Saleyards Investments Ltd Proposed Shopping Centre ......This disclaimer shall apply notwithstanding that the report may be made available to other persons ... Rae Sullivan 24 November

Saleyards Investments Ltd Proposed Shopping Centre Development Nova Scotia Drive, Waipu

November 2015

4 Johnson Street Onerahi

Whangarei Phone 09 436 1498

Fax 09 436 1497

24/11/2015 162 Waipu Shopping Centre - Traffic Impact Assessment Final Rev1.docx

This document has been prepared for the benefit of Saleyards Investments Limited and architects h + k. No liability is accepted by this company or any employee or sub-consultant of this company with respect to its use by any other person. This disclaimer shall apply notwithstanding that the report may be made available to other persons for an application for permission or approval to fulfil a legal requirement.

Engineering Equilibrium Limited 4 Johnson Street Onerahi Whangarei 0110 Phone 09 436 1498 Fax 09 436 1497 E-mail: [email protected]

© Engineering Equilibrium Limited This document is and shall remain the property of Engineering Equilibrium Limited. The document may only be used for the purposes for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Rev No. Author

Reviewer Approved for Issue

Name Signature Name Signature Date

0 Mike Sullivan

Rae Sullivan Mike Sullivan

10 March 2015

1 Mike Sullivan

Rae Sullivan 23 July 2015 Mike Sullivan

23 July 2015

2 Mike Sullivan

Rae Sullivan 24 November

2015 Mike Sullivan

24 November 2015



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Contents

1. Executive summary ....................................................................................................................... 3

2. Brief ............................................................................................................................................... 5

3. Proposal ......................................................................................................................................... 5

4. Site ................................................................................................................................................. 5

5. Proposed site layout ....................................................................................................................... 75.1 Full development: Stage 2 ............................................................................................... 7

5.2 Stages 1a and 1b .............................................................................................................. 9

6. Road network .............................................................................................................................. 10

6.1 General locality ............................................................................................................. 106.2 Nova Scotia Drive ......................................................................................................... 11

6.2.1 General description ......................................................................................... 116.2.2 Speed limit ...................................................................................................... 156.2.3 Intersection of Nova Scotia Drive, The Centre, South Road and Cove Road 166.2.4 Right-of-way ................................................................................................... 186.2.5 Intersection of Nova Scotia Drive and State Highway 1N ............................. 19

7. Trip generation ............................................................................................................................ 20

7.1 Assessed trip generation ................................................................................................ 217.1.1 Daily traffic ..................................................................................................... 217.1.2 Peak hourly traffic ........................................................................................... 21

8. Traffic impacts and mitigation .................................................................................................... 22

8.1 Road capacity ................................................................................................................ 228.2 Road safety .................................................................................................................... 22

8.2.1 Crash history ................................................................................................... 228.2.2 Impact of the proposed development .............................................................. 23

8.3 Access treatments .......................................................................................................... 238.3.1 Accesses to Nova Scotia Drive ....................................................................... 248.3.2 Accesses to the right-of-way ........................................................................... 28

8.4 Parking .......................................................................................................................... 308.4.1 Vehicles ........................................................................................................... 308.4.2 Bicycles ........................................................................................................... 32

8.5 Loading bays ................................................................................................................. 32

8.6 Pedestrians ..................................................................................................................... 338.6.1 Nova Scotia Drive ........................................................................................... 338.6.2 Shopping centre ............................................................................................... 33

Johnson Street Onerahi


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24/11/2015 162 Waipu Shopping Centre - Traffic Impact

Assessment Final Rev1.docx

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8.7 Cyclists .......................................................................................................................... 338.8 Impact on State Highway 1N ........................................................................................ 33

9. Conclusions ................................................................................................................................. 36

10. Recommendations ....................................................................................................................... 38



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1. Executive summary

Saleyards Investments Limited is seeking resource consent from the Whangarei District Council (WDC) for a proposed shopping centre development on Nova Scotia Drive, Waipu. Engineering Equilibrium Limited has been engaged to provide advice on traffic engineering issues and to complete a traffic impact assessment for the proposal. The shopping centre would include a Hammer Hardware store, a supermarket, retail shops, office space and long-term storage lockers. Six buildings are proposed with a total floor area of around 5,000 m2. The site will be developed in 2 stages. This report primarily considers the traffic impacts of the full development along with the relevant aspects of staging. The main access is located on Nova Scotia Drive, south of the boundary with the Waipu Fire Station. This access services the Hammer Hardware store, the supermarket, the retail shops and the offices, together with the main visitor’s car park. Access to the second, smaller, car park is via a right-of-way at the western boundary of the site that also provides access to the Ranburn Rest Home. This car park is primarily for staff and long stay visitors. This access also provides entry-only access to the loading bay for the supermarket. This loading bay operates on a one-way basis and has an exit-only access onto Nova Scotia Drive at the southern boundary of the site. An entry-only access to the loading bay for Hammer Hardware is located at the end of the right-of-way at the western boundary of the site. This loading bay operates on a one-way basis and has an exit-only access to Nova Scotia Drive via the main car park. Next to this access, is an access to storage buildings and a small car park. The assessed daily traffic, at full development, is 3,048 trips per day with a peak flow of 578 trips per hour. If the assessed daily traffic is fully realised, traffic volumes on Nova Scotia Drive could increase from 2,050 vpd to around 5,100 vpd. Peak hour flows (two-way) on Nova Scotia Drive could increase from 205 vph to around 800 vph (two-way). These figures are considered to be very conservative, as the development is likely to attract local visitors, with a resulting redistribution of existing traffic, rather than the attraction of new traffic. The assessed traffic flows on Nova Scotia Drive are well below the capacity of a typical single lane urban road. It is recommended that the road frontage of the site be upgraded to an urban standard, to be consistent with the length between the right-of-way and the intersection with The Centre, South Road and Cove Road. The assessed traffic flows are not considered to adversely affect the efficiency of Nova Scotia Drive or the intersection with The Centre, South Road and Cove Road, or the intersection with SH1N, as total traffic flows are well below capacity.



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There are no reported crashes on Nova Scotia Road in the vicinity of the proposed development for the five-year period from 2010 to 2014. Crash numbers are typically proportional to traffic volumes. An increase in traffic volumes would not be expected to increase crash rates as the chance of a crash occurring would be reasonably constant in the environment near the site. As there is no reported crash history at the site, the proposed development would not be considered to adversely impact on road safety as appropriate access treatments to the site are provided for safe and efficient access. The intersection of SH1N with Nova Scotia Drive is a NZTA monitored crash reduction study site and was upgraded in 2014. There have been no reported crashes at the site since these improvements were completed. Any likely increase in traffic at the intersection as a result of the proposed development is likely to be minimal and therefore, is not considered to adversely impact on safety at the intersection. The accesses on Nova Scotia Drive should be formed to a standard minor urban intersection treatment. The three lower use accesses on the right-of-way should be formed to the WDC double width standard. Parking for 3,048 cars and 2 heavy commercial vehicles is required for full development (Stage 2). Parking is provided for 169 cars and 3 heavy commercial vehicles and 2 loading bays, and complies with the WDC District Plan. Parking for 85 cars and 2 heavy commercial vehicles is required for Stages 1a and 1b of the development. Parking is provided for 85 cars and 2 heavy commercial vehicles and loading bays, and complies with the WDC District Plan for Stages 1a and 1b. Internal footpaths are proposed within the development to accommodate pedestrian movements from Nova Scotia Drive, the internal car parks and the buildings. Footpaths between facing car parks are 2.5 m wide to allow for the 0.6 m overhang of parked vehicles. Pedestrian crossing points are located through the main car park access to connect the main pedestrian desire lines from the car parks to the main building entrances.

A footpath is proposed along the frontage of the site, with connections to the existing footpath south of the right-of-way and north of the Fire Station to provide for safe pedestrian access along the pedestrian desire lines. It is considered that there are no adverse traffic engineering effects associated with the proposal.



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2. Brief

Saleyards Investments Limited is seeking resource consent for a proposed shopping centre development on Nova Scotia Drive, Waipu. They have engaged Architects h + k to prepare the overall site layout details and consent application. Engineering Equilibrium Limited has been engaged to provide advice on traffic engineering issues and to complete a traffic impact assessment for the proposal.

3. Proposal

Saleyards Investments Limited is proposing a new shopping centre development on a site at Nova Scotia Drive, on the northern side of Waipu. The shopping centre would include a Hammer Hardware store, a supermarket, retail shops, office space and long-term storage lockers. Six buildings are proposed with a total floor area of around 5,000m2. Parking is provided for 169 vehicles in 3 car parks and 3 heavy commercial vehicles and 2 loading bays. The site will be developed in 2 stages.

4. Site

The site is located at Nova Scotia Drive, on the northern side of Waipu, between the right-of-way for the Ranburn Rest Home and the Waipu Fire Station (refer to Figure 1). Part of the site is zoned Business 3, with the balance zoned Living 1. The site is currently undeveloped and is used as pasture (refer to Figure 2).



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Figure 1: Site Location.

Figure 2: View of the site frontage on Nova Scotia Drive.



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5. Proposed site layout

The site will be developed in 2 stages, as described below. This report primarily considers the traffic impacts of the full development along with the relevant aspects of staging. Therefore, Stage 2 is assessed first for overall impacts and then Stage 1 is checked in terms of parking capacity.

5.1 Full development: Stage 2

The full development will comprise of Stages 1 and 2. This comprises of six buildings that include a new Hammer Hardware store (including a café and covered loading bay), a supermarket (including a covered loading bay), two retail shop areas, two office areas and two storage areas, as detailed in Figure 3 and Table 1. The main access is located on Nova Scotia Drive, about 30 m south of the boundary with the Waipu Fire Station. This access services buildings #01, #02, #03 and #04 and the main visitors car park (122 spaces). Access to the second car park (39 spaces) is via a right-of-way at the western boundary of the site that also provides access to the Ranburn Rest Home. This car park is primarily for staff and long stay visitors. This access also provides entry-only access to the loading bay for building #01. This loading bay has an exit-only access onto Nova Scotia Drive at the southern boundary of the site. An entry-only access to the loading bay for building #04 is located at the end of the right-of-way at the western boundary of the site. Next to this access, is an access to buildings #05 and #06 and a small car park (8 spaces). Parking is provided for 169 vehicles, including 5 accessible spaces, at 3 car parks. Parking for 3 heavy goods vehicles is provided, with 2 at building #01 and 1 at building #04.



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Figure 3: Proposed site layout – Stage 2 (full development).

Table 1: Proposed buildings and activities – Stage 2 (full development) Building number Proposed activity Size

#01 Supermarket 1,320 m2

Loading bay 180 m2

#02 Lower floor retail 657 m2

Upper floor offices 342 m2

#03 Lower floor retail 369 m2 Upper floor offices 412 m2

#04 Hammer Hardware store 1,426 m2

Loading bay 175 m2

Café (40 people occupancy) 75 m2 Upper floor office 100 m2

#05 Storage lockers 198 m2




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5.2 Stages 1a and 1b

Stage 1 comprises of two elements. During Stage 1a, both the food market and the Hammer Hardware activities will be operated out of building #1 (shared evenly with 660 m2 each), as detailed in Figure 4 and Table 2. Also, as part of Stage 1a, the office areas on the second level of building #2 will be left out. These will be added on in Stage 2 when the remaining buildings #4 & #5 are built. Stage 1b comprises of the storage shed areas located at the rear of the section. Stages 1a & 1b may be developed at the same time. Car parking arrangements have been designed so that the Stage 1 parking layout can be simply continued into the Stage 2 layout.

Figure 4: Proposed site layout – Stages 1a and 1b.



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Table 2: Proposed buildings and activities – Stages 1a and 1b Building number Proposed activity Size

#01 Food market 660 m2

Hammer Hardware store 660 m2 Loading bay 180 m2

#02 Lower floor retail 679 m2



6. Road network

6.1 General locality

The site is located at Nova Scotia Drive, on the northern side of Waipu. The site is approximately 140 m north of the intersection of Nova Scotia Drive with The Centre, South Road and Cove Road. The residential subdivision at Lochalsh Drive is located approximately 225 m to the north (refer to Figure 5). Nova Scotia Drive is an arterial road under the Whangarei District Council (WDC) District Plan. The traffic volume on Nova Scotia Drive adjacent to the site has been estimated by WDC at 2,050 vehicles per day (vpd). Cove Road is an arterial road and The Centre a collector road under the WDC District Plan. The traffic volume on The Centre, at the intersection with Nova Scotia Drive, has been estimated by WDC at 2,500 vpd.



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Figure 5: The road layouts at the site.

6.2 Nova Scotia Drive

6.2.1 General description

Nova Scotia Drive has two 3.25 m wide lanes and is formed to a rural standard along the length of the site. No kerbs are provided (refer to Figures 6 and 7). There is a sealed shoulder of between 0.5 m and 1.4 m adjacent to the northbound lane fronting the site (refer to Figures 6 and 7). There is a sealed shoulder of between 1.7 m and 3.7 m adjacent to the southbound lane opposite the site, with the wider sealed shoulder width provided at the access to the Returned Services Association (RSA) clubrooms (refer to Figures 6 and 7).



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Figure 6: Nova Scotia Drive looking north from the site.

Figure 7: Nova Scotia Drive looking south from the site.



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There is a footpath opposite the site from the RSA clubrooms to the town centre (refer to Figure 8). There is no footpath at the site frontage, although there is a footpath from the right-of-way to the town centre, and from the fire station to Lochalsh Drive to the north (refer to Figures 9 and 10).

Figure 8: The footpath opposite the site from the RSA clubrooms to the town centre.

Figure 9: The footpath from the fire station to Lochalsh Drive to the north of the site.



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Figure 10: The footpath from the right-of-way to the town centre. Nova Scotia Drive widens out to a typical urban treatment between the right-of-way and the intersection with The Centre, South Road and Cove Road. 3.5 m wide lanes and 2.5 m sealed shoulders for parking are provided in each direction. A kerb, 1.4 m footpath and 3.0 m grass berm are provided on the western side of the road. A 1.5 m wide unsealed shoulder (no kerb), 6.0 m grass berm and a 1.4 m footpath are provided on the eastern side of the road (refer to Figures 10 and 11).



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Figure 11: The kerb, footpath and grass berm on the western side of Nova Scotia Drive approaching the intersection with The Centre, South Road and Cove Road.

6.2.2 Speed limit

Nova Scotia Drive has a 50 km/h speed limit at the site. The speed limit increases to 100 km/h approximately 80 m north of the site, where a speed threshold treatment is provided (refer to Figure 12). The assessed speed environment is 50 km/h at the site.



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Figure 12: The speed threshold treatment on Nova Scotia Drive, north of the site.

6.2.3 Intersection of Nova Scotia Drive, The Centre, South Road and Cove Road

The intersection of Nova Scotia Drive with The Centre, South Road and Cove Road is a typical moderate use controlled urban intersection. Stop controls are provided on Nova Scotia Drive and South Road along with a raised central median approaching the intersection on Nova Scotia Drive to visually reinforce the intersection and improve pedestrian access across the road (refer to Figure 13). There are narrow flush medians on South Road and Cove Road approaching the intersection to highlight the intersection and moderate driver speeds (refer to Figures 13 and 14).



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Figure 13: The Nova Scotia Drive approach to the intersection with The Centre, South Road and Cove Road.

Figure 14: The Cove Road approach to the intersection with South Road, The Centre and Nova Scotia Drive.



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6.2.4 Right-of-way

The right of way easement varies in width from about 15 to 16 m. The carriageway formed on the right of way easement is 11.0 m wide and there is an additional 2.6 m wide parking area along the length of the covered walkway (refer to Figures 15 and 16).

Figure 15: The right-of-way looking from Nova Scotia Drive.



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Figure 16: The additional parking area and covered walkway on the right-of-way.

6.2.5 Intersection of Nova Scotia Drive and State Highway 1N

Nova Scotia Drive intersects with State Highway 1N (SH1N), approximately 2.7 km north of the site (refer to Figure 17). This is a priority controlled intersection with a give-way control on Nova Scotia Drive and a left turn slip lane from SH1N (refer to Figure 18).

Figure 17: State Highway 1N looking southbound with Nova Scotia Drive on the left.



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Figure 18: Nova Scotia Drive looking north along State Highway 1N.

7. Trip generation

The WDC District Plan does not detail trip generation rates for various development scenarios. Trip Generation factors (TGF) from the NZTA research report 453 “Trips and Parking related to land use, November 2011”) have therefore been used. These are the most recent research based figures available for New Zealand use. A TGF is a research based estimate of a likely number of traffic movements generated by a typical land use activity. It is determined using a statistical analysis of a range of observed activities. New Zealand best practice uses the 85th percentile of those observed activities to select a particular TIF for a particular activity. Typically, this means that for any individual site assessment, the assessed traffic generation will be at, or below, the actual resulting figures in 85% of the assessments. The 85th percentile is usually 1.05 to 1.25 higher than average traffic flows, and traffic flows can range by around 100% overall (reference NZTA research report 453 “Trips and Parking related to land use”, November 2011). Any assessment of traffic generation does not predict exact numbers that will be achieved due to a wide range of factors, however, they can be expected to fall within a statistically valid range. As the proposed development is in a rural town, it is not likely that additional traffic from other towns will be attracted to the development. Traffic generation is more likely to be diverted from other destinations within Waipu. Therefore, this assessment has adopted the 50th percentile TGF to assess the possible trip generation as a more realistic methodology for the site.



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7.1 Assessed trip generation

The assessed trip generation associated with the proposed full development (Stage 2) are detailed in Table 3.

Table 3: Assessed trip generation at full development (Stage 2) Proposed activity Gross Floor

Area m2 Daily Peak Hour

TGF Trips TGF Trips Supermarket 1,320 m2 102/100 m2 1,346 15.8/100 m2 209

Hammer Hardware 1,426 m2 29.4/100 m2 419 4.0/100 m2 57 Café (40 seats) n/a 3.7/seat 167 0.6/seat 24

Offices 854 m2 19.6/100 m2 148 1.6/100 m2 14 Retail 1,026 m2 93.4/100 m2 958 26.2/100 m2 269

Storage lockers 495 m2 2/100 m2 10 1/100 m2 5 TOTAL 3,048 578

7.1.1 Daily traffic

Daily traffic flows give an indication of overall traffic numbers and impact on road capacity and efficiency. The assessed daily traffic, at full development, is 3,048 trips per day. Current traffic volumes on Nova Scotia Drive are estimated by WDC at 2,050 vpd on Nova Scotia Drive and 2,500 vpd on The Centre. If the assessed daily traffic is fully realised, traffic volumes on Nova Scotia Drive could increase from 2,050 vpd to around 5,100 vpd. This is, however, considered to be very conservative, as the development is likely to attract local visitors from Waipu and Waipu Cove/Langs Beach, with a resulting redistribution of existing traffic with Waipu township, rather than the attraction of new traffic.

7.1.2 Peak hourly traffic

Peak hourly traffic flows give an indication of peak traffic flows during high traffic activity. They impact on access and intersection treatments and capacity. The assessed peak hour traffic flow, at full development, is 578 trips per hour. Current traffic volumes on Nova Scotia Drive are estimated by WDC at 2,050 vpd on Nova Scotia Drive. Typically, peak flows are around 10% of daily flows, so a likely existing peak hour flow on Nova Scotia Drive is 205 vehicles per hour (vph). If the assessed peak hour flow is fully realised, peak hour flows (two-way) on Nova Scotia Drive could increase from 205 vph to around 800 vph (two-way). This is, however, considered to be very conservative, as the development is likely to attract local visitors, with a resulting redistribution of existing traffic, rather than the attraction of new traffic.



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8. Traffic impacts and mitigation

8.1 Road capacity

A daily traffic flow of 5,100 vpd on Nova Scotia Drive would be well below the capacity of a typical single lane urban road of around 20,000 vpd. Nova Scotia Drive currently has two 3.25 m wide lanes and is formed to a rural standard along the length of the site. It is recommended that the road frontage of the site be upgraded to an urban standard, to be consistent with the length between the right-of-way and the intersection with The Centre, South Road and Cove Road (i.e. 3.5 m lanes and 2.5 m sealed shoulders, with a kerb on the western side of the road). A peak hour flow of 800 vph (two-way), or 400 vph (one-way) on Nova Scotia Drive would be well below the capacity of a typical single lane urban road of around 900 vph per lane (one-way) for an undivided road with low side friction. The required access treatments to accommodate peak hourly flows are discussed in Section 8.3. The assessed traffic flows are not considered to adversely affect the efficiency of Nova Scotia Drive or the intersection with The Centre, South Road and Cove Road, as total traffic flows are well below capacity.

8.2 Road safety

8.2.1 Crash history

Crash data for the five-year period from 2010 to 2014 has been assessed using crashes reported in the NZTA Crash Analysis System (CAS). There have been two crashes reported on Nova Scotia Drive between The Centre/Cove Road/South Road and Lochalsh Road in the period 2010 to 2014. Both were non-injury crashes. One crash was a northbound car hitting a car undertaking a U-turn, 310 m south of Lochalsh Road. The second was an eastbound vehicle on The Centre hitting a car crossing at a right angle from South Road. A crash diagram is provided in Figure 19. There are no reported crashes on Nova Scotia Road in the vicinity of the proposed development for the five-year period from 2010 to 2014.



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Figure 19: Five-year reported crash history: collision diagram.

8.2.2 Impact of the proposed development

Crash numbers are typically proportional to traffic volumes. An increase in traffic volumes would not be expected to increase crash rates as the chance of a crash occurring would be reasonably constant in the environment near the site. As there is no reported crash history at the site, the proposed development would not be considered to adversely impact on road safety provided that the appropriate access treatments to the site allow for safe and efficient access. This is discussed in Section 8.3.

8.3 Access treatments

The main access is located on Nova Scotia Drive, about 30 m south of the boundary with the Waipu Fire Station. This access services buildings #01, #02, #03 and #04 and the main visitors car park (122 spaces).



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Access to the second car park (39 spaces) is via a right-of-way at the western boundary of the site that also provides access to the Ranburn Rest Home. This car park is primarily for staff and long stay visitors. This access also provides entry-only access to the loading bay for building #01. This loading bay has an exit-only access onto Nova Scotia Drive at the southern boundary of the site and operates on a one-way basis. An entry-only access to the loading bay for building #04 is located at the end of the right-of-way at the western boundary of the site. This operates on a one-way basis and exits through the main car park. Next to this access, is an access to buildings #05 and #06 and a small car park (8 spaces).

Access standards have been based on the forecast peak hourly flows.

8.3.1 Accesses to Nova Scotia Drive

8.3.1.1 Standard

Development related peak hourly flows have been distributed to each proposed access on Nova Scotia Drive on a pro-rata basis according to car park numbers, as detailed in Table 4. The assessed peak hour traffic flow, at full development, is 578 trips per hour.

Table 4: Development related peak hourly flows Total Main access Right-of-way

Car parks 169 122 47 Pro-rata 100% 72% 28%

Peak hourly flow (two-way) 578 vph 415 vph 161 vph Peak hourly two-way flows have then been divided into turning movements at each access. Flows have been assumed to be 80% to and from Waipu, and 20% to the north on Nova Scotia Drive. Existing through flows on Nova Scotia is assumed to be 50% each way (102 vph each way). The development related turning movements for each proposed access are detailed in Table 5.

Table 5: Development related turning movements at each access (vph) Movement Main access Right-of-way

Nova Scotia northbound through 102 102

Nova Scotia southbound through 102 102

Left turn in 166 65

Left turn out 42 16 Right turn in 42 16 Right turn out 166 65

Based on the forecast peak hour turning movements detailed in Table 5, a standard minor urban intersection treatment is appropriate for the forecast traffic flows at the main access and the right-of-way access to Nova Scotia Drive. The standard detailed in MOTSAM Figure 3.12



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with 6 m radius returns is an appropriate treatment. The existing right-of-way intersection with Nova Scotia Drive meets this standard. The loading bay exit-only access onto Nova Scotia Drive should also be developed to the MOTSAM Figure 3.12 standard with 6 m radius returns to accommodate the turning paths of heavy goods vehicles. The forecast peak hour turning movements are well below those required to warrant additional turning lanes for efficiency or safety. The provision of 2.5 m wide sealed shoulders on Nova Scotia Drive will provide sufficient width to separate through and turning traffic. Yellow no-stopping lines should be marked for 6 m each side of the accesses (from the radius return) on Nova Scotia Drive to prevent parked vehicles from restricting access and blocking visibility between through and turning traffic.

8.3.1.2 Distances from intersections

Table 3.6 of the WDC Environmental Engineering Standards (EES) details the minimum distance of vehicle crossings from intersections. As Nova Scotia Drive and Cove Road are arterial roads, the accesses should be at least 70 m from the Nova Scotia Drive intersection with Cove Road, The Centre and South Road. The two proposed accesses are 123 m and 157 m from the intersection and comply with this requirement. The two proposed accesses are 30 m and 65 m from the right-of-way. This complies with the NZTA guidelines for minimum access way spacing between accesses, and from minor intersections (reference Table 5B/3 of the NZTA Planning Policy Manual).

8.3.1.3 Number of crossing points

Two crossing points are proposed on the frontage of the site to Nova Scotia Drive. This includes the main access to the site to buildings #01, #02, #03 and #04 and the main visitors car park (122 spaces). A second, minor use access provides exit-only access from the loading bay for building #01. Table 3.5 of the WDC EES details the maximum number of vehicle crossings for a road frontage. The site has a frontage length of 71 m on Nova Scotia Drive. As Nova Scotia Drive is an arterial road, a single crossing point is a permitted activity. As two vehicle crossings are proposed, the crossings are a restricted discretionary activity under Section 47.2.8 of the WDC District Plan.

The proposed exit-only access from the loading bay is a secondary minor use access, with a predicted average use of 9 to 12 movements per weekday. The loading bay has been designed to provide for a one-way operation, which is safer as it avoids the need for reversing manoeuvres. Drivers exiting have good visibility to enable a safe exit. It is noted that the estimated traffic volumes of 2,050 vpd on Nova Scotia Drive are very low for an arterial road and are more typical of a collector road. Two vehicle crossings would be permitted under the District Plan for a collector road.



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Given the relatively low traffic volumes on Nova Scotia Drive and the low use of the proposed exit-only access, the inclusion of two vehicle-crossing points on Nova Scotia Drive is not considered to adversely impact on road safety or efficiency.

8.3.1.4 Sight distances

Sight distances for the two accesses on Nova Scotia Drive have been assessed against the Safe Intersection Sight Distance (SISD) requirements specified in Table 3.2 of the Austroad Guide to Road Design – Part 4A: Unsignalised and Signalised Intersections. A design speed of 10 km/h above the posted speed limit is typically used. As Nova Scotia Road has a speed limit of 50 km/h, a design speed of 60 km/h has been used. A driver reaction time of 2 seconds has been adopted for a typical rural/urban fringe. The corresponding SISD is 123 m. Actual sight distances meet, or exceed, these requirements, as summarised in Table 6. Sight distances from the accesses are shown in Figures 20 to 23.

Table 6: Access sight distances on Nova Scotia Drive

Access Sight distance SISD Complies Left Right

Main 370 157 123 Yes Loading bay exit-only 405 123 123 Yes

Figure 20: Visibility to the left from the proposed main access on Nova Scotia Drive.



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Figure 21: Visibility to the right from the proposed main access on Nova Scotia Drive.

Figure 22: Visibility to the left from the proposed loading bay exit-only to Nova Scotia Drive.



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Figure 23: Visibility to the right from the proposed loading bay exit-only to Nova Scotia Drive.

8.3.2 Accesses to the right-of-way

The three accesses onto the right-of-way have a combined peak hourly traffic flow of around 81 vph each way (refer to Tables 4 and 5).

8.3.2.1 Standard

The three accesses should be formed to the WDC double width crossing standard detailed in Sheet 19 of the EES, as the appropriate level of treatment for commercial accesses.

8.3.2.2 Distances from intersection

Table 3.6 of the WDC EES details the minimum distance of vehicle crossings from intersections. As Nova Scotia Drive is an arterial road, the accesses should be at least 25 m from the intersection with Nova Scotia Drive. The proposed accesses are 60 m and 180 m from the intersection and comply with this requirement.

8.3.2.3 Number of crossing points

Three crossing points are proposed on the frontage of the site to the right-of-way. This includes the access to the second car park (36 spaces) and the access to the entry-only to the loading bay for building #01. This loading bay has an exit-only access onto Nova Scotia Drive at the southern boundary of the site and operates on a one-way basis.



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An entry-only access to the loading bay for building #04 is located at the end of the right-of-way at the western boundary of the site. This operates on a one-way basis and exits through the main car park. Next to this access, is an access to buildings #05 and #06 and a small car park (8 spaces). Table 3.5 of the WDC EES details the maximum number of vehicle crossings for a road frontage. The site has a frontage length of 180m on the right-of-way and the three crossings are a permitted activity.

8.3.2.4 Sight distances

Sight distance requirements for the three accesses on the right-of-way are 30 m as per Figure 4 of the WDC EES. Sight distances from the accesses all comply (refer to Figures 24 and 25).

Figure 24: Looking to the access to the second car park and the access to the entry-only access to the loading bay for building #01 from the right of way.



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Figure 25: Looking to the entry-only access to the loading bay for building #04 and the access to buildings #05 and #06 and small car park from the right-of-way.

8.4 Parking

8.4.1 Vehicles

8.4.1.1 Numbers at full development (Stage 2)

Minimum parking requirements are detailed in Appendix 6A of the WDC District Plan. The assessed car parking requirements associated with the proposed full development (Stage 2) are detailed in Table 7.

Table 7: Assessed parking requirements at full development (Stage 2) Activity Gross Floor

Area m2 Cars HGV’s

Ratio Number Supermarket 1,320 m2 1:20 66 2

Hammer Hardware 1,426 m2 1:45 32 Café (40 seats) n/a 1:4 10

Offices 854 m2 1:35 25 Retail 1,026 m2 1:45 23

Storage lockers 495 m2 1:45 11 TOTAL 167 2



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Parking for 167 cars and 2 heavy commercial vehicles is required for full development (Stage 2). Parking is provided for 169 cars and 3 heavy commercial vehicles, and complies with the WDC District Plan.

8.4.1.2 Numbers for Stages 1a and 1b

The assessed car parking requirements associated with the Stages 1a and 1b of the proposed development are detailed in Table 8.

Table 8: Assessed parking requirements for Stages 1a and 1b Activity Gross Floor

Area m2 Cars HGV’s

Ratio Number Supermarket 660 m2 1:20 33 2

Hammer Hardware 660 m2 1:45 15 Retail 679 m2 1:45 15

Storage lockers 495 m2 1:45 11 TOTAL 74 2

Parking for 74 cars and 2 heavy commercial vehicles is required. Parking is provided for 85 cars and 2 heavy commercial vehicles for Stages 1a and 1b, and complies with the WDC District Plan.

8.4.1.3 Accessible parking

Accessible parking requirements are detailed in NZS 4121:2001 (WDC District Plan change 96). Accessible spaces are required at the rate of 2 for the first 50 car spaces and then 1 per 50 additional car spaces. For 169 car spaces, 5 accessible spaces are required for the full development (Stage 2). These have been provided. For Stages 1a and 1b, 3 accessible spaces are required. These have been provided.

8.4.1.4 Car park layout

The main car park has been designed to comply with the layout requirements of Figure 2.2 of AS/NZS 2890.1:2004 for user class 3A (short term, high turnover parking at shopping centres). All dimensions meet, or exceed, these requirements. Cobbled strip treatments are proposed through the main car park access as pedestrian crossing points. These connect the main pedestrian desire lines from the car parks to the main building entrances for buildings #1, #2 and #03/04. These will improve safety by reinforcing the pedestrian movements through the access and encourage slower vehicle speeds. This reduces the likelihood and severity of crashes between vehicles and pedestrians.



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Footpaths between facing car parks have been increased to 2.5 m to allow for the 0.6 m overhang of parked vehicles.

8.4.1.5 Queuing space lengths

Requirements for queuing space lengths for car parks are detailed in Table 3.10 of the WDC EES. For the main car park (122 spaces), a queuing space length of 20.5 m is required. This is measured along the access into the site to a point where conflict with vehicles on the site may arise (e.g. manoeuvring from a parking space). The first conflict point to car park #51 is 25.3 m from the access, and complies with the queuing requirement. A potential conflict point also occurs to car park space #1 on the first “large blind” car park on the right hand side of the entrance. This car park holds 7 spaces and has a lower queuing space length requirement of 5.5 m, as queuing only blocks that car park and not the through access to the main car park. The conflict point to car park #1 is 17.0 m from the access, and complies with the queuing requirement. Queuing space lengths of 5.5 m are required for the smaller car parks behind buildings #01, #02 and #03. All of these car parks have queuing space lengths exceeding 20 m.

8.4.2 Bicycles

The WDC District Plan does not specify requirements for bicycle parks; however, these are desirable for the development as cyclists can be expected to visit from local properties. The ARTA Guidance Note for Cycle Parking Facilities (2007) recommends providing “Type 2” parking at a ratio of 1 for every 10 car parking spaces (i.e. 10%). The WDC Walking and Cycling Strategy (2012) has a target of 8% of trips being by cycling or walking by 2018. Allowing for 4% of trips to be by cycle, 6 to 8 “Type 1” (30 minutes parking) or Type 2 (30 minutes to 3 hours) bicycle parks are recommended. 8 bicycle parks have been provided with 4 at the entrance to building #1 and 4 in the car park area opposite buildings #2 and #3.

8.5 Loading bays

Two loading bays for heavy commercial vehicles are proposed. The loading bay for building #01 is accessed from the right-of-way and has an exit-only access onto Nova Scotia Drive at the southern boundary of the site, operating on a one-way basis. The loading bay for building #04 is located at the end of the right-of-way at the western boundary of the site. This operates on a one-way basis and exits through the main car park.



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The loading bays are designed to accommodate the tracked path of a 12 m rigid truck and comply with the tracking curves detailed in sheet 28 of the WDC EES.

8.6 Pedestrians

8.6.1 Nova Scotia Drive

Pedestrian access to the site can be expected from the town centre to the south of the site and from the residential subdivision at Lochalsh Drive to the north of the site. A footpath along the frontage of the site, with connections to the existing footpath south of the right-of-way and north of the Fire Station are proposed to provide for safe pedestrian access along the pedestrian desire lines.

8.6.2 Shopping centre

Internal footpath widths of 2.5 m are proposed within the development to accommodate pedestrian movements from Nova Scotia Drive, the internal car parks and the buildings. Footpaths between facing car parks are 2.5 m to allow for the 0.6 m overhang of parked vehicles. Cobbled strip treatments are proposed through the main car park access as pedestrian crossing points. These connect the main pedestrian desire lines from the car parks to the main building entrances for buildings #1, #2 and #03/04. These will improve safety, as discussed in Section 8.4.1.4.

8.7 Cyclists

Nova Scotia Drive currently has two 3.25 m wide lanes and is formed to a rural standard along the length of the site. It is recommended that the road frontage of the site be upgraded to an urban standard, as outlined in Section 8.1. The WDC Walking and Cycling Strategy (2012) indicates a cycling route from Waipu Town to Waipu Cove. There are no current indications for a dedicated cycling route for Nova Scotia Drive. The urban standard outlined in Section 8.1 is considered to provide an adequate level of service for cyclists visiting the site.

8.8 Impact on State Highway 1N

As discussed in Sections 7.1.1 and 7.1.2, the assessed daily traffic, at full development, is 3,048 vpd and 578 vph on Nova Scotia Drive. Flows have been assumed to be 80% to and from Waipu, and 20% to the north on Nova Scotia Drive (refer to Section 8.3.1.1). Therefore, there is the potential for some additional traffic at the intersection of Nova Scotia Drive with SH1N in the order of 600 vpd and 115 vph. These vehicles will be travelling north, so any increase in traffic volumes will involve right turns from Nova Scotia Drive into SH1N northbound, and left turns into Nova Scotia Drive from SH1N southbound.



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The assessed potential increases in traffic volumes are considered to be very conservative, as the development is likely to attract local visitors from Waipu and Waipu Cove/Langs Beach, with a resulting redistribution of existing traffic with Waipu township, rather than the attraction of new traffic. Local residents travelling from Waipu to use the supermarket at Ruakaka may, for example, use the supermarket at the new development, reducing traffic flows at the intersection, rather than increasing it. Similarly, residents travelling to Ruakaka or Whangarei for hardware products may use the Hammer Hardware store in future, reducing traffic flows at the intersection. Traffic volumes on SH1N, just north of Nova Scotia Drive are 10,164 vpd (2014, NZTA count station ID:011N0039). An additional 600 vpd associated with the proposed development would be an increase of 6% from 10,164 vpd to 10,764 vpd. This would not be expected to have an adverse effect on traffic efficiency or capacity at the intersection. The intersection of SH1N with Nova Scotia Drive is a NZTA monitored crash reduction study site. The site has been monitored for intersection turning crashes and loss of control crashes since 2006. Crash data for the five-year period from 2010 to 2014 has been assessed using crashes reported in the NZTA Crash Analysis System (CAS). A crash diagram is provided in Figure 26. The predominant crash commonality involves right turning vehicles from Nova Scotia Drive into SH1N northbound, being hit by SH1N southbound vehicles. This is one of the turning movements that may be affected by the proposed development. The intersection was upgraded with the provision of a left turn lane into Nova Scotia Drive, with a 1.5 m separation from the SHN southbound through lane in 2014 to address the predominant crash type. There have been no reported crashes at the site since these improvements were completed. Any increase in traffic at the intersection as a result of the proposed development is likely to be minimal and therefore, is not considered to adversely impact on safety at the intersection. Furthermore, the recent intersection improvements are likely to have addressed the historical crash problem at the site, which includes the turning movements that may be affected by the proposed development.



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Figure 26: Five-year reported crash history: SH1N/Nova Scotia Drive intersection - collision diagram. There are two other roads that access Waipu from SH1N. Shoemaker Road provides access from the rural area to the west of Waipu and to the western urban fringe of Waipu. The intersection has a left turn lane from SH1N that was built in 2014 to improve access from SH1N to the western urban fringe. The Braigh provides access from SH1N to the south. The intersection has a right turn bay to separate turning and SH1N northbound traffic. Both intersections are unlikely to have additional traffic use associated with the proposed development as there are no significant local population areas that would be accessing the site from these approaches. Both intersections are also formed to provide an appropriate level of service for the traffic volumes and road environment.



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9. Conclusions

Access and parking can be provided on the proposed development site to accommodate six buildings that include a new hardware store (including a café and covered loading bay), a supermarket (including a covered loading bay), two retail shops, two offices areas and two storage areas.

The assessed daily traffic, at full development, is 3,048 trips per day with a peak flow of 578 trips per hour. If the assessed daily traffic is fully realised, traffic volumes on Nova Scotia Drive could increase from 2,050 vpd to around 5,100 vpd. Peak hour flows (two-way) on Nova Scotia Drive could increase from 205 vph to around 800 vph (two-way). These figures are considered to be very conservative, as the development is likely to attract local visitors, with a resulting redistribution of existing traffic, rather than the attraction of new traffic. A daily traffic flow of 5,100 vpd on Nova Scotia Drive would be well below the capacity of a typical single lane urban road of around 20,000 vpd. It is recommended that the road frontage of the site be upgraded to an urban standard, to be consistent with the length between the right-of-way and the intersection with The Centre, South Road and Cove Road. A peak hour flow of 800 vph (two-way), or 400 vph (one-way) on Nova Scotia Drive would be well below the capacity of a typical single lane urban road of around 900 vph per lane (one-way) for an undivided road with low side friction. The assessed traffic flows are not considered to adversely affect the efficiency of Nova Scotia Drive or the intersection with The Centre, South Road and Cove Road, or the intersection with SH1N, as total traffic flows are well below capacity. There are no reported crashes on Nova Scotia Road in the vicinity of the proposed development for the five-year period from 2010 to 2014. Crash numbers are typically proportional to traffic volumes. An increase in traffic volumes would not be expected to increase crash rates as the chance of a crash occurring would be reasonably constant in the environment near the site. As there is no reported crash history at the site, the proposed development would not be considered to adversely impact on road safety as appropriate access treatments to the site allow for safe and efficient access. The intersection of SH1N with Nova Scotia Drive is a NZTA monitored crash reduction study site and was upgraded in 2014. There have been no reported crashes at the site since these improvements were completed. Any likely increase in traffic at the intersection as a result of the proposed development is likely to be minimal and therefore, is not considered to adversely impact on safety at the intersection. The main access can be located on Nova Scotia Drive with a standard minor urban intersection treatment. The loading bay exit-only access onto Nova Scotia Drive should also be developed to this standard. The accesses comply with the WDC District Plan standards, with the



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exception of having two vehicle-crossing points on Nova Scotia Drive. This is not considered to adversely impact on road safety or efficiency. Three lower use accesses to the development can be provided from the right-of-way and comply with the District Plan standards. These should be formed to the WDC commercial standard. Parking for 3,048 cars and 2 heavy commercial vehicles is required for full development (Stage 2). Parking is provided for 169 cars and 3 heavy commercial vehicles and 2 loading bays, and complies with the WDC District Plan. Parking for 85 cars and 2 heavy commercial vehicles is required for Stages 1a and 1b of the development. Parking is provided for 85 cars and 2 heavy commercial vehicles and loading bays, and complies with the WDC District Plan for Stages 1a and 1b. Parking for 8 bicycles is provided (4 in Stages 1a and 4 in Stage 2), although this is not required under the WDC District Plan. The urban road standard proposed for Nova Scotia Drive is considered to provide an adequate level of service for cyclists visiting the site. Internal footpaths are proposed within the development to accommodate pedestrian movements from Nova Scotia Drive, the internal car parks and the buildings. Footpaths between facing car parks have been increased to 2.5 m to allow for the 0.6 m overhang of parked vehicles. Pedestrian crossing points are located through the main car park access to connect the main pedestrian desire lines from the car parks to the main building entrances.

A footpath should be provided along the frontage of the site, with connections to the existing footpath south of the right-of-way and north of the Fire Station to provide for safe pedestrian access along the pedestrian desire lines. It is considered that there are no adverse traffic engineering effects associated with the proposal.



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10. Recommendations

The following recommendations are made: a) The road frontage of the site should be upgraded to an urban standard, to be consistent

with the length between the right-of-way and the intersection with The Centre, South Road and Cove Road (i.e. 3.5 m lanes and 2.5 m sealed shoulders, with a kerb on the western side of the road).

b) The main access on Nova Scotia Drive should be formed to a standard minor urban intersection treatment (MOTSAM Figure 3.12 with 6 m radius returns).

c) The loading bay exit-only access onto Nova Scotia Drive should be formed to a standard minor urban intersection treatment (MOTSAM Figure 3.12 with 6 m radius returns).

d) Yellow no-stopping lines should be marked for 6 m each side of the accesses (from the radius return) on Nova Scotia Drive to prevent parked vehicles from restricting access and blocking visibility between through and turning traffic.

e) The three accesses on the right-of-way should be formed to the WDC double width crossing standard detailed in Sheet 19 of the EES.

f) Parking should be provided for 3,048 cars, including 5 accessible spaces, and 2 heavy commercial vehicles at full development;

g) Parking should be provided for 74 cars, including 3 accessible spaces, and 2 heavy commercial vehicles for Stages 1a and 1b;

h) Parking dimensions should comply with, or exceed, Figure 2.2 of AS/NZS 2890.1:2004 for user class 3A.

i) Pedestrian crossing points should be provided through the main car park access to connect the main pedestrian desire lines from the car parks to the main building entrances.

j) Internal footpath widths of 2.5 m should be provided within the development. k) Footpaths between facing car parks should be 2.5 m to allow for the 0.6 m overhang of

parked vehicles. l) Parking for 8 bicycles be provided for within the development (4 in Stage 1a and 1b,

and 4 in Stage 2). m) Loading bays for 2 heavy commercial vehicles should be provided. n) A footpath should be provided along the frontage of the site, with connections to the

existing footpath south of the right-of-way and north of the Fire Station.

Documents

Saleyards Investments Ltd Proposed Shopping Centre ......This disclaimer shall apply notwithstanding that the report may be made available to other persons ... Rae Sullivan 24 November