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Waikato Expressway: Hamilton Section

Ruakura Interchange Assessment of Traffic Effects

Ruakura Interchange – Assessment of Traffic Effects i

2-31695.00 | 25 August 2014 Opus International Consultants Ltd

Contents

1 Introduction ........................................................................................................1

1.1 Overview ................................................................................................................................. 1

1.2 Background ............................................................................................................................. 1

1.3 Context ................................................................................................................................... 3

1.4 Proposal ................................................................................................................................. 6

2 Existing Environment ........................................................................................ 8

2.1 Waikato Expressway ............................................................................................................. 8

2.2 Existing Ruakura Road South of ECMT Rail....................................................................... 8

2.3 Ruakura Landuse .................................................................................................................. 9

2.4 Existing Environment for Assessment of Traffic Effects .................................................... 9

3 General Approach to the Traffic Assessment ..................................................... 13

4 Traffic Flows on the Network ............................................................................14

5 Assessment of Intersections ............................................................................. 18

5.1 Ruakura Interchange On/Off ramp Terminals ................................................................. 18

5.2 Existing Ruakura Road/SH26 .............................................................................................19

5.3 Relocated Ruakura Road/Existing Ruakura Road (east) .................................................. 21

5.4 Relocated Ruakura Road/Silverdale Road/Port Access ................................................... 22

5.5 Relocated Ruakura Road/Existing Ruakura Road (west) ................................................ 24

5.6 Existing Ruakura Road/Vaile Road/Davison Road .......................................................... 26

5.7 Relocated Ruakura Road/Port Access East/Logistics ...................................................... 27

6 Effects on Existing Property Access .................................................................. 30

6.1 Ruakura Road and SH26 .................................................................................................... 30

6.2 Percival Road and Ryburn Road ........................................................................................ 30

7 Impact on Alternative Modes of Travel ............................................................. 33

7.1 Pedestrian and Cycle ........................................................................................................... 33

7.2 Passenger Transport Effects ............................................................................................... 34

8 Relocated Ruakura Road over or under Expressway ........................................ 34

9 Construction Traffic Effects ............................................................................. 35

10 Conclusion ....................................................................................................... 35

11 Proposed Designation Conditions .................................................................... 37

Appendix A: SIDRA Outputs (Intersection Performance Summary)

Ruakura Interchange – Assessment of Traffic Effects 1


1 Introduction

1.1 Overview

The New Zealand Transport Agency (Transport Agency) proposes to alter the existing designation

for the Hamilton Section of the Waikato Expressway (Hamilton Section) and obtain additional

resource consents from Waikato Regional Council (WRC) in order to construct, operate and

maintain the Ruakura Interchange and connecting roads. The Ruakura Interchange was omitted

from the recent round of alterations to the designation, owing to a lack of certainty around future

growth plans for the area.

1.2 Background

1.2.1 Roads of National Significance

In July 2012, the Government Policy Statement on Land Transport Funding (GPS) was released,

which identified seven Roads of National Significance (RoNS), which are considered by the

Government to be New Zealand’s most important transport routes requiring significant development

to reduce congestion, improve safety and support economic growth. The Waikato Expressway (the

Expressway), which this alteration relates to, is one of the seven RoNS.

The purpose of listing particular roads as nationally significant was to ensure these priority roading

projects are fully taken into account in the development of the National Land Transport Programme.

The Government expects that planning for the future development of the land transport network

should reflect the importance of these roads from a national perspective and the need to advance

them quickly.

1.2.2 Waikato Expressway

The Expressway will extend from the Bombay Hills in the north to just south of Cambridge. The

Expressway has been divided into 12 sections. It is expected the Expressway will:

» Improve economic growth and productivity for Auckland, Waikato and Bay of Plenty through

more efficient movement of people and freight between Auckland, Hamilton, Tauranga and

Rotorua;

» Improve the reliability of the transport network by providing a more robust and safer road

network between Auckland, Hamilton, Tauranga and Rotorua;

» Reduce travel times between Waikato and Auckland; and

» Support the growth strategy for the central Waikato.

1.2.3 Hamilton Section

The Hamilton Section is located on the eastern side of the city of Hamilton and adjoins the

Ngaruawahia Section to the north (at the Hamilton Northern Interchange), and the Tamahere

Interchange to the south. It is approximately 22km in length. Figure 1-1 below shows the location of

the project.



Figure 1-1: Waikato Expressway Hamilton Section – Proposed Scope of Works



1.3 Context

1.3.1 Current designation and resource consents

The Hamilton Section was first designated in 2005, following an appeal before the Environment

Court in 2004. In October 2013, the Transport Agency lodged Notices of Requirement (NORs) to

alter the designation in a number of discrete locations. Applications for resource consent to

construct, operate and maintain the Hamilton Section were also lodged at that time. Both resource

consents and NORs were heard by independent Commissioners at a joint hearing in April/May

2014.

Of particular interest with respect to traffic, is:

• the inclusion of a new Resolution Drive Interchange to connect with the city’s future Resolution

Drive extension north of Borman Road. Whilst a full interchange has been designated (although

under appeal) the Transport Agency intends to initially construct the north facing ramps only,

• A realignment of the Greenhill link road between the Greenhill Interchange and the Wairere

Dr/Gordonton Rd roundabout,

• Inclusion of a grade separated interchange (Southern Interchange near Cherry Lane) to provide

access for southbound city traffic on Cambridge Road, and

• Inclusion of a new East/West connection between Cherry Lane/Bollard Rd area and Birchwood

Lane connecting the eastern and western sectors of the Tamahere community.

The Commissioners’ decision on the resource consents was notified on 1 July 2014. This granted all

consents applied for, subject to conditions. A recommendation from the Commissioners was

released on 30 June 2014 with respect to the notices of requirement. This was also granted subject

to a set of recommended conditions. The Transport Agency accepted the recommendation with

only minor modifications on 8 July 2014. Two appeals have been lodged, in relation to Alterations

U (Resolution Drive Interchange) and Z (Southern Interchange near Cherry Lane).

1.3.2 Ruakura Structure Plan (RSP)

Recent boundary changes between Hamilton City Council (HCC) and Waikato District Council

(WDC) have meant that a significant area of land at Ruakura is now within the jurisdiction of HCC.

The development of this land is identified in a number of high level documents including: the

Hamilton Urban Growth Strategy, the Access Hamilton Transport Strategy and the Waikato

Proposed Regional Policy Statement.

To enable the progressive development of this area, the Ruakura Structure Plan (RSP) was developed

and notified as part of the Hamilton City Proposed District Plan (PDP) in December 2012. The RSP

(as notified) includes an inland port, freight and logistics hub and other industrial land. The inland

port as proposed in the RSP has an intermodal facility so that freight can be transferred to and from

road and rail. The RSP also provides for research and innovation activities, and residential areas for

an eventual population of approximately 1,800 households, including the development of a

neighbourhood centre.

Submissions and further submissions have been received on the RSP, however hearings and a

decision have been deferred, pending the outcome the Ruakura Private Plan Change (PPC).



1.3.3 Ruakura Private Plan Change (PPC)

Tainui Group Holdings Limited (TGH) is the predominant landowner affected by the RSP. It was

identified that rules in the Hamilton District Plan: Waikato Section (as transferred over from the

WDC’s District Plan) prohibit any application being made for urban development within this area.

Given that the WDC rules are currently operative, they continue to apply until the PDP (including

the RSP) is made operative. Given the potential for lengthy delays, TGH have sought a PPC for

what is known as the Ruakura Development, through the Environmental Protection Authority

(EPA). The PPC affects some, but not all, of the land subject to the RSP.

The PPC does not re-zone any land, rather it proposes to adopt mechanisms providing an overlying

‘schedule’. This allows a range of activities to be undertaken in identified areas, as well as existing

rural activities.

The key aspects of the PPC are as follows:

• A new ‘Schedule 25H Ruakura’ inserted into Chapter 25: Rural of the PDP, which provides a

Ruakura Logistics Area (incorporating the Inland Port), Ruakura Industrial Park Area,

Knowledge Area, Residential Areas and Open Space Areas along with indicative roads.

• Amendments to the Prohibited Activity rules to enable the planning and development of the

land covered by Schedule 25H, including the future road network.

On 31 July 2013, a ministerial direction was released, referring the PPC request to a Board of

Inquiry (BOI). On 5 August 2014, the BOI issued its draft decision approving the PPC, subject to a

number of amendments to the proposed objectives, policies and rules, as they would apply to the

Ruakura Development. Comments on the draft decision close during the week commencing 1

September 2014, and a final decision is due on 11 September 2014.

The PPC will enable development to occur in the interim, but it is intended that the PPC will also be

incorporated into the framework of the PDP, once the PPC has been confirmed. Accordingly, the

RSP contained within the notified PDP is likely to be superseded by the Board’s decision on the

PPC.



Figure 1-2: Ruakura Schedule Area as approved by the BOI in its draft decision



1.4 Proposal

1.4.1 NOR – Alteration to Designation

The Transport Agency is now proposing to alter the designation for the Hamilton Section to include

a new interchange at Ruakura (in lieu of the half-diamond interchange previously designated at

SH26), which includes a relocated Ruakura Road. The scope of the designation sought is shown in

Figure 1-3 below.

Figure 1-3: Diagram of Proposed Alteration to Designation

The altered designation includes the following:

• Widening of the existing Expressway designation to accommodate the Ruakura Interchange

ramps, connecting roundabouts, and stormwater wetland;

• Closure of the existing Ruakura Road either side of the Expressway and consequently

shortening of the proposed bridge that spans over the East Coast Main Trunk (ECMT) rail line

and Ryburn Road;

• Retention of the existing Ruakura Road on both sides of the Expressway in order to provide

continued property access to residents on Ruakura Road, including access to Percival and

Ryburn Roads as is currently provided;

• Relocation of Ruakura Road between the Ruakura Road/Silverdale Road intersection and the

existing Ruakura Road near the Vaile Road intersection to connect with the proposed Ruakura

Interchange, including:

Percival Road

Relocated Ruakura Road

Ruakura Interchange



» Existing Ruakura Road/Silverdale Road intersection closed via a cul-de-sac (road retained

for access) and creation of a new relocated Ruakura Road/Silverdale Road signalised

intersection. This will include a stub road for access into the Inland Port area;

» New relocated Ruakura Road/Existing Ruakura Road (west) priority controlled Tee

intersection;

» New Relocated Ruakura Road/Inland Port cross road signalised intersection located

immediately west of the Ruakura Interchange;

» Provision of a tee intersection where the relocated Ruakura Road meets the existing

Ruakura Road (east);

» Upgrading the existing Ruakura Road, largely within its existing boundaries, between the

new intersection with the relocated Ruakura Road (east) and the Ruakura Road/SH26

intersection (this will include shape correction of the roadway, carriageway widening,

provision of a footpath and drainage improvements);

» Extension of the designation to cover the existing Ruakura Road (from the intersection with

the relocated Ruakura Road up to SH 26) so upgrading works can be undertaken;

» Provision for the relocated Ruakura Road to pass either over or under the Expressway; and

» Provision for stormwater detention, treatment and discharge (attenuation and disposal)

from the relocated Ruakura Road and Ruakura Interchange.

Detailed designation plans are provided in the NOR.

The relocated Ruakura Rd west of the Expressway will become a local road, whereas the section of

road to the east will become State Highway as will the section of existing Ruakura Road through to

State Highway 26.

1.4.2 Resource Consents

The Transport Agency is also seeking additional resource consents from the WRC to construct,

operate and maintain the connecting roads (being the relocated and existing Ruakura Road). The

Ruakura interchange ramps and associated earthworks are covered by the existing Hamilton Section

consents granted on 1 July 2014.

As the consents required for the Ruakura Interchange relate to Water Permits and discharge

permit, there are no traffic effects to consider.



2 Existing Environment

The Resource Management Act 1991 (RMA) requires an assessment of the actual and potential traffic

effects on the environment resulting from the proposed designation. In order to identify these

impacts the existing environment needs to be clearly articulated.

2.1 Waikato Expressway

The Expressway designation currently passes through the Ruakura area in a north-south direction

and enables the construction of a four-lane Expressway with north facing on/off ramps at SH26.

Further afield the designation includes:

• Resolution Drive Interchange with north facing ramps (currently under appeal by one

submitter). The interchange will connect to the HCC arterial road network via the proposed

extension of Resolution Drive from Borman Road to the expressway,

• A direct connection between the Greenhill Interchange and Wairere Drive via the Greenhill

Arterial (recent alteration to designation)

• Southern Interchange and East/West link (designation currently under appeal by one land

owner relating to property impacts).

For the purposes of this assessment, the Expressway in conjunction with the above designations is

considered part of the existing environment. Regardless of whether the Resolution Drive appeal is

successful or otherwise, it is not considered to affect the traffic assessment of the Ruakura

Interchange.

2.2 Existing Ruakura Road South of ECMT Rail

The land to the east of the Expressway is zoned Rural in the Waikato District Plan. The portion of

land between the ECMT and Davison Road is characterised by large open paddocks and scattered

buildings, including some dwellings. From Davison Road south, there is significantly more rural-

residential development. The Dairy NZ/LIC site is located on the corner of Ruakura Road and SH26.

Ruakura Road itself is identified as an Arterial Road in the Waikato District Plan (WDP). Arterial

roads have the following functions:

• Form a strategic network of regional importance,

• Provide for the collection and distribution of goods significant to the regional economy,

• Rural roads that typically provide for more than 2,500 vehicle movements per day,

• Include rest areas, and

• predominately cater for through traffic.

In year 2012 Ruakura Road carried 5,100vpd between Silverdale Road and Holland Road and

2,900vpd between Holland Road and SH26, based on existing WDC traffic count data. The existing

sealed carriageway width is between 7m to 8m consisting of two 3.5m traffic lanes and a narrow

shoulder, which in some locations is non-existent. The road has a deep drain on the eastern side

and virtually no drainage on the western side.



2.3 Ruakura Landuse

The land immediately west of the Expressway is currently zoned Rural in the Hamilton District Plan:

Waikato Section and is currently in pasture, with scattered dwellings and farm buildings. However

this area which is covered by the Ruakura Private Plan Change was the subject of a recent Board of

Inquiry. On the 5th August the Board issued its draft report in favour of the PPC.

On this basis, the land use will be extensively altered in the future and before the Hamilton Section

of the Waikato Expressway is operational. For instance the area bounded by the ECMT rail, Ruakura

Road and Silverdale Road is to be developed as an Inland Port and Logistics Centre as indicated in

Figure 1-2 above.

The PPC sets out a number of policies and staging rules relating to development within the PPC

area. Two that affect this traffic assessment, are:

• Stage 1, can occur prior to the Hamilton Section being operational. This allows up to 80ha of

development to occur without the need to relocate Ruakura Road. However intersection

upgrades of Ruakura Road/Silverdale Road and Ruakura Road/Knighton Road are expected to

occur prior to year 2021 as provided under the Stage 1 rules, and

• Stage 2, can only occur when the Hamilton Section is operational, inclusive of a Ruakura

Interchange and the Greenhill Arterial. At this point in time, Ruakura Road would be closed

(and replaced by a relocated Ruakura Road) in order to facilitate the railway spur needed for

the Inland Port.

Traffic evidence has been provided to the BOI in conjunction with all other environmental

specialists’ evidence covering the effects resulting from the PPC.

2.4 Existing Environment for Assessment of Traffic Effects

Although any activity within the PPC requires a Land Development Plan, it is considered

reasonable to assume that the existing environment for the purpose of assessing the effects of the

Ruakura Interchange NOR will consist of the landuse activities indicated on Figure 1-2 above and

road hierarchy shown on Figure 2-1 below. The Ruakura NOR traffic assessment therefore takes

into consideration the PPC when determining the 2021 and 2041 existing traffic baseline. On this

basis the traffic baseline is considered to be as follows;

• Landuse will reflect that shown on Figure 1-2 above with the associated traffic generation as

prescribed in the PPC and presented in evidence during the BOI,

• The baseline road network will reflect Figure 2-1 above which indicates the road hierarchy as

outlined and examined during the BOI. Although this indicates a realigned Ruakura Road

between Silverdale Road and the Expressway, the existing Ruakura Road can remain open

when the Inland Port and Logistics area is developed under the Stage 1 rules. Hence, in the

traffic baseline the Inland Port and Logistics area connect to the wider network (Holland Road

and SH26) via the western section of Relocated Ruakura Road and the existing Ruakura Road,

and

• Intersection upgrades at Knighton and Silverdale roads to traffic signals. These upgrades were

considered in detail during the BOI, and both lie within the PPC area on which the BOI has

made its draft decision.



Figure 2-1: Ruakura Schedule Area Road Hierarchy as approved by the BOI in its draft decision



The different road networks for the traffic baseline and NOR are shown below on Figure 2-2 to

Figure 2-5. Note the Spine Road north of the ECMT rail is expected to be constructed post year

2021 as the Ruakura Development progresses.

Figure 2-2: Year 2021 Baseline – SH26 north facing ramps to Expressway & Ruakura Rd open

Figure 2-3: Year 2021 NOR – Ruakura Interchange & Relocated Ruakura Road

N

N



Figure 2-4: Year 2041 Baseline – SH26 north facing ramps to Expressway & Relocated Ruakura Rd

Figure 2-5: Year 2041 NOR – Ruakura Interchange & Relocated Ruakura Rd

N

N



3 General Approach to the Traffic Assessment

The traffic flows have been determined using the Waikato Regional Transportation Model

(WRTM). This model has been developed by a consortium of road controlling authorities, known as

Local Authority Shared Services (LASS), which includes the majority of local authorities within the

Waikato Region and the NZTA.

The WRTM has a validated 2006 network and two forecast years being 2021 and 2041. The model

was peer reviewed as fit for purpose by Flow Transportation Specialists on behalf of the LASS.

Morning and afternoon peaks (as 2 hour periods) are modelled in conjunction with an interpeak

period (also 2 hours), which when compiled together provide an estimate of the average daily flow.

Traffic flows are available for all-vehicle types or just the heavy vehicle component. The latter has

been used to determine the percentage of Heavy Commercial Vehicles (HCV) for the intersection

analysis.

Traffic flows have been extracted from the project models referred to as Networks 35 and 36. Both

these networks adopt the PPC Landuse, and recent Alterations to Designation which have already

been confirmed by the Transport Agency. Network 35 reflects the road layout shown on Figure 2-2

and Figure 2-4 (north facing ramps at SH26), whilst Network 36 reflects Figure 2-3 and Figure 2-5

(Ruakura Interchange).

Key junctions within the Ruakura area have been subjected to a detailed assessment of the likely

operating level of service (LOS) resulting from the Notice of Requirement (NOR). The key

intersections are considered to be:

• Existing intersection of Ruakura Rd/SH26 (cross road), Vaile Rd/Ruakura Rd and Holland

Rd/Ruakura Rd,

• The new intersection of Relocated Ruakura Rd/Existing Ruakura Road (east), the Ruakura

Interchange ramp terminal junctions, the Relocated Ruakura Rd/Silverdale Rd intersection,

Relocated Ruakura Rd/Port Access Rd and

• The revised intersection layout at Ruakura Road/Silverdale Road (2021) when the Spine Road

is added in the year 2041 network.

Intersection capacity and LOS has been determined using the SIDRA modelling software based on

year 2021 and 2041 peak hour flows. Where zero flows were predicted by the WRTM, a nominal

number of vehicles has been used in the SIDRA assessment (generally 5 vehicles/hour/movement)

The SIDRA modelling parameters adopted for the assessment include:

• use of peak hour factors (0.95) with a 30min peak period,

• heavy vehicle content based on predictions from the project traffic models,

• lane capacity values based on the SIDRA software recommendations,

• Level of Service based on the Highway Capacity Manual intersection delays for the intersection

type being assessed. The assessment of the roundabout LOS adopts the same criteria as used

for traffic signals



4 Traffic Flows on the Network

Traffic flow diagrams have been created to illustrate the change in daily 2021 and 2041 traffic

volumes on key routes most likely to be affected by the Ruakura Interchange. The four figures

below represent daily flows on the Baseline and NOR networks.

On Figure 4-1 to 4-4:

• The Traffic Flows are shown as Total Daily Flows (vpd), and Daily Heavy Commercial Flows

(hcvpd). Black numbers represent the baseline, and red numbers the NOR, and

• The baseline road network is shown in Blue (Network 35), and the NOR change shown in red

(Network 36).

Figure 4-1: Predicted 2021 All Day Traffic Flows on Baseline and NOR

In general Figure 4-2 indicates the following traffic impacts as a result of the NOR:

• An increase in flow on Cambridge Road (+1300 cars/day) which is considered acceptable and

shouldn’t have more than minor effects as the percentage increase is small at +5.6%. There is

no increase in the number of heavy vehicles.



Figure 4-2: Predicted 2021 All Day Traffic Flow difference

• Some increased flow on Silverdale Road at its northern end (+800 vpd) although a reduction in

the number of heavy vehicles (-200hcvpd). At the southern end the flow decreases by -1100vpd

and -300hcvpd. This reduction is a positive impact as it reduces traffic past the school site

thereby improving safety. The changes in traffic flow on Silverdale Road are considered to be

due to local residents either side of Silverdale Road who switch directions to access the

expressway. Also of some significance is the reduction in the number of heavy vehicle

movements along the entire length of Silverdale Road (-200hcvpd to -300hcvpd). Overall, the

effects are considered slightly positive.

• Flows on Ruakura Road between the relocated Ruakura Road intersection and SH26, is

expected to increase by +2700vpd (of which +700 are heavy vehicles). It is worth noting that

although the predicted volume in year 2021 is 4,200vpd, this is only +1300vpd over the current

traffic volume (2,900vpd) on Ruakura Road. Whilst the increase will be noticeable by local

residents the daily flow is easily accommodated on a two lane rural arterial roadway. As the

road will be upgraded (wider carriageway, full sealed shoulder widths and shape corrected

pavement) the traffic impacts are not considered to be more than minor.

• Small reduction in traffic flows (including trucks) through the congested Morrinsville

Road/SH1 roundabout in Hillcrest.



Figure 4-3: Predicted 2041 All Day Traffic Flows on Baseline and NOR

Figure 4-4: Predicted 2041 All Day Traffic Flow difference



In general Figure 4-4 indicates the following traffic impacts in year 2041 due to the NOR:

• The Ruakura Interchange attracts an additional 4,700vpd (1,100 hycvpd) onto the southern

portion of the Hamilton Section of the expressway which is an increase of +32%. This is

considered a positive effect as it reduces traffic flows on Cambridge Road and at the western

end of SH26, thereby significantly reducing daily flows through the congested Morrinsville

Road/SH1 roundabout.

• Similarly, the interchange attracts an additional 1,500 hcvpd onto the section of expressway

immediately north of the Ruakura Interchange. This is a positive effect as it significantly

reduces the number of heavies on the Spine Road which would otherwise traverse through

residential areas in the northern part of the RSP.

• The Relocated Ruakura Road shows a significant increase in predicted traffic flows either side

of the expressway, because of its direct connection to the expressway. This is not considered

detrimental to the operation of the network as Relocated Ruakura Road is located within the

industrial area of the PPC and will be constructed at the outset to cope with the expected traffic

flows. The increase on Relocated Ruakura Rd is however offset by a positive reduction in traffic

flows on the Spine Road and the Greenhill Arterial connection.

• Ruakura Road between Vaile Road and SH26 is expected to increase by 1,800 vpd as traffic

from SH26 uses the existing Ruakura Road to access the Ruakura Interchange. The majority of

this increase consists of light vehicles (+1,600vpd). As discussed above, the daily flow in year

2041 will be easily accommodated by the proposed improvements to Ruakura Road.

• Relocated Ruakura Road between the interchange and the main entrance to the proposed Port

site will increase by approximately 8,400vpd. A significant portion of this consists of heavy

commercial vehicles (2,600hcvpd). This increase is due to the improved connectivity between

the Port and the expressway, and the corresponding reduction in traffic using the Spine Road

and the Greenhill Interchange.

It is concluded that the overall effects on the transport network from the change in traffic flows are

no more than minor. The NOR also encourages the “right traffic” onto the “right roads”. That is,

heavy vehicles have direct access from the Port to the expressway and therefore do not need to

traverse through city roads (such as Wairere Drive, Cambridge Road, or the Spine Road) to access

the Greenhill Interchange or Southern Interchange (near Cherry Lane in Tamahere).



5 Assessment of Intersections

Acceptable levels of service (LOS) at the intersections have been set by the Project objectives and

the recent Ruakura BOI. This can be summarised as follows:

• All expressway related intersections shall have LOS C or better at the design year (2041), and

• All intersections within the PPC shall have a LOS D or better 10years after opening.

The assessment below uses the SIDRA software to determine the overall LOS and individual

movements. Whilst both year 2021 and 2041 traffic flows have been assessed only the year 2041

results are included within this section of the report. However, intersection summary results are

included for all assessments in Appendix A of this report.

Although the SIDRA results have been tabulated as per the software output this in no way indicates

a high level of accuracy with the results. Intersection delays include the geometric delay component

associated with turning vehicles negotiating the intersection. The LOS for roundabouts is based on

the same criteria as that used for traffic signals as per the standard approach adopted by the

software.

5.1 Ruakura Interchange On/Off ramp Terminals

The NOR layout proposes two new roundabouts on Relocated Ruakura Road to serve the

expressway off and on-ramps. The roundabouts are expected to be about 35m in diameter to cater

for the large number of heavy vehicles that are expected to use the interchange. The speed limit on

Relocated Ruakura Road is likely to be 60km/h west of the eastern roundabout. Intersection sight

lines to and from the roundabouts will be in accordance with the relevant design standards.

Traffic Assessment

Using the SIDRA software, both the off-ramp and on-ramp configurations can adequately cope

with the excepted year 2021 and 2041 peak period flows, providing a likely level of service between

A and B (as shown in Table 5-1). The overall traffic effect is therefore less than minor.

Intersection Approach Movement Demand Flow (vph)

Average Delay

(seconds)

95%ile Queue (m)

LOS

AM PM AM PM AM PM AM PM

Eastern

Roundabout East Ruakura Road 342 251 8 10 15 2 A A

North – Off Ramp 349 301 11 15 15 2 B B

West Ruakura Road 215 682 6 7 0 0 A A

Western

Roundabout South – Off Ramp 38 143 10 9 3 1 A A

East Ruakura Road 552 379 4 5 0 0 A A

West Ruakura Road 349 955 4 4 2 7 A A

Table 5-1: Ruakura Interchange On and Off Ramp Predicted Intersection Delays at Year 2041



Intersection Safety

It is recognised that the addition of two new roundabouts on Relocated Ruakura Road will pose

some additional safety risk on previous users of the existing Ruakura Road due to the introduction

of new vehicle conflicts which do not exist in the base case. However, the NOR removes the need

for the two Tee intersections on SH26 that are part of the baseline (existing designation).

Accordingly, an assessment of the comparative safety effect has been conducted using available

crash prediction models. This indicates that although there is a potential for more injury crashes

with the NOR, the lower speed on Relocated Ruakura Road (60km/h) should result in an overall

lower social cost per injury crash (as injuries are less severe) as shown in Table 5-2 below. Hence,

there is a likely positive effect from the NOR with regards crashes at this junction.

Baseline (Tee-intersections in 80km/h )

NOR (RAB’s in 60km/h)

Predicted Injury crashes/year 0.587 0.837 Social Cost per Injury $427,000 $195,000

Total Cost/yr. $251,000 $163,000 Table 5-2: Comparison of predicted Accident Cost for Baseline and NOR.

5.2 Existing Ruakura Road/SH26

Traffic modelling shows that traffic movement flows will change at this intersection due to the

NOR. Although the existing intersection has been the site of a number of fatalities over the past

three years, there appears to be no capacity issues. The existing SH26/Ruakura Road/Lissette

Road intersection provides a fully dedicated right turn bay. Sight distance is also considered to be

more than adequate for the 80km/h speed environment.

Figure 5-1: Location Map of Ruakura Road/SH26/Lissette Road Intersection



Traffic Assessment

Traffic modelling indicates that in year 2021 the NOR is expected to increase the total intersection

flow by around +200vpd (+18%). Despite the increase the average vehicle delay is not expected to

increase by more than 1 or 2 seconds/vehicle. The worst movement has a LOS D (right turn out of

Ruakura Rd) which is the same for the Baseline and NOR.

In year 2041, during the peak periods, the overall intersection flows are expected to decrease

slightly although the “right turn into” and “left turn out of” Ruakura Road will increase as shown in

Table 5-3 and 5-4. The green highlighted cells indicate an improvement, whilst the red cells show a

disbenefit. The Baseline and NOR both perform equally with an overall intersection LOS A

although under the NOR, Ruakura Road movements are expected to operate at LOS E (36secs/veh)

which is a noticeable improvement over the Baseline LOS F (57secs/veh). Overall, the traffic effect

of the NOR on the intersection performance is expected to be positive.

Approach

Demand Flow (vph) Deg Sat

Average Delay (s/veh) 95% Queue (m)

Baseline NOR Baseline NOR Baseline NOR Baseline NOR

Lissette Rd

Left 5 5 0.07 0.06 23 21 2 1

Through 5 5 0.07 0.06 22 21 2 1

Right 5 5 0.07 0.06 22 21 2 1

Sh26 westbound

Left 5 5 0.24 0.21 7 7 0 0

Through 446 393 0.24 0.21 0 0 0 0

Right 119 159 0.14 0.16 9 8 4 5

Ruakura Rd

Left 34 74 0.05 0.09 12 12 1 3

Through 5 5 0.67 0.47 56 36 25 15

Right 89 81 0.67 0.47 56 36 25 15

Sh26 eastbound

Left 143 91 0.08 0.05 7 7 0 0

Through 271 239 0.15 0.13 3 2 10 8

Right 5 5 0.15 0.13 9 9 10 8

Overall 1134 1067 0.67 0.47 8 7 25 15

Table 5-3: Existing Ruakura Road/SH26/Lissette Road Intersection 2041 AM peak

Approach




Lissette Rd

Left 5 5 0.07 0.06 23 21 2 1

Through 5 5 0.07 0.06 23 21 2 1

Right 5 5 0.07 0.06 23 21 2 1

Sh26 westbound

Left 5 5 0.18 0.16 7 7 0 0

Through 334 298 0.18 0.16 0 0 0 0

Right 49 91 0.07 0.11 9 9 2 3

Ruakura Rd

Left 148 160 0.25 0.23 14 12 8 7

Through 5 5 0.78 0.61 57 38 35 22

Right 127 117 0.78 0.61 57 38 35 2

Sh26 eastbound

Left 76 54 0.04 0.03 7 7 0 0

Through 435 394 0.23 0.21 2 2 15 12

Right 5 5 0.23 0.21 9 8 15 12

Overall 1201 1144 0.78 0.61 10 8 35 22

Table 5-4: Existing Ruakura Road/SH26/Lissette Road Intersection 2041 PM peak



Intersection Safety

Over the past 3 years, there have been two fatal crashes and a number of non-injury crashes at this

site. Although there is an expected increase in turning traffic volumes, a safety review using

appropriate accident prediction models, indicates that there is virtually no change in the predicted

number of injury crashes. This is because the combination of turning and opposing traffic flows are

virtually the same between the Baseline and NOR.

Overall Assessment

Based on the results of the year 2021 and 2041 traffic assessment the impact of the NOR proposal

is considered to be less than minor on the operational and safety performance of the

SH26/Ruakura Road Intersection, when compared with the Baseline (North facing ramps at

SH26).

5.3 Relocated Ruakura Road/Existing Ruakura Road (east)

This Relocated Ruakura Road/existing Ruakura Road Intersection is located east of the proposed

Ruakura Interchange and resembles a Tee junction layout on a horizontal curve. Relocated

Ruakura Road will be the major road with a speed limit of 80km/h on the east side of the

expressway. Holland Road traffic will access Hamilton City via a single lane on the side road.

Traffic Assessment

The modelling indicates that in year 2021 the intersection will operate with an overall LOS A, with

LOS B on the worst movement. Because there is no junction in this location as part of the Baseline,

no operational comparison can be made.

In year 2041, this junction exists in both the Baseline and NOR. The operational results are

presented in Table 5-5 and 5-6 below. The green highlighted cells indicate an improvement, whilst

the red cells show a disbenefit. In both the Baseline and NOR the overall intersection operates at

LOS A, with LOS B on the worst movement.

Overall, the effect of the NOR on the intersection performance is expected to be less than minor.

Approach




Ruakura Rd Westbound

Through 171 259 0.09 0.14 0 0 0 0

Right 8 12 0.01 0.01 7 8 0 0 Holland Road Extension

Left 9 13 0.13 0.17 9 12 4 5

Right 86 84 0.13 0.17 9 12 4 5

Ruakura Rd Eastbound

Left 34 35 0.02 0.03 7 7 0 0

Through 81 214 0.05 0.12 0 0 0 0

Overall 389 616 0.13 0.17 3 2 4 5

Table 5-5: Relocated Ruakura Road/Existing Ruakura Road East of Expressway - Year 2041 AM



Approach




Ruakura Rd Westbound

Through 95 200 0.05 0.11 0 0 0 0

Right 9 15 0.01 0.02 8 9 0 1

Holland Rd Extension

Left 11 4 0.08 0.11 10 13 2 3

Right 49 52 0.08 0.11 9 12 2 3

Ruakura Rd Eastbound

Left 105 96 0.06 0.05 7 7 0 0

Through 183 292 0.09 0.15 0 0 0 0

Overall 453 658 0.09 0.15 3 2 2 3

Table 5-6: Relocated Ruakura Road/Existing Ruakura Road East of Expressway - Year 2041 PM

Intersection Safety

As this intersection replaces the existing Ruakura Road/Holland Road intersection with the same

operating speeds, the difference in intersection safety is considered to be no more than minor, even

though there is an increase in the through flows on Relocated Ruakura Road. This is on the basis

that the junction will be designed to appropriate standards and includes a left turn deceleration

lane and right turn bay for turning movements from Relocated Ruakura Road. As the Project does

not generate traffic, only causes trip diversions, any increase in trips through this intersection

means a reduction through other intersections.

5.4 Relocated Ruakura Road/Silverdale Road/Port Access

The intersection of Relocated Ruakura Road and Silverdale Road is in a 60km/h area and will take

the form of a cross road junction with traffic signal control. The eastern side of the intersection will

provide access to the Inland Port. Although the junction will cater for a pedestrian phase the

number of users are not expected to be many, so the intersection has been modelled without this

phase (however any effect should be similar for both the Baseline and NOR).

Year 2021 Layout

Year 2041 Layout

Figure 5-2: Relocated Ruakura Road/Silverdale Road/Port Access West Intersection layout

Port Access Silverdale Rd

Ruakura Rd

Ruakura Rd



Traffic Assessment

In year 2021 the overall intersection performance for the Baseline is expected to be LOS C in both

peak periods. The worst movement is LOS D on the Silverdale Road right turn movement during

the PM Peak. Despite the much higher traffic flows through the junction under the NOR, the year

2021 performance is virtually the same as the Baseline, with the same LOS. Hence the effects are

considered to be less than minor.

By year 2041, the traffic flows increase and Relocated Ruakura Road is expected to be widened to

four lanes. The intersection also needs to be upgraded to the layout indicated in Figure 5-2 above in

order to meet the LOS D threshold set by the PPC for year 2031. Table 5-7 and 5-8 illustrate that

traffic flows through this intersection are likely to be similar between the Baseline and NOR in both

peak periods of year 2041. As the intersection performance of the NOR is also similar to the

Baseline, the effects are considered to be no more than minor.

Approach




Relocated Ruakura Rd Northbound

Left 35 185 0.16 0.86 37 41 8 45

Through 314 373 0.81 0.86 39 36 51 48

Right 1 1 0.01 0.01 35 30 0 0

Port Access

Left 1 1 0.01 0.01 37 32 1 0

Through 1 1 0.01 0.01 33 27 1 0

Right 1 1 0.01 0.01 38 32 0 0

Relocated Ruakura Rd Southbound

Left 75 52 0.07 0.06 13 13 8 6

Through 318 268 0.13 0.10 3 3 13 9

Right 798 718 0.88 0.86 32 29 216 168

Silverdale Rd

Left 529 531 0.42 0.43 10 10 54 51

Through 31 31 0.18 0.16 34 28 7 6

Right 23 20 0.14 0.10 39 34 5 4

Overall 2126 2181 0.88 0.86 23 23 216 168

Table 5-7: Relocated Ruakura Road/Silverdale Road/Port Access intersection Year 2041 AM

Approach





Left 22 56 0.07 0.25 29 29 4 9

Through 458 305 0.78 0.67 31 26 59 29

Right 1 1 0.00 0.01 27 26 0 0

Port Access

Left 1 1 0.01 0.01 32 26 0 0

Through 1 1 0.01 0.01 27 22 0 0

Right 1 1 0.01 0.01 32 26 0 0

Relocated Ruakura Rd Southbound

Left 4 3 0.01 0.00 15 15 1 0

Through 375 484 0.16 0.20 3 4 15 18

Right 616 609 0.83 0.84 28 27 138 119

Silverdale Rd

Left 521 516 0.46 0.45 12 11 59 48

Through 2 2 0.01 0.01 27 22 0 0

Right 35 5 0.17 0.02 34 27 7 1

Overall 2037 1985 0.83 0.84 20 17 138 119

Table 5-8: Relocated Ruakura Road/Silverdale Road/Port Access intersection Year 2041 PM



Intersection Safety

The signalised intersection of this junction will be designed to the appropriate design standards to

ensure safety for all users. Although the traffic flows differ between the Baseline and NOR in year

2021, the intersection performance is similar, hence traffic safety should not be an issue. Beyond

year 2021, the traffic flows are similar hence the predicted number of traffic accidents should also

be similar. On this basis the NOR is not expected to have more than a minor effect on the

intersection safety.

5.5 Relocated Ruakura Road/Existing Ruakura Road (west)

This intersection of Relocated Ruakura Road and Existing Ruakura Road is located west of the

expressway and near the existing Silverdale Road intersection. Under the NOR it will initially take

the form of a simple Tee layout with priority given to Relocated Ruakura Road. The existing

Ruakura Road is to be retained to provide continuous access to Percival and Ryburn Road. Under

the PPC the long term solution for this intersection is a set of traffic signals when the Spine Road is

connected to Relocated Ruakura Road and Ruakura Road serving access to Percival Road is closed.

For this reason it has been necessary to assess both the year 2021 and 2041 junction performance.

Traffic Assessment

In year 2021 the orientation of the TEE intersection and priority movement changes between the

Baseline and NOR as shown in Figure 5-3 below. In the Baseline existing Ruakura Road has the

priority movement, whereas in the NOR, the priority movement is from Ruakura Road west to

Relocated Ruakura Road.

Year 2021: Baseline

Year 2021: NOR

Figure 5-3: Ruakura Road/Relocated Ruakura Road Tee Intersection Layout in Year 2021

Table 5-9 and 5-10 indicate that the intersection in year 2021 with the NOR operates better than

the Baseline in both peak periods, hence the effect is less than minor.



Approach




Relocated Ruakura Rd

Left/thru 357 591 0.39 0.31 8 0 15 0

Right/R 14 2 0.05 0 16 7 1 0

Existing Ruakura Rd Southbound

Left/L 115 4 0.06 0 6 7 0 0

Thru/R 246 14 0.18 0.05 0 19 0 1

Existing Ruakura Rd Eastbound

Thru/L 128 8 0.07 0.23 0 6 0 0

Right/T 365 436 0.42 0.23 9 0 19 0

Overall 1321 1055 0.42 0.31 6 0 19 1

Table 5-9: Relocated Ruakura Road/Existing Ruakura Road Tee intersection Year 2021 AM

Approach




Relocated Ruakura Rd

Through 197 317 0.17 0.17 6 0 5 0

Right 62 3 0.18 0 15 8 4 0

Existing Ruakura Rd Southbound

Left 24 3 0.11 0 6 8 0 0

Right 133 11 0.07 0.04 0 18 0 1

Existing Ruakura Rd Eastbound

Left 298 15 0.15 0.34 0 6 0 0

Through 359 647 0.30 0.34 6 0 11 0

Overall 1073 996 0.30 0.34 4 0 11 1

Table 5-10: Relocated Ruakura Road/Existing Ruakura Road Tee intersection Year 2021 PM

When the Spine Road is constructed post year 2021 the intersection will be upgraded to traffic

signals and the Ruakura Road connection serving Percival Road closed. Table 5-11 and 5-12

indicates a slight decrease in overall traffic flows through the intersection, although the

intersection performance is still very similar. On this basis the effects of the NOR are no more than

minor.

Approach




Existing Ruakura Rd

Left 51 51 0.05 0.05 14 13 6 6

Right 297 289 0.83 0.76 42 37 84 75


Left 455 532 0.32 0.37 6 7 14 17

Through 387 371 0.61 0.50 30 28 53 44

Spine Road Southbound

Through 895 747 0.86 0.73 34 27 132 90

Right 39 25 0.06 0.04 22 23 6 4

Overall 2123 2015 0.86 0.76 28 23 132 90

Table 5-11: Relocated Ruakura Road/Spine Road Signals Year 2041 AM



Approach




Existing Ruakura Rd

Left 106 105 0.09 0.09 12 10 12 10

Through 476 579 0.81 0.85 37 37 136 172


Through 333 327 0.23 0.22 7 7 12 12

Right 646 495 0.81 0.76 37 38 107 75


Left 518 518 0.66 0.79 32 39 78 80

Right 68 67 0.17 0.16 33 33 16 15

Overall 2147 2092 0.81 0.85 30 32 136 172

Table 5-12: Relocated Ruakura Road/Spine Road Signals Year 2041 PM

Intersection Safety

As the traffic flows through the intersection are similar for the Baseline and NOR in both year 2021

and 2041, the number and severity of crashes will also be similar based on crash prediction models,

hence the effects of the NOR are no more than minor.

5.6 Existing Ruakura Road/Vaile Road/Davison Road

The existing intersection is a cross road layout with priority control. Davison Road, a short no-exit

rural road of narrow width, provides access to a small number of rural residents. Vaile Road

connects between SH1B and Ruakura Road and is expected to cater for an increase in traffic flow as

a result of the NOR.

Traffic Assessment

Based on the results of Table 5-13 and 5-14, the intersection performance of the NOR in both peak

periods in year 2041 is very similar to the Baseline with an overall LOS A, despite the increase in

traffic flows. The year 2021 performance results are also similar. Hence, the effects of the NOR are

less than minor.

Approach




Ruakura Rd Northbound

Left 5 5 0.10 0.12 8 9 4 6

Through 120 184 0.10 0.12 0 1 4 6

Right 45 27 0.10 0.12 8 8 4 6

Vaile Rd

Left 36 21 0.11 0.17 11 13 3 5

Through 5 5 0.11 0.17 10 12 3 5

Right 59 85 0.11 0.17 10 12 3 5

Ruakura Rd Southbound

Left 33 64 0.05 0.13 9 9 2 6

Through 58 163 0.05 0.13 0 1 2 6

Right 5 5 0.05 0.13 8 8 2 6

Davison Rd

Left 5 5 0.02 0.02 11 12 0 1

Through 5 5 0.02 0.02 10 11 0 1

Right 5 5 0.02 0.02 10 11 0 1

Overall 382 577 0.11 0.17 5 5 4 6

Table 5-13: Existing Ruakura Road/Vaile Road/Davison Road Intersection 2041 AM peak



Approach




Ruakura Rd Northbound

Left 5 5 0.06 0.10 9 9 2 5

Through 72 160 0.06 0.10 0 0 0 0

Right 26 17 0.06 0.10 8 9 2 5

Vaile Rd

Left 26 18 0.07 0.12 11 13 2 3

Through 5 5 0.07 0.12 11 12 2 3

Right 32 54 0.07 0.12 11 12 2 3

Ruakura Rd Southbound

Left 58 81 0.12 0.17 8 9 5 8

Through 158 224 0.12 0.17 0 0 0 0

Right 5 5 0.12 0.17 8 8 5 8

Davison Rd

Left 5 5 0.02 0.02 11 12 0 1

Through 5 5 0.02 0.02 10 11 0 1

Right 5 5 0.02 0.02 10 11 0 1

Overall 403 585 0.12 0.17 4 4 5 8

Table 5-14: Existing Ruakura Road/Vaile Road/Davison Road Intersection 2041 PM peak

Intersection Safety

Although there is an increase in traffic flows through this intersection, the scope of works includes

significant upgrading of the junction, such as wider traffic lanes with a sealed shoulder on Ruakura

Road, sight distance improvements for traffic exiting Vaile and Davison Road, and the provision of

a right turn bay to serve both roads.

The overall safety effects of the NOR are therefore considered to be less than minor.

5.7 Relocated Ruakura Road/Port Access East/Logistics

In year 2021, under the NOR this junction is a signalised TEE layout serving access into the Inland

Port from Relocated Ruakura Road within a 60km/hr speed limit. In the Baseline there is no

intersection as the Inland Port has a direct connection with Relocated Ruakura Road, which stops

west of the expressway. Hence there is no comparative assessment.

Post year 2021, the intersection will be upgraded to a cross road layout to provide access into the

logistics area adjacent to the southern side of Relocated Ruakura Road. It will also be widened to

provide four lanes on Relocated Ruakura Road. This junction layout is applicable to both the

Baseline and NOR assessment.

Although the intersection will include a pedestrian phase it has not been included in the

assessment as volumes are expected to be low and unlikely to affect the results. Figure 5-4

illustrates the intersection layout for year 2021 (NOR only) and 2041 (Baseline and NOR) on which

the assessment is based.

Traffic Assessment

Table 5-15 to 5-18 summarise the intersection performance results. In year 2021, the new

intersection is expected to operate at LOS C or better on any movement with average delays of no

more than 24secs/vehicle.



Year 2021: Layout with NOR

Year 2041: Layout – Baseline and NOR

Figure 5-4: Relocated Ruakura Road/Port Access East Intersection Layout

Approach

Demand Flow (vph)

Deg Sat (v/c)

Average Delay (s/veh)

95% Queue (m)

NOR NOR NOR NOR Relocated Ruakura Rd Westbound

Left 387 48

0.36 0.22

6 24

31 9

Through

Port Access Through 20

4 0.04 0.02

12

22

3 1

Right


Left 3 146

0.01 0.31

19 14

1 18

Right

Overall 609 0.36 9 31

Table 5-15: Relocated Ruakura Road/Port Access Intersection 2021 AM peak

Approach

Demand Flow (vph)

Deg Sat (v/c)

Average Delay (s/veh)

95% Queue (m)

NOR NOR NOR NOR Relocated Ruakura Rd Westbound

Left 215 22

0.20 0.13

5 24

16 5

Through

Port Access Through 53

32 0.08 0.12

12

22

6 4

Right


Left 3 406

0.01 0.84

19 22

1 67

Right

Overall 731 0.84 16 67

Table 5-16: Relocated Ruakura Road/Port Access Intersection 2021 PM peak

Port Access

Logistics Access

Port Access



Approach




Logistics Entrance

Left 5 5 0.01 0.09 18 20 1 1

Through 28 6 0.20 0.04 27 27 10 1

Right 12 176 0.06 0.61 30 30 2 5

Relocated Ruakura Rd Westbound

Left 34 214 0.04 0.28 15 16 4 33

Through 212 498 0.24 0.66 19 26 18 52

Right 13 83 0.08 0.65 32 39 3 29

Port Access

Left 6 52 0.01 0.16 18 23 1 15

Through 27 2 0.21 0.01 27 28 10 1

Right 29 5 0.24 0.02 32 27 10 1

1Relocated Ruakura Rd Eastbound

Left 33 8 0.06 0.01 16 14 6 1

Through 101 123 0.12 0.17 18 22 8 12

Right 1 1 0.05 0.01 30 33 0 0

Overall 501 1174 0.24 0.66 21 25 18 52

Table 5-17: Relocated Ruakura Road/Port Access Intersection 2041 AM peak

Approach




Logistics Entrance

Left 5 5 0.01 0.01 15 25 1 1

Through 36 6 0.23 0.04 23 33 10 2

Right 41 452 0.19 0.77 27 30 7 124

Relocated Ruakura Rd Westbound

Left 20 175 0.03 0.18 16 13 2 23

Through 123 180 0.27 0.37 22 32 11 22

Right 6 61 0.03 0.65 27 46 1 30

Port Access

Left 34 139 0.06 0.38 16 29 5 39

Through 46 20 0.24 0.12 22 34 10 5

Right 96 45 0.50 0.07 28 21 20 7

Relocated Ruakura Rd Eastbound

Left 36 7 0.08 0.01 17 13 7 1

Through 238 365 0.50 0.76 23 36 21 50

Right 2 2 0.01 0.01 26 38 0 1

Overall 683 1458 0.50 0.77 23 30 21 124

Table 5-18: Relocated Ruakura Road/Port Access Intersection 2041 PM peak

Under the Baseline in year 2041 the overall intersection is expected to operate at LOS C, with the

worst movement also operating at LOS C.

Despite the significant traffic volume increase with the NOR (over two fold), the overall

intersection performance is still acceptable at LOS C, with the worst movement incurring LOS D

(Relocated Ruakura Road right turn into Logistics). A noticeable change is the volume of traffic

turning right out of the Logistic+s entrance which is heading for the Ruakura Interchange. This

traffic was previously using the Greenhill Interchange to go north or presumably Silverdale Road to

go south.

Based on this assessment the NOR flows are expected to have no more than a minor effect on the

intersection performance in year 2041.



Intersection Safety

The signalised junctions will be designed and constructed to the appropriate standards and HCC

requirements. With the significant increase in traffic flows the number of crashes is also likely to

increase as they are related to the number of vehicle conflicts. However, this will be offset by a

reduction in crashes at the intersections from where the traffic has diverted. Hence, the effects are

considered to be no more than minor.

6 Effects on Existing Property Access

6.1 Ruakura Road and SH26

The two roads most affected by the proposed change in network flows are SH26 and Ruakura

Road. The other roads are either new roads to be constructed or access controlled roads such as

Wairere Drive. The effect on property access for these two roads with the NOR is considered to be

less than minor for the following reasons.

• On SH26, the traffic volumes are expected to reduce significantly (-1,300 to -4,300vpd) with

the NOR, hence vehicle access to adjoining properties will be safer as the number of vehicle

conflicts is reduced,

• The existing Ruakura Road between Silverdale Road and Holland Road will be closed to

through traffic due to the Ruakura Road stoppage, hence the traffic flows on this section of road

also significantly reduce, resulting in improved safety for residents who gain access from this

stretch of road.

• On Ruakura Road between the new intersection of Relocated Ruakura Road and SH26, the

traffic volumes is expected to increase from a current volume of 2900vpd to 4,300vpd (yr

2041). The NOR includes road widening to provide a 1.5m sealed shoulder which can be used

by property owners to access their driveways without holding up the through traffic that may

arrive during the execution of the turn. The increase in traffic volume represents about one

extra vehicle on this section of Ruakura Road every 30 seconds during the day. Whilst any

increase in traffic volumes may be noticeable when operating at relatively low traffic volumes

this increase in flow on Ruakura Road is not expected to affect the ability of property owners to

safely select a gap in the traffic stream to make their turns, or create any noticeable additional

waiting time whilst exiting their driveways.

• Based on site observations there is a significant amount of turning traffic associated with the

LIC/Dairy NZ site. As mitigation the NOR includes construction of a central painted median on

Ruakura Road to safety accommodate right turn vehicles into the LIC/Dairy NZ site.

6.2 Percival Road and Ryburn Road

In order for Tainui Group Holdings to construct the rail siding for the Inland Port as outlined in the

PPC, Ruakura Road needs to be stopped either side of the Expressway at some future point in time.

Due to this requirement, the NZ Transport Agency has taken the opportunity to shorten the

expressway bridge over the ECMT railway as it will no longer need to span Ruakura Road. To

ensure it can construct the shorter bridge, the NOR has included the Ruakura Road Stoppage

immediately either side of the expressway (which requires a separate legal process). Although the

access to Percival Road and Ryburn Road is the same in both the traffic Baseline and NOR (hence



no effect), a traffic assessment has been undertaken to ensure all affected landowners are aware of

the implications of the closure. Note this does not consider the longer term effects of closing the

Ruakura Rd/Percival Road intersection which will be undertaken by either TGH or HCC.

As previously discussed in this report, under the NOR the section of Ruakura Road between the

expressway and Silverdale Road will remain open to provide continued access to the City and

western destinations. However access to the east and south is potentially affected depending on the

actual destination of the trip being made.

Figure 6-1 below indicates various destinations from Origins A (Percival and Ryburn Roads) and B

(existing Ruakura Road immediately east of the expressway) to various destinations C (SH26) and

D (Hamilton City).

Table 6-1 and 6-2 indicate the number of likely trips, extra travel time and distance needed to

complete the journey under the NOR layout when compared to the existing network as it is today.

Trips in the reverse direction are expected to encounter similar additional travel distance and

times.

Percival Road and Ryburn Road Movement to:

Node Point

Reference

Likely number of daily vehicles

affected

Extra Distance (km)

Extra Time Driving (seconds)

Extra Time Walking (mins)

West/Hamilton City

A to D No more than 300

0 0 0

East - SH26 A to C Less than 50 1.0 70 14 East – Holland Road

A to B Less than 50 2.7 145 38

Table 6-1 Predicted Traffic Effects for existing trips from Percival and Ryburn Roads

Note the traffic flows from Percival and Ryburn Roads are considered to be those created by the

existing rural lifestyle blocks. As the exact origin/destination of trips are not known, the vehicle

numbers in Table 6-2 are loosely based on the assumption that 80 % of trips are likely to have a

destination in the city or to the west.

Other property trips likely to be affected by the NOR when compared with the existing road

network (not the Baseline) are included in Table 6-2.



Figure 6-1: Trip Diversion for Residents on Percival Road, Ryburn Road, Existing Ruakura Road and Holland Road due to the NOR

Movement From Movement To

Likely number of daily vehicles affected

Extra Distance (km)

Extra Time Driving (seconds)

Extra Time Walking (minutes)

2 houses on Ruakura Road directly east of the expressway

The City (D)

No more than 10

2.0 120 28

5 houses on Ruakura Road between Holland Rd and Relocated Ruakura Road

The City (D)

No more than 20

1.3 85 18

At least 15 houses on Ruakura Road between Relocated Ruakura Road and SH26 and on Vaile Road west

The City (D)

Up to 60 -0.4 0 0

Livestock Improvement and Dairy NZ Centre on Ruakura Road

The City (D)

Greater than 100

-0.4

0 0

Table 6-2: One way trip times and distance affected by the NOR



Although some trips may take slightly longer, some have no change, whilst some have a shorter

distance to travel. Those going north or south should find a significant reduction in travel time due

to the direct connection offered by the Ruakura Interchange and Waikato Expressway.

Overall, the impacts of stopping Ruakura Road either side of the expressway on residents of

Percival Road, Ryburn Road and Ruakura Road is considered to be no more than minor when all

trips are taken into consideration.

7 Impact on Alternative Modes of Travel

7.1 Pedestrian and Cycle

The existing environment provides no facilities for pedestrians or cyclists and hence these modes of

transport are not frequent. Ruakura Road has a narrow seal width, which is insufficient to safely

accommodate road cyclists.

The project team planning staff have advised that stakeholder consultation has identified;

• Groups of staff from Livestock Improvements walk along Ruakura Road for recreational

purposes between their site and Vaile Road due to a lack of any off road pathways in the

area, and

• Newstead School has a policy that all children are brought to school by car or bus.

The NOR will significantly improve both pedestrian and cycle safety in the area as the Project scope

of works will include:

• A 3m shared concrete pathway on Relocated Ruakura Road between Silverdale Road and

Vaile Road. It will most likely be located on the southern side of the road, although its final

location will be determined during the construction phase in consultation with HCC.

• At the proposed Silverdale and Port Access signalised intersections, a pedestrian phase will

be included to safely get pedestrians and cyclists across the intersecting roadways,

• At the proposed Relocated Ruakura Road roundabouts appropriately designed crossing

facilities will be included to HCC requirements. This will include kerb let-downs, and a

refuge area within the road splitter islands,

• Between Vaile Road and SH26 a 1.5m concrete pedestrian path will be developed on the

eastern side of Ruakura Road. Due to significant on site constrains (deep drains, and need

for guardrails) it is not feasible to provide a wider width, and

• A 1.5m wide sealed road shoulder to accommodate road cyclists along Ruakura Road. This

is the Transport Agencies standard cross section width for state highways operating with an

80km/h speed limit. Whilst it is at the minimum desirable width, off road facilities are also

being provided.

Overall the NOR will have a positive effect on safety and mobility for these modes of transport

compared to the Baseline, and may help to encourage more of these trip types.



7.2 Passenger Transport Effects

Bus routes are not considered to be adversely affected by the NOR as there are no known services

using Ruakura Road. In the event that buses do use the route in the future, the wider roadway

inclusive of safe turning facilities (right turn bays) at intersections, and appropriately designed

intersections along Relocated Ruakura Road should all minimise the potential for bus related

crashes.

8 Relocated Ruakura Road over or under

Expressway

The NOR does not specifically identify whether Relocated Ruakura Road goes over the Waikato

Expressway or whether the expressway should go over Relocated Ruakura Road. The NZ Transport

Agency needs to keep this option open until such time that it reaches agreement with HCC and

TGH. Hence, the assessment of effects needs to consider both layouts.

From a traffic operational and safety point of view, there is a difference as outlined below.

Option 1: Expressway over Relocated Ruakura Road

Under this arrangement Relocated Ruakura Road would be constructed close to existing ground

level and the expressway built over the local road providing a minimum of 6m clearance as

required by HCC. Hence the northbound on-ramp would be on an uphill gradient of around +3%.

This reduces the ability of heavy vehicles to achieve a safe merging speed when entering the

expressway traffic stream. To improve this situation requires widening of the ECMT railway bridge

by an extra 3.5m and construction of a long northbound merge lane. The southbound off-ramp to

Relocated Ruakura Road would be on a -3% downgrade, which also results in the need for a longer

off-ramp to ensure trucks have sufficient distance over which to slow down.

Option 2: Relocated Ruakura Road over expressway

With this layout, Relocated Ruakura Road would go over the expressway on an earth embankment

and bridge providing a minimum of 6.1m clearance above the expressway carriageway. Appropriate

sight lines can be provided to the roundabouts located at the ramp terminals for the 60km/ and

80km/h approach speeds.

This option offers a $2M cost saving over option 1, due to a better earthwork balance and reduced

overall bridge costs.

Because the vertical profile of the Relocated Ruakura Road ramp terminal is at a similar height to

the on-ramp merge area, the resulting northbound on-ramp gradient is relatively level, which does

not hinder the acceleration of trucks as occurs with Option 1. This therefore provides a higher

merge speed when entering the expressway, thereby removing the need to widen the ECMT rail

bridge.

Conclusion

Overall, from a traffic operational perspective, placing Relocated Ruakura Road over the

expressway is the preferred interchange arrangement.



9 Construction Traffic Effects

Construction of the Hamilton Section will involve the transport of earthworks material from

various sectors of the Project and the importation of drainage components, bridge elements,

pavements materials, and other materials needed to construct the Project.

Construction traffic was initially considered and addressed via conditions at the time of the original

Hamilton designation. Since then, further assessment has been undertaken in relation to

Alterations U, V, W and Z, for which a decision was issued in July 2014. Although two of the

alterations have been appealed, neither of these relate to construction traffic effects.

Traffic effects therefore only relate to the additional earthworks required to construct the NOR.

The NOR requires either the raising of the expressway south of the ECMT railway so that it can

proceed over the Relocated Ruakura Road, or raising Relocated Ruakura Road over the expressway.

Either way, there is a need for an additional 200,000m3 of fill material to construct the

embankment.

The source of this material could be from the Expressway corridor between the Ruakura Interchange

and the SH26 gully (which could be hauled within the site), or from the Tamahere cut where there is

good quality surplus material. If the contractor chooses to use the later site it would involve

approximately 2,000 truck and trailer movements over one earthwork season. The likely route would

involve Tauwhare Road, Hoeka Road, SH26 and maybe Ruakura Road in order to access the site.

The mitigation of any adverse traffic effects resulting from carting earthwork material by road will

need to be addressed by the contractor via development of their Construction Management Plan

(CMP). Under the current Hamilton Section designation conditions for Alteration U, V, W and Z

the CMP will be discussed and certified by the Waikato District Council and Hamilton City Council.

It is proposed that the same condition be placed on this NOR as detailed in Section 10 of this

report.

Although unlikely, Silverdale Road could be used to transport earthwork material to the site. It is

noted that Silverdale School gets direct access from this road, hence construction traffic during

peak times of the day could create a safety issue. To help prevent this occurrence a condition

similar to that imposed on the recent alterations is included in Section 10 of this report.

10 Conclusion

Overall, the Ruakura Road interchange NOR is considered to have no more than a minor effect on

the operational characteristics of the road network or road based on the assessment outlined in this

report. In particular,

• The NOR encourages traffic to use the expressway, which reduces traffic on local roads such as

Wairere Drive and the future Spine Road which travels through a residential area. It also

reduces traffic past the Silverdale School and removes about 300 daily trucks (yr 2041) from

Silverdale Road,

• All NOR intersections are expected to operate at least as well as the Baseline with little

difference in traffic performance. They also meet the Project and PPC Level of Service criteria

at opening through to year 2041 during all peak periods,



• Overall safety of the existing intersections on Relocated Ruakura Road and Ruakura Road is

expected to be no worse with the NOR than will occur under the Baseline. Any new crashes on

Relocated Ruakura Road as a result of the two roundabouts at the interchange ramp terminals

will most likely be offset by the removal of potential crashes on SH26 as a result of not

constructing the two Tee Intersections at the SH26 ramp terminals. There is also a significant

number of vehicles that are transferring from the local road network to the expressway which

should provide a safety benefit for the remaining traffic using the local road network,

• The extra traffic on Ruakura Road will be accommodated on a widened cross section that

provides two 3.5m lanes with 1.5m shoulder widths. A right turn bay for Vaile/Davison Road

intersection will provide a safer environment for turning vehicles than is offered by the existing

intersection,

• Effects on alternative modes of transport are expected to be positive due to the inclusion of

shared off road facilities along Relocated Ruakura Road, and a concrete pathway between Vaile

Road and SH26, neither of which exist at present,

• There are no expected effects on public transport,

• Development of a Construction Management Plan by the contractor as a condition to this NOR

will set-out the mitigation measures proposed by the contractor to deal with any adverse traffic

or safety effects arising from construction traffic based on his intended operation. Hence,

Waikato District Council and Hamilton City Council have full veto over this aspect to ensure

mitigation is adequately provided,

• There is not expected to be more than a minor effect on property access for residents on

Ruakura Road (south of Vaile Road) despite the increased traffic flows. Residents turning into,

or out of, their properties should not be adversely affected by the increased traffic as it

represents on average an extra vehicle every 30 seconds during the day. The inclusion of a

central painted median for right turn traffic into LIC/Dairy NZ site will ensure a much safer

environment than exists at present,

• Network effects for travel to the south and east for Percival and Ryburn Road residents is not

expected to be more than minor when the increased trip time (between 1 minute to 2.5minutes)

is compared with the overall trip time and given that the number of these trips is expected to be

less than 20% of their total daily trips (on average).

• The NOR provides a positive overall contribution to the network efficiency by providing a direct

connection between the PPC activities (particularly the Inland Port and Logistics area) and the

Waikato Expressway, thereby removing heavy commercial vehicles off city roads such as

Wairere Drive and Cambridge Road.

From an expressway operation and safety perspective, Ruakura Road over the Waikato Expressway

is the preferred layout arrangement as this reduces the speed differential between trucks merging

from the northbound on-ramp and vehicles using the outer lane of the expressway.



11 Proposed Designation Conditions

To ensure the Project includes appropriate mitigation measures, the following conditions should be

imposed on the NOR:

1. The Specimen Design and Principal’s Requirements for Relocated Ruakura Road and pedestrian and cycle facilities between Silverdale Road and the Expressway shall be

prepared in consultation with the Chief Executive of the Hamilton City Council or nominee.

2. The Requiring Authority shall provide a shared-use concrete pedestrian and cycle path of

3m width along Relocated Ruakura Road between Silverdale Road and Vaile Road. The

path shall be designed to be safe and accessible and enable pedestrians and cyclists to cross

the ramps associated with the Ruakura Interchange.

3. The Requiring Authority shall provide a 1.5m wide concrete pathway between Vaile Road

and SH26 located on the eastern side of Ruakura Road.

4. The Requiring Authority shall widen Ruakura Road to a minimum of 10m seal width between Vaile Road and SH26, and provide a painted median of 2.5m width to serve the

access driveways at 605 Ruakura Road (LIC and Dairy NZ site. In addition a right turn bay

of 2.5m minimum width shall be provided on Ruakura Road for Davison Road and Vaile

Road.

5. Include Condition 2.1, 2.3A and 2.3B of NOR 1 and NOR 2. (This is to cover the issue around construction traffic on WDC and HCC roads and the need to ensure each Council

has an opportunity for input).

6. The restriction of truck traffic in the vicinity of and past the Silverdale School particularly during normal school drop off and pick up times.



Appendix A : SIDRA Outputs (Intersection Performance Summary)

SITE LAYOUT

Site: 2021 AM Baseline

Relocated Ruakura Road/Existing Ruakura Road (west)Tee IntersectionNet 35 BASELINEGiveway / Yield (Two-Way)

Created: Thursday, 28 August 2014 09:32:48SIDRA INTERSECTION 6.0.22.4722

Copyright © 2000-2014 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Spine Rd Signals_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY



Movement Performance - Vehicles

Demand Flows 95% Back of QueueMov

ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average

Speed Total HV Vehicles Distanceveh/h % v/c sec veh m per veh km/h

South: Relocated Ruakura Road

1 L2 357 3.8 0.389 8.2 LOS A 2.1 15.0 0.50 0.76 51.5

3 R2 14 0.0 0.045 15.9 LOS C 0.2 1.1 0.73 0.89 46.3

Approach 371 3.7 0.389 8.5 LOS A 2.1 15.0 0.51 0.77 51.3

East: Existing Ruakura Rd

4 L2 115 0.0 0.062 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

5 T1 342 0.6 0.176 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 457 0.5 0.176 1.4 NA 0.0 0.0 0.00 0.14 58.2

West: Existing Ruakura Road

11 T1 128 1.6 0.067 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R2 365 4.0 0.422 9.4 LOS A 2.6 18.6 0.60 0.87 50.4

Approach 494 3.4 0.422 6.9 NA 2.6 18.6 0.44 0.64 52.6

All Vehicles 1321 2.5 0.422 5.5 NA 2.6 18.6 0.31 0.51 54.0

Level of Service (LOS) Method: Delay (HCM 2000).

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.

Processed: Monday, 25 August 2014 15:45:01SIDRA INTERSECTION 6.0.22.4722



MOVEMENT SUMMARY

Site: 2021 PM Baseline




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Relocated Ruakura Road

1 L2 197 7.5 0.174 6.3 LOS A 0.7 5.2 0.26 0.57 52.5

3 R2 62 0.0 0.177 14.8 LOS B 0.6 4.4 0.72 0.88 47.0

Approach 259 5.7 0.177 8.3 LOS A 0.7 5.2 0.37 0.65 51.1

East: Existing Ruakura Rd

4 L2 24 0.0 0.013 5.5 LOS A 0.0 0.0 0.00 0.58 53.6

5 T1 133 1.6 0.069 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 157 1.3 0.069 0.9 NA 0.0 0.0 0.00 0.09 58.9


11 T1 298 0.7 0.153 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R2 359 4.4 0.297 6.4 LOS A 1.5 10.7 0.33 0.59 52.2

Approach 657 2.7 0.297 3.5 NA 1.5 10.7 0.18 0.32 55.5

All Vehicles 1073 3.2 0.297 4.3 NA 1.5 10.7 0.20 0.37 54.8












SITE LAYOUT


Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM AM - Net 35 BASELINESignals - Fixed Time




MOVEMENT SUMMARY


Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM AM - Net 35 BASELINESignals - Fixed Time Cycle Time = 70 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Exisitng Ruakura Road

1 L2 51 4.2 0.052 13.6 LOS B 0.8 5.8 0.49 0.67 47.8

3 R2 297 6.0 0.834 41.5 LOS D 11.4 83.8 1.00 0.97 35.1

Approach 347 5.8 0.834 37.5 LOS D 11.4 83.8 0.93 0.92 36.5

East: Relocated Ruakura Road

4 L2 455 3.9 0.323 6.4 LOS A 1.9 14.0 0.25 0.62 53.2

5 T1 387 21.7 0.610 29.8 LOS C 6.4 53.3 0.97 0.81 40.3

Approach 842 12.1 0.610 17.2 LOS B 6.4 53.3 0.58 0.71 46.4

West: Spine Road

11 T1 895 9.9 0.855 33.7 LOS C 17.3 131.6 1.00 1.04 38.6

12 R2 39 2.7 0.060 21.5 LOS C 0.9 6.3 0.68 0.70 43.4

Approach 934 9.6 0.855 33.2 LOS C 17.3 131.6 0.99 1.03 38.8

All Vehicles 2123 10.0 0.855 27.5 LOS C 17.3 131.6 0.82 0.88 41.0



Intersection and Approach LOS values are based on average delay for all vehicle movements.




Movement Performance - Pedestrians

Average Back of QueueMovID Description

DemandFlow

AverageDelay

Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 53 29.3 LOS C 0.1 0.1 0.92 0.92

P2 East Full Crossing 53 29.3 LOS C 0.1 0.1 0.92 0.92

All Pedestrians 105 29.3 LOS C 0.92 0.92

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.




MOVEMENT SUMMARY

Site: 2041 PM Baseline

Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM PM - Net 35 BASELINESignals - Fixed Time Cycle Time = 80 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Existing Ruakura Road

1 L2 106 1.0 0.092 11.9 LOS B 1.6 11.5 0.42 0.67 49.0

3 R2 476 3.1 0.806 36.8 LOS D 18.9 136.0 0.98 0.92 36.8

Approach 582 2.7 0.806 32.3 LOS C 18.9 136.0 0.88 0.88 38.5


4 L2 333 4.1 0.228 6.5 LOS A 1.7 12.3 0.23 0.62 53.3

5 T1 646 15.1 0.809 37.2 LOS D 13.5 106.6 1.00 0.97 37.2

Approach 979 11.4 0.809 26.8 LOS C 13.5 106.6 0.74 0.85 41.5

West: Spine Road

11 T1 518 18.9 0.663 31.9 LOS C 9.6 78.4 0.96 0.83 39.3

12 R2 68 1.5 0.166 32.9 LOS C 2.2 15.5 0.84 0.74 38.2

Approach 586 16.9 0.663 32.0 LOS C 9.6 78.4 0.95 0.82 39.2










DemandFlow

AverageDelay

Level ofService

Prop. Queued




P2 East Full Crossing 53 34.3 LOS D 0.1 0.1 0.93 0.93

All Pedestrians 105 32.1 LOS D 0.90 0.90







SITE LAYOUT

Site: 2021 AM Scheme

Relocated Ruakura Road/Existing Ruakura Road (west)Tee Intersection2021 - WRTM AM - Net 36 SCHEMEGiveway / Yield (Two-Way)




MOVEMENT SUMMARY


Relocated Ruakura Road/Existing Ruakura Road (west)Tee Intersection2021 - WRTM AM - Net 36 SCHEMEGiveway / Yield (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 591 1.2 0.305 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

6 R2 2 0.0 0.002 7.0 LOS A 0.0 0.1 0.46 0.55 52.0

Approach 593 1.2 0.305 0.1 NA 0.0 0.1 0.00 0.00 59.9

North: Existing Ruakura Road

7 L2 4 0.0 0.004 7.0 LOS A 0.0 0.1 0.43 0.57 52.3

9 R2 14 7.7 0.054 18.7 LOS C 0.2 1.3 0.79 0.92 44.3

Approach 18 5.9 0.054 16.0 LOS C 0.2 1.3 0.71 0.84 46.0


10 L2 8 12.5 0.231 5.7 LOS A 0.0 0.0 0.00 0.01 57.6

11 T1 436 1.7 0.231 0.0 LOS A 0.0 0.0 0.00 0.01 59.9

Approach 444 1.9 0.231 0.1 NA 0.0 0.0 0.00 0.01 59.8

All Vehicles 1055 1.6 0.305 0.4 NA 0.2 1.3 0.01 0.02 59.6












MOVEMENT SUMMARY

Site: 2021 PM Scheme

Relocated Ruakura Road/Existing Ruakura Road (west)Tee Intersection2021 - WRTM PM - Net 36 SCHEMEGiveway / Yield (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 317 2.3 0.165 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 3 0.0 0.004 8.3 LOS A 0.0 0.1 0.56 0.63 51.3

Approach 320 2.3 0.165 0.1 NA 0.0 0.1 0.01 0.01 59.9

North: Existing Ruakura Road

7 L2 3 0.0 0.004 8.2 LOS A 0.0 0.1 0.53 0.63 51.6

9 R2 11 10.0 0.040 18.0 LOS C 0.1 1.0 0.78 0.91 44.6

Approach 14 7.7 0.040 15.7 LOS C 0.1 1.0 0.72 0.85 46.1


10 L2 15 7.1 0.343 5.7 LOS A 0.0 0.0 0.00 0.01 57.8

11 T1 647 1.3 0.343 0.0 LOS A 0.0 0.0 0.00 0.01 59.8

Approach 662 1.4 0.343 0.2 NA 0.0 0.0 0.00 0.01 59.8

All Vehicles 996 1.8 0.343 0.4 NA 0.1 1.0 0.01 0.02 59.5












SITE LAYOUT


Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM AM - Net 36 SCHEMESignals - Fixed Time




MOVEMENT SUMMARY


Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM AM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 70 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 51 2.1 0.050 13.1 LOS B 0.8 5.5 0.48 0.67 48.2

3 R2 289 5.5 0.756 37.0 LOS D 10.2 74.9 0.99 0.90 36.7

Approach 340 5.0 0.756 33.4 LOS C 10.2 74.9 0.92 0.87 38.0

East: Relcoated Ruakura Road

4 L2 532 3.0 0.370 6.5 LOS A 2.4 17.3 0.27 0.63 53.2

5 T1 371 8.8 0.502 27.9 LOS C 5.8 44.0 0.94 0.76 41.1

Approach 902 5.4 0.502 15.2 LOS B 5.8 44.0 0.54 0.68 47.5

West: Spine Road

11 T1 747 4.4 0.726 27.0 LOS C 12.4 89.9 0.97 0.87 41.5

12 R2 25 4.2 0.043 22.8 LOS C 0.6 4.3 0.71 0.69 42.7

Approach 773 4.4 0.726 26.9 LOS C 12.4 89.9 0.96 0.87 41.6










DemandFlow

AverageDelay

Level ofService

Prop. Queued




P2 East Full Crossing 53 29.3 LOS C 0.1 0.1 0.92 0.92

All Pedestrians 105 28.9 LOS C 0.91 0.91







MOVEMENT SUMMARY

Site: 2041 PM Scheme

Relocated Ruakura Road/Existing Ruakura Road (west)Signals2041 - WRTM PM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 80 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 105 1.0 0.085 10.3 LOS B 1.4 9.8 0.36 0.66 50.1

3 R2 579 2.4 0.845 37.3 LOS D 24.1 171.9 0.98 0.95 36.6

Approach 684 2.2 0.845 33.2 LOS C 24.1 171.9 0.89 0.91 38.2


4 L2 327 3.9 0.224 6.5 LOS A 1.7 12.0 0.23 0.62 53.3

5 T1 495 7.2 0.759 37.6 LOS D 10.0 74.7 1.00 0.91 37.1

Approach 822 5.9 0.759 25.2 LOS C 10.0 74.7 0.69 0.80 42.2

West: Spine Road

11 T1 518 6.9 0.793 39.0 LOS D 10.8 80.0 1.00 0.94 36.6

12 R2 67 0.0 0.161 32.8 LOS C 2.1 15.0 0.84 0.74 38.3

Approach 585 6.1 0.793 38.3 LOS D 10.8 80.0 0.98 0.92 36.8










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P1 South Full Crossing 53 33.4 LOS D 0.1 0.1 0.91 0.91

P2 East Full Crossing 53 34.3 LOS D 0.1 0.1 0.93 0.93

All Pedestrians 105 33.8 LOS D 0.92 0.92







(This page has been intentionally left blank)

SITE LAYOUT

Site: 2021 AM BASELINE

Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM AM - Net 35 BASELINESignals - Fixed Time



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Silverdale X Rd Signal_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM AM - Net 35 BASELINESignals - Fixed Time Cycle Time = 50 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 11 90.0 0.078 29.7 LOS C 0.3 3.1 0.91 0.68 38.0

2 T1 13 83.3 0.083 23.0 LOS C 0.3 3.6 0.92 0.63 38.1

3 R2 1 0.0 0.004 25.9 LOS C 0.0 0.2 0.90 0.58 36.5

Approach 24 82.6 0.083 26.0 LOS C 0.3 3.6 0.91 0.65 38.0

East: Port Access (Cars only)

4 L2 1 0.0 0.009 26.1 LOS C 0.0 0.3 0.90 0.58 37.4

5 T1 1 0.0 0.009 21.6 LOS C 0.0 0.3 0.90 0.58 37.7

6 R2 1 0.0 0.007 29.4 LOS C 0.0 0.2 0.96 0.57 35.5

Approach 3 0.0 0.009 25.7 LOS C 0.0 0.3 0.92 0.57 36.8

North: Ruakura Road

7 L2 40 0.0 0.054 14.5 LOS B 0.6 4.2 0.64 0.67 41.4

8 T1 11 100.0 0.014 3.5 LOS A 0.1 1.2 0.38 0.27 47.7

9 R2 431 1.0 0.584 17.6 LOS B 8.5 59.7 0.83 0.81 40.2

Approach 481 3.1 0.584 17.0 LOS B 8.5 59.7 0.81 0.78 40.4

West: Silverdale Road

10 L2 358 0.9 0.303 8.9 LOS A 3.9 27.7 0.48 0.69 44.2

11 T1 20 0.0 0.085 22.3 LOS C 0.5 3.2 0.92 0.64 38.3

12 R2 9 100.0 0.053 28.6 LOS C 0.2 2.9 0.91 0.67 39.2

Approach 387 3.3 0.303 10.1 LOS B 3.9 27.7 0.51 0.68 43.7

All Vehicles 896 5.3 0.584 14.3 LOS B 8.5 59.7 0.68 0.74 41.7










MOVEMENT SUMMARY

Site: 2021 PM BASELINE

Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM PM - Net 35 BASELINESignals - Fixed Time Cycle Time = 40 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 35 30.3 0.152 23.2 LOS C 0.6 5.7 0.90 0.71 41.9

2 T1 49 23.4 0.195 17.4 LOS B 0.9 7.7 0.91 0.68 40.4

3 R2 1 0.0 0.004 20.5 LOS C 0.0 0.1 0.87 0.58 38.6

Approach 85 25.9 0.195 19.8 LOS B 0.9 7.7 0.91 0.69 41.0


4 L2 1 0.0 0.007 20.7 LOS C 0.0 0.3 0.87 0.57 39.7

5 T1 1 0.0 0.007 16.1 LOS B 0.0 0.3 0.87 0.57 40.0

6 R2 1 0.0 0.005 22.7 LOS C 0.0 0.1 0.92 0.57 37.9

Approach 3 0.0 0.007 19.8 LOS B 0.0 0.3 0.88 0.57 39.2

North: Ruakura Road

7 L2 2 0.0 0.005 16.8 LOS B 0.0 0.2 0.77 0.60 40.3

8 T1 12 100.0 0.018 4.5 LOS A 0.1 1.4 0.47 0.33 47.1

9 R2 368 1.1 0.800 24.3 LOS C 8.1 57.5 0.99 1.00 37.4

Approach 382 4.1 0.800 23.6 LOS C 8.1 57.5 0.98 0.98 37.7


10 L2 209 1.5 0.207 9.6 LOS A 2.1 15.0 0.54 0.69 43.8

11 T1 1 0.0 0.004 16.0 LOS B 0.0 0.1 0.87 0.51 41.1

12 R2 11 100.0 0.047 22.9 LOS C 0.2 2.5 0.88 0.67 41.7

Approach 221 6.2 0.207 10.3 LOS B 2.1 15.0 0.56 0.69 43.7











SITE LAYOUT


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM AM - Net 35 BASELINESignals - Fixed Time




MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM AM - Net 35 BASELINESignals - Fixed Time Cycle Time = 70 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road South

1 L2 35 0.0 0.164 37.2 LOS D 1.1 7.9 0.94 0.72 36.6

2 T1 314 23.2 0.810 39.0 LOS D 6.1 50.8 1.00 0.96 36.6

3 R2 1 0.0 0.006 34.8 LOS C 0.0 0.2 0.90 0.59 33.6

Approach 349 20.8 0.810 38.8 LOS D 6.1 50.8 0.99 0.94 36.6

East: Port Access

4 L2 1 0.0 0.013 37.2 LOS D 0.1 0.5 0.93 0.59 33.7

5 T1 1 0.0 0.013 32.6 LOS C 0.1 0.5 0.93 0.59 33.9

6 R2 1 0.0 0.008 38.3 LOS D 0.0 0.2 0.95 0.58 32.8

Approach 3 0.0 0.013 36.0 LOS D 0.1 0.5 0.94 0.59 33.4

North: Ruakura Road North

7 L2 75 0.0 0.074 12.7 LOS B 1.2 8.4 0.50 0.66 42.3

8 T1 318 22.8 0.126 2.7 LOS A 1.5 12.7 0.30 0.25 57.4

9 R2 798 4.1 0.883 31.9 LOS C 29.7 215.5 0.88 0.97 38.8

Approach 1191 8.8 0.883 22.9 LOS C 29.7 215.5 0.70 0.76 42.7


10 L2 529 5.6 0.415 10.0 LOS A 7.3 53.6 0.44 0.71 50.2

11 T1 31 0.0 0.183 34.1 LOS C 1.0 7.2 0.96 0.69 34.2

12 R2 23 0.0 0.135 39.3 LOS D 0.8 5.4 0.95 0.70 36.1

Approach 583 5.1 0.415 12.4 LOS B 7.3 53.6 0.48 0.71 48.3











MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM PM - Net 35 BASELINESignals - Fixed Time Cycle Time = 60 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 22 0.0 0.071 29.0 LOS C 0.6 4.0 0.87 0.70 39.9

2 T1 458 17.0 0.782 30.6 LOS C 7.4 59.0 1.00 0.95 40.0

3 R2 1 0.0 0.004 27.4 LOS C 0.0 0.2 0.85 0.59 36.1

Approach 481 16.2 0.782 30.5 LOS C 7.4 59.0 0.99 0.94 40.0

East: Port Access

4 L2 1 0.0 0.011 31.7 LOS C 0.1 0.4 0.92 0.58 35.5

5 T1 1 0.0 0.011 27.1 LOS C 0.1 0.4 0.92 0.58 35.7

6 R2 1 0.0 0.006 31.6 LOS C 0.0 0.2 0.92 0.58 34.9

Approach 3 0.0 0.011 30.1 LOS C 0.1 0.4 0.92 0.58 35.3


7 L2 4 0.0 0.005 14.8 LOS B 0.1 0.5 0.58 0.60 41.3

8 T1 375 21.6 0.157 3.3 LOS A 1.8 15.3 0.36 0.30 57.0

9 R2 616 5.3 0.830 27.8 LOS C 18.8 137.8 0.93 0.95 40.5

Approach 995 11.4 0.830 18.5 LOS B 18.8 137.8 0.71 0.70 45.4


10 L2 521 6.3 0.463 11.8 LOS B 8.0 58.6 0.56 0.75 49.0

11 T1 2 0.0 0.011 27.1 LOS C 0.1 0.4 0.92 0.56 36.6

12 R2 35 0.0 0.174 33.9 LOS C 1.0 6.9 0.95 0.71 38.1

Approach 558 5.8 0.463 13.2 LOS B 8.0 58.6 0.58 0.75 48.0











SITE LAYOUT

Site: 2021 AM SCHEME

Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM AM - Net 36 SCHEMESignals - Fixed Time




MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM AM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 40 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 177 1.2 0.640 25.0 LOS C 3.7 25.8 0.99 0.85 41.7

2 T1 214 2.5 0.742 20.9 LOS C 4.6 33.1 1.00 0.94 38.9

3 R2 1 0.0 0.004 20.5 LOS C 0.0 0.1 0.87 0.58 38.6

Approach 392 1.9 0.742 22.7 LOS C 4.6 33.1 0.99 0.90 40.1


4 L2 1 0.0 0.007 20.7 LOS C 0.0 0.3 0.87 0.57 39.7

5 T1 1 0.0 0.007 16.1 LOS B 0.0 0.3 0.87 0.57 40.0

6 R2 1 0.0 0.005 23.8 LOS C 0.0 0.1 0.94 0.57 37.5

Approach 3 0.0 0.007 20.2 LOS C 0.0 0.3 0.89 0.57 39.0

North: Ruakura Road

7 L2 11 0.0 0.023 17.1 LOS B 0.2 1.1 0.78 0.65 40.2

8 T1 104 5.1 0.100 4.7 LOS A 1.0 7.2 0.50 0.40 47.0

9 R2 326 1.0 0.708 21.6 LOS C 6.6 46.2 0.96 0.91 38.5

Approach 441 1.9 0.708 17.5 LOS B 6.6 46.2 0.85 0.78 40.2


10 L2 381 0.8 0.375 10.2 LOS B 4.3 30.4 0.60 0.73 43.5

11 T1 20 0.0 0.068 16.6 LOS B 0.4 2.5 0.89 0.62 40.8

12 R2 45 4.7 0.154 22.6 LOS C 0.8 6.0 0.90 0.72 42.8

Approach 446 1.2 0.375 11.7 LOS B 4.3 30.4 0.65 0.72 43.3











MOVEMENT SUMMARY

Site: 2021 PM SCHEME

Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2021 - WRTM PM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 40 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 91 2.3 0.330 23.4 LOS C 1.7 12.3 0.93 0.76 42.5

2 T1 156 3.4 0.544 18.6 LOS B 3.1 22.3 0.97 0.78 39.9

3 R2 1 0.0 0.004 20.6 LOS C 0.0 0.1 0.87 0.58 38.6

Approach 247 3.0 0.544 20.3 LOS C 3.1 22.3 0.96 0.77 40.8


4 L2 1 0.0 0.007 20.7 LOS C 0.0 0.3 0.87 0.57 39.7

5 T1 1 0.0 0.007 16.1 LOS B 0.0 0.3 0.87 0.57 40.0

6 R2 1 0.0 0.004 21.7 LOS C 0.0 0.1 0.89 0.58 38.3

Approach 3 0.0 0.007 19.5 LOS B 0.0 0.3 0.88 0.57 39.3

North: Ruakura Road

7 L2 1 0.0 0.002 16.8 LOS B 0.0 0.1 0.76 0.58 40.4

8 T1 271 2.3 0.256 5.2 LOS A 2.8 20.1 0.56 0.47 46.7

9 R2 379 0.8 0.821 25.2 LOS C 8.6 60.7 1.00 1.04 37.1

Approach 651 1.5 0.821 16.9 LOS B 8.6 60.7 0.81 0.80 40.5


10 L2 164 1.9 0.163 9.4 LOS A 1.6 11.5 0.52 0.68 43.9

11 T1 1 0.0 0.004 16.0 LOS B 0.0 0.1 0.87 0.51 41.1

12 R2 138 1.5 0.462 23.7 LOS C 2.7 18.9 0.96 0.78 42.4

Approach 303 1.7 0.462 16.0 LOS B 2.7 18.9 0.72 0.72 43.2











SITE LAYOUT


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM AM - Net 36 SCHEMESignals - Fixed Time




MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM AM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 60 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 185 0.0 0.855 41.2 LOS D 6.4 44.8 1.00 1.01 35.2

2 T1 373 7.1 0.857 35.8 LOS D 6.4 47.9 1.00 1.01 37.8

3 R2 1 0.0 0.005 30.4 LOS C 0.0 0.2 0.90 0.58 35.1

Approach 559 4.7 0.857 37.6 LOS D 6.4 47.9 1.00 1.01 36.9

East: Port Access

4 L2 1 0.0 0.011 31.7 LOS C 0.1 0.4 0.92 0.58 35.5

5 T1 1 0.0 0.011 27.1 LOS C 0.1 0.4 0.92 0.58 35.7

6 R2 1 0.0 0.007 31.7 LOS C 0.0 0.2 0.92 0.58 34.8

Approach 3 0.0 0.011 30.2 LOS C 0.1 0.4 0.92 0.58 35.3


7 L2 52 0.0 0.057 13.4 LOS B 0.8 5.6 0.56 0.66 41.9

8 T1 268 5.9 0.102 3.1 LOS A 1.3 9.2 0.34 0.28 57.1

9 R2 718 4.5 0.860 28.9 LOS C 23.1 168.2 0.93 0.98 40.0

Approach 1038 4.7 0.860 21.4 LOS C 23.1 168.2 0.76 0.78 43.5


10 L2 531 4.4 0.431 10.2 LOS B 7.0 50.7 0.48 0.73 50.1

11 T1 31 0.0 0.157 28.3 LOS C 0.9 6.1 0.95 0.68 36.1

12 R2 20 0.0 0.100 33.5 LOS C 0.6 3.9 0.94 0.69 38.3

Approach 581 4.0 0.431 11.9 LOS B 7.0 50.7 0.52 0.72 48.6











MOVEMENT SUMMARY


Realigned Ruakura Road/Silverdale RoadNote: 1car/hr applied to all movements with 0 flow in WRTM model2041 - WRTM PM - Net 36 SCHEMESignals - Fixed Time Cycle Time = 50 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 56 0.0 0.250 28.7 LOS C 1.3 9.3 0.94 0.74 40.0

2 T1 305 4.8 0.673 25.6 LOS C 4.0 29.1 1.00 0.86 42.3

3 R2 1 0.0 0.005 26.1 LOS C 0.0 0.2 0.90 0.58 36.6

Approach 362 4.1 0.673 26.1 LOS C 4.0 29.1 0.99 0.84 41.9

East: Port Access

4 L2 1 0.0 0.009 26.1 LOS C 0.0 0.3 0.90 0.58 37.5

5 T1 1 0.0 0.009 21.6 LOS C 0.0 0.3 0.90 0.58 37.7

6 R2 1 0.0 0.005 26.1 LOS C 0.0 0.2 0.90 0.58 36.8

Approach 3 0.0 0.009 24.6 LOS C 0.0 0.3 0.90 0.58 37.3


7 L2 3 0.0 0.004 14.2 LOS B 0.0 0.3 0.62 0.60 41.5

8 T1 484 6.7 0.202 4.0 LOS A 2.5 18.2 0.44 0.37 56.3

9 R2 609 2.8 0.837 26.8 LOS C 16.7 119.4 0.97 0.98 41.0

Approach 1097 4.5 0.837 16.7 LOS B 16.7 119.4 0.73 0.71 46.6


10 L2 516 6.3 0.454 10.6 LOS B 6.5 47.7 0.54 0.74 49.7

11 T1 2 0.0 0.009 21.6 LOS C 0.0 0.3 0.90 0.55 38.7

12 R2 5 0.0 0.022 27.3 LOS C 0.1 0.8 0.90 0.64 40.9

Approach 523 6.2 0.454 10.8 LOS B 6.5 47.7 0.55 0.74 49.6











SITE LAYOUT

Site: 2021 AM BASELINE T

Intersection west of Expressway providing access to portBASELINE: SH26 north facing rampsNet 35 BASELINESignals - Fixed Time



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Ruakura Rd to PortSignals_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY

Site: 2021 AM BASELINE T

Intersection west of Expressway providing access to portBASELINE: SH26 north facing rampsNet 35 BASELINESignals - Fixed Time Cycle Time = 36 seconds (Optimum Cycle Time - Minimum Delay)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 1 0.0 0.001 4.8 LOS A 0.0 0.1 0.51 0.31 55.6

6 R2 1 0.0 0.003 19.4 LOS B 0.0 0.1 0.85 0.59 41.8

Approach 2 0.0 0.003 12.1 LOS B 0.0 0.1 0.68 0.45 47.8

North: Port Access

7 L2 1 0.0 0.001 9.3 LOS A 0.0 0.1 0.51 0.57 46.8

9 R2 23 86.4 0.121 20.6 LOS C 0.4 4.7 0.88 0.70 38.9

Approach 24 82.6 0.121 20.1 LOS C 0.4 4.7 0.86 0.69 39.2

West: Relocated Ruakura Road

10 L2 21 95.0 0.114 21.9 LOS C 0.3 4.4 0.88 0.70 40.3

11 T1 1 0.0 0.003 13.8 LOS B 0.0 0.1 0.85 0.50 48.9

Approach 22 90.5 0.114 21.5 LOS C 0.3 4.4 0.88 0.69 40.6











MOVEMENT SUMMARY

Site: 2021 PM BASELINE T




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 1 0.0 0.001 8.0 LOS A 0.0 0.1 0.59 0.35 53.1

6 R2 1 0.0 0.004 24.2 LOS C 0.0 0.1 0.88 0.59 39.6

Approach 2 0.0 0.004 16.1 LOS B 0.0 0.1 0.74 0.47 45.4

North: Port Access

7 L2 1 0.0 0.001 8.8 LOS A 0.0 0.1 0.43 0.56 47.1

9 R2 67 32.8 0.144 17.4 LOS B 1.1 10.0 0.75 0.72 41.5

Approach 68 32.3 0.144 17.3 LOS B 1.1 10.0 0.75 0.71 41.6


10 L2 23 95.5 0.135 26.1 LOS C 0.5 6.1 0.89 0.71 38.5

11 T1 1 0.0 0.003 17.6 LOS B 0.0 0.1 0.86 0.51 46.5

Approach 24 91.3 0.135 25.7 LOS C 0.5 6.1 0.89 0.70 38.8











SITE LAYOUT

Site: 2041 AM BASELINE X

Intersection west of Expressway providing access to portBASELINE: SH26 north facing rampsNet 35 BASELINESignals - Fixed Time




MOVEMENT SUMMARY

Site: 2041 AM BASELINE X




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Logistics

1 L2 5 0.0 0.009 18.0 LOS B 0.1 0.7 0.69 0.62 42.1

2 T1 28 81.5 0.204 26.5 LOS C 0.8 9.1 0.94 0.69 36.8

3 R2 12 9.1 0.061 29.7 LOS C 0.3 2.2 0.92 0.67 37.2

Approach 45 53.5 0.204 26.3 LOS C 0.8 9.1 0.91 0.67 37.4


4 L2 34 3.1 0.041 14.5 LOS B 0.5 3.6 0.58 0.67 44.5

5 T1 212 6.0 0.238 19.0 LOS B 2.4 17.5 0.85 0.67 45.8

6 R2 13 41.7 0.081 31.6 LOS C 0.3 3.1 0.93 0.68 36.8

Approach 258 7.3 0.238 19.0 LOS B 2.4 17.5 0.82 0.67 45.1

North: From Port

7 L2 6 16.7 0.012 18.2 LOS B 0.1 0.9 0.69 0.63 41.6

8 T1 27 96.2 0.209 26.7 LOS C 0.7 9.5 0.94 0.69 36.7

9 R2 29 89.3 0.238 32.2 LOS C 0.8 10.0 0.95 0.72 35.0

Approach 63 85.0 0.238 28.4 LOS C 0.8 10.0 0.92 0.70 36.3


10 L2 33 83.9 0.062 15.8 LOS B 0.5 6.0 0.58 0.68 43.3

11 T1 101 11.5 0.118 18.3 LOS B 1.1 8.4 0.82 0.62 46.2

12 R2 1 0.0 0.005 29.8 LOS C 0.0 0.2 0.91 0.59 37.7

Approach 135 28.9 0.118 17.8 LOS B 1.1 8.4 0.76 0.63 45.3











MOVEMENT SUMMARY

Site: 2041 PM BASELINE X




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Logistics

1 L2 5 0.0 0.008 14.7 LOS B 0.1 0.5 0.64 0.61 43.8

2 T1 36 85.3 0.228 22.6 LOS C 0.8 10.1 0.93 0.69 38.3

3 R2 41 10.3 0.190 26.5 LOS C 0.9 7.1 0.93 0.72 38.4

Approach 82 42.3 0.228 24.0 LOS C 0.9 10.1 0.91 0.70 38.6


4 L2 20 5.3 0.030 15.9 LOS B 0.3 2.2 0.65 0.67 43.7

5 T1 123 7.7 0.265 22.1 LOS C 1.4 10.5 0.94 0.71 44.1

6 R2 6 16.7 0.030 26.7 LOS C 0.1 1.1 0.90 0.65 38.8

Approach 149 7.7 0.265 21.4 LOS C 1.4 10.5 0.90 0.70 43.8

North: From Port

7 L2 34 40.6 0.062 15.5 LOS B 0.5 4.9 0.67 0.67 42.4

8 T1 46 36.4 0.235 22.2 LOS C 1.1 9.8 0.94 0.69 38.4

9 R2 96 29.7 0.500 28.1 LOS C 2.3 20.4 0.97 0.78 37.4

Approach 176 33.5 0.500 24.2 LOS C 2.3 20.4 0.91 0.73 38.5


10 L2 36 85.3 0.083 17.3 LOS B 0.6 6.8 0.67 0.69 42.5

11 T1 238 4.0 0.501 22.9 LOS C 2.8 20.5 0.98 0.76 43.6

12 R2 2 0.0 0.009 26.1 LOS C 0.0 0.3 0.89 0.61 39.2

Approach 276 14.5 0.501 22.2 LOS C 2.8 20.5 0.94 0.75 43.4











SITE LAYOUT

Site: 2021 AM SCHEME T

Intersection west of Expressway providing access to portSCHEME: Ruakura Diamond interchangeNet 36 SCHEMESignals - Fixed Time




MOVEMENT SUMMARY

Site: 2021 AM SCHEME T

Intersection west of Expressway providing access to portSCHEME: Ruakura Diamond interchangeNet 36 SCHEMESignals - Fixed Time Cycle Time = 40 seconds (Practical Cycle Time)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 387 1.4 0.364 5.6 LOS A 4.3 30.8 0.60 0.51 55.0

6 R2 48 39.1 0.222 23.6 LOS C 0.9 8.5 0.91 0.73 39.6

Approach 436 5.6 0.364 7.6 LOS A 4.3 30.8 0.63 0.54 52.7

North: Port Access

7 L2 20 94.7 0.040 12.3 LOS B 0.2 2.9 0.58 0.64 42.8

9 R2 4 50.0 0.021 21.7 LOS C 0.1 0.7 0.87 0.63 39.2

Approach 24 87.0 0.040 13.9 LOS B 0.2 2.9 0.63 0.64 42.1


10 L2 3 66.7 0.010 18.9 LOS B 0.0 0.5 0.77 0.63 41.8

11 T1 146 3.6 0.307 13.8 LOS B 2.4 17.6 0.85 0.68 48.9

Approach 149 4.9 0.307 13.9 LOS B 2.4 17.6 0.85 0.68 48.7

All Vehicles 609 8.6 0.364 9.4 LOS A 4.3 30.8 0.69 0.58 51.2










MOVEMENT SUMMARY

Site: 2021 PM SCHEME T




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



5 T1 215 2.9 0.204 5.0 LOS A 2.2 15.5 0.54 0.44 55.4

6 R2 22 90.5 0.131 24.2 LOS C 0.4 5.2 0.90 0.71 39.1

Approach 237 11.1 0.204 6.8 LOS A 2.2 15.5 0.57 0.47 53.4

North: Port Access

7 L2 53 38.0 0.080 11.8 LOS B 0.6 5.6 0.60 0.67 44.4

9 R2 32 6.7 0.119 21.6 LOS C 0.6 4.2 0.90 0.70 40.1

Approach 84 26.3 0.119 15.5 LOS B 0.6 5.6 0.71 0.68 42.7


10 L2 3 66.7 0.010 18.9 LOS B 0.0 0.5 0.77 0.63 41.8

11 T1 406 1.6 0.842 21.6 LOS C 9.5 67.3 1.00 1.05 44.3

Approach 409 2.1 0.842 21.6 LOS C 9.5 67.3 1.00 1.05 44.3











SITE LAYOUT

Site: 2041 AM SCHEME X

Intersection west of Expressway providing access to portSCHEME: Ruakura Diamond interchangeNet 36 SCHEMESignals - Fixed Time




MOVEMENT SUMMARY

Site: 2041 AM SCHEME X




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Logistics

1 L2 5 0.0 0.009 20.4 LOS C 0.1 0.8 0.72 0.62 41.0

2 T1 6 16.7 0.036 27.6 LOS C 0.2 1.4 0.93 0.61 36.4

3 R2 176 39.5 0.607 30.3 LOS C 5.1 47.4 0.96 0.83 36.4

Approach 187 37.6 0.607 30.0 LOS C 5.1 47.4 0.95 0.82 36.6


4 L2 214 32.5 0.283 15.5 LOS B 3.7 33.1 0.62 0.74 43.8

5 T1 498 4.0 0.655 25.6 LOS C 7.2 52.0 0.97 0.84 42.3

6 R2 83 63.3 0.650 38.6 LOS D 2.7 29.1 1.00 0.85 34.3

Approach 795 17.9 0.655 24.2 LOS C 7.2 52.0 0.88 0.81 41.6

North: From Port

7 L2 52 95.9 0.156 22.8 LOS C 1.2 14.8 0.77 0.71 38.1

8 T1 2 50.0 0.014 27.6 LOS C 0.1 0.6 0.92 0.57 36.4

9 R2 5 60.0 0.020 26.5 LOS C 0.1 1.4 0.82 0.64 37.6

Approach 59 91.1 0.156 23.3 LOS C 1.2 14.8 0.78 0.70 38.0


10 L2 8 37.5 0.011 14.0 LOS B 0.1 1.1 0.52 0.63 44.5

11 T1 123 8.5 0.167 22.1 LOS C 1.5 11.6 0.86 0.66 44.0

12 R2 1 0.0 0.006 32.5 LOS C 0.0 0.2 0.92 0.59 36.7

Approach 133 10.3 0.167 21.7 LOS C 1.5 11.6 0.84 0.65 44.0











MOVEMENT SUMMARY

Site: 2041 PM SCHEME X




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Logistics

1 L2 5 0.0 0.011 25.3 LOS C 0.1 0.9 0.77 0.63 38.8

2 T1 6 16.7 0.042 33.3 LOS C 0.2 1.7 0.94 0.62 34.4

3 R2 452 19.1 0.774 29.9 LOS C 15.2 124.1 0.95 0.92 36.9

Approach 463 18.9 0.774 29.9 LOS C 15.2 124.1 0.95 0.91 36.9


4 L2 175 15.1 0.182 13.4 LOS B 2.8 22.5 0.51 0.71 45.0

5 T1 180 5.3 0.371 31.7 LOS C 3.0 21.7 0.96 0.74 39.5

6 R2 61 96.6 0.648 45.5 LOS D 2.3 29.9 1.00 0.85 32.1

Approach 416 22.8 0.648 26.0 LOS C 3.0 29.9 0.77 0.74 40.2

North: From Port

7 L2 139 40.9 0.376 28.8 LOS C 4.1 38.3 0.87 0.77 36.7

8 T1 20 5.3 0.124 33.8 LOS C 0.7 4.9 0.95 0.67 34.3

9 R2 45 4.7 0.071 20.6 LOS C 1.0 7.4 0.69 0.68 41.0

Approach 204 29.4 0.376 27.5 LOS C 4.1 38.3 0.84 0.74 37.3


10 L2 7 28.6 0.008 12.7 LOS B 0.1 0.9 0.44 0.62 45.3

11 T1 365 7.5 0.764 36.2 LOS D 6.7 50.3 1.00 0.91 37.7

12 R2 2 0.0 0.013 38.2 LOS D 0.1 0.5 0.93 0.61 34.7

Approach 375 7.9 0.764 35.7 LOS D 6.7 50.3 0.99 0.91 37.8











SITE LAYOUT

Site: 2021AM SCHEME

Ruakura Interchange On/Off Ramps - Western RoundaboutOn and Off Ramp Predicted Intersection Delays at Ruakura Interchange2021- WRTM AM - Net 36 SCHEMERoundabout



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Ruakura IC West RAB_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY

Site: 2021AM SCHEME




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Off-Ramp (south)

1 L2 79 12.0 0.091 7.7 LOS A 0.5 3.6 0.54 0.65 59.2

2 T1 1 0.0 0.091 8.0 LOS A 0.5 3.6 0.54 0.65 67.9

3 R2 11 10.0 0.091 14.6 LOS B 0.5 3.6 0.54 0.65 61.9

Approach 91 11.6 0.091 8.5 LOS A 0.5 3.6 0.54 0.65 59.6

East: Ruakura Road

5 T1 355 4.2 0.279 3.1 LOS A 0.0 0.0 0.00 0.43 57.9

6 R2 131 18.5 0.279 9.5 LOS A 0.0 0.0 0.00 0.43 58.3

Approach 485 8.0 0.279 4.8 LOS A 0.0 0.0 0.00 0.43 58.0

West: Ruakura Road

10 L2 75 14.1 0.132 4.0 LOS A 0.7 5.2 0.31 0.41 57.6

11 T1 91 14.0 0.132 3.9 LOS A 0.7 5.2 0.31 0.41 57.3

Approach 165 14.0 0.132 4.0 LOS A 0.7 5.2 0.31 0.41 57.5



Roundabout LOS Method: Same as Signalised Intersections.



Roundabout Capacity Model: SIDRA Standard.




Processed: Tuesday, 12 August 2014 11:07:51SIDRA INTERSECTION 6.0.22.4722



MOVEMENT SUMMARY

Site: 2021PM SCHEME

Ruakura Interchange On/Off Ramps - Western RoundaboutOn and Off Ramp Predicted Intersection Delays at Ruakura Interchange2021- WRTM PM - Net 36 SCHEMERoundabout



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Off-Ramp (South)

1 L2 13 75.0 0.022 8.2 LOS A 0.1 1.0 0.47 0.60 55.6

2 T1 1 0.0 0.022 7.6 LOS A 0.1 1.0 0.47 0.60 64.7

3 R2 6 0.0 0.022 14.0 LOS B 0.1 1.0 0.47 0.60 59.9

Approach 20 47.4 0.022 10.0 LOS A 0.1 1.0 0.47 0.60 57.3

East: Ruakura Road

5 T1 224 7.0 0.202 3.1 LOS A 0.0 0.0 0.00 0.46 57.4

6 R2 121 18.3 0.202 9.5 LOS A 0.0 0.0 0.00 0.46 57.9

Approach 345 11.0 0.202 5.3 LOS A 0.0 0.0 0.00 0.46 57.5

West: Ruakura Road

10 L2 137 8.5 0.333 4.0 LOS A 2.0 14.9 0.34 0.41 58.7

11 T1 322 4.6 0.333 3.8 LOS A 2.0 14.9 0.34 0.41 57.2

Approach 459 5.7 0.333 3.9 LOS A 2.0 14.9 0.34 0.41 57.6













SITE LAYOUT

Site: 2041AM SCHEME





MOVEMENT SUMMARY

Site: 2041AM SCHEME




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 349 20.8 0.412 9.6 LOS A 2.6 21.4 0.71 0.79 57.8

2 T1 1 0.0 0.412 9.7 LOS A 2.6 21.4 0.71 0.79 66.4

3 R2 18 5.9 0.412 16.3 LOS B 2.6 21.4 0.71 0.79 60.8

Approach 368 20.0 0.412 9.9 LOS A 2.6 21.4 0.71 0.79 57.9

East: Ruakura Road

5 T1 445 15.6 0.328 3.2 LOS A 0.0 0.0 0.00 0.40 57.9

6 R2 106 10.9 0.328 9.4 LOS A 0.0 0.0 0.00 0.40 60.4

Approach 552 14.7 0.328 4.4 LOS A 0.0 0.0 0.00 0.40 58.4

West: Ruakura Road

10 L2 153 37.2 0.297 4.3 LOS A 1.8 16.2 0.35 0.43 52.8

11 T1 197 36.9 0.297 4.1 LOS A 1.8 16.2 0.35 0.43 56.8

Approach 349 37.0 0.297 4.2 LOS A 1.8 16.2 0.35 0.43 55.0













MOVEMENT SUMMARY

Site: 2041PM SCHEME

Ruakura Interchange On/Off Ramps - Western RoundaboutOn and Off Ramp Predicted Intersection Delays at Ruakura Interchange2041- WRTM PM - Net 36 SCHEMERoundabout



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 134 58.3 0.174 8.8 LOS A 0.9 9.1 0.55 0.68 57.7

2 T1 1 0.0 0.174 8.5 LOS A 0.9 9.1 0.55 0.68 67.4

3 R2 8 12.5 0.174 15.1 LOS B 0.9 9.1 0.55 0.68 61.4

Approach 143 55.1 0.174 9.2 LOS A 0.9 9.1 0.55 0.68 57.9

East: Ruakura Road

5 T1 282 27.2 0.234 3.2 LOS A 0.0 0.0 0.00 0.42 57.2

6 R2 97 10.9 0.234 9.4 LOS A 0.0 0.0 0.00 0.42 59.9

Approach 379 23.1 0.234 4.8 LOS A 0.0 0.0 0.00 0.42 57.9

West: Ruakura Road

10 L2 280 24.1 0.693 4.6 LOS A 7.3 58.7 0.52 0.45 54.5

11 T1 675 15.1 0.693 4.3 LOS A 7.3 58.7 0.52 0.45 56.1

Approach 955 17.8 0.693 4.4 LOS A 7.3 58.7 0.52 0.45 55.6













SITE LAYOUT

Site: 2021AM SCHEME

Ruakura Interchange On/Off Ramps - Eastern RoundaboutOn and off ramp Predicted Intersection Delays at Ruakura Interchange2021 - WRTM AM - Net 36 SCHEMERoundabout



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Ruakura IC East RAB_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY

Site: 2021AM SCHEME




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


East: Ruakura Road

4 L2 12 9.1 0.265 6.2 LOS A 1.6 12.0 0.39 0.51 63.8

5 T1 326 8.7 0.265 6.6 LOS A 1.6 12.0 0.39 0.51 62.2

Approach 338 8.7 0.265 6.5 LOS A 1.6 12.0 0.39 0.51 62.2

North: Off-Ramp (north)

7 L2 126 20.8 0.212 5.9 LOS A 1.1 8.8 0.27 0.60 58.8

8 T1 1 0.0 0.212 6.1 LOS A 1.1 8.8 0.27 0.60 66.0

9 R2 159 6.6 0.212 12.6 LOS B 1.1 8.8 0.27 0.60 60.6

Approach 286 12.9 0.212 9.7 LOS A 1.1 8.8 0.27 0.60 59.8

West: Ruakura Road

11 T1 92 5.7 0.060 3.1 LOS A 0.0 0.0 0.00 0.35 63.3

12 R2 9 88.9 0.060 10.2 LOS B 0.0 0.0 0.00 0.35 45.8

Approach 101 13.5 0.060 3.8 LOS A 0.0 0.0 0.00 0.35 61.1













MOVEMENT SUMMARY

Site: 2021PM SCHEME

Ruakura Interchange On/Off Ramps - Eastern RoundaboutOn and off ramp Predicted Intersection Delays at Ruakura Interchange2021 - WRTM PM - Net 36 SCHEMERoundabout



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


East: Ruakura Road

4 L2 16 6.7 0.214 6.4 LOS A 1.2 9.3 0.42 0.53 64.2

5 T1 240 10.5 0.214 6.8 LOS A 1.2 9.3 0.42 0.53 62.0

Approach 256 10.3 0.214 6.8 LOS A 1.2 9.3 0.42 0.53 62.1


7 L2 145 15.2 0.228 7.1 LOS A 1.3 9.8 0.49 0.67 60.1

8 T1 1 0.0 0.228 7.3 LOS A 1.3 9.8 0.49 0.67 66.1

9 R2 106 10.9 0.228 13.9 LOS B 1.3 9.8 0.49 0.67 60.5

Approach 253 13.3 0.228 10.0 LOS A 1.3 9.8 0.49 0.67 60.3

West: Ruakura Road

11 T1 219 1.9 0.185 3.1 LOS A 0.0 0.0 0.00 0.46 62.3

12 R2 108 9.7 0.185 9.4 LOS A 0.0 0.0 0.00 0.46 60.1

Approach 327 4.5 0.185 5.2 LOS A 0.0 0.0 0.00 0.46 61.5













SITE LAYOUT

Site: 2041AM SCHEME





MOVEMENT SUMMARY

Site: 2041AM SCHEME




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


East: Ruakura Road

4 L2 13 8.3 0.316 7.3 LOS A 2.0 14.9 0.58 0.62 62.6

5 T1 329 7.3 0.316 7.7 LOS A 2.0 14.9 0.58 0.62 60.9

Approach 342 7.4 0.316 7.7 LOS A 2.0 14.9 0.58 0.62 61.0


7 L2 126 10.8 0.307 6.8 LOS A 1.8 14.7 0.46 0.67 60.3

8 T1 1 0.0 0.307 7.1 LOS A 1.8 14.7 0.46 0.67 65.0

9 R2 222 25.6 0.307 13.9 LOS B 1.8 14.7 0.46 0.67 59.0

Approach 349 20.2 0.307 11.3 LOS B 1.8 14.7 0.46 0.67 59.5

West: Ruakura Road

11 T1 122 10.3 0.139 3.1 LOS A 0.0 0.0 0.00 0.46 60.9

12 R2 93 65.9 0.139 9.9 LOS A 0.0 0.0 0.00 0.46 48.8

Approach 215 34.3 0.139 6.1 LOS A 0.0 0.0 0.00 0.46 55.0













MOVEMENT SUMMARY

Site: 2041PM SCHEME

Ruakura Interchange On/Off Ramps - Eastern RoundaboutOn and off ramp Predicted Intersection Delays at Ruakura Interchange2041 - WRTM PM - Net 36 SCHEMERoundabout



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


East: Ruakura Road

4 L2 22 4.8 0.287 9.3 LOS A 1.8 13.7 0.72 0.76 62.6

5 T1 228 8.3 0.287 9.8 LOS A 1.8 13.7 0.72 0.76 60.0

Approach 251 8.0 0.287 9.7 LOS A 1.8 13.7 0.72 0.76 60.2


7 L2 151 7.7 0.389 10.9 LOS B 2.4 21.0 0.76 0.86 58.9

8 T1 1 0.0 0.389 11.2 LOS B 2.4 21.0 0.76 0.86 62.6

9 R2 149 45.8 0.389 18.4 LOS B 2.4 21.0 0.76 0.86 56.2

Approach 301 26.6 0.389 14.6 LOS B 2.4 21.0 0.76 0.86 57.5

West: Ruakura Road

11 T1 236 4.0 0.406 3.1 LOS A 0.0 0.0 0.00 0.56 60.0

12 R2 446 20.8 0.406 9.5 LOS A 0.0 0.0 0.00 0.56 55.8

Approach 682 15.0 0.406 7.3 LOS A 0.0 0.0 0.00 0.56 57.2













SITE LAYOUT


Existing Ruakura Road/SH26/Lissette Road IntersectionBASELINE: SH26 North facing ramps2021 - WRTM AM - Net 35 BASELINEStop (Two-Way)



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Ruakura-SH26-Lisette Rd XRd_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Lissette Road

1 L2 5 0.0 0.045 17.4 LOS C 0.2 1.1 0.63 0.95 56.3

2 T1 5 0.0 0.045 17.1 LOS C 0.2 1.1 0.63 0.95 56.2

3 R2 5 0.0 0.045 17.1 LOS C 0.2 1.1 0.63 0.95 56.2

Approach 16 0.0 0.045 17.2 LOS C 0.2 1.1 0.63 0.95 56.2

East: SH26 -WB

4 L2 5 0.0 0.205 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 356 16.3 0.205 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 56 3.8 0.057 8.4 LOS A 0.2 1.6 0.41 0.66 62.3

Approach 417 14.4 0.205 1.2 NA 0.2 1.6 0.06 0.10 76.8

North: Ruakura Rd

7 L2 18 11.8 0.022 11.1 LOS B 0.1 0.6 0.38 0.88 58.8

8 T1 5 0.0 0.355 29.0 LOS D 1.5 11.4 0.82 1.05 47.7

9 R2 69 15.2 0.355 29.8 LOS D 1.5 11.4 0.82 1.05 45.0

Approach 93 13.6 0.355 26.2 LOS D 1.5 11.4 0.74 1.02 47.3

West: SH26 -EB

10 L2 95 11.1 0.055 7.2 LOS A 0.0 0.0 0.00 0.63 61.8

11 T1 221 26.7 0.138 2.1 LOS A 1.0 8.5 0.48 0.02 75.7

12 R2 5 0.0 0.138 8.7 LOS A 1.0 8.5 0.48 0.02 70.3

Approach 321 21.6 0.138 3.7 NA 1.0 8.5 0.34 0.20 70.9

All Vehicles 846 16.8 0.355 5.2 NA 1.5 11.4 0.25 0.25 69.4









Processed: Friday, 22 August 2014 15:27:14SIDRA INTERSECTION 6.0.22.4722



MOVEMENT SUMMARY


Existing Ruakura Road/SH26/Lissette Road IntersectionBASELINE: SH26 North facing ramps2021 - WRTM PM - Net 35 BASELINEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.050 18.4 LOS C 0.2 1.2 0.63 0.94 55.4

2 T1 5 0.0 0.050 18.1 LOS C 0.2 1.2 0.63 0.94 55.3

3 R2 5 0.0 0.050 18.2 LOS C 0.2 1.2 0.63 0.94 55.3

Approach 16 0.0 0.050 18.2 LOS C 0.2 1.2 0.63 0.94 55.4

East: SH26 -WB

4 L2 5 0.0 0.161 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 279 16.6 0.161 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 26 8.0 0.032 9.4 LOS A 0.1 0.9 0.49 0.70 60.1

Approach 311 15.6 0.161 0.9 NA 0.1 0.9 0.04 0.07 77.4

North: Ruakura Rd

7 L2 60 1.8 0.085 11.8 LOS B 0.3 2.1 0.48 0.93 60.8

8 T1 5 0.0 0.431 31.5 LOS D 1.9 14.1 0.85 1.07 46.2

9 R2 83 10.1 0.431 32.1 LOS D 1.9 14.1 0.85 1.07 44.5

Approach 148 6.4 0.431 23.9 LOS C 1.9 14.1 0.70 1.01 50.0

West: SH26 -EB

10 L2 61 13.8 0.036 7.2 LOS A 0.0 0.0 0.00 0.63 61.0

11 T1 388 12.7 0.221 1.7 LOS A 1.7 13.3 0.46 0.01 76.0

12 R2 5 0.0 0.221 8.3 LOS A 1.7 13.3 0.46 0.01 70.6

Approach 455 12.7 0.221 2.5 NA 1.7 13.3 0.40 0.09 73.5

All Vehicles 929 12.5 0.431 5.7 NA 1.9 14.1 0.33 0.25 69.1












MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.066 22.7 LOS C 0.2 1.5 0.74 0.96 52.2

2 T1 5 0.0 0.066 22.4 LOS C 0.2 1.5 0.74 0.96 52.1

3 R2 5 0.0 0.066 22.4 LOS C 0.2 1.5 0.74 0.96 52.1

Approach 16 0.0 0.066 22.5 LOS C 0.2 1.5 0.74 0.96 52.2

East: SH26 -WB

4 L2 5 0.0 0.239 7.0 LOS A 0.0 0.0 0.00 0.01 74.5

5 T1 446 5.2 0.239 0.0 LOS A 0.0 0.0 0.00 0.01 79.8

6 R2 119 9.7 0.138 9.3 LOS A 0.6 4.2 0.49 0.73 59.7

Approach 571 6.1 0.239 2.0 NA 0.6 4.2 0.10 0.16 74.5

North: Ruakura Rd

7 L2 34 18.8 0.047 12.1 LOS B 0.2 1.3 0.43 0.91 56.4

8 T1 5 0.0 0.674 55.5 LOS F 3.2 24.7 0.94 1.15 35.5

9 R2 89 11.8 0.674 56.1 LOS F 3.2 24.7 0.94 1.15 34.3

Approach 128 13.1 0.674 44.5 LOS E 3.2 24.7 0.81 1.08 38.3

West: SH26 -EB

10 L2 143 7.4 0.081 7.1 LOS A 0.0 0.0 0.00 0.63 62.9

11 T1 271 8.6 0.153 2.7 LOS A 1.3 10.0 0.53 0.02 75.3

12 R2 5 0.0 0.153 9.3 LOS A 1.3 10.0 0.53 0.02 70.0

Approach 419 8.0 0.153 4.3 NA 1.3 10.0 0.35 0.23 70.5

All Vehicles 1134 7.5 0.674 8.0 NA 3.2 24.7 0.28 0.30 65.7












MOVEMENT SUMMARY


Existing Ruakura Road/SH26/Lissette Road IntersectionBASELINE: SH26 North facing ramps2041 - WRTM PM - Net 35 BASELINEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.066 22.7 LOS C 0.2 1.5 0.72 0.94 52.2

2 T1 5 0.0 0.066 22.3 LOS C 0.2 1.5 0.72 0.94 52.1

3 R2 5 0.0 0.066 22.4 LOS C 0.2 1.5 0.72 0.94 52.1

Approach 16 0.0 0.066 22.5 LOS C 0.2 1.5 0.72 0.94 52.2

East: SH26 -WB

4 L2 5 0.0 0.180 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 334 5.7 0.180 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 49 12.8 0.067 10.1 LOS B 0.3 1.9 0.52 0.75 58.1

Approach 388 6.5 0.180 1.4 NA 0.3 1.9 0.07 0.10 76.1

North: Ruakura Rd

7 L2 148 14.9 0.245 13.8 LOS B 1.0 7.6 0.56 1.02 56.0

8 T1 5 0.0 0.781 56.7 LOS F 4.7 34.7 0.95 1.24 35.1

9 R2 127 6.6 0.781 57.1 LOS F 4.7 34.7 0.95 1.24 34.4

Approach 281 10.9 0.781 34.2 LOS D 4.7 34.7 0.74 1.12 43.3

West: SH26 -EB

10 L2 76 11.1 0.044 7.2 LOS A 0.0 0.0 0.00 0.63 61.8

11 T1 435 4.1 0.234 2.1 LOS A 2.0 14.7 0.50 0.01 75.7

12 R2 5 0.0 0.234 8.7 LOS A 2.0 14.7 0.50 0.01 70.4

Approach 516 5.1 0.234 2.9 NA 2.0 14.7 0.42 0.10 73.2

All Vehicles 1201 6.8 0.781 10.0 NA 4.7 34.7 0.39 0.35 63.4












SITE LAYOUT


Existing Ruakura Road/SH26/Lissette Road IntersectionSCHEME: Ruakura diamond Interchange2021 - WRTM AM - Net 36 SCHEMEStop (Two-Way)




MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.057 20.3 LOS C 0.2 1.3 0.70 0.95 54.1

2 T1 5 0.0 0.057 19.9 LOS C 0.2 1.3 0.70 0.95 54.0

3 R2 5 0.0 0.057 20.0 LOS C 0.2 1.3 0.70 0.95 53.9

Approach 16 0.0 0.057 20.1 LOS C 0.2 1.3 0.70 0.95 54.0

East: SH26 -WB

4 L2 5 0.0 0.217 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 395 9.1 0.217 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 151 14.7 0.154 8.7 LOS A 0.6 5.1 0.42 0.68 59.0

Approach 551 10.5 0.217 2.5 NA 0.6 5.1 0.11 0.19 72.7

North: Ruakura Rd

7 L2 76 30.6 0.100 12.3 LOS B 0.4 3.3 0.39 0.92 53.9

8 T1 5 0.0 0.403 33.4 LOS D 1.6 12.5 0.86 1.06 45.2

9 R2 69 10.6 0.403 34.0 LOS D 1.6 12.5 0.86 1.06 43.5

Approach 151 20.3 0.403 23.0 LOS C 1.6 12.5 0.62 0.99 48.2

West: SH26 -EB

10 L2 76 8.3 0.043 7.1 LOS A 0.0 0.0 0.00 0.63 62.6

11 T1 200 17.9 0.120 2.2 LOS A 0.9 7.3 0.49 0.02 75.6

12 R2 5 0.0 0.120 8.9 LOS A 0.9 7.3 0.49 0.02 70.2

Approach 281 15.0 0.120 3.7 NA 0.9 7.3 0.36 0.19 71.5

All Vehicles 998 13.1 0.403 6.2 NA 1.6 12.5 0.27 0.32 66.9












MOVEMENT SUMMARY


Existing Ruakura Road/SH26/Lissette Road IntersectionSCHEME: Ruakura diamond Interchange2021 - WRTM PM - Net 36 SCHEMEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.062 21.5 LOS C 0.2 1.4 0.68 0.93 53.0

2 T1 5 0.0 0.062 21.2 LOS C 0.2 1.4 0.68 0.93 52.9

3 R2 5 0.0 0.062 21.3 LOS C 0.2 1.4 0.68 0.93 52.9

Approach 16 0.0 0.062 21.3 LOS C 0.2 1.4 0.68 0.93 52.9

East: SH26 -WB

4 L2 5 0.0 0.149 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 266 10.7 0.149 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 95 20.0 0.130 10.4 LOS B 0.5 4.1 0.53 0.77 56.1

Approach 366 12.9 0.149 2.8 NA 0.5 4.1 0.14 0.21 71.8

North: Ruakura Rd

7 L2 156 12.2 0.243 13.2 LOS B 0.9 7.3 0.54 1.00 57.1

8 T1 5 0.0 0.451 34.9 LOS D 1.9 14.2 0.87 1.07 44.4

9 R2 78 8.1 0.451 35.4 LOS E 1.9 14.2 0.87 1.07 43.0

Approach 239 10.6 0.451 20.9 LOS C 1.9 14.2 0.66 1.02 51.3

West: SH26 -EB

10 L2 65 9.7 0.038 7.1 LOS A 0.0 0.0 0.00 0.63 62.2

11 T1 408 7.2 0.224 1.6 LOS A 1.8 13.2 0.44 0.01 76.2

12 R2 5 0.0 0.224 8.2 LOS A 1.8 13.2 0.44 0.01 70.7

Approach 479 7.5 0.224 2.4 NA 1.8 13.2 0.38 0.09 73.9

All Vehicles 1100 9.9 0.451 6.8 NA 1.9 14.2 0.36 0.35 66.5












MOVEMENT SUMMARY

Site: 2041AM SCHEME




ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.059 20.8 LOS C 0.2 1.4 0.70 0.95 53.6

2 T1 5 0.0 0.059 20.5 LOS C 0.2 1.4 0.70 0.95 53.5

3 R2 5 0.0 0.059 20.5 LOS C 0.2 1.4 0.70 0.95 53.5

Approach 16 0.0 0.059 20.6 LOS C 0.2 1.4 0.70 0.95 53.6

East: SH26 -WB

4 L2 5 0.0 0.210 7.0 LOS A 0.0 0.0 0.00 0.01 74.5

5 T1 393 4.8 0.210 0.0 LOS A 0.0 0.0 0.00 0.01 79.8

6 R2 159 7.9 0.164 8.7 LOS A 0.7 5.1 0.44 0.70 60.8

Approach 557 5.7 0.210 2.6 NA 0.7 5.1 0.13 0.21 73.2

North: Ruakura Rd

7 L2 74 17.1 0.094 11.6 LOS B 0.3 2.8 0.40 0.92 57.2

8 T1 5 5.0 0.472 36.1 LOS E 2.0 14.9 0.88 1.08 43.1

9 R2 81 6.5 0.472 36.2 LOS E 2.0 14.9 0.88 1.08 42.8

Approach 160 11.3 0.472 24.9 LOS C 2.0 14.9 0.66 1.00 48.4

West: SH26 -EB

10 L2 91 5.8 0.051 7.1 LOS A 0.0 0.0 0.00 0.63 63.4

11 T1 239 7.9 0.135 2.2 LOS A 1.1 8.1 0.49 0.02 75.7

12 R2 5 0.0 0.135 8.8 LOS A 1.1 8.1 0.49 0.02 70.3

Approach 335 7.2 0.135 3.6 NA 1.1 8.1 0.36 0.18 71.8

All Vehicles 1067 6.9 0.472 6.5 NA 2.0 14.9 0.29 0.33 67.3












MOVEMENT SUMMARY


Existing Ruakura Road/SH26/Lissette Road IntersectionSCHEME: Ruakura diamond Interchange2041 - WRTM PM - Net 36 SCHEMEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average



1 L2 5 0.0 0.060 21.1 LOS C 0.2 1.4 0.68 0.94 53.3

2 T1 5 0.0 0.060 20.8 LOS C 0.2 1.4 0.68 0.94 53.2

3 R2 5 0.0 0.060 20.9 LOS C 0.2 1.4 0.68 0.94 53.2

Approach 16 0.0 0.060 20.9 LOS C 0.2 1.4 0.68 0.94 53.3

East: SH26 -WB

4 L2 5 0.0 0.161 7.0 LOS A 0.0 0.0 0.00 0.01 74.4

5 T1 298 4.9 0.161 0.0 LOS A 0.0 0.0 0.00 0.01 79.7

6 R2 91 10.5 0.110 9.6 LOS A 0.4 3.3 0.50 0.74 59.3

Approach 394 6.1 0.161 2.3 NA 0.4 3.3 0.11 0.18 73.8

North: Ruakura Rd

7 L2 160 6.6 0.229 12.4 LOS B 0.9 6.5 0.52 0.97 59.1

8 T1 5 0.0 0.608 38.1 LOS E 3.1 22.0 0.90 1.13 42.7

9 R2 117 3.6 0.608 38.4 LOS E 3.1 22.0 0.90 1.13 42.2

Approach 282 5.2 0.608 23.6 LOS C 3.1 22.0 0.68 1.04 50.4

West: SH26 -EB

10 L2 54 7.8 0.031 7.1 LOS A 0.0 0.0 0.00 0.63 62.8

11 T1 394 3.5 0.212 1.7 LOS A 1.7 12.4 0.45 0.01 76.1

12 R2 5 0.0 0.212 8.3 LOS A 1.7 12.4 0.45 0.01 70.6

Approach 453 4.0 0.212 2.4 NA 1.7 12.4 0.40 0.08 74.1

All Vehicles 1144 5.0 0.608 7.9 NA 3.1 22.0 0.38 0.36 66.0












SITE LAYOUT


Vaile Road _ Davison Road _ Ruakura RoadBASELINE: SH26 North facing ramps2021 - WRTM - AM Net 35 BASELINEStop (Two-Way)



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Vaile Ruakura XRd_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.055 8.0 LOS A 0.3 2.0 0.15 0.27 81.0

2 T1 55 1.9 0.055 0.2 LOS A 0.3 2.0 0.15 0.27 90.4

3 R2 38 8.3 0.055 7.8 LOS A 0.3 2.0 0.15 0.27 76.8

Approach 98 4.3 0.055 3.5 NA 0.3 2.0 0.15 0.27 84.1

East: Vaile Road

4 L2 33 9.7 0.084 10.7 LOS B 0.3 2.2 0.13 0.94 68.8

5 T1 5 0.0 0.084 9.6 LOS A 0.3 2.2 0.13 0.94 71.8

6 R2 47 0.0 0.084 9.4 LOS A 0.3 2.2 0.13 0.94 71.8

Approach 85 3.7 0.084 9.9 LOS A 0.3 2.2 0.13 0.94 70.6

North: Ruakura Road

7 L2 24 0.0 0.033 8.0 LOS A 0.2 1.2 0.15 0.28 79.9

8 T1 32 3.3 0.033 0.2 LOS A 0.2 1.2 0.15 0.28 89.0

9 R2 5 0.0 0.033 7.6 LOS A 0.2 1.2 0.15 0.28 79.5

Approach 61 1.7 0.033 3.9 NA 0.2 1.2 0.15 0.28 84.3

West: Davison Road

10 L2 5 0.0 0.015 10.1 LOS B 0.1 0.4 0.18 0.92 72.9

11 T1 5 0.0 0.015 9.6 LOS A 0.1 0.4 0.18 0.92 72.6

12 R2 5 0.0 0.015 9.4 LOS A 0.1 0.4 0.18 0.92 72.5

Approach 16 0.0 0.015 9.7 LOS A 0.1 0.4 0.18 0.92 72.7

All Vehicles 260 3.2 0.084 6.1 NA 0.3 2.2 0.15 0.53 78.5









Processed: Wednesday, 13 August 2014 09:11:37SIDRA INTERSECTION 6.0.22.4722



MOVEMENT SUMMARY


Vaile Road _ Davison Road _ Ruakura RoadBASELINE: SH26 North facing ramps2021 - WRTM - PM Net 35 BASELINEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.041 8.2 LOS A 0.2 1.5 0.22 0.25 80.7

2 T1 41 2.6 0.041 0.4 LOS A 0.2 1.5 0.22 0.25 90.1

3 R2 24 13.0 0.041 8.1 LOS A 0.2 1.5 0.22 0.25 74.6

Approach 71 6.0 0.041 3.6 NA 0.2 1.5 0.22 0.25 83.4

East: Vaile Road

4 L2 23 13.6 0.053 10.9 LOS B 0.2 1.4 0.19 0.92 67.6

5 T1 5 0.0 0.053 9.7 LOS A 0.2 1.4 0.19 0.92 71.9

6 R2 25 0.0 0.053 9.5 LOS A 0.2 1.4 0.19 0.92 71.8

Approach 54 5.9 0.053 10.1 LOS B 0.2 1.4 0.19 0.92 69.9

North: Ruakura Road

7 L2 47 0.0 0.061 8.0 LOS A 0.3 2.2 0.13 0.27 80.5

8 T1 63 1.7 0.061 0.1 LOS A 0.3 2.2 0.13 0.27 89.7

9 R2 5 0.0 0.061 7.5 LOS A 0.3 2.2 0.13 0.27 80.1

Approach 116 0.9 0.061 3.7 NA 0.3 2.2 0.13 0.27 85.2

West: Davison Road

10 L2 5 0.0 0.015 10.2 LOS B 0.1 0.4 0.16 0.93 72.8

11 T1 5 0.0 0.015 9.7 LOS A 0.1 0.4 0.16 0.93 72.5

12 R2 5 0.0 0.015 9.5 LOS A 0.1 0.4 0.16 0.93 72.4

Approach 16 0.0 0.015 9.8 LOS A 0.1 0.4 0.16 0.93 72.6

All Vehicles 256 3.3 0.061 5.4 NA 0.3 2.2 0.17 0.44 80.2












MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.096 8.1 LOS A 0.5 3.7 0.21 0.18 81.9

2 T1 120 10.5 0.096 0.3 LOS A 0.5 3.7 0.21 0.18 91.6

3 R2 45 2.3 0.096 7.8 LOS A 0.5 3.7 0.21 0.18 80.4

Approach 171 8.0 0.096 2.5 NA 0.5 3.7 0.21 0.18 88.0

East: Vaile Road

4 L2 36 2.9 0.113 11.0 LOS B 0.4 3.0 0.22 0.92 70.4

5 T1 5 0.0 0.113 10.3 LOS B 0.4 3.0 0.22 0.92 71.1

6 R2 59 5.4 0.113 10.4 LOS B 0.4 3.0 0.22 0.92 69.2

Approach 100 4.2 0.113 10.6 LOS B 0.4 3.0 0.22 0.92 69.7

North: Ruakura Road

7 L2 33 9.7 0.054 8.5 LOS A 0.3 2.1 0.24 0.21 76.1

8 T1 58 14.5 0.054 0.4 LOS A 0.3 2.1 0.24 0.21 89.4

9 R2 5 0.0 0.054 7.8 LOS A 0.3 2.1 0.24 0.21 79.8

Approach 96 12.1 0.054 3.6 NA 0.3 2.1 0.24 0.21 83.8

West: Davison Road

10 L2 5 0.0 0.017 10.7 LOS B 0.1 0.4 0.29 0.89 72.5

11 T1 5 0.0 0.017 10.2 LOS B 0.1 0.4 0.29 0.89 72.2

12 R2 5 0.0 0.017 10.0 LOS A 0.1 0.4 0.29 0.89 72.0

Approach 16 0.0 0.017 10.3 LOS B 0.1 0.4 0.29 0.89 72.2

All Vehicles 382 7.7 0.113 5.2 NA 0.5 3.7 0.22 0.41 80.7












MOVEMENT SUMMARY


Vaile Road _ Davison Road _ Ruakura RoadBASELINE: SH26 North facing ramps2041 - WRTM - PM Net 35 BASELINEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.060 8.6 LOS A 0.3 2.4 0.34 0.19 80.8

2 T1 72 8.8 0.060 0.8 LOS A 0.3 2.4 0.34 0.19 90.1

3 R2 26 4.0 0.060 8.3 LOS A 0.3 2.4 0.34 0.19 78.5

Approach 103 7.1 0.060 3.1 NA 0.3 2.4 0.34 0.19 86.4

East: Vaile Road

4 L2 26 4.0 0.074 11.3 LOS B 0.3 1.9 0.34 0.90 69.9

5 T1 5 0.0 0.074 10.6 LOS B 0.3 1.9 0.34 0.90 71.0

6 R2 32 6.7 0.074 10.7 LOS B 0.3 1.9 0.34 0.90 68.6

Approach 63 5.0 0.074 11.0 LOS B 0.3 1.9 0.34 0.90 69.3

North: Ruakura Road

7 L2 58 3.6 0.124 8.2 LOS A 0.6 5.0 0.19 0.16 80.3

8 T1 158 14.7 0.124 0.3 LOS A 0.6 5.0 0.19 0.16 91.6

9 R2 5 0.0 0.124 7.7 LOS A 0.6 5.0 0.19 0.16 81.5

Approach 221 11.4 0.124 2.5 NA 0.6 5.0 0.19 0.16 88.1

West: Davison Road

10 L2 5 0.0 0.018 10.8 LOS B 0.1 0.4 0.23 0.91 72.1

11 T1 5 0.0 0.018 10.3 LOS B 0.1 0.4 0.23 0.91 71.8

12 R2 5 0.0 0.018 10.1 LOS B 0.1 0.4 0.23 0.91 71.7

Approach 16 0.0 0.018 10.4 LOS B 0.1 0.4 0.23 0.91 71.9

All Vehicles 403 8.9 0.124 4.3 NA 0.6 5.0 0.25 0.31 83.4












SITE LAYOUT


Vaile Road _ Davison Road _ Ruakura RoadSCHEME: Ruakura diamond interchange2021 - WRTM - AM Net 36 SCHEMEStop (Two-Way)




MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.122 8.7 LOS A 0.7 5.7 0.35 0.07 83.1

2 T1 187 12.9 0.122 0.8 LOS A 0.7 5.7 0.35 0.07 93.0

3 R2 20 10.5 0.122 8.5 LOS A 0.7 5.7 0.35 0.07 77.7

Approach 213 12.4 0.122 1.8 NA 0.7 5.7 0.35 0.07 91.0

East: Vaile Road

4 L2 17 6.3 0.149 12.7 LOS B 0.5 3.9 0.43 0.94 67.9

5 T1 5 0.0 0.149 11.9 LOS B 0.5 3.9 0.43 0.94 69.6

6 R2 78 4.1 0.149 11.9 LOS B 0.5 3.9 0.43 0.94 68.2

Approach 100 4.2 0.149 12.0 LOS B 0.5 3.9 0.43 0.94 68.2

North: Ruakura Road

7 L2 56 5.7 0.118 8.7 LOS A 0.7 5.2 0.33 0.14 78.0

8 T1 144 19.0 0.118 0.7 LOS A 0.7 5.2 0.33 0.14 89.7

9 R2 5 0.0 0.118 8.1 LOS A 0.7 5.2 0.33 0.14 80.1

Approach 205 14.9 0.118 3.1 NA 0.7 5.2 0.33 0.14 86.0

West: Davison Road

10 L2 5 0.0 0.020 11.5 LOS B 0.1 0.5 0.38 0.89 71.6

11 T1 5 0.0 0.020 11.0 LOS B 0.1 0.5 0.38 0.89 71.3

12 R2 5 0.0 0.020 10.8 LOS B 0.1 0.5 0.38 0.89 71.2

Approach 16 0.0 0.020 11.1 LOS B 0.1 0.5 0.38 0.89 71.4

All Vehicles 534 11.4 0.149 4.5 NA 0.7 5.7 0.36 0.29 83.2












MOVEMENT SUMMARY


Vaile Road _ Davison Road _ Ruakura RoadSCHEME: Ruakura diamond interchange2021 - WRTM - PM Net 36 SCHEMEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.108 9.1 LOS A 0.7 5.5 0.42 0.06 82.7

2 T1 171 13.0 0.108 1.3 LOS A 0.7 5.5 0.42 0.06 92.6

3 R2 13 16.7 0.108 9.2 LOS A 0.7 5.5 0.42 0.06 74.8

Approach 188 12.8 0.108 2.0 NA 0.7 5.5 0.42 0.06 90.8

East: Vaile Road

4 L2 11 10.0 0.106 13.4 LOS B 0.4 2.7 0.46 0.95 66.3

5 T1 5 0.0 0.106 12.3 LOS B 0.4 2.7 0.46 0.95 69.2

6 R2 49 6.4 0.106 12.5 LOS B 0.4 2.7 0.46 0.95 67.0

Approach 65 6.5 0.106 12.6 LOS B 0.4 2.7 0.46 0.95 67.0

North: Ruakura Road

7 L2 74 4.3 0.160 8.6 LOS A 1.0 7.2 0.33 0.13 79.2

8 T1 211 11.0 0.160 0.7 LOS A 1.0 7.2 0.33 0.13 90.5

9 R2 5 0.0 0.160 8.1 LOS A 1.0 7.2 0.33 0.13 80.7

Approach 289 9.1 0.160 2.8 NA 1.0 7.2 0.33 0.13 87.1

West: Davison Road

10 L2 5 0.0 0.021 11.7 LOS B 0.1 0.5 0.38 0.89 71.3

11 T1 5 0.0 0.021 11.2 LOS B 0.1 0.5 0.38 0.89 71.0

12 R2 5 0.0 0.021 11.0 LOS B 0.1 0.5 0.38 0.89 70.8

Approach 16 0.0 0.021 11.3 LOS B 0.1 0.5 0.38 0.89 71.1

All Vehicles 559 9.8 0.160 3.9 NA 1.0 7.2 0.38 0.22 84.8












MOVEMENT SUMMARY





ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.123 8.7 LOS A 0.7 5.5 0.37 0.10 82.5

2 T1 184 9.7 0.123 0.9 LOS A 0.7 5.5 0.37 0.10 92.3

3 R2 27 3.8 0.123 8.4 LOS A 0.7 5.5 0.37 0.10 80.2

Approach 217 8.7 0.123 2.0 NA 0.7 5.5 0.37 0.10 90.3

East: Vaile Road

4 L2 21 5.0 0.170 12.9 LOS B 0.6 4.5 0.44 0.95 68.0

5 T1 5 0.0 0.170 12.1 LOS B 0.6 4.5 0.44 0.95 69.4

6 R2 85 4.9 0.170 12.2 LOS B 0.6 4.5 0.44 0.95 67.7

Approach 112 4.7 0.170 12.3 LOS B 0.6 4.5 0.44 0.95 67.8

North: Ruakura Road

7 L2 64 8.2 0.130 8.7 LOS A 0.7 5.7 0.33 0.14 77.3

8 T1 163 11.6 0.130 0.7 LOS A 0.7 5.7 0.33 0.14 90.1

9 R2 5 0.0 0.130 8.1 LOS A 0.7 5.7 0.33 0.14 80.4

Approach 233 10.4 0.130 3.1 NA 0.7 5.7 0.33 0.14 85.9

West: Davison Road

10 L2 5 0.0 0.020 11.6 LOS B 0.1 0.5 0.38 0.89 71.5

11 T1 5 0.0 0.020 11.1 LOS B 0.1 0.5 0.38 0.89 71.2

12 R2 5 0.0 0.020 10.9 LOS B 0.1 0.5 0.38 0.89 71.0

Approach 16 0.0 0.020 11.2 LOS B 0.1 0.5 0.38 0.89 71.2

All Vehicles 577 8.4 0.170 4.7 NA 0.7 5.7 0.37 0.30 82.7












MOVEMENT SUMMARY


Vaile Road _ Davison Road _ Ruakura RoadSCHEME: Ruakura diamond interchange2041 - WRTM - PM Net 36 SCHEMEStop (Two-Way)



ID

OD

Mov

Deg.

Satn

Average

Delay

Level of

Service

Prop.

Queued

Effective

Stop Rate

Average


South: Ruakura Road

1 L2 5 0.0 0.103 9.1 LOS A 0.7 4.9 0.42 0.08 82.4

2 T1 160 9.2 0.103 1.2 LOS A 0.7 4.9 0.42 0.08 92.1

3 R2 17 6.3 0.103 8.8 LOS A 0.7 4.9 0.42 0.08 79.0

Approach 182 8.7 0.103 2.2 NA 0.7 4.9 0.42 0.08 90.4

East: Vaile Road

4 L2 18 5.9 0.120 13.0 LOS B 0.4 3.1 0.46 0.95 67.6

5 T1 5 0.0 0.120 12.2 LOS B 0.4 3.1 0.46 0.95 69.3

6 R2 54 5.9 0.120 12.3 LOS B 0.4 3.1 0.46 0.95 67.2

Approach 77 5.5 0.120 12.5 LOS B 0.4 3.1 0.46 0.95 67.5

North: Ruakura Road

7 L2 81 3.9 0.168 8.6 LOS A 1.0 7.5 0.31 0.13 79.5

8 T1 224 6.6 0.168 0.6 LOS A 1.0 7.5 0.31 0.13 90.7

9 R2 5 0.0 0.168 8.0 LOS A 1.0 7.5 0.31 0.13 80.8

Approach 311 5.8 0.168 2.8 NA 1.0 7.5 0.31 0.13 87.3

West: Davison Road

10 L2 5 0.0 0.021 11.7 LOS B 0.1 0.5 0.37 0.89 71.2

11 T1 5 0.0 0.021 11.2 LOS B 0.1 0.5 0.37 0.89 70.9

12 R2 5 0.0 0.021 11.0 LOS B 0.1 0.5 0.37 0.89 70.8

Approach 16 0.0 0.021 11.3 LOS B 0.1 0.5 0.37 0.89 71.0

All Vehicles 585 6.5 0.168 4.1 NA 1.0 7.5 0.37 0.24 84.4












SITE LAYOUT

Site: 2021 AM base

Relocated Ruakura Rd/Holland RdNet 35 flowsGiveway / Yield (Two-Way)



Project: O:\ha_civ\231695 hamilton expressway\Secondary Investigation and SARA\Scheme Design\Transportation\AEE traffic\Ruakura Alteration- 2014\AEE report July14\assessment\Old Ruakura Rd Tee_mpm.sip68000051, OPUS INTERNATIONAL CONSULTANTS, NETWORK / Enterprise

MOVEMENT SUMMARY

Site: 2021 AM base



Demand Flows 95% Back of QueueMovID

ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hEast: Existing Ruakura Rd

5 T1 99 1.1 0.051 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 3 0.0 0.002 7.1 LOS A 0.0 0.1 0.23 0.58 64.3

Approach 102 1.0 0.051 0.2 NA 0.0 0.1 0.01 0.02 79.4

North: Holland Rd

7 L2 5 20.0 0.291 8.9 LOS A 1.4 9.6 0.39 0.66 57.7

9 R2 246 0.4 0.291 8.5 LOS A 1.4 9.6 0.39 0.66 63.3

Approach 252 0.8 0.291 8.5 LOS A 1.4 9.6 0.39 0.66 63.2

West: Relocated Ruakura Rd

10 L2 80 1.3 0.043 7.0 LOS A 0.0 0.0 0.00 0.63 64.9

11 T1 51 2.1 0.026 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 131 1.6 0.043 4.3 NA 0.0 0.0 0.00 0.39 70.0

All Vehicles 484 1.1 0.291 5.6 NA 1.4 9.6 0.20 0.45 67.9




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.







MOVEMENT SUMMARY

Site: 2021 PM base




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 61 1.7 0.031 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 4 0.0 0.004 8.0 LOS A 0.0 0.1 0.39 0.60 63.6

Approach 65 1.6 0.031 0.5 NA 0.0 0.1 0.03 0.04 78.7

North: Holland Rd

7 L2 3 0.0 0.153 9.2 LOS A 0.6 4.4 0.43 0.69 63.0

9 R2 114 0.9 0.153 9.1 LOS A 0.6 4.4 0.43 0.69 62.5

Approach 117 0.9 0.153 9.1 LOS A 0.6 4.4 0.43 0.69 62.5


10 L2 235 0.4 0.125 7.0 LOS A 0.0 0.0 0.00 0.63 65.2

11 T1 108 1.0 0.055 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 343 0.6 0.125 4.8 NA 0.0 0.0 0.00 0.43 69.2

All Vehicles 525 0.8 0.153 5.2 NA 0.6 4.4 0.10 0.44 68.6











SITE LAYOUT

Site: 2041 AM base

Relocated Ruakura Rd/Existing Ruakura Rd (from Holland Rd)Net 35 flowsGiveway / Yield (Two-Way)




MOVEMENT SUMMARY

Site: 2041 AM base

Relocated Ruakura Rd/Existing Ruakura Rd (from Holland Rd)Net 35 flowsGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 171 8.6 0.091 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 8 12.5 0.007 7.3 LOS A 0.0 0.2 0.23 0.59 60.2

Approach 179 8.8 0.091 0.4 NA 0.0 0.2 0.01 0.03 78.8

North: Existing Ruakura Rd (from Holland Rd)

7 L2 9 11.1 0.125 9.3 LOS A 0.5 3.6 0.38 0.68 59.7

9 R2 86 3.7 0.125 9.0 LOS A 0.5 3.6 0.38 0.68 61.8

Approach 96 4.4 0.125 9.0 LOS A 0.5 3.6 0.38 0.68 61.6


10 L2 34 9.4 0.019 7.1 LOS A 0.0 0.0 0.00 0.63 62.3

11 T1 81 13.0 0.045 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 115 11.9 0.045 2.1 NA 0.0 0.0 0.00 0.18 73.8

All Vehicles 389 8.6 0.125 3.0 NA 0.5 3.6 0.10 0.23 72.3











MOVEMENT SUMMARY

Site: 2041 PM base

Relocated Ruakura Rd/Existing Ruakura Rd (from Holland Road)Net 35 flowsGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 95 8.9 0.051 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 9 11.1 0.009 8.1 LOS A 0.0 0.3 0.37 0.61 60.1

Approach 104 9.1 0.051 0.7 NA 0.0 0.3 0.03 0.06 77.7

North: Existing Ruakura Rd (from Holland Road)

7 L2 11 10.0 0.083 9.6 LOS A 0.3 2.4 0.43 0.69 59.7

9 R2 49 6.4 0.083 9.4 LOS A 0.3 2.4 0.43 0.69 60.6

Approach 60 7.0 0.083 9.4 LOS A 0.3 2.4 0.43 0.69 60.4


10 L2 105 3.0 0.057 7.0 LOS A 0.0 0.0 0.00 0.63 64.4

11 T1 183 1.7 0.094 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 288 2.2 0.094 2.6 NA 0.0 0.0 0.00 0.23 73.5

All Vehicles 453 4.4 0.094 3.1 NA 0.3 2.4 0.06 0.25 72.3











SITE LAYOUT

Site: 2021 AM scheme





MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 259 11.0 0.141 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 7 0.0 0.006 7.5 LOS A 0.0 0.2 0.32 0.59 63.9

Approach 266 10.7 0.141 0.2 NA 0.0 0.2 0.01 0.02 79.4


7 L2 9 0.0 0.150 11.1 LOS B 0.6 4.1 0.53 0.79 60.9

9 R2 79 1.3 0.150 11.0 LOS B 0.6 4.1 0.53 0.79 60.4

Approach 88 1.2 0.150 11.0 LOS B 0.6 4.1 0.53 0.79 60.4


10 L2 27 3.8 0.015 7.0 LOS A 0.0 0.0 0.00 0.63 64.1

11 T1 192 15.9 0.107 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 219 14.4 0.107 0.9 NA 0.0 0.0 0.00 0.08 77.6

All Vehicles 574 10.6 0.150 2.1 NA 0.6 4.1 0.09 0.16 75.1











MOVEMENT SUMMARY

Site: 2021 PM scheme




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 208 12.1 0.114 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 12 0.0 0.012 8.2 LOS A 0.0 0.3 0.42 0.63 63.5

Approach 220 11.5 0.114 0.4 NA 0.0 0.3 0.02 0.03 78.9


7 L2 8 0.0 0.100 11.6 LOS B 0.4 2.6 0.54 0.79 60.5

9 R2 46 2.3 0.100 11.5 LOS B 0.4 2.6 0.54 0.79 59.6

Approach 55 1.9 0.100 11.5 LOS B 0.4 2.6 0.54 0.79 59.8


10 L2 89 1.2 0.048 7.0 LOS A 0.0 0.0 0.00 0.63 65.0

11 T1 275 9.2 0.148 0.0 LOS A 0.0 0.0 0.00 0.00 79.9

Approach 364 7.2 0.148 1.7 NA 0.0 0.0 0.00 0.15 75.7

All Vehicles 639 8.2 0.148 2.1 NA 0.4 2.6 0.05 0.17 75.0











SITE LAYOUT






MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 259 8.5 0.139 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 12 9.1 0.011 7.9 LOS A 0.0 0.3 0.35 0.61 60.8

Approach 271 8.6 0.139 0.4 NA 0.0 0.3 0.01 0.03 78.9


7 L2 13 8.3 0.172 11.7 LOS B 0.7 4.8 0.54 0.80 58.2

9 R2 84 3.8 0.172 11.5 LOS B 0.7 4.8 0.54 0.80 59.3

Approach 97 4.3 0.172 11.5 LOS B 0.7 4.8 0.54 0.80 59.1


10 L2 35 9.1 0.020 7.1 LOS A 0.0 0.0 0.00 0.63 62.4

11 T1 214 10.3 0.116 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

Approach 248 10.2 0.116 1.0 NA 0.0 0.0 0.00 0.09 76.9

All Vehicles 616 8.5 0.172 2.4 NA 0.7 4.8 0.09 0.17 74.2











MOVEMENT SUMMARY

Site: 2041 PM scheme




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 200 8.9 0.107 0.0 LOS A 0.0 0.0 0.00 0.00 80.0

6 R2 15 7.1 0.016 8.6 LOS A 0.1 0.5 0.44 0.65 60.9

Approach 215 8.8 0.107 0.6 NA 0.1 0.5 0.03 0.04 78.3


7 L2 4 25.0 0.112 12.8 LOS B 0.4 3.1 0.57 0.82 53.3

9 R2 52 6.1 0.112 12.3 LOS B 0.4 3.1 0.57 0.82 57.9

Approach 56 7.5 0.112 12.3 LOS B 0.4 3.1 0.57 0.82 57.5


10 L2 96 3.3 0.052 7.0 LOS A 0.0 0.0 0.00 0.63 64.3

11 T1 292 6.1 0.154 0.0 LOS A 0.0 0.0 0.00 0.00 79.9

Approach 387 5.4 0.154 1.7 NA 0.0 0.0 0.00 0.16 75.4

All Vehicles 658 6.7 0.154 2.3 NA 0.4 3.1 0.06 0.18 74.3













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