategic and rail networks h Recognising that the existing and future bridges across the Waikato River are an important part of the Strategic Network h Reviewing the HCC Development Manual

12.3. Objective 2 – Multi-Modal Network: Working Together to Improve Access To work with transport partners to provide appropriate infrastructure to support and develop a multi-modal network that complements the form and function of the strategic network and adjoining land-use patterns.

The development of a multi-modal network will be achieved by:

h Working with neighbouring territorial local authorities and road controlling/transport authorities, including NZTA, Waipa DC, Waikato DC, Environment Waikato, on integrated sub-regional land use and transport planning Network Action Plan

h Coordinating network improvements to match passenger transport, freight and passenger rail and other network improvements h Integrating key passenger transportation corridors/routes with the strategic network to promote the use of passenger transport h Providing appropriate cycle and pedestrian facilities as part of infrastructure improvements, this could include under and overpasses, on and off–road cycle lanes h Encouraging the development of public transport and active modes on the local road network.

12.4. Objective 3 – Network Protection and Management: Providing for the Future To identify, protect and manage the strategic network to support a transport system that operates at an appropriate level of service and ensures that travel times are reasonable and reliable year Access Hamilton’s 30 year timeframe.

The network protection and management objective will be achieved by:

h Providing appropriate land-use planning and development controls in the District Plan to ensure that the needs of various activities are recognised by their location within the network h Protecting rail corridors, and designating transport corridors to protect the option of rail. h Revising the road hierarchy in District Plan to recognise and protect the strategic network while providing a Hamilton City road network that serves the needs of the community h Developing and implementing design standards for the strategic network that recognises its dominant movement function and different standards that recognise the access function of the local road network h Coordinate activities with other Access Hamilton Action Plans including packages where appropriate (e.g. combining improvements with major renewals, reallocating road space and time to support other modes such as bus priority, cycle lanes etc.) h Managing adjacent land use and development to protect the efficiency of existing and planned infrastructure

12.5. Objective 4 – Network Development: Managing and Adapting for the Future To develop an effective and affordable network through a planned approach to the implementation of infrastructure improvements, coordinated and integrated with land use planning, travel demand management and activities associated with other modes. Network Action Plan

The network development objective will be achieved by:

h Completing the development of and protecting the Hamilton Ring Road as the key element of the strategic network. h Improvements to increase corridor capacity, recognising opportunities for increasing people-carrying capacity h Working with NZTA to investigate and implement key infrastructure projects such as the Eastern Arterial, Southern Links, Wairere Drive 4 laning, designation of a Northern Crossing h Developing and protecting key connections between the Hamilton Ring Road and the surrounding area h Protecting an east-west corridor connecting the northern growth areas of Rototuna, Te Rapa and Rotokauri h Developing an efficient arterial network in the: h South to connect the Peacocke development with the existing arterial network h North to connect the Rototuna and Rotokauri development with the existing arterial network h Improving safety, reduce congestion and provide opportunities for other modes on residential arterials h Providing efficient access to industrial areas and along SH1 in the west h Identifying and promoting the use of new and existing rail connections for inter-regional freight movement of bulk cargos including containers, dairy and forestry products

Network Action Plan

13. Outcomes, Targets and Measurement Outcomes have been developed for each objective of the Network Action Plan.

13.1. Land-Use Planning and Management

Objective Outcome Output

Promoting land-use patterns that Encouraging Ruakura Structure minimise the need for cross river travel employment Plan for school and work trips opportunities in the east of the city Optimising development connections to Lower travel DP review support TDM and minimise adverse demand and Development effects congestion Manual review Greater use of alternative modes Protecting major arterials from Appropriate Review development efficiency impacts caused by adjacent development controls in the land-uses controls District Plan review Effective access to freight Locating freight Structure planning generators/handlers and commercial generators, to areas optimise access to the strategic and rail networks Table 13 Land-Use Planning and Management Outcomes

13.2. Multi-Modal Network

Objective Outcome Output

Integrating key passenger Reduced PT travel Agreed development transportation corridors/routes with the time programme and strategic network to promote the use of funding framework passenger transport for bus priority Providing appropriate cycle and Safe, accessible and Continuous active pedestrian facilities as part of attractive active mode networks infrastructure improvements, this could networks include under and overpasses, on and off–road cycle lanes, Encouraging the development of public PT access Agreed development transport and active modes on the local Reduced PT travel programme and road network. time funding framework for long term bus network Table 14 Multi-Modal Network Outcomes Network Action Plan

13.3. Network Protection and Management

Objective Outcome Output

Providing appropriate land-use planning Development Review development and development controls in the consistent with controls in the District Plan process to ensure that the HCC’s strategic District Plan review needs of various activities are objectives recognised by their location within the network Revising the road hierarchy in District Road hierarchy that Review road Plan to recognise and protect the supports HCC’s hierarchy during strategic network while providing a strategic objectives District Plan review Hamilton City road network that serves the needs of the community Developing and implementing design Strategic network Design standards, standards for the strategic network that that supports HCC’s objectives and rules recognises its dominant movement strategic objectives for DP review function and different standards that recognise the access function of the local road network Table 15 Network Protection and Management Outcomes

13.4. Network Development

Objective Outcome Output

Completing the development of and Consistent, efficient Network to protect the Hamilton Ring Road to access to key programme provide the key element of the markets and nodes strategic network. Developing and protecting key Improved Investigate connections between the Hamilton Ring connectivity with the connection at Road and the surrounding area Waikato Expressway Resolution Drive Improved connectivity with existing State Highways Protecting an east-west corridor Protect a northern Designate a connecting the northern growth areas river crossing Northern Crossing of Rototuna, Te Rapa and Rotokauri corridor Developing an efficient arterial network Minimise congestion Southern Links in the: on the strategic South to connect the Peacocke network Wairere Drive development with the existing arterial network North to connect the Rototuna and Rotokauri development with the existing arterial network Network Action Plan

Objective Outcome Output

Improving safety, reduce congestion Provide an Eastern Arterial and provide opportunities for other alternative corridor modes on residential arterials in the for through traffic east Minimise congestion on the strategic network Providing efficient access to industrial Provide access and Te Rapa Bypass areas and along SH1 in the west through movement capacity Identifying and promoting the use of Encouraging freight Structure Planning new and existing rail connections for developments close inter-regional freight movement of bulk to rail corridor cargos including containers, dairy and forestry products Table 16 Network Development Outcomes

13.5. Measurement There is little available information on the current and past performance of the Hamilton Network.

Hamilton’s LTCCP (2009-19) includes performance targets that include transport network measurements such as speed on key routes, parking space turnover and length of cycle lanes. The NZTA also collect information such as vehicle kilometres travelled (vkt) and trip lengths.

When the LTCCP is next updated, it should allow for a comprehensive data collection system that will effectively monitor and measure the changes in network performance resulting from the Network Action Plan.

The project should consider existing information collection by HCC, NZTA and other transport partners such as the Police. Collection of the following data should be considered:

h Travel time consistency h Vehicle kilometres travelled h Vehicle hours travelled h Level of service, mid-block and intersection h Delays, mid-block and intersection h Network speeds h Trip lengths h Road user surveys h Vehicle occupancy Where possible, these should be consistent with the government transport indicators criteria and collection should be coordinated with other transport providers such as NZTA and EW. Network Action Plan

14. Implementation and Priorities The majority of the projects identified through the Sector Map and Action Plan process are already included in the LTCCP and/or RLTP where they have been assessed and prioritised.

14.1. Prioritisation Process Each project identified through the Action Plan and Sector Map processes is individually assessed in accordance with the NZTA’s ‘project assessment and prioritisation process’. This involves consideration of:

h The strategic fit of the activity. This assessment considers how the activity aligns with the NZTA’s strategic investment direction. Strategic fit ensures that the activities the NZTA approves for funding address issues that are significant from a national perspective. h The effectiveness of the activity. The effectiveness assessment considers the contribution that the proposed solution makes to achieving the potential identified in the strategic fit assessment and to the purpose of the LTMA and the relevant NZTS objectives. h The economic efficiency of the activity. The economic efficiency assessment considers how well the proposed solution maximises what is produced from the resources used based upon a benefit/cost ratio (where the BCR is less than 2 = low; between 2 and 4 = medium; greater than 4 = high). Each project is rated high (H), medium (M) or low (L) for each of the three factors resulting in a ‘profile’ for the project. The following table reproduces the ‘Priority Profile’ from the RLTP where available.

14.2. Implementation Table The network projects have been prioritised and ranked based upon their regional priority profile, where available they are shown in bold text. Not all projects have a regional priority profile, as they are local projects not included in the RLTP. Where possible these projects have been allocated the generic project profile from the PPFM.

Regional Project/ HCC Ref Project Description Sector Package Priority Activity Name SAP Ref Profile Minor Group for minor improvement projects on N23 Improvements - HH_ the local road network 2009-2012 Ohaupo Road/Kahikatea Intersection improvements to relieve Hospital N25 South HM_ Drive/Lorne St congestion and improve safety Precinct Intersection The Mill Street Intersections form part of the Cross City Connector and are key junctions Mill St that form the Northern Gateway to the CBD. intersections Cross City N21 The intersections experience significant Central SAP 527 HM_ (Willoughby, Connector congestion at am and pm peak times and Anglesea) the purpose of this project would be to improve capacity at the intersections and Network Action Plan

Regional Project/ HCC Ref Project Description Sector Package Priority Activity Name SAP Ref Profile maintain their long-term operation as part of the Cross City Connector. The Southern Links project provides for the Southern Links designation of new arterial corridors in the Package (state south of the city. This link will enable Southern N34 South SAP 553 HMM highway and city improved connectivity between the airport, Links arterials) state highway network and Peacocke growth cell. Peachgrove Intersections improvements along SAP 528, Road, Hukanui N26 Peachgrove Road and Hukanui Roads East SAP 529, HMM Intersection following construction of the Eastern Arterial SAP 530 Improvements Four laning of Pukete Bridge and Wairere Drive between Pukete Road and Resolution Wairere N40 Wairere Drive Drive and the upgrading of two of the North SAP 544 MMH Drive existing roundabouts to signalised junctions. Construction of the Te Rapa Bypass between Avalon Drive and Hutchison Road in Horotiu. The Bypass will provide a Waikato N36 Te Rapa Bypass West HHL northern connection to Hamilton City's Expressway western corridor and will support growth of the Rotokauri Structure Plan area Bridge Street/ Intersection upgrade to improve capacity Hamilton Tisdall Street/ and access to CityHeart. Improvements N02 Central East MMM Victoria Street need to be coordinated with Clyde Street Precinct intersection and Bridge Street Precinct Improvements CityHeart - Claudelands, Intersection upgrades to improve capacity N03 Bryce St and Central CityHeart SAP 1005 MMM and access to CityHeart Victoria St Intersection To adjust the layout and traffic operations of Bridge and Clyde Streets to reflect CityHeart goals. Undertake a review of Clyde Street and present and future traffic volumes, cycle Hamilton Bridge Street N04 access, pedestrian movements, bus routing Central East SAP 971 MMM precinct and safety issues. The area includes Bridge Precinct improvements St from the Waikato River to Tristram, to be coordinated with proposals in Grey St, and extend a full block north and south. Eastern Arterial Stage 1 - Te Intersection improvements to relieve Wairere N10 Aroha St/ congestion and provide facilities for PT and East SAP 529 MMM Drive Peachgrove Road active modes intersection Fairfield Bridge Co-ordination of signalisation and capacity N11 Central MM_ and Intersections improvements including bus priority Implementation of traffic management to safely permit local road vehicles to access Grandview Road - Avalon Drive following the return of Avalon Avalon N15 Avalon Drive Drive to HCC after construction of the West Drive SAP 744 MHM Intersection Avalon Drive Bypass. Implementation of Access measures to deter through traffic from the local roads on to SH1 Upgrade of Grey Street/Te Aroha Street, Grey Street Grey Street/Claudelands Road and Grey Hamilton N17 intersections, Street/Brooklyn Road intersections as part Central East SAP 735 MHM Claudelands of integrated review of traffic movements in Precinct this area. Network Action Plan

Regional Project/ HCC Ref Project Description Sector Package Priority Activity Name SAP Ref Profile Construction of the Hamilton Bypass Waikato N18 Hamilton Bypass North HML between Horotiu and Cambridge Expressway Design of an extension to Wairere Drive between Crosby Road and Cobham Drive, with construction between Crosby Road Wairere Drive, and Cambridge Road. The northern end of Wairere N41 Crosby to the project is the termination of Stage 3 of East SAP 375 MMM Drive Cobham (E1) Wairere Drive at the intersection with Gordonton Road and Crosby Road. The southern end is where the route meets Cambridge Road in Hillcrest. Local road improvements connecting Te Northern Growth Rapa, Horotiu, Rotokauri including N24 West SAP 861 MM_ Corridor contributions to the Avalon Drive and Te Rapa Bypass projects Peacockes Construction of roading infrastructure to N27 roading future support the development of the Peacocke South SAP 553 MM_ growth Structure Plan Construction of roading infrastructure to Rotokauri Arterial support the development of the Rotokauri N28 Roads (future West SAP 554 MM_ and Horotiu Structure Plans and provide growth) efficient access to the Te Rapa Bypass Construction of roading infrastructure to Rototuna roading N29 support the continued development of the North SAP 555 MM_ growth Rototuna Structure Plan area Construction of roading infrastructure to Ruakura growth support the development of the a high N30 East SAP 1001 MM_ cell technology and innovation precinct at Ruakura Minogue Park N22 Precinct West MHM Improvements Avalon Drive N01 West MHM Access SH3 Bader Street Intersection signalisation to relieve Hospital N33 South LMH Intersection congestion and improve safety Precinct Forest Lake Road Co-ordination of signalisation and capacity N13 West LM_ - Ulster St improvements including bus priority Construction of a roundabout at the Gallagher N14 intersection of Kahikatea Drive with Quentin South LMM Intersection Drive and Gallagher Drive Greenwood St (Between Duke St 4-laning of Greenwood Street between N16 West LM_ and Killarney Duke Street and Killarney Road Road) Hukanui Road Improvements to intersection with Comries N19 (past Chartwell North LM_ Road and access to Westfield Chartwell Square) Corridor and intersection improvements Ruakura Road N31 related to the construction of the Eastern East SAP 552 LM_ (E1 to Silverdale) Arterial SH1 Hillcrest Road/Morrinsville Intersection signalisation to relieve N32 East LMM Road traffic congestion and improve safety signals Designation of a new strategic transport Northern River corridor in the north of the city linking Kay N37 Crossing and North SAP 555 LM_ Road to Te Rapa Road across the Waikato Links River. Network Action Plan

Regional Project/ HCC Ref Project Description Sector Package Priority Activity Name SAP Ref Profile SH1 Riverlea 4-laning to relieve congestion, improve N43 Road to Cherry intersection safety and provide connection East LM_ Lane 4-laning to the Hamilton Bypass Ruakura Road Corridor and intersection improvements N44 (E1 to related to the construction of the Eastern East LM_ Peachgrove) Arterial SH3 Saxby Road 4-laning to relieve congestion and improve N45 to Dixon Road 4- South LM_ intersection safety laning 4-laning of Kahikatea Drive between N20 Kahikatea Drive South LM_ Ohaupo Road and Greenwood street Crawford Street Improvements to maintain access to the N06 (access to inland West MLL Crawford St Inland Port port) Te Rapa (Dairy Improvements to maintain access to the Te N35 North MLL Factory) Rapa Dairy Factory Cobham Drive – 4-laning of Cobham Drive between Grey Grey St to Street and Normandy Ave including N05 Normandy Ave, East LML duplication of the existing Cobham Drive including bridge bridge duplication The package is a series of projects that comprise the cross city connector which Cross City links the Hamilton Eastern Arterial in the Connector east to Dinsdale in the west. This road is SAP 803, (Boundary Cross City N07 designated as a major arterial and provides Central SAP 526, LML Road/Whitiora Connector the main east west link through the city SAP 527 Bridge/Five Cross providing connectivity between the eastern Roads) corridor, western corridor and the northern end of the CBD. N38 Traffic Calming Local area traffic management measures - SAP 224 LLL Improvements at level crossings in East Coast Main Hamilton East to relieve congestion and N42 East LLL Trunk Railway improve safety, including lowering of the railway line Tramway Road / Consider changes to intersection to allow N39 Fifth Ave East LLL for PT Intersection Table 17 Prioritisation of Network Projects

Network Action Plan

Appendices

Appendix 1: Traffic Modelling Results

Figure 15: 2006 Morning Peak Period – Level of Service Network Action Plan

Figure 16: 2006 Evening Peak Period – Level of Service Network Action Plan

Figure 17: 2006 – 2036 Traffic Growth - Morning Peak (7-9am) Network Action Plan

Figure 18: 2006-2036 Traffic Growth - Evening Peak (4-6pm) Network Action Plan

Figure 19: 2036 Morning Peak Period – Level of Service Network Action Plan

Figure 20: 2036 Evening Peak Period – Level of Service

Network Action Plan

Figure 21: 2036 Morning Peak Period – Level of Service (all roading)

Network Action Plan

Figure 22: 2036 Evening Peak Period – Level of Service (all roading)

Network Action Plan

Appendix 2: Existing Road Hierarchy The existing Hamilton City road hierarchy classification is presented in the following map and table.

Category Classification

Major arterial roads connect the city to the region and include state highways and significant national and regional routes passing through the city. They also include strategic links within the city’s roading system. Major Arterial Major arterial roads are designed to carry large numbers of Roads vehicles and tend to carry higher proportions of heavy traffic. The through traffic function predominates and control is exercised over frontage development and access. Limited access arterial roads prohibit access or access is rigidly controlled to ensure effective functioning of the road. Minor arterial roads connect major arterial roads through the industrial, residential and commercial sectors of the city, and provide connections between collector roads and major arterial Minor Arterial roads. They combine a through-traffic function with access to Roads properties although the through-traffic function predominates. Heavy vehicle traffic may be restricted and controls may be placed relating to access and amenity. Collector roads link the local and arterial road networks and are designed to collect traffic from local roads for distribution on to arterial roads. They also provide for traffic distribution within and between residential, industrial and rural communities. Collector Roads Collector road networks should be designed for bus route connectivity and directness. The through traffic function needs to be balanced against the property access function which collector roads provide. Local roads primarily give access to property and generally have low traffic volumes. Local amenity values and neighbourhood character may influence their traffic function. Local roads include cul de sacs and may provide areas of open space for use by Local Roads pedestrians and cyclists where safety may be an issue. Local roads also provide land for public landscaping. In some situations local roads are designed to accommodate buses and service vehicles but they are not intended to act as through roads for large numbers of vehicles Table 18 Hamilton City Council Road Hierarchy Classifications (Proposed District Plan, Appendix 3.3-1)

Network Action Plan

Figure 23: Hamilton City - Road Hierarchy 2008 Network Action Plan

Appendix 3: Traffic Bylaw (2007) The purpose of the Hamilton City Council Traffic Bylaw (2007) is to “to protect the public from nuisance and protect, promote, and maintain public health and safety by setting the requirements for parking and control of vehicular or other traffic on any road in a local authority's district other than State Highways controlled by Transit New Zealand, establishing standards for vehicle crossings”.

(a) Prohibit or otherwise restrict the stopping, standing, or parking of vehicles on any road or part of a road, or on any piece of land owned or controlled by the Council and not being a road or part of a road, including any parking place or transport station.

(b) Set aside, designate or reserve any road, part of a road, or any piece of land owned or controlled by the Council and not being a road or part of a road, as:

h Stopping places or stands for a specified class, classes or types of vehicle, including bus stops, taxi stands and loading zones h Operation mobility parking spaces h Parking places and zone parking h Transport stations h Clearways h Cycle lanes and cycle paths h Reserved parking areas h Residents' parking h Bus Lanes h One-way roads (c) Prohibit or restrict:

h U turns h Left turns, right turns, or through movements h Weights of vehicles or loads that may pass over bridges or culverts h Any specified class of traffic, or any specified motor vehicle or class of motor vehicle which, by reason of its size or nature or the nature of the goods carried, is unsuitable for use on any road or roads h Parking of heavy motor vehicles or any specified class or description of heavy motor vehicles, on any specified road during such hours or exceeding such period as may be specified h Use of roads by pedestrians h Use of roads by cyclists Network Action Plan

(d) Permit turning movements to be made only by:

h Passenger service vehicles h Vehicles of other specified classes h Vehicles carrying specified classes of loads or not less than a specified number of occupants Network Action Plan

Appendix 4: Traffic Calming Warrants

FACTOR RATING (Road Name) CALCULATION DESCRIPTION VALUE DATA VALUE Speed - 85%ile 0 - 50 0 ( km/hr) 51 - 55 5 56 - 60 10 61 - 65 15 66 - 70 20 70+ 25 Traffic Volume Local Road Collector 0 - 200 0 - 800 0 200 - 600 800 - 1300 3 600 - 1000 1300 - 1800 6 1000 - 1400 1800 - 2400 9 1400 - 1800 2400 - 3000 12 1800+ 3000+ 15 Heavy Traffic Local Road Collector (% hcv) 0 - 1% 0 - 2% 0 1 - 2 2 - 3 2 2 - 3 3 - 4 3 3 - 4 4 - 5 4 4 - 5 5 - 6 5 5+ 6+ 6 Bus Route -2 Residents Isolated request 1 Support Frequent or multiple request 3 Comprehensive petition, presentation to Council 5 Proportion of Local Road Collector Collector through traffic 0 - 10 0 - 40 0 (%) 10 – 25 40 - 50 3 25 - 40 50 - 60 6 40 - 55 60 - 70 9 55 - 70 70 - 80 12 70+ 80+ 15 Accidents None Known 0 None reported but local knowledge of accidents 3 1 or 2 reported non injury accidents 6 3 or more reported non injury accidents or 1 9 minor injury 2 minor injury accidents 12 3 or more reported minor injury accidents or 1 15 serious Environment School or Kindergarten on road 4 Network Action Plan

Reserve, playground, community centre 3 Above avg child, pedestrian, cyclist presence 1 - 3 generated by facilities not on subject road Rest home visitor accommodation, tourist venue 2 Night time disturbance 1 - 3 Day time disturbance 1 - 2 Opportunity for visual improvement 1 - 2 TOTAL RATING VALUE : 0 CLASSIFICATION :

RATING

CLASSIFICATION: 0-19 Inappropriate 40-44 Medium priority 20-39 Low priority 45 & above High priority Network Action Plan

Appendix 5: Network Action Plan Summary Brochure Network Action Plan

Areas for Action

Coordination with other Action Plans TDM Active Travel Activity Passenger Transport Network Cost * Funding Parking Parking Safety N01 Avalon Drive access $3.7M LU N02 Bridge St/ Tisdall St/ Victoria St Intersection $500k U N03 Claudelands Bridge/ Bryce St/ Victoria St $500K LF Network Action Plan Summary

Intersection Improvements N04 Clyde St and Bridge St Precinct Improvements $6.4M LU Access Hamilton is one of Hamilton’s eight key strategies that assist the City Council to N05 Cobham Drive and Bridge Duplication $24M U achieve its strategic objectives and guide the city’s development and transport infrastructure N06 Crawford Street Access $1M U N07 Cross City Connector $22M LU planning over the next thirty years. It is a high-level integrated transport strategy that N10 Te Aroha St/ Peachgrove Road Intersection $2.8M LF identifies the strategic transport aspirations of the city to deliver Council’s objectives, and N11 Fairfield Bridge and Intersections $100K U contributes to national goals and regional priorities. N13 Forest Lake Road – Ulster St Intersection $1M U N14 Gallagher Intersection $295K NF Access Hamilton will meet the changing travel demands of the city by providing an N15 Grandview Road – Avalon Drive Intersection $199K NF N16 Greenwood St $2.5M U affordable, safe, responsive and sustainable N17 Grey St intersections, Claudelands $1M LF transport system. Access Hamilton Strategy N18 Hamilton Bypass $72.8M NF N19 Hukanui Road (past Chartwell Square) $500K U The Access Hamilton strategy focuses on Parking Management Action Plan N20 Kahikatea Drive $10M U Hamilton’s transport partners working Transport Safety Action Plan N21 Mill St Intersections $565K NF together to improve access and considers N22 Minogue Park Precinct $3.7M LF Travel Demand Management Plan N23 Minor Improvements $3.8M NF transport in five ways: N24 Northern Growth Corridor $14.3M LF Active Travel Action Plan N25 Ohaupo Road/ Lorne St/ Kahikatea Drive $4.2M NF h Working together to improve access

Intersection h Planning for the future Activity Management Action Plan

N26 Peachgrove, Hukanui Road Intersection $5.8M LF Integrated

improvements h Understanding our choices Passenger Transport Action Plan N27 Peacocke roading – future growth $9M LF Transport Plan N28 Rotokauri Arterial Road (future growth) $84M LF h Managing and adapting for the future Network Action Plan N29 Rototuna roading – future growth $83M LF h Providing for the future N30 Ruakura growth cell $8.8M LF sustainable transport network that contributes to N31 Ruakura Road (E1 to Silverdale) $197K LF Hamilton’s strategic objectives”. N32 SH1/ Hillcrest Road/ Morrinsville Road $3.6M NF This Action Plan Intersections N33 SH3 – Bader Street Intersection $251K NF This Action Plan shows how HCC will ‘deliver an affordable, integrated, safe, responsive and N34 Southern Links $3.2M NF N35 Te Rapa (Dairy Factory) $500K U N36 Te Rapa Bypass $177M NF N37 Northern Crossing and Links $500K U N38 Traffic Calming $1.5M LF This will be achieved by enabling the effective N39 Tramway Road/ Fifth Ave Intersection $500K U movement of people and freight between key N40 Wairere Drive 4-laning $36M LF N41 Wairere Drive – Crosby to Cobham $51M LF transport, employment and residential nodes. N42 East Coast Main Trunk Railway $36M U N43 SH1 Riverlea Road to Cherry Lane 4-laning $9M U The Network Action Plan will guide the N44 Ruakura Road upgrade $500K U management, development and protection of N45 SH3 Saxby Road to Dixon Road 4-laning $4.5M U the transport network necessary to support * LF = funded in LTCCP, LU = unfunded in Hamilton’s economic development, urban design and growth strategies. Contact The Action Plan: h Evaluates desirable land use and structure planning principles that minimise the need to travel and support a multi-modal transport system Contact Access Hamilton Coordinator LTCCP, U = not funded, NF= NLTP funded Mail Hamilton City Council, Private Bag 3010, Hamilton 3240, New Zealand h Identifies the key nodes and connections and expected movements, including rail, Visit Council Offices, Garden Place, Hamilton, New Zealand passenger transport, and national and regional road links Phone 07 838 6699 Fax 07 838 6599 h Establishes a road hierarchy that identifies the strategic network and defines the role and Email [email protected] treatment of each component of the road network

Access Hamilton will be delivered by Hamilton City Council and Hamilton’s transport partners. h Assesses the transport consequences of growth and identifies areas of concern h Identifies a hierarchy of land use and transport interventions, activities and infrastructure Status: Draft Issue 4 improvements

Issues Objectives

h Congestion h Land Use Planning and Management: To influence existing and future land-use patterns and development principles, including funding opportunities, and plan the network to provide an effective h Poor level of service land transport system that recognises the land transport implications of each land use. h Road safety h Multi-Modal Network – Coordination and Partnership: To work with transport partners to provide h Community severance appropriate infrastructure to develop and support a multi-modal network that compliments the form and h Access to freight access function of the strategic network and adjoining land-use patterns. h Integration with passenger transport routes and corridors h Network Protection and Management: To identify, protect and manage critical infrastructure to support a transport system that operates at an appropriate level of service and ensures that travel times Approach are reasonable and reliable year Access Hamilton’s 30 year timeframe. h Network Development: To develop an effective and affordable network through a planned and Roading improvements alone are not affordable and cannot provide for the expected travel coordinated approach to the implementation of infrastructure improvements, coordinated and integrated demand in Hamilton. Therefore, alternative measures will be required to provide for the with land use planning, travel demand management and activities associated with other modes. expected demand. These measures will include land-use planning, passenger transport and other modes.

Area Objective Outcome Output

Land-Use Planning and Promoting land use patterns that minimise the need for cross river travel for school and work trips Encouraging employment opportunities in the east of Ruakura Structure Plan (N30) Management: Planning for the city the Future Optimising development connections to support TDM and minimise adverse effects Lower travel demand and congestion Minor Improvements (N23) Greater use of alternative modes

Protecting major arterials from efficiency impacts caused by adjacent land uses Appropriate development controls Review development controls in the District Plan review Effective access to freight generators/handlers and commercial areas Locating freight generators, to optimise access to the Crawford St Access (N06) strategic and rail networks Multi-Modal Network: Integrating key passenger transportation corridors/routes with the strategic network to promote the use of passenger Hukanui/ Peachgrove Intersection Working together to transport (N26) Improve Access Providing appropriate cycle and pedestrian facilities as part of infrastructure improvements, this could include under and overpasses, on and off–road cycle lanes, Encouraging the development of public transport and active modes on the local road network. Network Protection and Providing appropriate land-use planning and development controls in the District Plan process to ensure that the needs Appropriate land use and development controls Review development controls in the Management: Providing of various activities are recognised by their location within the network District Plan review for the Future Revising the road hierarchy in District Plan to recognise and protect the strategic network while providing a Hamilton Review road hierarchy during District City road network that serves the needs of the community Plan review Developing and implementing design standards for the strategic network that recognises its dominant movement Review design standards in function and different standards that recognise the access function of the local road network Development Manual review Network Development: Completing the development of and protect the Hamilton Ring Road to provide the key element of the strategic Effective access around Hamilton Completed Ring-Road (N05, N14, Managing and Adapting network N25, N40, N41) for the Future Developing and protecting key connections between the Hamilton Ring Road and the surrounding area Improved connectivity with the Waikato Expressway Investigate connection at Resolution Improved connectivity with existing State Highways Drive (N18)

Protecting an east-west corridor connecting the northern growth areas of Rototuna, Te Rapa and Rotokauri Protect a northern river crossing corridor Designate the Northern River Crossing (N37)

Developing an efficient arterial network in the: Minimise congestion on the strategic network Southern Links (N34) - South to connect the Peacocke development with the existing arterial network Wairere Drive (N40, N41) - North to connect the Rototuna and Rotokauri development with the existing arterial network Improving safety, reduce congestion and provide opportunities for other modes on residential arterials in the east Provide an alternative corridor for through traffic Te Aroha St/ Peachgrove Intersection Minimise congestion on the strategic network (N10) Providing efficient access to industrial areas and along SH1 in the west Provide access and through movement capacity Te Rapa Bypass (N36) Identifying and promoting the use of new and existing rail connections for inter-regional freight movement of bulk Encouraging freight development close to rail Structure Planning (N27, N28, N29, Network Action Plan Plan Action Network cargos including containers, dairy and forestry products corridor N30)

Appendix 6: Network Activities

Project/Activity Action Plan Ref Project Description Package Sector Name Category Passenger Transport Passenger Transport Network Regional Priority Profile Priority Profile Regional Ranking Activity Parking Management Safety Transport TDM Active Travel Management Activity Intersection and local road treatments in Avalon Drive N01 Avalon Drive Access Network x x West response to Avalon Drive Bypass Access Intersection upgrade to improve capacity and Bridge Street/ Tisdall access to city centre. Improvements need to be Hamilton East N02 Street/ Victoria Street Network MMM 5 X X X X Central coordinated with Clyde Street and Bridge Street Precinct intersection Precinct Improvements City Heart - Claudelands, Bryce St Intersection upgrades to improve capacity and N03 City centre Network MMM 5 X X X Central and Victoria St access to city centre Intersection To adjust the layout and traffic operations of Bridge and Clyde Streets to reflect City Heart goals. Undertake a review of present and future Clyde Street and Bridge traffic volumes, cycle access, pedestrian Hamilton East N04 Street precinct Network MMM 5 X X X Central movements, bus routing and safety issues. The Precinct improvements area includes Bridge St from the Waikato River to Tristram, to be coordinated with proposals in Grey St, and extend a full block north and south. Cobham Drive – Grey St 4-laning of Cobham Drive between Grey Street to Normandy Ave, N05 and Normandy Ave including duplication of the Network LML 10 X X East including bridge existing Cobham Drive bridge duplication Crawford Street (access N06 Network x x West to inland port)

Project/Activity Action Plan Ref Project Description Package Sector Name Category Regional Priority Profile Priority Profile Regional Ranking Activity Parking Management Safety Transport TDM Active Travel Management Activity Passenger Transport Network The package is a series of projects that comprise the cross city connector which links the Hamilton Cross City Connector Eastern Arterial in the east to Dinsdale in the (Boundary west. This road is designated as a major arterial Cross City N07 Road/Whitiora Network LML 10 X X X Central and provides the main east west link through the Connector Bridge/Five Cross city providing connectivity between the eastern Roads) corridor, western corridor and the northern end of the CBD. Eastern Arterial Stage 1 - Te Aroha Intersection improvements to relieve congestion N10 Wairere Drive Network MMM 5 X X X East St/Peachgrove Rd and provide facilities for PT and active modes intersection Fairfield Bridge and Co-ordination of signalisation and capacity N11 Network MM_ 5 X X X X Central Intersections improvements including bus priority Forest Lake Road - Co-ordination of signalisation and capacity N13 Network LM_ 8 X X X West Ulster St improvements including bus priority Construction of a roundabout at the intersection N14 Gallagher Intersection of Kahikatea Drive with Quentin Drive and Network LMM 8 X South Gallagher Drive Implementation of traffic management to safely permit local road vehicles to access Avalon Drive Grandview Road - following the return of Avalon Drive to HCC after Avalon Drive N15 Avalon Drive Network MHM 5 X X X X West construction of the Avalon Drive Bypass. Access Intersection Implementation of measures to deter through traffic from the local roads on to SH1 Greenwood St (Between 4-laning of Greenwood Street between Duke N16 Duke St and Killarney Network LM_ 8 X X West Street and Killarney Road Road) Upgrade of Grey Street/Te Aroha Street, Grey Grey Street Street/Claudelands Road and Grey Hamilton East N17 intersections, Street/Brooklyn Road intersections as part of Network MHM 5 X X X Central Precinct Claudelands integrated review of traffic movements in this area.

Project/Activity Action Plan Ref Project Description Package Sector Name Category Regional Priority Profile Priority Profile Regional Ranking Activity Parking Management Safety Transport TDM Active Travel Management Activity Passenger Transport Network Construction of the Hamilton Bypass between Waikato N18 Hamilton Bypass Network HML 5 X X North Horotiu and Cambridge Expressway Hukanui Road (past Improvements to intersection with Comries Road N19 Network LM_ 8 X X North Chartwell Square) and access to Westfield Chartwell 4-laning of Kahikatea Drive between Ohaupo N20 Kahikatea Drive Network x x South Road and Greenwood street The Mill Street Intersections form part of the Cross City Connector and are key junctions that form the Northern Gateway to the CBD. The intersections experience significant congestion at am and pm peak times and the purpose of this Mill St intersections Cross City N21 project would be to improve capacity at the Network HM_ 3 X X X X Central (Willoughby, Anglesea) Connector intersections and maintain their long-term operation as part of the Cross City Connector. An additional aim of this scheme is to discourage vehicles entering the CBD via Victoria Street and Ulster Street. Minogue Park Precinct N22 Network x x West Improvements Minor Improvements Package for minor improvement projects on the N23 Network HH_ 2 X X X X - 2009-2012 local road network Local road improvements connecting Te Rapa, Northern Growth N24 Horotiu, Rotokauri including contributions to the Network MM_ 5 X X X West Corridor Avalon Drive and Te Rapa Bypass projects Ohaupo Road/Kahikatea Intersection improvements to relieve congestion Hospital N25 Drive/Lorne St Network HM_ 3 X X X X South and improve safety Precinct Intersection Peachgrove Road, Intersections improvements along Peachgrove N26 Hukanui Intersection Road and Hukanui Roads following construction Network HMM 3 X X X East Improvements of the Eastern Arterial Peacockes roading Construction of roading infrastructure to support N27 Network MM_ 5 X X X X South future growth the development of the Peacocke Structure Plan

Project/Activity Action Plan Ref Project Description Package Sector Name Category Regional Priority Profile Priority Profile Regional Ranking Activity Parking Management Safety Transport TDM Active Travel Management Activity Passenger Transport Network Construction of roading infrastructure to support Rotokauri Arterial Roads the development of the Rotokauri and Horotiu N28 Network MM_ 5 X X X West (future growth) Structure Plans and provide efficient access to the Te Rapa Bypass Construction of roading infrastructure to support Rototuna roading N29 the continued development of the Rototuna Network MM_ 5 X X X North growth Structure Plan area Construction of roading infrastructure to support N30 Ruakura growth cell the development of the a high technology and Network MM_ 5 X X X X X East innovation precinct at Ruakura Ruakura Road (E1 to Corridor and intersection improvements related N31 Network LM_ 8 X X East Silverdale) to the construction of the Eastern Arterial SH1 Hillcrest Intersection signalisation to relieve congestion N32 Road/Morrinsville Road Network LMM 8 X X X East and improve safety traffic signals SH3 Bader Street Intersection signalisation to relieve congestion Hospital N33 Network LMH 6 X X South Intersection and improve safety Precinct Southern Links - New link from Peacocke across Waikato River to SH1 at Tamahere. W1: The Southern Links project provides for the New link from Cobham designation of new arterial corridors in the south Dr through Peacockes to Southern N34 of the city. This link will enable improved Network HMM 3 X X South SH3 near Raynes Rd. Links connectivity between the airport, state highway W2: SH3 at Chinaman's network and Peacocke growth cell. Hill to Greenwood St. Western Arterial Stage 4 (link from W2 into Melville). N35 Te Rapa (Dairy Factory) Network x x North

Project/Activity Action Plan Ref Project Description Package Sector Name Category Regional Priority Profile Priority Profile Regional Ranking Activity Parking Management Safety Transport TDM Active Travel Management Activity Passenger Transport Network Design of an extension to Wairere Drive between Crosby Road and Cobham Drive, with construction between Crosby Road and Cambridge Road. The northern end of the project is the termination of Stage 3 of Wairere Drive at the intersection with Gordonton Road and Crosby Road. The southern end is where the route meets Cambridge Road in Hillcrest. There are two major structures; one is where Carrs Road is bridged over the arterial, the other Wairere Drive, Crosby to N41 where the arterial is raised over the East Coast Wairere Drive Network MMM 5 X X East Cobham (E1) Main Trunk Rail line (ECMTR) with the rail lines enclosed in a box culvert. There are 6 new intersections proposed along the route plus 3 slip lanes. The project length is approximately 5.4km. Much of the northern 3.8km follows an historic undeveloped roading corridor, the southern 1.6km utilises the wide existing Dey Street road reserve. Includes Peachgrove Road: 5X Roads to Ruakura Road, including rail crossing. Improvements at level crossings in Hamilton East Coast Main Trunk N42 East to relieve congestion and improve safety, Network LLL 11 X X X X X East Railway including lowering of the railway line 4-laning to relieve congestion, improve SH1 Riverlea Road to N43 intersection safety and provide connection to the Network LM_ 8 X X East Cherry Lane 4-laning Hamilton Bypass Ruakura Road (E1 to Corridor and intersection improvements related N44 Network LM_ 8 X X East Peachgrove) to the construction of the Eastern Arterial SH3 Saxby Road to 4-laning to relieve congestion and improve N45 Network LM_ 8 X X South Dixon Road 4-laning intersection safety