Report No: 3 Hawthorndale Care Village Development€¦ · ©WSP New Zealand Limited 2020 i...

Report No: 3

Hawthorndale Care Village Development

Traffic Assessment Report

04-05-2020

CONFIDENTIAL

©WSP New Zealand Limited 2020 i

Contact Details

Sreenath Venkataraman WSP 65 Arena Avenue PO Box 647 Invercargill 9810 +64 3 211 3580 +64 27 704 9424 [email protected]

Document Details: Date: 08/05/2020 Reference: 6-VQ423.23 Status: Final

Prepared by Steven Priest Jacobs

Reviewed by Sreenath Venkataraman

Approved for release by Andrew Bruce

©WSP New Zealand Limited 2020 ii

Document History and Status Revision Date Author Reviewed by Approved by Status

1 18/11/19 S.P-J S.V. A.B. superseded

2 7/1/20 S.P-J S.V. A.B. superseded

3 07/05/20 S.P-J S.V. A.B. Current

Revision Details Revision Details

2 Updates on the Client and development.

3 Updates Report based on updated plans for Resource Consent

©WSP New Zealand Limited 2020 iii

Contents Disclaimers and Limitations .................................................................................................................................................................................. 1

1 Executive Summary...................................................................................................................................................................................... 2

2 Introduction ........................................................................................................................................................................................................ 3

3 Proposal .................................................................................................................................................................................................................. 3

4 Surrounding Road Network .................................................................................................................................................................. 4

4.1 Current/Past use of the site ..................................................................................................................................................... 4

4.2 Major Traffic Generators in the area ................................................................................................................................. 4

4.3 Road Hierarchy .................................................................................................................................................................................. 5

4.4 Crash History ....................................................................................................................................................................................... 6

5 Traffic Generation .......................................................................................................................................................................................... 8

5.1 Care Village .......................................................................................................................................................................................... 8

5.2 Total Traffic Generation Estimates ................................................................................................................................... 9

5.3 Analysis and Comparison to an Existing Facility (Calvary Hospital). .................................................... 9

5.4 Traffic Count/Estimates, Comparison .......................................................................................................................... 10

5.5 Existing Traffic patterns ........................................................................................................................................................... 10

5.6 Proposed Traffic Patterns ......................................................................................................................................................... 11

6 Access arrangements to the site ..................................................................................................................................................... 12

6.1 Access for traffic .............................................................................................................................................................................. 12

6.2 Pedestrian Access .......................................................................................................................................................................... 12

7 Traffic Assessment and Impacts ...................................................................................................................................................... 13

7.1 Absorption Capacity .................................................................................................................................................................... 13

7.2 Traffic Modelling ............................................................................................................................................................................. 13

7.3 Impact on Tay Street ................................................................................................................................................................... 17

7.4 Safety Concerns ...............................................................................................................................................................................18

7.5 Public Transport ..............................................................................................................................................................................18

7.6 Delivery Vehicles .............................................................................................................................................................................18

7.7 Signage ...................................................................................................................................................................................................18

8 Parking and Loading Facilities .......................................................................................................................................................... 19

8.1 Requirements ................................................................................................................................................................................... 19

8.2 Proposal ............................................................................................................................................................................................... 20

9 Conclusion and Recommendation .............................................................................................................................................. 21

9.1 Conclusions ......................................................................................................................................................................................... 21

©WSP New Zealand Limited 2020 iv

9.2 Recommendations ...................................................................................................................................................................... 21

List of Figures Figure 1 CAS Map Showing Crash Locations Surrounding Proposed Development ......................................... 7 Figure 2 Aerial photo of the existing site with proposed access location .................................................................. 11 Figure 3 Trip Generation in AM Peak for Option 1 and Option 2....................................................................................... 14 Figure 4 Layout for Tay Street Option 1 and Option 2 in SIDRA 8.0 ............................................................................... 15 Figure 5 Movement Summary in PM Peak for Option 1 accounting for a 10-year traffic growth. ........16

List of Tables Table 1 Traffic Generation as per NZTA Report 453 ........................................................................................................................ 9 Table 2 Traffic Modelling Summary............................................................................................................................................................. 15 Table 3 ICC District Plan Parking Requirements .............................................................................................................................. 19

Report Number: 2 Hawthorndale Care Village Development Traffic Assessment Report

©WSP New Zealand Limited 2020 1

Disclaimers and Limitations This report (‘Report’) has been prepared by WSP exclusively for Maxi Projects on behalf of Hawthorndale Care Village Charitable Trust in relation to [Traffic Assessment of the proposed Hawthorndale Care Village Development proposal(‘Purpose’) and in accordance with the Offer of Service letter dated 4th October 2019 and Short Form Agreement with the Client dated 17th October 2019. The findings in this Report are based on and are subject to the assumptions specified in the Report and the designs and design report information provided. WSP accepts no liability whatsoever for any reliance on or use of this Report, in whole or in part, for any use or purpose other than the Purpose or any use or reliance on the Report by any third party.



1 Executive Summary The Hawthorndale Care Village Charitable Trust (Client/Developer) propose to build Hawthorndale Care Village development (Care Village) at 40 Fairview Avenue, Hawthorndale and have acquired the property at 32 Stuart street to incorporate into the project. The predominantly vacant site measures approximately 25,665 sqm and propose to have access from both the main road of Tay Street and Fairview Avenue. The proposal will entail:

• A total of 86 beds. • Will have 84 staff on site at peak • Will provide 69 car parks for dementia care (Staff + visitor combined) • 19 car parks for independent living units • 22 car parks for the residential apartments • Total 110 car parks on site.

Conclusions

The proposal will generate 380 to 440 vehicles per day and 67 vehicles per hour during peak hours. The peak hours will differ from normal peak hours and will be dictated by shift changes. The Modelling of the proposed traffic shows that the impact of the proposal is less than minor. The average delays to Tay Street traffic are less than 10 seconds and will operate at Level of Service A.

The number of on-site car parks conform to Invercargill City Council District Plan requirements. There are plenty of off street car parks around the proposed facility.

Recommendations

• The access onto Tay Street should be designed and constructed to Waka Kotahi Standards.

• Install right turn bay at the access on Tay Street. • Remove the existing pedestrian crossing point at the proposed vehicle access on Tay

Street. • Install traffic calming measures on the access road to control speeds and deter it being

used as a short cut. • Install no stopping lines 6m either side of the access on Tay Street. • Any proposed signage facing the State Highway should conform to Waka Kotahi’s

Guidelines.



2 Introduction The Hawthorndale Care Village Charitable Trust and Ansell Strategic have undertaken a massing study of the site to provide indicative illustrations and sketch concept plans. Ansell Strategic has worked with the Board and consultant architect to ensure that the proposed service model takes into consideration the demographic and competitor analysis, current industry trends and encapsulates the De Hogeweyk model. The proposed Care Village location is at the old Hawthorndale School site, with two accesses one onto Fairview Avenue and one onto Tay Street (State Highway 1).

3 Proposal The Care Village is proposed to be built at 40 Fairview Avenue, Hawthorndale. The predominantly vacant site measures approximately 25,665 sqm and has access from both the main road of Tay Street and Fairview Avenue.

The proposed development will be constructed in one stage which will comprise:

• 13 aged residential care homes with 6/7 beds per home. This will give a total of 86 care rooms with private rooms, bathrooms and kitchenette.

• 19 independent living units with 1.5 bedrooms • 22 apartment units with configurations of:

• 16 x 2 bed • 6 x 1 bed apartments

• Community service offerings and retail which include:

• Super market (small size for facility residence use) • Café Restaurant • Hairdresser • Massage/ Physiotherapy/ Medical • Amenities • Chapel/Hall

• Administration and Staff Facilities will include

• Administration building • Reception • Staff amenities and lounge • Multipurpose room

• Workshops, storage and maintenance buildings which include:

• Craft and Garden workshops • Ample Storage • Plant equipment and systems • Dedicated maintenance areas

The development in Summary:

• Will entail a total of 84 beds. • Will have 84 staff on site at peak • Will provide 69 car parks for dementia care (Staff + visitor combined) • 19 car parks for independent living units and 22 car parks for the apartments • Total 110 car parks on site.



4 Surrounding Road Network The Care Village is proposed on a site which previously housed Hawthorndale School. The development around the site is predominantly residential. The site has frontage to State Highway 1, the development is mainly residential on both sides of State Highway 1.

4.1 Current/Past use of the site

The school was closed in 2005, the school buildings and structures has been demolished and the site is currently unoccupied.

4.1.1 Estimated school traffic

The Previous School had an approximate roll of 100 - 150 students; using the traffic generation rates provided in NZTA report 453, of 1.6 daily trips per pupil and 0.7 peak hour trips per pupil. The school generated approximately 240 vehicle trips per day and 105 peak hour trips. Traffic generated by the school operation was absorbed by the surrounding roading network without major issues. The peak hour traffic generation by the school was significantly higher than what the proposed Care Village facility will generate.

4.2 Major Traffic Generators in the area

The existing amenities that generate traffic in the area surrounding the proposed care facility are summarized below:

4.2.1 Ascot Community School:

Ascot Community School is located at 580 Tay Street. 220m west of the proposed development location. The students that attend the school range between new entrant to year 8.

Traffic generated on weekdays at start of school 8:30 - 9:00am and 3:00 – 3:30pm. There is a pedestrian crossing on Tay Street operated by the school at the school opening and closing times, allowing students to cross Tay St safety. The proposed facility shouldn’t affect the school traffic at the school.

4.2.2 Bill Richardson Transport World: Bill Richardson Transport World is located at 491 Tay Street, 710m west of the of the proposed development location

Transport World has a truck museum, event centre, and houses the Grille Café. There is likely to be increased Traffic Generation on Tay Street when large functions are held. Transport World has sufficient parking facilities close to the site that cater for parking during events. The Grille Café is popular and attracts significant customers to the facility.

4.2.3 ILT Stadium Southland/ SIT Zero Fees Velodrome: Stadium Southland is located at 18 Surrey Park Road, this is a kilometre away from the proposed development location.

The Stadium Southland complex incorporates sports facilities, event facilities and is surrounded by other sports clubs. The Stadium generates high traffic when it hosts sporting and other events. During these events the car parks within the stadium are completely occupied and parking occasionally spills over to on street parks in the neighboring streets.

4.2.4 Southland Softball Association The Southland Softball association facilities are at 550 Tay Street, this is approximately 400 meters west of the proposed development and on the north side of the Street. The Association



hosts Saturday competitions during summer months, when the competitions are held vehicles park on Tay street as the off-street parking facilities become full.

4.3 Road Hierarchy

The proposed Care Village is likely to influence the traffic movements on the adjacent roads as listed below:

4.3.1 Tay Street (State Highway 1)

Tay Street is the urban stretch of State Highway 1, this is the main arterial connecting Invercargill to Dunedin and carries most of the traffic traveling east out of Invercargill or commuting west into town, there is significant traffic travelling on this road throughout the day, with peak flows in the morning and evening between the times of 7:30am - 9:00am and 4:30pm-6:00pm respectively.

The speed limit on Tay Street is 50km/h (urban). The section of Tay street adjacent the development site is dual Lane dual carriageway. The dual carriageways are separated by a grassed centre plot which has cabbage trees planted within it. Each carriageway is comprised of two 3.5m Lanes and a 2.5m wide parking lane.

There is an existing crossing point across the highway that follows from an existing path within the school site, the crossing point has kerb extensions on both sides of the highway and a central pedestrian refuge with grab rails for cyclists.

Tay street is classified by the ONRC as an arterial (State Highway), the section of Highway where the development is proposed has an estimated ADT (annual daily traffic) of 11,380 (2018) with 3.18% heavies. The development along Tay Street at the above section is predominantly residential.

Discussions with Waka Kotahi (The Agency) indicated that there is a proposal to reduce the SH1 to one lane in each direction with addition of cycle lane which will improve safety especially at the intersections as the vehicles will only have to cross one lane of traffic.

4.3.2 Stuart Street

Stuart Street runs north south from Tay Street to West Street, ending in a cul de sac past West Street intersection. Stuart Street forms a “T” intersection with Tay Street and Fairview Avenue; and a crossroad intersection with West Street.

Stuart Street is classified by the ONRC as an Access road. There is an estimated ADT of 252 (2019) (as per latest ICC estimates) with 6% heavy vehicles. The carriageway is 13.5m wide, there is minimal pavement marking delineating lanes of travel, this is not atypical for similar residential roads, where residents, may frequently park on the roadside. The development along Stuart Street is predominantly residential, although there is a motel at the corner of Stuart Street and Tay Street.

Most of the trips along Stuart street are likely generated by daily commuters travelling via Tay Street.

4.3.3 West Street

West Street runs parallel to Tay Street connecting Inglewood Road and Rockdale Road

West Street is classified by the ONRC as an access road. There is an estimated ADT of 680 (2018) with 6% heavy vehicles. The carriageway is recorded as being 9.2m wide, there is minimal pavement marking delineating lanes similarly to other nearby residential streets.

Most of the trips along West Street are likely generated by daily commuters and provides an alternative route to Tay Street for residents between Rockdale Road and Inglewood Road.

The development along this street is predominantly residential.



4.3.4 Fairview Avenue Fairview Ave connects Purdue Street and Stuart St running east-west. The current proposal is for the proposed care facility to have a second access onto this road. Fairview Ave is classified by the ONRC as a low volume road, there is an estimated ADT of 95 (2019) with 6% heavy vehicles. The carriageway is recorded as being 9.2m wide, there is minimal pavement marking delineating lanes similarly to other nearby residential streets.

There are 18 angle car-parks constructed in the 50m adjacent to the property access at 40 Fairview Ave on both sides of the road. These may have been installed to service the school while it was operating. The car parks also service a Community Centre adjacent to the school which is used during the weekends. The development along the street is predominantly residential.

Most of the trips along Fairview Ave are likely generated by daily commuters.

4.3.5 Purdue Street Purdue Street connects Duncraig Street and West Street. It runs in a north south direction forms a T intersection to Fairview Avenue. Purdue Street is classified by the ONRC as an access road, there is an estimated ADT of 320 (2018) with 6% heavy vehicles. The carriageway is recorded as 9.2m wide, there is minimal pavement marking delineating lanes similarly to other nearby residential streets. The development around the street is predominantly residential.

Most of the trips along Purdue Street are likely generated by daily commuters.

4.3.6 Duncraig Street

Duncraig Street connects Inglewood Road to Purdue Street running east to west. It has two T intersections with Anglesey Street and Isla Street. Duncraig Street is classified by the ONRC as an access road, there is an estimated ADT of 320 (2018) with 6% heavy vehicles. The carriageway is recorded as 8.7m wide, there is minimal pavement marking delineating lanes similarly to other nearby residential streets. The development along the street is predominantly residential.

Most of the trips along Duncraig Street are likely generated by daily commuters.

4.3.7 Isla Street

Isla Street connects Duncraig Street and Tay Street running in a north south direction. Isla Street is classified by the ONRC as an access road, there is an estimated ADT of 300(2018) with 6% heavy vehicles. The carriageway is recorded as 9.2m wide, there is minimal pavement marking delineating lanes similarly to other nearby residential streets.

Most of the Trips along Isla Street are likely generated by daily commuters.

4.3.8 Lithgow Street

Lithgow Street Intersects with Tay Street and runs north. Lithgow street is classified by the ONRC as a secondary collector road, there is an estimated ADT of 821(2019 with 4% heavy vehicles. The carriageway is recorded as 9.2m wide. The road is marked with no parking and Centre line marks. There is an access to Ascot Community School on the street approximately 65m from Tay Street intersection.

4.4 Crash History

After reviewing the Crash Analysis System (CAS) it is noted there was no crashes recorded within 50m of the accesses to the facility. It should be noted that there are several typical urban non-injury crashes occurring around the neighborhood of the care facility as shown in Figure 1 below.



Figure 1 CAS Map Showing Crash Locations Surrounding Proposed Development



5 Traffic Generation This section provides estimation of the traffic generated by the different operational aspects within the proposed care facility and analyze the likely distribution of the trips.

5.1 Care Village

The proposal for the Care Village is to provide 86 beds in the Dementia care unit and 41 independent living units/Apartments. There are also going to be community facilities on the site like; a gymnasium, chapel, and a theatre, these facilities will predominantly be used by visitors and guests. There will also be a small café that is envisioned to open to visitors and the public which will add to the traffic generation.

5.1.1 Initial development traffic generation

The following is traffic generation summary using rates provided in NZTA report 453

5.1.1.1 Dementia Care Facility:

• Estimated Traffic Generation

o 86 Beds provided,

o 2.4 Vehicles/ day per bed, 207 vehicles per day

• Estimated Peak Hour traffic

o 0.4 vehicles/hour per bed, 35 vehicles per hour (peak traffic)

5.1.2 Independent Living:(19 Independent Units and 22 Residential Apartments)


o 41 units Available,

o 2.6 Vehicles/ day per unit, 106 vehicles per day


o 0.3 vehicles/hour per unit,13 vehicles per hour (peak traffic)

5.1.3 Non-Residential Activities (Café, Restaurant, etc.)

The non-residential activities are envisioned to be open to the public. Traffic generated by the non-residential activities that are independent of the care facility; and are estimated below.


o Café Ground Floor Area (GFA) 102 m2,

o 73.3 Vehicles/ day per 100m2 GFA. 74 vehicles per day


o 18 vehicles/hour per 100m2 GFA, 19 vehicles per hour (peak traffic)

It should be recognized there is a café within a kilometre of the proposed development that already serves patrons in the area. The proposed café will cater for locals and visitors to the site.



5.2 Total Traffic Generation Estimates

From the above estimated values, we can produce a total estimate of generated traffic by the proposed facility.

• Estimated Traffic: 387 Vehicles per Day • Estimated Peak Hour Traffic: 67 Vehicles per Hour

The peak hour traffic for the proposed care village will mainly depend on the shift changes and the café will have its own peak hour depending on the operational hours. Table 1 Traffic Generation as per NZTA Report 453

Activity Traffic Generation per day Vehicles per day

Peak hour traffic Generation Vehicles per hour

Care Village 207 35

Independent Living Units 106 13

Non-Residential Activities 74 19

Total 387 67

5.3 Analysis and Comparison to an Existing Facility (Calvary Hospital).

The operators of the proposed facility have provided traffic count data for an existing facility that is of comparable size to the proposed development. The Existing Calvary Hospital provides 74 beds in the facility. We have analyzed the data and compared to estimated traffic generation rates (as per NZTA Report 453) for the facility to determine the efficacy of the estimates for the proposed development.

5.3.1 Traffic Estimation

Using NZTA Traffic report 453 we have developed an estimated traffic generation for the existing facility:

• Estimated Vehicles per day:

o 74 Beds

o 2.4 vehicles/ day per bed, Estimated Traffic of 180 vehicles per day


o 0.4 vehicles/hour per bed, 30 vehicles per hour (peak traffic)

5.3.2 Actual Count data

The automatic traffic counter was set up at the on the main access to the facility. The location of the counter at the primary entrance to the facility indicates that service delivery vehicles are excluded from the count. It is assumed for a facility like this there might be a maximum of 10 delivery vehicle per day missing from the count.

From the traffic counts that was set up over a 17-day period the average daily count was 240 vehicles per day, and an average peak flow of 27 Vehicles per hour

Existing Facility Traffic Generation per day Vehicles per day

Peak hour traffic Generation Vehicles per hour

Estimated Traffic 180 30

Traffic Counts Actual 240 27



5.4 Traffic Count/Estimates, Comparison

When comparing the traffic estimates of the existing care facility to the actual traffic counts it can be assumed that the estimated traffic generation as per NZTA traffic report 453 for the proposed facility is lower than the actual counts. The traffic generated in a day was 60 vehicles more than the estimate and the peak hour traffic was lower.

Based on the above comparison we estimate that the proposal will likely generate 380 to 440 vehicles per day.

5.5 Existing Traffic patterns

5.5.1 Main routes

The site is currently vacant and the school only had access onto Fairview Avenue. When the school was operational most of the traffic generated by the site would enter/exit on to/from Fairview Ave. From Fairview Ave they would use the neighboring roads depending on their destination.

Tay Street is the main arterial and forms the predominant traffic carrier in the area, from Fairview Ave the traffic could enter Tay Street from Stuart Street and along Purdue Street – Duncraig Street and Isla Street.

5.5.1.1 Main route - Tay Street (State Highway 1)

The traffic patterns on Tay Street during the week are as follows

During the morning peak hours there is a prominent flow on Tay Street travelling west to the Invercargill CBD.

In the evening peak there is a prominent flow East traveling out of the CBD into the suburbs

Tay Street connects most of the major roads within Invercargill such as Queens Drive, Lindisfarne Street, Isabella Street, Kelvin Street and Dee Street to connect various parts within the city.

5.5.1.2 Alternative routes

The alternative route for vehicles on Fairview Ave is to use Stuart Street /Purdue Street and Marjorie Street to connect with West Street. West Street connects to Rockdale Road in the east and Inglewood Road to the west, these further connect to Tweed Street which is another major arterial that connects south Invercargill.



5.6 Proposed Traffic Patterns

Figure 2 Aerial photo of the existing site with proposed access location

The traffic generated by the by the proposed development is likely to be entering the Tay Street entrance. Due to the location of the facility within Invercargill we have assumed a traffic split will likely be a 70% traffic flow to/from the west and 30% flow to/from the east. The traffic splits have been assumed based on the location of the proposed facility in relation to Invercargill and its neighboring towns.

The proposed facility has two accesses, one onto Tay Street and the other onto Fairview Avenue. The major access is the one onto Tay Street which will be used by visitors and staff to access the site. The traffic patterns associated with the proposal will be like the existing traffic patterns as the access is onto the main arterial into Invercargill. It is proposed to restrict all the visitor, delivery and staff vehicles to the main access on Tay Street. The access will generate 440 vehicles per day and 67 vehicles per hour.

Fairview Avenue access will be used as an alternative access with less than 10 vehicles per day since majority of the visitors/staff and delivery vehicles will be restricted to use the Tay Street access.

5.6.1.1 Traffic type

Most of the traffic generated by the proposal will be passenger cars and SUVs, with a mixture of delivery trucks and courier vans. The café has the potential to generate cyclists and pedestrians.

5.6.1.2 Construction Traffic All construction traffic is proposed to access the site from Tay Street.

Proposed Access Location

N



6 Access arrangements to the site

6.1 Access for traffic

The care facility has proposed to install a new access for vehicles on Tay Street, they are also proposing to maintain the existing site access on Fairview Ave as a secondary access to the site. There are plans to maintain a through road between the accesses along the eastern boundary.

6.1.1 Proposed Through Road

There is a proposal to construct an internal through road that will connect Tay Street to Fairview Avenue along the eastern boundary of the site. The road will be two-way and should be wide enough to incorporate vehicles travelling in both directions safely. We recommend the road width to be between 7m to 8m wide. The proposed location has good visibility in both directions.

The Tay Street access must be designed to Waka Kotahi Standards. The design should show tracking curve for the appropriate design vehicle to make sure there is enough maneuvering space for the vehicles to turn in and out without creating issues.

The road will also provide access to the onsite car parks for independent units and to the main parking area for visitors. The public will be restricted to the main entrance and the visitor’s car park area.

The access road within the proposed facility connecting Tay Street and Fairview Ave has the potential to attract public vehicles to use it as a short cut to gain access to Tay Street/Fairview Ave; appropriate traffic calming measures will be incorporated in the design stage to reduce the speed and deter public.

No Stopping lines should be installed on both sides of the proposed access on Tay Street for a minimum of 6m to stop vehicles parking to maintain clear sight distances.

6.1.2 Fairview Avenue Access

The access on Fairview Avenue is the existing access to the property, the access has good visibility in both directions. The access has widening on Fairview Ave which contains angle parking. This access will serve as an alternative access.

6.2 Pedestrian Access

There are footpaths on all the roads that surround the facility. There is a pedestrian crossing on Tay Street 250m west of the facility and a crossing point on Tay Street immediately outside the proposed access, this was installed when the Hawthorndale school was operational.

Within the Care Village walking tracks are designed connecting several feature gardens for the residents. Due to the nature of the care facility it is unlikely that the internal walking paths will be linked to the surrounding pedestrian networks.

There is a proposed pedestrian access from Tay Street onto the site that is separate to the vehicle entrance HCVCT has also proposed to provide pedestrian access from Stuart Street at the street frontage of 32 Stuart Street.

The plans do not indicate pedestrian access on the Fairview Ave access to the proposed development. It should be noted if the Fairview Ave access is open to the public then pedestrian facilities should be provided.



7 Traffic Assessment and Impacts

7.1 Absorption Capacity

Tay Street is an arterial and has two lanes in each direction and has a capacity to carry 900 vehicles per hour per lane. Currently during peak hour traffic on Tay Street in each direction is around 600 vehicles; with two lanes it is only 300 vehicles per hour per lane. The proposed facility only adds 67 vehicles per hour. Tay Street has capacity to absorb this traffic.

7.2 Traffic Modelling

7.2.1 Methodology The traffic impact on Tay Street of the proposed development has been modelled in SIDRA Intersection 8.0. This assessment models the performance of the two access options. SIDRA intersection is an industry recognised traffic modelling package that provides standard outputs such as degree of saturation, queue lengths, average delay and Level of Service (LOS) for each traffic movement. These options are modelled in insolation to the network.

7.2.2 Assumptions The following assumptions were made in this assessment:

• There is no projected growth in traffic in all the modelled options. • We have modelled the PM peak for Option 1 at 1% growth for the next 10 years which is

the worst-case scenario for average delays. • Overall travel patterns will not change because of the access to the Care Village • All other default parameter values in SIDRA are retained • Effects on the larger traffic network are not considered, as the access is onto a major

arterial (Tay Street).

7.2.3 Scenarios Modelled The following scenarios have been modelled to represent the access layout options:

• Option 1: left in, left out and right in option • Option 2: Left in left-out option only

Option 1: There is a right turn bay constructed for traffic entering the facility from the west. Traffic can also perform left turn movement in the access. There is only an option to egress the facility at the proposed access with a left turn.

Option 2: access and egress to and from the proposed access is only left in and left out.

7.2.4 Trip Generation From Invercargill Telemetry Site 62, on Tay Street, between Jackson Street and Mary Street, the AADT was retrieved between Jan-Dec 2018. There is also hourly count data available at this site which gives the AM, PM and Weekend Peak hourly count. Based on the tidal flow in the AM, the trips (67 vph, Section 5.1.4) were distributed as entering and exiting the site in the AM, PM, and Weekend Peak. The Figures below show the traffic distribution for both options in the AM Peak.



Figure 3 Trip Generation in AM Peak for Option 1 and Option 2

7.2.5 Modelling The Tay Street Option 1 and Option 2 models were created in SIDRA 8.0, these models were produced to represent what the access options will look like in reality in accessing State Highway 1 (SH1).



Figure 4 Layout for Tay Street Option 1 and Option 2 in SIDRA 8.0

The Figure above shows the 5.0m berm, 2.0m parking lanes on both sides and the access to the south of Tay Street, the model considers the 50km/h posted speed limit for the vehicles on Tay Street.

7.2.6 Results The AM, PM, and weekend were processed with the geometric layouts and trip generation volumes in the sections above. The figure below shows the movement summary results for the AM peak.

Table 2 Traffic Modelling Summary

Options Movement AM Peak Avg Delay

(sec)

PM Peak Avg Delay

(sec)

Level of Service AM

peak

Level of Service PM

peak

Option 1 Left turn from Access

3.4 3.0 A A

Left turn from Tay Street East

4.6 4.6 A A

Right turn from Tay Street west

8.4 7.2 A A

Option 2 Left turn from Access

3.3 3.0 A A

Left turn from Tay Street East

4.6 4.2 A A



The above table summarizes the results of the traffic modelling in Appendix B. The results show that the level of service is LOS A for all the movements for Options 1 and 2. There is a small average delay due to the access. For all the AM, PM, and weekend peak, the results all show the access would operate under LOS A for both options under all conditions modelled. This means that the result of the access to SH1 is less than minor.

7.2.7 Growth Model A traffic model considering the effect of the proposed access has on the traffic after 10 years of growth has also been undertaken. The methodology for this is the same as above but it assumes average traffic growth of 1% annually.

Figure 5 Movement Summary in PM Peak for Option 1 accounting for a 10-year traffic growth.

The Figure above shows that the level of service is LOS A for all the movements for Options 1 affecting the PM peak. This was selected as this is the worst-case scenario for the average delays in traffic. The access and all the movements on SH1 will operate at Level of Service A (Average delays <10sec), this means that the impact of the access on SH1 traffic is less than minor.



7.3 Impact on Tay Street

Consideration for each option is described below

7.3.1 Option 1: Right Turn bay installed on Tay street at the access Option one is to install a right turn bay for traffic travelling on Tay Street from the west to enter the facility. This will include removal of the central median and creating a right turn bay. There is enough separation from the right turn bay to Stuart Street. Discussion and approval from NZTA and Invercargill City Council will be required to implement as this will require removal of cabbage trees and landscaping from the central median, this will add to the cost of the development.

With the above option the vehicles can turn right into the access from Tay Street, which will avoid having to do a U turn at Stuart Street intersection to gain access.

Vehicles travelling east from the facility will have to do U turn at Lithgow Street intersection or use the Fairview Ave and Stuart Street to turn right onto Tay Street.

7.3.2 Option 2: Left turn in and left turn out only Option two is to construct a left turn in and left turn out access at the proposed location onto Tay Street.

This option will require vehicles travelling from west on Tay Street to do a U turn at Stuart Street which is not desirable due to the increased exposure of vehicles to complete the maneuver.

Vehicles travelling east from the facility will have to do U turn at Lithgow Street intersection or use the Fairview Ave and Stuart Street to turn right onto Tay Street.

7.3.3 Stuart Street/ Tay Street Intersection

Stuart Street intersection is a typical urban intersection, with right turn bay for vehicles turning right on Tay Street. The intersection has good visibility in both directions. Tay Street has two lanes in each direction which makes it easier for vehicles to do U turns at the intersection. The number of U turns at Stuart Street will increase by 40 vehicles if the right turn bay is not installed.

7.3.4 Lithgow Street/Tay Street Intersection Lithgow Street intersection is a typical urban intersection and has a right turn bay for vehicles turning right from Tay Street. The intersection has good visibility in both directions. Tay Street has two lanes in each direction which makes it easier for vehicles to do U turns at the intersection. The number of U turns due to the proposal at the above intersection will increase by 15 vehicles per hour and will comprise of vehicles travelling east from the Care Village.



7.4 Safety Concerns

After evaluating the proposal there are some minor safety concerns that will need to be addressed as development of the facility continues.

7.4.1 Pram Crossing on Tay St conflicts with proposed vehicle access

The location of the proposed vehicle access on Tay St conflicts with an existing pram crossing with kerb build out and pedestrian refuge on the center plot. The pram crossing, and pedestrian refuge are likely facilities that were installed when Hawthorndale School was operating.

The crossing point should be removed as to not encourage pedestrians to cross the road into the path vehicle at the access. The removal of the drop crossing, and associated facilities shouldn’t be an issue as there is a pedestrian crossing further west along Tay Street,

7.4.2 Traffic Conflicts at Access

The access to the proposed facility will introduce extra movements along this section of Tay Street. The conflicts are limited to left turn in and left turn out at the proposed access. To limit the exposure, we recommend a right turn bay to be installed in the central median on Tay Street for right turning traffic.

7.5 Public Transport

Currently there are no public bus routes that operate nearby the proposed site.

7.6 Delivery Vehicles

The administration, Storerooms and amenities; are located on the north side of the property close to Tay Street. Delivery and service vehicle are likely to use this access.

7.7 Signage

Any proposed signage facing the SH1 must conform to the guidelines set by Waka Kotahi Planning Policy signage guidelines.



8 Parking and Loading Facilities

8.1 Requirements

The Invercargill City Council (ICC) District Plan requires the applicant supply adequate parking for Residential Care, Cafe, and Residential activities as follows:

Table 3 ICC District Plan Parking Requirements

District Plan Activity

District Plan Requirements

HCV Activity

Required Parks

Car-Park Provisions

Residential (19 Units)

1 Car Park per unit (≤150m2) *

Independent Living unit

19 19

Residential (22 Units)

1 Car Park per unit (≤150m2) *

Residential Apartments

22 22

Residential Care (84 staff at Peak) (86 Residents)

1 Car park per 2 staff plus 1 Car park per 4 care residents**

Dementia Care Home

21 (Residents) 42 (Staff)

63(Sub-total)

16 (Visitors) 53 (Staff)

69 (Sub-total)

Communal Activity

1 Car-park per 10 persons** Chapel (74 3) Bloke Shed (12 3) Theatre (74 3)

7 (Chapel) 1(Bloke Shed

7 (Theatre) 15 (Sub-total) 0 4

Commercial Service Activity

1 Car Park per 50 m2 ** Salon Physiotherapy Gymnasium (164 m2) 3 0 4

Retail Sales 1 Car Park per 50 m2 **plus one staff car park per 100m2 retail floor area**

Dairy, Post-Office and Bakery (100 m2) 2 0 4

Restaurant 1 Car park per 2 staff **plus 1 Car park per 4 clients to be accommodated

Café / Bar (2 staff +50 clients max)

12 0 4

Total 136 110 * (excluding any garaging) ** or part thereof. 3 People 4 Staffed by residential care staff and resident and visitor parking for retail activity is provided as part of the Residential Care Activity



8.2 Proposal

The plans provided state that there is a total of 110 car parks planned to be provided on the proposed facility:

• 69 car bays for the dementia care facility this provides for a mixture of Staff and visitors. • 41 car bays supplied for the independent living units (19 independent living units and 22

residential apartments) • The activities that are not defined as Residential Care activities (Restaurant, Retail,

Communal Service and Commercial Service Activities) will be staffed by HCV staff and used by HCV residents and visitors

The proposed car parking exceeds the ICC district plan off street requirement.

Additional to the off-street car-parking provided there are:

• 2.5m wide parking lanes on Tay street • There is sufficient width on the neighboring roads to allow vehicles to park and traffic

should still flow freely. • Fairview Ave has 18 angle parks provided surrounding the access to the site • Scooter and Bicycle parks on site.



9 Conclusion and Recommendation

9.1 Conclusions

Based on our traffic assessment and evaluation the following conclusions can be drawn

The proposed facility will have little or no effect on the roading network. The facility will not be a significant traffic generator when compared to nearby facilities such as Transport Museum, Stadium Southland and the Ascot Community School.

The surrounding road network to the proposed development has the capacity to absorb traffic generated by the proposal. The peak hour traffic generated by the proposal is less than that of the primary school which previously occupied the site.

The traffic generated by the proposal is likely to between 380 and 440 Vehicles per day, this includes the onsite amenities, staff visitors and service vehicles. With a peak hour traffic of 67 veh/hr.

From the estimated traffic generation and the proposed geographical location of the facility we have estimated a traffic split and produced a model of how traffic will likely affect the existing flow on Tay Street. The modelling results indicate that the average delays will be less than 10 secs and will operate at level of service A.

The proposed access on Tay Street is a left turn in and left turn out only. This will create U turns at Stuart Street and Lithgow Street Intersection. Since 70% of the traffic will be approaching from the west along Tay Street ,we recommend installing a right turn bay on Tay Street.

The location of the access on Tay Street has good visibility in both directions. To maintain clear sight distances at the access we recommend installing no stopping lines 6m (minimum) either side of the access on Tay Street.

The internal road may be used as a short cut by traffic to access Tay Street / Fairview Ave and vice versa. The design of the road should incorporate a low speed limit and control it with some traffic calming measures.

The proposal for onsite parking meets the requirements of the Invercargill City Councils district plan. The parking should be designed as per standards with appropriate tracking curves for vehicles using the car parks

9.2 Recommendations

• The access onto Tay Street should be designed and constructed to Waka Kotahi Standards. • Install right turn bay at the access on Tay Street • Remove the existing pedestrian crossing point at the proposed vehicle access on Tay Street • Install traffic calming measures on the access road to control speeds and deter it being used

as a short cut. • Install no stopping lines 6m either side of the access on Tay Street. • Any proposed signage facing the State Highway should conform to Waka Kotahi’s Guidelines

Appendix A Photo Page (5 pages)

Photo 1: Proposed location of Development from Tay Street

Photo 2: Tay Street looking in the Increasing Direction from proposed access location

Photo 3: Tay Street looking across the road from proposed access location

Photo 4: Tay Street looking in the Decreasing Direction from proposed access location

Photo 5: Tay Street looking at the proposed access location from across the road

Photo 6: Fairview Ave looking at the proposed secondary access location from across the road

Photo 7: Fairview Ave looking west from the proposed secondary access

Photo 7: Fairview Ave looking east from the proposed secondary

Appendix B Traffic Modelling Results

MOVEMENT SUMMARYSite: 101 [Tay Street Option 1 AM Peak (70/30) Entrance Split]

Hawthorndale DevelopmentSite Category: Access Giveway / Yield (Two-Way)

Movement Performance - VehiclesDemand Flows 95% Back of QueueMov

ID Turn Deg.

SatnAverage

Delay Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m km/hSouth: Access

1 L2 21 4.0 0.022 3.4 LOS A 0.1 0.6 0.36 0.53 0.36 45.0

Approach 21 4.0 0.022 3.4 LOS A 0.1 0.6 0.36 0.53 0.36 45.0

East: Tay Street (East)

4 L2 15 4.0 0.167 4.6 LOS A 0.0 0.0 0.00 0.03 0.00 48.7

5 T1 621 4.0 0.167 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 49.9

Approach 636 4.0 0.167 0.1 NA 0.0 0.0 0.00 0.01 0.00 49.9

West: Tay Street (West)

11 T1 239 4.0 0.087 0.7 LOS A 0.4 3.2 0.13 0.07 0.13 49.1

12 R2 35 4.0 0.087 8.4 LOS A 0.4 3.2 0.43 0.23 0.43 44.0

Approach 274 4.0 0.087 1.7 NA 0.4 3.2 0.17 0.09 0.17 48.7

All Vehicles 931 4.0 0.167 0.7 NA 0.4 3.2 0.06 0.05 0.06 49.5

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab).Vehicle movement LOS values are based on average delay per movement.Minor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: OPUS INTERNATIONAL CONSULTANTS LTD | Processed: Friday, 8 May 2020 8:27:28 AMProject: C:\Users\ana171\Documents\Example TIA's\6-VQ423.23 (015SO) Tay Street Invercargill\Update 6may 2020\Tay Street_AN_update_0805202070.SIP8

MOVEMENT SUMMARYSite: 101 [Tay Street Option 1 PM Peak (70/30) Entrance Split]



ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 49 4.0 0.046 3.0 LOS A 0.2 1.2 0.30 0.50 0.30 45.4

Approach 49 4.0 0.046 3.0 LOS A 0.2 1.2 0.30 0.50 0.30 45.4


4 L2 15 4.0 0.117 4.6 LOS A 0.0 0.0 0.00 0.04 0.00 48.6

5 T1 427 4.0 0.117 0.0 LOS A 0.0 0.0 0.00 0.02 0.00 49.9

Approach 442 4.0 0.117 0.2 NA 0.0 0.0 0.00 0.02 0.00 49.9


11 T1 679 4.0 0.182 0.1 LOS A 0.1 0.6 0.01 0.01 0.01 49.9

12 R2 6 4.0 0.182 7.2 LOS A 0.1 0.6 0.03 0.01 0.03 48.6

Approach 685 4.0 0.182 0.1 NA 0.1 0.6 0.01 0.01 0.01 49.9

All Vehicles 1177 4.0 0.182 0.3 NA 0.2 1.2 0.02 0.03 0.02 49.8



MOVEMENT SUMMARYSite: 101 [Tay Street Option 1 Weekend Peak ]



ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 49 4.0 0.048 3.1 LOS A 0.2 1.2 0.32 0.51 0.32 45.3

Approach 49 4.0 0.048 3.1 LOS A 0.2 1.2 0.32 0.51 0.32 45.3


4 L2 11 4.0 0.129 4.6 LOS A 0.0 0.0 0.00 0.02 0.00 48.7

5 T1 480 4.0 0.129 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 49.9

Approach 491 4.0 0.129 0.1 NA 0.0 0.0 0.00 0.01 0.00 49.9


11 T1 448 4.0 0.124 0.1 LOS A 0.1 1.1 0.03 0.01 0.03 49.8

12 R2 11 4.0 0.124 7.4 LOS A 0.1 1.1 0.07 0.03 0.07 48.1

Approach 459 4.0 0.124 0.3 NA 0.1 1.1 0.03 0.01 0.03 49.8

All Vehicles 999 4.0 0.129 0.3 NA 0.2 1.2 0.03 0.04 0.03 49.7



MOVEMENT SUMMARYSite: 101 [Tay Street Option 2 AM Peak]



ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 21 4.0 0.021 3.3 LOS A 0.1 0.5 0.35 0.52 0.35 45.1

Approach 21 4.0 0.021 3.3 LOS A 0.1 0.5 0.35 0.52 0.35 45.1


4 L2 49 4.0 0.175 4.6 LOS A 0.0 0.0 0.00 0.08 0.00 48.1

5 T1 612 4.0 0.175 0.0 LOS A 0.0 0.0 0.00 0.04 0.00 49.8

Approach 661 4.0 0.175 0.4 NA 0.0 0.0 0.00 0.04 0.00 49.7


11 T1 274 4.0 0.072 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0

Approach 274 4.0 0.072 0.0 NA 0.0 0.0 0.00 0.00 0.00 50.0

All Vehicles 956 4.0 0.175 0.3 NA 0.1 0.5 0.01 0.04 0.01 49.7



MOVEMENT SUMMARYSite: 101 [Tay Street Option 2 PM Peak]



ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 49 4.0 0.046 3.0 LOS A 0.2 1.2 0.30 0.50 0.30 45.5

Approach 49 4.0 0.046 3.0 LOS A 0.2 1.2 0.30 0.50 0.30 45.5


4 L2 21 4.0 0.119 4.6 LOS A 0.0 0.0 0.00 0.05 0.00 48.4

5 T1 432 4.0 0.119 0.0 LOS A 0.0 0.0 0.00 0.02 0.00 49.8

Approach 453 4.0 0.119 0.2 NA 0.0 0.0 0.00 0.03 0.00 49.8


11 T1 685 4.0 0.180 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0

Approach 685 4.0 0.180 0.0 NA 0.0 0.0 0.00 0.00 0.00 50.0

All Vehicles 1187 4.0 0.180 0.2 NA 0.2 1.2 0.01 0.03 0.01 49.8



MOVEMENT SUMMARYSite: 101 [Tay Street Option 2 Weekend Peak]



ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 49 4.0 0.048 3.1 LOS A 0.2 1.2 0.32 0.51 0.32 45.3

Approach 49 4.0 0.048 3.1 LOS A 0.2 1.2 0.32 0.51 0.32 45.3


4 L2 21 4.0 0.132 4.6 LOS A 0.0 0.0 0.00 0.05 0.00 48.5

5 T1 480 4.0 0.132 0.0 LOS A 0.0 0.0 0.00 0.02 0.00 49.9

Approach 501 4.0 0.132 0.2 NA 0.0 0.0 0.00 0.02 0.00 49.8


11 T1 459 4.0 0.121 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 50.0

Approach 459 4.0 0.121 0.0 NA 0.0 0.0 0.00 0.00 0.00 50.0

All Vehicles 1009 4.0 0.132 0.3 NA 0.2 1.2 0.02 0.04 0.02 49.8



MOVEMENT SUMMARYSite: 101 [Tay Street Option 1 PM Peak - 10 Years]

Hawthorndale DevelopmentSite Category: Access Giveway / Yield (Two-Way)Design Life Analysis (Final Year): Results for 10 years


ID Turn Deg.

SatnAverage


Prop. Queued

Effective Stop Rate

Aver. No.Cycles



1 L2 54 4.0 0.052 3.1 LOS A 0.2 1.3 0.32 0.51 0.32 45.3

Approach 54 4.0 0.052 3.1 LOS A 0.2 1.3 0.32 0.51 0.32 45.3


4 L2 16 4.0 0.128 4.6 LOS A 0.0 0.0 0.00 0.04 0.00 48.6

5 T1 470 4.0 0.128 0.0 LOS A 0.0 0.0 0.00 0.02 0.00 49.9

Approach 486 4.0 0.128 0.2 NA 0.0 0.0 0.00 0.02 0.00 49.9


11 T1 747 4.0 0.201 0.1 LOS A 0.1 0.8 0.01 0.01 0.01 49.9

12 R2 7 4.0 0.201 7.7 LOS A 0.1 0.8 0.03 0.01 0.03 48.5

Approach 754 4.0 0.201 0.1 NA 0.1 0.8 0.01 0.01 0.01 49.9

All Vehicles 1295 4.0 0.201 0.3 NA 0.2 1.3 0.02 0.03 0.02 49.8


SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: OPUS INTERNATIONAL CONSULTANTS LTD | Processed: Friday, 8 May 2020 8:32:33 AMProject: C:\Users\ana171\Documents\Example TIA's\6-VQ423.23 (015SO) Tay Street Invercargill\Update 6may 2020\Tay Street_AN-1_ 07052020.SIP8

Appendix C Aerial Photo of Proposed Care Facility Site

Aerial Photo of Proposed Care Facility

Sourced from the LINZ Data Service and licensed for re-use underthe Creative Commons Attribution 4.0 New Zealand licence

District BoundaryRoads

Railway

November 15, 20190 0.05 0.10.025 mi

0 0.075 0.150.0375 km

1:2,000

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