Ryman Healthcare Retirement Village Hamilton · 2017-08-30 · Ryman Hamilton Transportation...

Ryman Healthcare Retirement Village

Hamilton

Transportation Assessment Report

31 August 2016

Project: Ryman Healthcare Retirement Village - Hamilton

Report title: Transportation Assessment Report

Document reference: J00370 – Ryman Hamilton

Date: 31 August 2016

Report

Status

Prepared By Reviewed By Approved By

Final

Report

Nilu Seneviratne Leo Hills Leo Hills

Ryman Hamilton


Table of Contents

1 Introduction ................................................................................................................... 4

2 site location ................................................................................................................... 4

3 Existing Environment .................................................................................................... 6

3.1 Zoning ................................................................................................................. 6

3.2 Road environment ............................................................................................... 6

3.3 Public transport .................................................................................................... 8

3.4 Traffic volumes .................................................................................................... 9

3.5 Road safety ......................................................................................................... 9

4 Proposed Retirement Village ...................................................................................... 10

5 Traffic generation ........................................................................................................ 11

5.1 Anticipated Trip Generation (Policy) .................................................................. 11

5.2 Proposed Trip Generation.................................................................................. 12

5.3 Effects Discussion ............................................................................................. 13

6 Parking ....................................................................................................................... 13

6.1 Proposed District Plan ....................................................................................... 13

6.2 RTA Demand ..................................................................................................... 14

6.3 Parking Provision ............................................................................................... 15

6.4 Parking Dimensions ........................................................................................... 15

6.4.1 Parking Dimensions ............................................................................................................... 15

6.4.2 Ramps ................................................................................................................................... 16

6.4.3 Mobility/Accessibility Spaces ................................................................................................. 16

6.4.4 Cycling ................................................................................................................................... 16

6.5 Loading and Servicing ....................................................................................... 16

7 Access ........................................................................................................................ 16

7.1 River Road Access ............................................................................................ 17

Ryman Hamilton


7.2 Internal Road Layout ......................................................................................... 19

7.3 Other Road Users .............................................................................................. 19

8 Construction Traffic ..................................................................................................... 20

9 Conclusion .................................................................................................................. 21

Ryman Hamilton

Transportation Assessment Report Page 4

1 INTRODUCTION

Commute Transportation Consultants has been commissioned by Ryman Healthcare to assess the

transport effects of a proposed comprehensive care retirement village (‘retirement village’) at 1765 – 1785 River Road, Flagstaff, Hamilton.

The 8.4 ha site is currently vacant residentially zoned land. This assessment considers the

transportation effects of the proposed retirement village, which will comprise 91 townhouses, 93

Assisted Living Suites (ALS), 120 care beds, and 157 retirement apartments.

A single access point is proposed at the northern boundary of the site off River Road and the new

internal road network will provide access to all buildings within the retirement village.

This report assesses the transport-related aspects of the proposal, including:

A description of the site and its surrounding traffic environment. A description of the key transportation-related aspects of the proposed retirement village. The proposed form of access and egress. The adequacy of the proposed parking supply in relation to anticipated parking demands. The servicing arrangements that are proposed for the retirement village. The nature and expected volumes of vehicular traffic likely to be generated by the retirement

village.

The expected impact of the additional traffic flows on the surrounding road network.

These and other matters are addressed in detail in this report. This report concludes that the proposed

retirement village can be established in a such a way that it has minimal effect on the function, capacity

and safety of the surrounding road network.

2 SITE LOCATION

The proposed retirement village is located north-west of central Hamilton in the fast growing suburb of

Flagstaff. A single access to the site is proposed from River Road.

Figure 2-1 shows the site in relation to the surrounding area. The site is located approximately 5 km

north-east of the Base (a shopping centre) and some 8 km north-west of the Hamilton Central Business

District. The Flagstaff Shopping Centre is located approximately 1.4 km east of the site along River

Road.

Figure 2-2 shows the site on an aerial photograph in relation to the surrounding street features.

Ryman Hamilton


Figure 2-1: Site Location

Figure 2-2: Road layout

Site Location

Site location

Ryman Hamilton


The site has frontage on River Road (north) and Featherstone Drive (east and west) as well as Joseph

Lovett Lane to the west. Access to the retirement village is proposed to be only via River Road.

Hamilton City Council has previously proposed to join either side of Featherstone Drive. However, the

proposed connection between Featherstone Drive will be omitted as part of the development of the

retirement village.

Featherstone Park is located beside the south-western corner of the site and can be accessed via

Featherstone Drive (west of the site) and Joseph Lovett Lane. The Waikato River runs adjacent to the

southern boundary of the site.

3 EXISTING ENVIRONMENT

3.1 ZONING

The existing site is rural in nature and zoned as ‘General Residential’ in the Proposed Hamilton City District Plan (Proposed Plan). Figure 3-1 shows the zoning near the site and surrounding areas.

Figure 3-1: Hamilton zoning

3.2 ROAD ENVIRONMENT

River Road is classified as a ‘Minor Arterial Road’ in the Proposed Plan. River Road has a 24m road width and 12.7 m carriageway in front of the site. A single traffic lane is provided in each direction with

on-street parking permitted on both sides of the road. Footpaths and lighting are provided on both

sides of the road for the majority of the road length. A flush median is also provided for most of River

Road (including in front of the site). A pedestrian island including tactile and resting rails is located

directly north of the site on River Road. The posted speed limit is 50 km/hr.

Photograph 1 shows the general layout of River Road near the site.

Site Location

Ryman Hamilton


Photograph 1: River Road near the site (looking north)

Featherstone Drive is located both east and west of the site. Access to Featherstone Park is provided

via Featherstone Drive (west of the site) and Joseph Lovett Lane. Figure 3-2 shows the Proposed

Plan roading network near the site. As discussed above, Featherstone Drive was previously expected

to connect as a ‘Collector Road’. The proposed retirement village will omit this connection.

Ryman Hamilton


Figure 3-2: Hamilton road hierarchy

3.3 PUBLIC TRANSPORT

A trial bus service (4N Flagstaff North) was established on Monday 18th January 2016. It is the only

existing bus service operating within close proximity to the site. Route 4N runs from Woodridge Drive

to Westfield Chartwell, via Cumberland and Thomas Road. The bus service operates during morning

and afternoon peak times, Monday to Friday only. A bus stop is located adjacent to the site on the

southern side of River Road. Another bus stop is located along Te Huia Road via Amberley Place,

which is 240 m from the site. Both bus stops serve Route 4N only.

A bus stop is located on Discovery Drive approximately 750 m from the site and serves Route 4 and

the anti-clockwise Orbiter. On weekdays, the anti-clockwise Orbiter operates approximately every 15

minutes between 6:15am to 6pm and every 35 minutes between 6pm to 9pm. On weekends, it

operates every 35 minutes. It connects the site with the hospital, The Base and various other suburbs

within Hamilton. Route 4 operates every 30 minutes during the weekdays and every hour during the

weekends.

Figure 3-3 shows the existing bus services operating near the site.

SITE LOCATION

Ryman Hamilton


Figure 3-3: Bus services near the proposed retirement village

Overall, the site is reasonably well connected from a public transport perspective and therefore is

likely to encourage the usage of public transport to and from the site particularly for staff.

3.4 TRAFFIC VOLUMES

An interrogation of traffic data obtained from Hamilton City Council has been carried out. River Road

(North of Wairere Drive, approximately 1.8km south of the site) had an average daily traffic count of

13,000 vehicles in 2015.

Further, some 2km north of the site, River Road carries 3,800 vehicles per day. Given the location

and road layout, the volume to the north of the site (3,800 vehicles per day) is considered to better

represent the traffic volume outside the site.

3.5 ROAD SAFETY

A search of the New Zealand Transport Agency’s (NZTA) Crash Analysis System (CAS) has been carried out to identify all report crashes in the vicinity of the site during the period 2011 – 2015 (inclusive of all available 2016 data). The search area included River Road between Riverside Lane

and the intersection with Discovery Lane, and included all side roads.

The crash records showed that two crashes occurred within the search area, of which one crash was

reported on Woodridge Road and River Road respectively. Both were loss of control crashes and no

injuries were involved. Slippery weather and alcohol were contributing factors.

Figure 3-4 shows the CAS diagram.

Proposed site

Ryman Hamilton


Figure 3-4: CAS diagram

Overall, the CAS showed no apparent crash trends occurring near the site. It is not expected that the

proposed development will exacerbate the existing road safety in any way.

4 PROPOSED RETIREMENT VILLAGE

Ryman proposes to develop a comprehensive retirement village comprising of the following:

157 independent apartments (including 7 x one-bedroom, 114 x two-bedroom and 36 x three-bedroom);

93 ALS; 120 care beds; and 91 townhouses.

The retirement village will provide 421 spaces is provided of which, 165 are covered parking spaces,

74 are spaces at-grade, 91 are garages within each townhouse and 91 parking spaces located in

front of the 91 garages. Figure 4-1 shows the layout of the proposed retirement village.

Ryman Hamilton


Figure 4-1: Site layout

A single access to the site is proposed from River Road. An internal road network will provide access

to all buildings within the retirement village.

5 TRAFFIC GENERATION

5.1 ANTICIPATED TRIP GENERATION (POLICY)

The current zoning of the site is General Residential in the Proposed Plan. Within this zone,

residential activities are considered a permitted activity with a development density of 400m² per unit

(section 4.4.1a).

The total site of the proposed retirement village is approximately 8.4ha in size. Based on extensive

previous experience with residential subdivisions, a total of 20% can be reasonably considered to be

removed from the site to accommodate road reserves and open spaces. As such, approximately

6.7ha site area could be retained for building sites. Based on one dwelling per 400 sqm lot, this

equates to a maximum of 168 dwellings that could be established on the site under the current

Residential zoning.

Trip rates for urban residential units in New Zealand have been extensively researched in the Roads

and Traffic Authority (RTA) “Guide to Traffic Generating Developments”. The research confirms a residential traffic generation rate of 9 trips per unit per day. Table 1 below shows the expected trips

from typical residential unit developments:

Ryman Hamilton


Dwelling Daily trip rate Peak hour Daily trips Peak hour trips

168 (current

zoning) 9 per unit 0.85 per unit 1512 143

Table 1: Anticipated Residential Development Trip Generation

The current zoning of the site therefore anticipates the site would generate 1512 vehicle movements

per day and 143 vehicle movements per hour.

5.2 PROPOSED TRIP GENERATION

Trip rates for the retirement village activities have been researched from the New South Wales (NSW)

Roads and Traffic Authority Guide to Traffic Generating Developments (RTA) and the NZTA research

reports, as well as from empirical data surveyed at other Ryman sites in New Zealand.

The RTA guide notes the following rates for housing for aged and disabled persons, which are

considered applicable:

Daily vehicle trips 1-2 per dwelling Weekday peak hour vehicle trips 0.1 - 0.2 per dwelling.

The expected trip generation of retirement villages is also reported in the Transfund New Zealand

Research Report No. 2101, with survey data from 10 retirement villages. Of these sites, the Birchleigh

Retirement Village in Dunedin has been established in a similar manner to the site whereby it consists

of townhouse units (comparable to independent apartments), serviced rooms (ALS) and rest home

beds (care beds and care suites). For the Birchleigh Retirement Village, the townhouse units showed

daily traffic generation rate of 1.4 resident trips, 0.5 visitor trips and 0.1 service trips per unit (2.0 in

total).

The serviced rooms and rest home beds generated 0.6 visitor trips, 0.6 staff trips and 0.3 service trips

per day (1.5 in total). These are similar in quantity to the RTA rate and are considered appropriate for

the subject site. Notably, these rates have been used and accepted in numerous resource consent

applications throughout New Zealand for similar comprehensive retirement villages by Ryman,

including villages in Whangarei, Orewa, Auckland, Tauranga, Wellington and Christchurch.

Accommodation Trips per day per unit Total units at

proposed site Total trips per day

Independent apartments /

townhouses

2.0 resident visitor trips 248

496

Assisted living suites / care

beds / care suites

0.6 visitor trips

0.6 staff trips

0.3 service trips

213 127

127

64

Total 811

Table 2: Trips Generated by Proposed Retirement Village

1 Douglas, M., McKenzie, D. 2001. Trips and Parking Related to Land Use. Volume 2: Trip and Parking Surveys Database.

Transfunds New Zealand Research Report 210.

Ryman Hamilton


As shown in Table 2, a total of 811 vehicle trips can be expected to be generated by the retirement

village per day. This equates to approximately 1.8 trips per unit and therefore lies towards the upper

trip generation rate recommended for the assessment of traffic generation effects by the RTA Guide.

This is a result of the balance between independent apartments and townhouses and assisted living

and care beds in the proposed configuration of the retirement village.

The 811 vehicles per day (vpd) associated with the retirement village will be less than the 1512 vpd

associated with an anticipated residential development on the site.

Typically, up to 10% of the daily trip generation occurs during the peak periods for Ryman retirement

villages given that residents generally avoid peak traffic periods. As such, the retirement village could

be expected at worst to generate up to 81 vehicles per hour (vph) during the peak period (less than

the residential development, which would generate 143 vph during the peak period).

5.3 EFFECTS DISCUSSION

The retirement village will add additional traffic to a number of intersections around in the area. It is

however noted that the retirement village will generate less traffic than a permitted residential

development and in general residents of the village do not need to travel at peak commuter periods.

The single high capacity driveway with the inclusion of a painted flush median on River Road is

expected to easily cater for the projected levels of traffic with minimal queuing and delay.

Figure 3-2 previously shows the Proposed Plan roading network near the site. As discussed

previously, Featherstone Drive was previously expected to connect as a ‘Collector Road’. The proposed retirement village will omit this connection. Given this road will not serve any through

function (used only for property access) as a result of the proposed retirement village, this is

considered acceptable.

Overall, the retirement village will cause minimal traffic or transportation effects onto River Road and

the surrounding road network.

6 PARKING

6.1 PROPOSED DISTRICT PLAN

From a review of the Proposed Plan the following minimum parking requirements are considered

applicable to the retirement village.

Proposed DP Parking Standards

Activity Parking Spaces Required

Retirement Village 1 per unit plus 1 for every four units

Managed care facilities and rest homes

1 per 3 bedrooms plus 1 per every FTE staff member

Table 5: Proposed Plan Parking Rates

The retirement village includes a mix of care beds, assisted living suites, and one to three bedroom

townhouses and apartments. The retirement village will have approximately 50 staff at any one time.

Applying the Proposed Plan parking requirements to the retirement village results in the following

number of parking spaces required.

Ryman Hamilton


Table 6: Proposed Plan Parking Requirements

As shown above, the Proposed District Plan requires the provision of 431 car parks (same as

Operative District Plan).

A total of 421 car parking spaces are provided on site. As such, the retirement village will have a

shortfall against the Proposed Plan parking requirement of 10 spaces.

6.2 RTA DEMAND

For comparison purposes, the RTA Guide has been used to estimate actual parking demand. The

RTA Guide recommends the following parking requirements for housing for the aged.

Activity Parking spaces required

Self-contained unit 2 spaces per 3 units (residential) and 1 space per 5 units (visitor)

Hostels/nursing 1 space per 10 beds and 1 space per 2 employees

Table 7: RTA Parking Rate

It is considered that all independent apartments and townhouses within the retirement village are

classified as ‘self-contained units’ and all ALS, care suites and care beds are classified as ‘hostels/nursing’ activities.

The RTA Guide requirements are summarised in Table 8 below:

Activity Unit Type Number of

Units Occupants Parking Rate

Required Number of

Car Parks

Managed care

and rest home

Assisted living

suites 93 1 per 3 beds 31

Care beds 120 1 per 3 beds 40

Staff 50 1 per staff 50

Retirement

village

Independent

Apartments /

townhouses

248

1 per unit

plus 1 for

every four

units

248 + 62

Total 431

Ryman Hamilton


Use Number RTA specification Number of parks required

Proposed Retirement Village

Apartments & townhouses

248

2 spaces per 3 units

(residential)

1 space per 5 units

(visitors)

166

50

Assisted living suites / care

beds 213

1 space per 10 beds 21

Staff 50 1 space per 2 employees 25

Total for Site 262

Table 8: RTA Parking Requirements

As shown above, the RTA Guide recommends providing a minimum of 262 parking spaces to meet

the expected parking demand. This requirement is exceeded by 159 spaces with the 421 car parking

spaces to be provided.

6.3 PARKING PROVISION

The retirement village will provide 421 spaces is provided of which, 165 are covered parking spaces,

74 are spaces at-grade, 91 are garages within each townhouse and 91 parking spaces located in

front of the 91 garages. This exceeds the RTA Guide requirements, however is some 10 spaces less

than the District Plan requirements.

The number of parking spaces provided on site is based on a ratio per unit type that has been

successfully implemented at other Ryman villages throughout New Zealand. This ratio is one parking

space per apartment, one townhouse park and one stacked space per townhouse, one parking space

per five ALS / care beds and one parking space per two members of staff.

Accordingly, it is considered that the proposed parking spaces will meet the parking requirements of

the users of the site and they will not be required to park on-street. As a result, the retirement village

will not generate off-site parking effects.

6.4 PARKING DIMENSIONS

6.4.1 PARKING DIMENSIONS

Car parking dimensions and manoeuvrability have been designed in accordance with AS/NZS

2890.1:2004, the New Zealand standard for off-street parking (“AS/NZS2890”). Each parking space is 2.5m wide and 5.4m deep and therefore requires at least 5.8m manoeuvring space as recommended

in AS/NZS 2890.

The recommendations in AS/NZS 2890 differ to the Proposed Plan, which states that 2.5m wide

parking spaces require a depth of 5.1m and an aisle width of 7.6m. The Council dimensions require a

total depth of 17.8m, whereas AS/NZS 2890 requires a total depth of 16.6m. As the basement parking

dimensions have been designed in accordance with AS/NZS 2890 they do not meet the Proposed

Plan requirements.

The parking dimensions are considered acceptable, as all car parks will be generally used by

residents /staff who will be both regular and long-term users. Ryman has successfully implemented

the specified parking dimensions (in accordance with AS/NZS 2890) at numerous similar retirement

villages throughout the country.

Ryman Hamilton


All basement car parking spaces that are located alongside a wall or column have at least 0.3m

clearance. At least 1m is also provided at the end of blind aisles as specified in AS/NZS 2890.

6.4.2 RAMPS

Due to the topography of the site and the presence of basement parking under a number of the

proposed buildings, a number of ramps will be provided. Grades and transitions for vehicle ramps

have been checked against ZSNZS2809 “off-street parking”. All ramps have been designed to be 1 in 8 and thus comply with this standard.

6.4.3 MOBILITY/ACCESSIBILITY SPACES

NZS 4121, as well as the Proposed Plan, outlines requirements for the provision of mobility parking

spaces. The number of mobility spaces to be provided relates to the number of spaces provided on-

site.

Given there is to be a total of 423 parking spaces on-site, the requirement is to provide nine mobility

parking spaces. It is however noted that 339 of these relate to townhouses / apartments which

technically in terms of NZS4121 do not require mobility spaces. Therefore, the proposal requires the

provision of two mobility spaces.

At present only two mobility spaces are provided meeting the above requirement. Ryman has

successfully implemented this number of mobility spaces at numerous similar retirement villages

throughout the country.

All the mobility parks should be designed as per NZS4121.

6.4.4 CYCLING

The Proposed Plan requires retirement villages to provide cycle parking to be provided at a rate of 1

space per 15 FTE staff for retirement villages and 1 per 60 beds for visitors. As such, three cycle

parking spaces are required for staff and three for visitors.

Based on Ryman’s experience at other retirement villages around New Zealand, bicycle and motorbike parks are not used- therefore bicycle parks have not been designed into the retirement

village at this stage, however it is considered that these spaces can easily be found in the basement

areas if needed.

6.5 LOADING AND SERVICING

The Proposed Plan also has no loading space required for retirement villages (Table 15.2).

A loading area has however been provided adjacent to the kitchen / laundry area of the main building

(Building B01) as shown in Appendix A. This loading area can accommodate the turning of a 99th

percentile District Plan truck.

Appendix B shows the tracking path of a truck entering and exiting the site. Of note the left turn entry

is the tightest manoeuvre and ideally should be slightly widened (larger driveway splay) through

detailed design approval.

The internal road layout is able to support emergency vehicles such as ambulances and fire engines.

7 ACCESS

Ryman Hamilton


7.1 RIVER ROAD ACCESS

The proposed crossing is some 50m southeast of the Woodbridge Drive intersection (measured from

the boundary of Woodbridge Drive). In this regard the location meets the minimum separation of both

the Operative (Table 5.2-5) and Proposed (Table 15-1c) Plans.

The proposed access provides connection to an internal road circulating through the site near an

existing driveway to / from the site.

In terms of the RTS-6 “Visibility at Driveways”, the minimum sight distance for a driveway on an Arterial Road with an 85th percentile speed of 60kph (as measured onsite) is 115m. This also aligns

with the Proposed Plan (Table 15-1g), which requires 120m on an Arterial Road with a 50km/hr

posted speed limit. This is easily achieved from the proposed crossing (see photographs 2 and 3

below).

Photograph 2: Sight distance on River Road near the entrance (looking north)

Ryman Hamilton


Photograph 3: Sight distance on River Road near the entrance (looking south)

Figure 7-1 shows the location of the proposed crossing located some 5m north of an existing

crossing.

Figure 7-1: Access location

The proposed access consists of two 3.5m lanes separated by a 1m berm (8m in total). This meets

Table 15-1j of the Proposed Plan but not Table 15-1i of the Proposed Plan, which has a maximum

crossing width of 5.5m for residential zones. The total 8m width (at the boundary) is however

considered appropriate as the access will be designed to have the appearance of a “road” and is in

Proposed crossing

Ryman Hamilton


accordance with other Ryman villages throughout New Zealand. Photograph 4 shows the typical

Ryman access arrangement.

Photograph 4: Typical Ryman access (Pukekohe)

The existing access will be removed with kerb, berm and footpath reinstated as part of the

construction of the new access.

7.2 INTERNAL ROAD LAYOUT

The establishment of the retirement village will create a new (private) internal road network as shown

in Figure 4-1 previously.

The main access road through the site will have a minimum width of 5.5m, which provides for two-way

access while also moderating vehicle speeds. These dimensions are in accordance with the

recommended movement lane dimensions of a ‘live and play’ land use under suburban area - primary access to housing contexts contained in NZS4404:2010 Land Development and Subdivision

Infrastructure. These dimensions have been used extensively at other similar Ryman Healthcare

villages around New Zealand without issue.

Appendix C shows a District Plan 90th percentile car tracking through the site without difficulty.

Overall, it is considered that the internal road network will provide a high level of convenience for

residents and staff, and will be simple for visitors and staff to negotiate.

7.3 OTHER ROAD USERS

Pedestrian access will be provided in a number of locations around the site. Pedestrian access points

will be provided to River Road. The internal road network will be complimented by a full pedestrian

path network.

Provision for pedestrians on the wider transport network is good. Footpaths are generally provided on

both sides of the surrounding roads. There is also a high standard pedestrian refuge crossing point

across River Road located some 35m southeast of the proposed retirement village entrance (see

photograph 5 below).

Ryman Hamilton


Photograph 5: River Road pedestrian refuge

As shown in Figure 4-1 previously, there is an extensive footpath network planned for the site. The

connections from the site to the surrounding footpath network will create good connectivity for

pedestrians.

Overall, pedestrian facilities near the site are good and the proposed retirement village will not

compromise pedestrian safety on the surrounding network.

8 CONSTRUCTION TRAFFIC

The construction methodology for the retirement village has not been finalised as it will depend on a

range of factors, including any resource consent requirements. As such, it is proposed that provision

be made in the resource consent conditions for a Construction Traffic Management Plan to be

developed for the works anticipated (as is typically the case for other Ryman retirement villages in

New Zealand). It is considered that this Construction Traffic Management Plan should include:

i. Construction dates and hours of operation including any specific non-working hours for traffic

congestion/noise etc, aligned with normally accepted construction hours in the Hamilton

Region.

ii. Truck route diagrams both internal to the site and external to the local road network.

iii. Temporary traffic management signage/details for both pedestrians and vehicles to

appropriately manage the interaction of these road users with heavy construction traffic.

iv. Details of site access/egress over the entire construction period. Noting that all egress points

to be positioned so that they achieve appropriate sight distance as per the Land Transport

Safety Authority “Guidelines for visibility at driveways” RTS6 document.

Based on experience of constructing similar villages and bearing in mind the capacity within the

existing roading network, with the appropriate Construction Traffic Management Plan in place and the

above measures implemented, it is considered that construction activities will be managed to ensure

an appropriately low level of traffic effects.

Ryman Hamilton


Construction activities are temporary and with the above measures in place will be appropriately

managed. Therefore, the construction traffic effects are considered less than minor.

9 CONCLUSION

On the basis of the assessment contained in this report, the following conclusions can be made:

i. The level of traffic generated by the retirement village is considered acceptable, is less than

the level of traffic that would be generated by a permitted residential subdivision. As a result,

the proposed retirement village will have minimal traffic effects, including in particular effects

on the capacity of the surrounding road network;

ii. Sufficient parking and loading spaces will be provided on-site;

iii. Suitable access can be provided to the site;

iv. The proposal will not compromise traffic safety in the area; and

v. It is appropriate to manage the temporary construction traffic through a Construction

Management Plan to suitably avoid or mitigate the temporary adverse traffic effects that may

arise from construction activities. As such, a Construction Traffic Management Plan should be

required as a condition of consent.

Accordingly, it is concluded that there is no traffic engineering or transport planning reason that would

preclude the proposed retirement village on the site as intended.

Ryman Hamilton


APPENDIX A: Loading Bay

R.L. +23.000 m

R.L. +25.200 m

Da te:

Revis ion:

Pro j ect:

Sca le @ A3:

Drawing T i t le:

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Client:

LDH

J00370 - Ryman Hamilton TIA

Ryman Healthcare

Ryman Hamilton TIA Retirement Village

8.3m HCC Truck

LOADING ZONE

24 August 2016

1:200

A

Figure:

A1

Ryman Hamilton


APPENDIX B: Truck circulation

R.L. +32.490 m

R.L. +33.280 mB11

Da te:

Revis ion:

Pro j ect:

Sca le @ A3:

Drawing T i t le:

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Ryman Healthcare


8.3m HCC Truck

24 August 2016

1:200

A

Figure:

B1

RETAIN

5000

R.L. +32.700 m

R.L. +32.490 m

R.L. +32.520 m

R.L. +32.700 m

R.L. +33.090 m

R.L. +32.520 m

R.L. +33.280 m

R.L. +33.540 m

R.L. +34.200 m

R.L. +33.000 m

R.L. +33.390 m

R.L. +32.900 m

R.L. +32.890 m

R.L. +31.820 m

R.L. +32.200 m

R.L. +32.520 m

R.L. +33.090 m

R.L. +32.660 m

R.L. +33.090 m

R.L. +33.260 m

R.L. +33.200 m

R.L. +33.200 m

R.L. +32.850 m

R.L. +27.000 m

R.L. +31.820 m

B01

B02

B10

B11

B12

B13

B14

B15

B16

B17B18

B19

B20

B22

B23

B24

B25

B26

B27

B28

B29

B30

B31

B32

B33

B34

R.L. +28.000 m

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Ryman Healthcare


HCC 8.3m truck

24 August 2016

1:1000

A

Figure:

B2

Ryman Hamilton


APPENDIX C : Light vehicle circulation

R.L. +23.100 m

R.L. +23.100 m

R.L. +27.000 m

R.L. +24.500 m

B03

B05

B06

B07

B02A

R.L. +23.000 m

R.L. +23.100 m

R.L. +23.000 m

R.L. +25.200 m

Da te:

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Drawing T i t le:

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Client:

LDH


Ryman Healthcare


HCC Car

24 August 2016

1:500

A

Figure:

C1

R.L. +33.280 m

Da te:

Revis ion:

Pro j ect:

Sca le @ A3:

Drawing T i t le:

Rev i s ion notes:

Rev: Date: Notes:

Drawn by:

Client:

LDH


Ryman Healthcare


HCC Car

24 August 2016

1:200

A

Figure:

C2

5000

R.L. +32.520 m

R.L. +33.090 m

R.L. +32.520 m

R.L. +32.900 m

R.L. +32.890 m

R.L. +31.820 m

R.L. +32.200 m

R.L. +32.520 m

R.L. +33.090 m

R.L. +32.660 m

R.L. +33.090 m

R.L. +31.820 m

B15

B16

B17B18

B19

B24

B25

B27

B28

B29

B30

B31

Da te:

Revis ion:

Pro j ect:

Sca le @ A3:

Drawing T i t le:

Rev i s ion notes:

Rev: Date: Notes:

Drawn by:

Client:

LDH


Ryman Healthcare


HCC Car

24 August 2016

1:500

A

Figure:

C3

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