redwood centre c block - rotorua · 2013. 12. 10. · w03 w01 w13 w15 w16 w17 w18 w19 w20 w22 w26...

Appendix 1

Site Plans and Elevations

All d

raw

ings

and

det

ails

rem

ain

the

Cop

yrig

ht ©

of

Dar

ryl C

hurc

h Ar

chite

ctur

e Lt

dD

RAW

ING

REV

ISIO

NS

RE

VD

ATE

DE

SC

RIP

TIO

N

JOB

NO

.R

EV

ISIO

N

SC

ALE

DE

SIG

NE

DD

RAW

NC

HE

CK

ED

ISS

UE

DIN

ITIA

L

P100

2

1:10

0, 1

:500

DR

AWIN

G T

ITLE

Red

woo

d C

entre

C B

lock

for

Red

woo

d C

entre

Tru

stcr

n Te

Nga

e an

d Ta

raw

era

Rd,

Rot

orua

CLI

EN

T / P

RO

JEC

T

Site

Pla

n

A2 o

rigin

al

DR

AWIN

G N

O.

L01

FILE

.Q

1103

Red

woo

d C

entre

C-B

lock

.pln

dc jw dc

15/0

3/13

Sta

tus

CO

NS

EN

T

Lega

l Des

crip

tion:

Lot:

1D

P: D

P 4

5506

3 A

rea:

1.3

432

ha

NO

TES:

1.

Ref

er s

urve

yors

pla

n fo

r exa

ct b

ound

ary'

s an

dbe

arin

gs2.

Al

l mat

eria

ls, i

tem

s an

d w

orkm

ansh

ip s

hall

com

ply

with

the

min

imum

requ

irem

ents

of t

he re

leva

nt N

Zst

anda

rds

and

NZB

C. D

raw

ings

sho

w g

ener

alch

arac

ter o

f wor

k, c

onst

ruct

any

par

ts n

ot d

etai

led

or s

peci

fied

in a

ccor

danc

e w

ith N

ZS36

04, N

ZBC

and

to g

ood

trade

pra

ctic

e.3.

Th

e co

ntra

ctor

is to

che

ck a

nd v

erify

all

dim

ensi

ons

on s

ite b

efor

e co

mm

enci

ng w

ork.

Rep

ort a

ny d

iscr

epan

cies

for c

larif

icat

ion.

4.

Rem

oval

of s

tum

ps a

nd ro

ot in

side

and

with

in1.

5m o

f the

pro

pose

d bu

ildin

g is

requ

ired.

Exca

vate

and

com

pact

in c

onsu

ltatio

n w

ith a

Reg

iste

red

Civ

il En

gine

er. O

btai

n al

l req

uire

din

spec

tions

and

cer

tific

atio

n of

in a

ccor

danc

e w

ithN

ZS44

31, 3

.1.3

(c)

KEY

:

new

cob

bles

new

pav

emen

tex

istin

g la

ndsc

apin

g

6160

5958

5756

5554

5352

5150

4948

4746

4544

4342

4140

66

133 134 135 136 137 138 139 140 141 142 143 144

148

149

150

151

152

153

154

155

156

157

158

159

160

161

162

163

164

165 166 167 168 169 170 171 172 173 174 175 176

8887

8685

8483

8281

8079

7877

7675

7473

7271

7069

6867

177

178

179

180

181

182

183

184

185

186

189

190

191

192

193

194

195

2221

2019

1817

1615

1413

6160

5958

5756

5554

5352

5150

4948

4746

4544

4342

4140

66

2726

12 11 10 9 8 7 6 5 4 3

209208207206205204203202201200199198197196

100 99 98 97 96 95 94 93 92 91 90 89

8887

8685

8483

8281

8079

7877

7675

7473

7271

7069

6867

2524

23

102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117

132 131 130 129 128 127 126 125 124 123 122 121 120 119 118

3938

3736

3534

3332

3130

2928

287.

2

286.

6

286.

2

285.

8

286.

0

286.

4

286.

8

287.

0

285.

6

285.

4

285.

2

25.75

m BDY

37.86m BDY

111.

78m

BDY

(Rec

alc)

BLO

CK

CFF

L 28

6.20

188

187

83.7

0mB

DY

88.91mBDY60.53mBDY

49.7

9mB

DY

20.32m BDY

34°

41'4

0"

(83.

70)

124°43'30" (66.03) 124°41'00" (83.41)

124°41'40" (62.12)

274 °43 '00 "

245°

07'00

"

2 59 °53 '00 "

34°

41'4

0"

124°41'00"

Ext

'g c

arpa

rk

Ext'g

bui

ldin

g

Ext'g

bui

ldin

g

Ext'g

pav

emen

t

Ext'gpa

vemen

t

Ext'g pavement

TeNg

ae R

oad

Tarawera Road

N

All d

raw

ings

and

det

ails

rem

ain

the

Cop

yrig

ht ©

of

Dar

ryl C

hurc

h Ar

chite

ctur

e Lt

dD

RAW

ING

REV

ISIO

NS

RE

VD

ATE

DE

SC

RIP

TIO

N

JOB

NO

.R

EV

ISIO

N

SC

ALE

DE

SIG

NE

DD

RAW

NC

HE

CK

ED

ISS

UE

DIN

ITIA

L

P100

2

1:10

0

DR

AWIN

G T

ITLE

Red

woo

d C

entre

C B

lock

for

Red

woo

d C

entre

Tru

stcr

n Te

Nga

e an

d Ta

raw

era

Rd,

Rot

orua

CLI

EN

T / P

RO

JEC

T

Site

Ser

vice

s P

lan

A2 o

rigin

al

DR

AWIN

G N

O.

L02

FILE

.Q

1103

Red

woo

d C

entre

C-B

lock

.pln

dc jw dc

15/0

3/13

Sta

tus

CO

NS

EN

T

165 166 167 168 169 170 171 172 173 174 175 176

177

178

179

180

181

182

183

184

185

186

21 A08

4,498

5,458

4,16

1

4,12

7

8,0482,8664,193

8,13

62,

848

4,32

6

3,051

1,200

1,20

0

3,02

9

SE

TOU

T P

OIN

T

Exis

ting

redw

ood

to b

e re

tain

ed

65Ø

ven

t in

wal

lsp

ace

& to

pene

trate

roof

Con

nect

new

sew

er to

exi

stin

g

Con

nect

new

stor

mw

ater

to e

xist

ing

ext'g

50Ø

ser

vice

mai

nco

nnec

tion

incl

udin

g va

lve,

met

eran

d te

stab

le b

ackf

low

pre

vent

eras

per

cou

ncil

appr

oved

draw

ings

New

Wat

er s

uppl

y,no

te 3

Run

sto

rmw

ater

dra

in u

nder

floor

sla

b in

one

con

tinuo

usle

ngth

. Pro

vide

ope

nin

spec

tion

at e

ach

end.

20m

m c

oppe

r dra

in(n

ote

9)

100Ø

1:6

0min

Allo

w to

pro

vide

rem

ovab

leac

cess

pan

el in

dec

k

New

Wat

er s

uppl

y,no

te 3

HW

C a

bove

uni

t,20

mm

cop

per d

rain

(not

e 9)

refu

ge s

pace

for t

enan

cy B

refu

ge s

pace

for

tena

ncy

A

Allp

roof

100

mm

Sto

rm s

erie

s gr

ate

&su

mp

Allp

roof

100

mm

Sto

rm s

erie

s gr

ate

& s

ump

seat

DE

CK

PATI

O

FOO

TPAT

H

LAN

DS

CA

PIN

G

LAN

DS

CA

PIN

G

PLA

NTI

NG

PLA

NTI

NG

PLA

NTI

NG

crn.

TE N

GAE

and

TARA

WER

A RO

AD

seat

ext'g

SWMH X1

ext'g

200Ø

uPVC S

W

ext'g

dis

h ch

anne

l

EXT'

G37

5Ø s

torm

wate

r

tv

org

c/s

wc

100Ø 1:60 min. grade

whb

c/s

wc

whb

whb

s

s

s

shw

r

fwg

aav

fwg

fwg

wc

ib

ib ij ij ij ij ij

ij10

0Ø 1

:60

min

. gra

de

65Ø 1:40 min grade

100Ø

1:6

0 m

in

100Ø

1:6

0 m

in

100Ø

1:6

0

100Ø

watersupply

inv le

vel 2

84.8

187

188

25.75

mBDY

37.86m BDY

1:8 ramp

1:8 ramp

1:8

ram

p

hwc

BLO

CK

CFF

L 28

6.20

FFL

286.

05

FFL

286.

05

FFL 286.05

FFL 286.05

start of retaining wall curve

star

t of r

etai

ning

wal

l cur

ve

2 7 4 °43 '00 "

259 °53 '00 "1:50 fall

1:50 fall

1:50 fall

1:50 fall

1:50

fall

1:50

fall 1:

50 fa

ll

ext'g

200

Ø u

PVC

SW

ext'g

200Ø

uPVC S

W

hb

hb

Note8

Note8

Note

8

Note

8

Note8

reta

inin

g w

all c

urve

retaining wall curve

D

u/g

tele

com

(not

e 6) (n

ote

6)

(not

e 7)

(not

e 7)

drai

n

drai

n

electricalsupply

PATI

O

extg SS inv.level284.94

100Ø uPVC s.w drain

100Ø

uPV

C s

.w d

rain


TIM

BE

R D

EC

KIN

G

100Ø

uPV

C s

.w d

rain

100Ø

dp

100Ø uPVC s.w drain ap

ap

100Ø

dp

100Ø

dp

100Ø

dp 100Ø

dp 100Ø

dp

100Ø dp 10

0Ø u

PVC

s.w

dra

in


gt

tv

KEY

:

ne

w s

anita

ryse

wer

drai

nage

ex

istin

g sa

nita

ryse

wer

uP

VC s

torm

wat

erdr

aina

ge

w

ater

mai

ns

ex

ist.

sani

tary

sew

erto

bedi

scon

nect

ed

ne

w e

lect

rical

supp

lym

ains

ne

w g

asm

ains

byve

ctor

te

leph

one/

data

sup

ply

do

wnp

ipe

gu

lly tr

ap

65

Ø te

rmin

alve

nt

in

spec

tion

join

t

in

spec

tion

bend

ac

cess

poi

nt

ho

se b

ib

flo

or w

aste

gully

fwgij ib apdp

SER

VIC

ES N

OTE

S:

1.

Det

erm

ine

the

loca

tion

of a

ll ex

istin

g un

derg

roun

d se

rvic

es,

priv

ate

and

publ

ic b

efor

e th

e co

mm

ence

men

t of w

ork.

2.

Plum

bing

and

dra

inag

e sh

own

is in

dica

tive

only

. Al

l wor

kun

derta

ken

by s

uita

ble

qual

ified

per

sons

to N

ZBC

,AS

/NZS

3500

and

loca

l aut

horit

y re

quire

men

ts.

C

onsu

lt w

ith te

nanc

y fit

out d

raw

ings

for f

inal

loca

tion

was

tes.

P

repa

re a

s bu

ilt p

lans

and

sub

mit

to c

ounc

il.3.

Ea

ch te

nanc

y to

hav

e 3

in 1

sto

pcoc

k va

lve,

20m

m w

ater

met

er&

wilk

ins

RPZ

007

bac

kflo

w v

alve

4.

Allo

w fo

r 20m

m c

oppe

r dra

in fr

om H

WC

's5.

G

as a

nd te

leph

one/

data

to fi

nal d

esig

n by

sup

ply

auth

ority

6.

All f

wg'

s to

hav

e vi

nide

x dr

ain

guar

ds in

floo

r dry

bas

ket a

rrest

or7.

Al

l sin

ks to

hav

e a

rees

e BA

W40

/50

fixed

(non

lift)

plu

mbi

ngm

odel

in-s

ink

dry

bask

et a

rrest

or, d

iam

eter

to s

uit d

rain

age.

8.

Fina

l set

out t

o be

con

firm

ed b

y de

velo

per p

rior t

o co

ncre

te p

our

9.

HW

C to

hav

e se

ism

ic re

stra

int o

f sto

rage

wat

er h

eate

rs 9

0 -

360

litre

s to

NZB

C G

12/A

S1

Fig

1410

. Lo

catio

n: H

and

was

h ba

sin

Te

mpe

ratu

re: 3

8 - 5

5°C

Lo

catio

n: S

inks

Te

mpe

ratu

re: 6

3°C

Lo

catio

n: C

lean

ers

sink

Te

mpe

ratu

re: 8

3°C

- RE

AD

IN C

ON

JUN

CTI

ON

WIT

H E

LEC

TRIC

AL

PLA

NS

L11

- RE

AD

IN C

ON

JUN

CTI

ON

WIT

H R

OO

F P

LAN

S L

09

hb

ai

r adm

ittan

ceva

lve

w

ater

clo

set

w

ash

hand

basi

n

sh

ower

si

nk

cl

eane

rs s

ink

te

leco

m d

emar

k

poin

t

aav

w/c whb

shw

r

s cs

D

C

oncr

ete

Ex

pose

d Ag

greg

ate

La

ndsc

apin

g

D

ecki

ng

Pa

ving

DR

AIN

AG

E K

EY:

Unl

ess

note

d ot

herw

ise

drai

ns to

be:

w/c

- 100

Ø 1

:60

sink

- 40Ø

1:4

0w

hb

- 4

0Ø 1

:40

shw

r fw

g

- 65Ø

1:6

0cs

- 65Ø

1:60

Min

imum

dra

in d

iam

eter

to g

o un

der s

lab,

100

Ø 1

:60

Ex

istin

g la

ndsc

apin

g

All d

raw

ings

and

det

ails

rem

ain

the

Cop

yrig

ht ©

of

Dar

ryl C

hurc

h Ar

chite

ctur

e Lt

dD

RAW

ING

REV

ISIO

NS

RE

VD

ATE

DE

SC

RIP

TIO

N

JOB

NO

.R

EV

ISIO

N

SC

ALE

DE

SIG

NE

DD

RAW

NC

HE

CK

ED

ISS

UE

DIN

ITIA

L

P100

2

1:10

0

DR

AWIN

G T

ITLE

Red

woo

d C

entre

C B

lock

for

Red

woo

d C

entre

Tru

stcr

n Te

Nga

e an

d Ta

raw

era

Rd,

Rot

orua

CLI

EN

T / P

RO

JEC

T

New

Flo

or P

lan

A2 o

rigin

al

DR

AWIN

G N

O.

L05

FILE

.Q

1103

Red

woo

d C

entre

C-B

lock

.pln

dc jw dc

15/0

3/13

Sta

tus

CO

NS

EN

T

FLO

OR

AR

EA:

Leve

l:Te

nanc

y A

:Te

nanc

y B

:To

tal

299.

4m2

140.

5m2

439.

9m2

Tota

l Flo

or A

rea:

439.

9m2

WA

LL K

EY:

90x4

5 H

1.2

SG

8 fra

min

g, S

tuds

@ 3

00cr

s,no

gs @

800

crs

with

13m

m, G

ib s

tand

ard

linin

g in

side

face

140x

45 H

1.2

SG

8 fra

min

g, S

tuds

@60

0crs

, nog

s @

800

crs,

Gib

sta

ndar

d lin

ing

to in

side

face

, 9m

m e

copl

y su

bstra

te

Inte

rnal

fram

ing,

90x

45 H

1.2

SG

8 st

uds

@60

0crs

, nog

gs @

800

crs,

13m

m G

ibst

anda

rd b

oth

side

s. A

lum

iniu

m s

kirti

ngs.

Ron

do 9

2x45

0.5

5bm

t ste

el s

tud

fram

ing,

13m

m G

ib B

oard

bra

ce li

ne. A

lum

iniu

msk

irtin

g

125m

m p

reca

st p

anel

s

BO

TTO

M P

LATE

FIX

ING

S:

CO

NC

RE

TE S

LAB

:Ex

tern

al W

alls

& L

oad

Bear

ing

Wal

ls:

M12

rag

bolts

@12

00cr

s (m

ax 3

00m

m fr

om e

nd)

with

50x

50x3

sq

was

her

on D

PC (o

r pro

prie

tary

fast

ener

s @

900

crs

max

, 150

mm

from

end

) in

acco

rdnc

e w

ith fi

g 7.

21 N

ZS36

04:2

011

Brac

ing

Wal

ls (i

nter

nal o

r ext

erna

l): M

12 ra

g bo

lts @

1200

crs

(max

150

mm

from

end

) w

ith 5

0x50

x3 s

q w

ashe

ron

DP

C (

or p

ropr

ieta

ry fa

sten

ers

@ 9

00cr

s m

ax).

Plu

sad

ditio

nal h

old

dow

ns a

s re

quire

d fo

r bra

cing

pan

el

TOP

PLA

TE F

IXIN

GS

:2x

90m

m x

3.1

5 di

a. p

lain

ste

el w

ire n

ails

driv

en v

ertic

ally

into

stu

d pl

us L

umbe

rlok

stud

stra

p (o

ne fa

ce o

nly)

.R

efer

to L

umbe

rlok

fixin

g sc

hdul

e.

INSU

LATI

ON

NO

TES:

Roo

f: R

1.8

Pol

ygol

d B

IB B

lank

et (1

00m

m)

90 w

all:

R2.

8 Pi

nk B

atts

Ultr

a (9

0mm

)14

0 w

all:

R3.

2 Pi

nk B

atts

Ultr

a (1

40m

m)

Stra

ppin

g: R

0.62

Koo

lfoam

Bla

ckfo

am (2

0mm

)

NO

TES:

1.

All m

ater

ials

, ite

ms

and

wor

kman

ship

sha

llco

mpl

y w

ith th

e m

inim

um re

quire

men

ts o

f the

rele

vant

NZ

stan

dard

s an

d N

ZBC

. D

raw

ings

show

gen

eral

cha

ract

er o

f wor

k, c

onst

ruct

any

parts

not

det

aile

d or

spe

cifie

d in

acc

orda

nce

with

NZS

3604

201

1.2.

U

nles

s sp

ecifi

cally

not

ed,a

ll tim

ber f

ram

ing

shal

lbe

min

imum

gra

ding

sta

ndar

d S

G8,

nom

inal

size

s, s

paci

ngs

@ s

pans

sha

ll be

in a

ccor

danc

ew

ith N

ZS36

04 2

011.

3.

Ref

er te

nanc

y fit

out d

raw

ings

for D

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Artistic Impressions

Appendix 3

Traffic Assessment

32 Harington Street PO Box 903, Tauranga 3140, New Zealand T: +64 7 578 0896 // F: +64 7 578 2968 E: [email protected] // www.beca.com

Our Ref: 4252675 NZ1-7348618-9 0.9

Rotorua District Council Private Bag 3029 Rotorua 3046 New Zealand

Attention: Portia McKenzie

3 May 2013

Dear Portia

Redwood Centre Variation: Traffic Assessment

Beca Ltd (Beca) has been commissioned by TPB Properties Ltd to prepare a traffic assessment for a new consent application and a variation to that new consent. Resource Consent RC14240 01 has previously been granted for the site at the Te Ngae Road / Tarawera Road intersection in Rotorua. The site location is identified in Figure 1 and the remainder of this letter sets out the background and assessment of traffic effects relating to the application and variation sought. The consent application seeks to restore the building which was originally consented as a restaurant to the corner of the site as restaurant/commercial (convenience) of up to 440m2 gross floor area (GFA). However, the applicant seeks to allow the use of part of the application building for offices for Rabobank, and is the subject of the parallel application. To be clear, once the lease to Rabobank (or their subsidiary) as a specific tenant expires, the consent will expire and the consented land use will revert to either commercial or restaurant.

Figure 1: Site Location

Site Location

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Background

Resource Consent was sought in February 2012 for 4,300m2 GFA of commercial, tavern, retail and bulk retail activities not exceeding 2,700m2 at the site supported by 217 car parks. This was granted and a subsequent variation was sought and approved in December 2012 to permit at total of 3,049m2 retail components within the 4,300m2 GFA with restrictions placed on the types of activity that could be established, as well as a requirement to provide no less than 205 car parks.

Consent Application and Variation Sought

As identified above, the variation sought to the Resource Consent is to establish an additional 440m2 GFA of either restaurant or commercial activity at the site. That additional floor area is being assessed under the following two scenarios:

Long-term default zoning (Consent Application & Variation): – 440m2 GFA of either restaurant or commercial retail activity Short-term with specific tenants (Consent Application): – 330m2 GFA as Rabobank – 110m2 GFA as Convenience Retail (i.e. Post Shop / Finance / Insurance)

Plans of the proposed site are included as Attachment 1 to this letter. With regard to the site layout, the existing access locations and car parking arrangements will not be altered with the proposed variation. As such, the traffic matters for assessment with regards to the variation are limited to the effects of additional traffic generation and the ability for the existing car park to accommodate the increased parking demand.

Traffic Generation

The additional traffic generated by the proposed variation has been determined using the same traffic generation rates as for the approved Resource Consent and subsequent variation. The traffic generation rates and resultant number of trips is set out in Table 1 and Table 2 respectively.

Table 1: Traffic Generation Rates (per 100m2)

Scenario Land Use AM Peak PM Peak Arrivals Departures Total Arrivals Departures Total

Short-Term

Rabobank 0.062 0.454 0.517 0.411 0.084 0.495 Post Shop 0.698 0.594 1.292 1.240 1.398 2.637

Long-Term

Restaurant 0.000 0.000 0.000 4.151 8.056 12.206 Convenience Retail 0.698 0.594 1.292 1.240 1.398 2.637

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Table 2: Traffic Generation Summary

Scenario Land Use AM Peak PM Peak Arrivals Departures Total Arrivals Departures Total

Short-Term

Rabobank 0 2 2 1 0 1 Post Shop 1 1 2 1 2 3 Total 1 3 4 2 2 4

Long-Term

Restaurant 0 0 0 18 35 53 Convenience Retail

3 3 6 5 6 11

The traffic flows in Table 2 identify that the convenience retail and restaurant developments would result in the largest increase in peak period traffic generation from the site in the AM and PM peaks respectively. As such, the remainder of the traffic effects associated with this proposed variation are based on those specific land uses in those peak periods.

Table 3 identifies the increase in traffic generation associated with the proposed variation on top of the traffic flows that were consented in the December 2012 variation. It can be seen that the sought variation will increase the total traffic generated by the site by 24% in the PM peak hour, but only 4% in the AM peak.

Table 3: Traffic Generation Comparison

AM Peak PM Peak Arr Dep Total Arr Dep Total

Consented Development 69 67 136 101 120 221

Variation Sought 71 70 142 119 155 274

Change 3 3 6 18 35 53 % Change 4% 4% 4% +18% +29% +24%

Traffic Distribution

The additional traffic generated associated with the sought variation has been assigned to the road network in accordance with the same methodology outlined in the Transport Assessment for the original consent. Please refer back to that document for details of the assignment, pass-by traffic assumptions and diverted traffic.

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

To feed into subsequent traffic modelling, the following traffic diagrams have been created to determine the future traffic flows on the road network. These have been prepared to be consistent with the NZ Transport Agency’s draft methodology for considering the impact of development on the SH30 corridor. Attachment 2 contains diagrams illustrating the calculation of traffic on the local road network. The key diagrams of resultant traffic flows are:

Baseline Flows (the existing road network without the consented development) Baseline traffic (i.e. without the existing site) plus ten years of traffic growth at 1% per year (the mid-point between the 0.75% to 1.25% recommended by the NZ Transport Agency) Consented development flows (traffic generated by the consented development) Consented plus variation development flows With consented development flows (the baseline flows plus the consented development traffic) With consented plus variation development flows With consented plus variation development flows 10% sensitivity (applies a 10% increase to the traffic generated by this variation)

Intersection Modelling

Intersection modelling has been undertaken of the Te Ngae Road / Tarawera Road intersection for a range of scenarios, as follows:

Predicted baseline traffic flows (i.e. with the consented development as it is already operational) Predicted baseline plus the consented and variation development Predicted baseline plus the proposed and variation development with a 10% sensitivity test on development generated traffic 2022 predicted baseline traffic flows (i.e. with the consented development as it is already operational) 2022 predicted baseline plus the consented and variation development 2022 predicted baseline plus the proposed and variation development with a 10% sensitivity test on development generated traffic

The NZ Transport Agency has set out draft performance criteria and thresholds for the SH30 corridor. The key criteria for the assessment of this variation are:

Absolute minimum level of service of E (55 seconds) for Te Ngae Road approaches Absolute minimum level of service of F (80 seconds) for side road approaches. Side road approaches of greater than 80 seconds may be accepted where it can be demonstrated that potential adverse safety effects can be avoided or mitigated. 250m maximum 50%ile queue on Te Ngae Road 400m maximum 95%ile queue on Te Ngae Road

In respect of the safety of delays on the side roads, we recognise that the specific State Highway intersection being considered in this application/variation is a roundabout as opposed to the priority intersections that form the majority of the corridor. The roundabout creates a significantly safer form of intersection (in terms of serious and fatal injuries) than the priority intersections due to the reduced speed of collisions. This is especially the case during the peaks when the queues on

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

approaches result in lower than typical for the day entry speeds, thereby minimising the severity of any crashes that occur during the most congested period.

Full model results are contained in Attachment 3 and discussed in the following sections.

a. AM Peak Hour Results Table 4: Te Ngae Road / Tarawera Road Intersection Modelling Results – AM Peak Hour

Assessment Scenario Degree of Saturation

Average Delay (in Seconds)

Level of Service

95%ile back of Queue (m)

Base plus growth & consented development

1.043 32 C 197

Base plus growth & consented & variation development

1.045 32 C 199

Base plus growth & consented & variation development 10% sensitivity test

1.045 32 C 199

2022 Base plus growth & consented development

1.306 91 F 615

2022 Base plus growth & consented & variation development

1.305 92 F 613

2022 Base plus growth & consented & variation development 10% sensitivity test

1.305 92 F 613

The traffic results in Table 4 identify that the Te Ngae Road / Tarawera Road intersection is predicted to be over-capacity prior to the variation development being added to the road network. The inclusion of traffic associated with the variation sought has a negligible effect on the overall intersection operation.

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Table 5 summarises the operation of the intersection against the key performance criteria set out by the NZ Transport Agency.

Table 5: Key Performance Criteria Assessment – AM Peak

Assessment Scenario Approach Delay (s) 50%ile Queue (m)

95%ile Queue (m)


Tarawera Road 83 N/A N/A Te Ngae Road (E) 33 70 173 Marino Road 18 N/A N/A Te Ngae Road (W) 7 8 20











Table 5 identifies that Tawawera Road currently exceeds the delay threshold of 80 seconds set out by the NZ Transport Agency. Whilst the current operation is marginally over that threshold, the includsion of traffic growth, as per the NZ Transport Agency guidance, increases the delay on that approach to 275 seconds. The increase in delay on Tawawera Road as a result of the proposed variation is considered to be negligible because it is an increase of only one second in the current year assessment and a decrease of one second in 2022. That decrease occurs because of changes in traffic patterns associated with pass-by traffic.

Te Ngae Road is predicted to have delays in excess of the NZ Transport Agency threshold in 2022 without the variation traffic added to the network. The inclusion of that traffic increases the delay by one second, which is not considered to be a significant effect.

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

The queue lengths on Te Ngae Road are all predicted to be within the threshold criteria for the current day assessment. The inclusion of traffic growth increases the 95%ile queue on Te Ngae Road east to beyond 400m prior to the variation traffic being added to the network. The traffic generated by variation will only increase this queue by 4m, which is considered to be a negligible increase as it represents less than one vehicle length.

b. PM Peak Hour Results

Table 6: Te Ngae Road / Tarawera Road Intersection Modelling Results – PM Peak Hour

Assessment Scenario Degree of Saturation

Average Delay (in Seconds)

Level of Service

95%ile back of Queue (m)


0.704 11 B 70


0.712 12 B 72


0.711 12 B 72


0.776 15 B 94


0.793 16 B 103


0.797 17 B 104

Table 6 indicates that the Te Nage Road / Tarawera Road intersection is predicted to operate satisfactorily in 2022 under all scenarios tested.

Table 7 summarises the key performance criteria requested by the NZ Transport Agency. It can be seen that the Te Nage Road / Tarawera Road intersection is predicted to operate within this criteria for all scenarios in the PM peak.

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Table 7: Key Performance Criteria Assessment – PM Peak

Assessment Scenario Approach Delay (s) 50%ile Queue (m)

95%ile Queue (m)













3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Other Traffic Effects

The existing site access on Tarawera Road does not allow for right turns into the site because of concerns the queue will extend back to the Te Ngae Road / Tarawera Road intersection. It is understood that vehicles have been illegally undertaking right turns into the site at this location, which is currently being monitored by the Police. A median barrier cannot be provided at this location to prohibit these right turns because space is required to accommodate vehicles turning into / out of the angled parking at the Outdoorsman Headquarters and the lack of alternative turning facility further along Tarawera Road.

Car Parking Demand and Capacity

The original Resource Consent was for 4,286m2 GFA supported by 217 car parks, which included a tavern as part of the application. The parking assessment in the Transport Assessment identified that the tavern would generate trips outside of the typical retail hours, so there will be cross-use of the car parks. It was acknowledged that combining the District Plan parking requirements was over providing parking because this viewed each activity in isolation rather than taking a holistic approach to the provision of car parks. As such, as reduction in parking was proposed and agreed to by the Council.

The subsequent variation to the Resource Consent provided additional retail at the site and removed the tavern. The effect of this was to increase the parking demand for coincident activities, whilst reducing the overall amount of parking provided on-site.

The proposed tavern being assessed in this application is anticipated to have the highest parking demand, based on the trip generation rates discussed earlier. However, the time at which that parking demand will occur is outside of the typical hours of operation for the majority of the site. Therefore, it is considered appropriate to not provide any additional car parks with this application, as that would lead to an over-supply of parking at this site.

It should be noted that there is a travel plan for this site, which includes an intention to reduce car parking provision where possible. Parking would be replaced with means to encourage travel by modes other than private car. As such, not providing car parking for the activities proposed in this variation is consistent with the aims and objectives of the travel plan.

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Conclusion

Given the findings set out in this letter, it is considered that the proposed variation sought to the Resource Consent for the Redwood Centre site will not result in adverse traffic or transport effects. Specifically, it is considered that:

The additional traffic generated by the proposed development in the AM peak period will not result in a material change in the operation of the Te Ngae Road / Tarawera Road intersection The Te Ngae Road / Tarawera Road intersection will continue to operate satisfactorily with the additional traffic generated by the proposed development in the PM peak period Not providing additional parking for the proposed development is consistent with the travel plan for the redwood site.

I trust this letter satisfactorily sets out our assessment of the traffic effects associated with the variation sought to the Redwoods Resource Consent. Please do not hesitate to contact me if you have any queries regarding this matter.

Yours sincerely

Duncan Tindall Senior Transportation Planner

on behalf of

Beca Ltd Direct Dial: +64 7 5777816 Email: [email protected]

CC: Alistair Talbot, NZTA

3 May 2013

Our Ref: 4252675 NZ1-7348618-9 0.9

Attachment 1: Proposed Site Layout

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