Countdown Hawera Proposed Supermarket Redevelopment

Transcription

1 Countdown Hawera Proposed Supermarket Redevelopment Transportation Assessment Report May 2016 TDG Ref: countdown hawera tar.docx

2 Countdown Hawera Proposed Supermarket Redevelopment Transportation Assessment Report Quality Assurance Statement Prepared by: Jamie Whittaker Principal Transportation Planner Reviewed by and Approved for Issue by: Mark Georgeson Director Status: Final report Date: 3 May 2016 PO Box , Lower Hutt 5040 New Zealand P:

3 Transportation Assessment Report Table of Contents 1. Introduction Transport Network Location in the Road Network HTCS Network Design Proposed Supermarket Redevelopment Traffic Generation Existing Site Traffic Generation Proposed Supermarket Traffic Generation Trip Type Assessment of Traffic Effects Parking District Plan Requirements Proposed Parking Provision Provision, Layout and Geometry Servicing Arrangements District Plan Requirements Proposed Servicing Arrangements Construction Phasing / Traffic Management Redevelopment Phasing Construction Traffic Management District Plan Conclusions... 20

4 Transportation Assessment Report Page 1 1. Introduction Traffic Design Group ( TDG ) has been engaged by Progressive Enterprises Ltd ( Progressives ) to examine and describe the transportation effects and outcomes of a proposed redevelopment of the existing Countdown supermarket in central Hawera. It is proposed that the existing supermarket building be demolished and replaced with a new larger 3,500m² gross Floor Area ( GFA ) store, located on the western side of the same site, with associated changes to the on-site parking and servicing arrangements. This Transportation Assessment Report describes and evaluates the traffic and transport related impacts of the proposed Countdown redevelopment against the provisions of the South Taranaki District Plan ( District Plan ). In this respect it is noted that Council are in the process of confirming improvements to the existing streetscape in the immediate vicinity of the site, as part of the Hawera Town Centre Strategy ( HTCS ). The proposed supermarket layout design therefore takes account of these on-street changes, and has been designed in an integrated way to provide safe and efficient access to the site for both vehicles and pedestrians. The key elements covered in the report are: the traffic generation associated with the proposed supermarket; the proposed site access arrangements with respect to the HTSC street layout; the ability of the proposed on-site carparking to accommodate anticipated demand; the proposed site servicing arrangements; and construction traffic management during the redevelopment works. By way of summary it can be concluded that the proposed Countdown redevelopment design can be supported from a traffic and transport perspective.

5 Transportation Assessment Report Page 2 2. Transport Network 2.1 Location in the Road Network The existing Countdown Hawera supermarket is located in the centre of town, and is bounded by Victoria Street to the west; Nelson Street to the north; Union Street to the east; and a collection of smaller businesses to the south, which subsequently front onto High Street. The current site and surrounding street environment is shown within the details of Figure 1. Existing vehicle access to the site is achieved via Victoria Street and Nelson Street, with access to the servicing area handled kerbside off Nelson Street. Details of the road hierarchy classification of adjacent streets, as identified within both the operative and proposed District Plans, along with associated average daily traffic ( ADT ) volumes derived from the Council s RAMM database, are provided in Table 1 below. ROAD ADT (Adjacent Site) OPERATIVE PLAN ROAD HIERARCHY PROPOSED PLAN Nelson Street 2,300 Local Road Secondary Collector Road Union Street 1,200 Local Road Secondary Collector Road COMMENTS Defined Pedestrian Area High Street 4,000* Local Road Arterial Road Defined Pedestrian Area Victoria Street 3,000 Collector Road Primary Collector Road Table 1: Road Volumes and Classification *Count undertaken just east of Union Street With the exception of Victoria Street, the operative District Plan classifies each of the streets in the vicinity of the site as Local Roads. In general, local roads have the primary function of providing access to properties fronting the street, whilst higher category roads will have an increasing function of carrying a proportion of through traffic. In this respect, the higher classifications afforded to the same network in the Proposed District Plan reflect the anticipation that these streets accommodate a through-traffic element, particularly with regard to High Street and Victoria Street. It is proper then, as proposed, that carpark access is relocated away from Victoria Street. Each of the roads bounding the site provides dedicated on-street parking, either on one or both sides of the street.

6 Page 3 NELSON STREET VICTORIA STREET EXISTING CARPARK EXISTING COUNTDOWN 0 20mm UNION STREET Monday, 2 May 2016 HIGH STREET REVISION A B C DATE 11/12/ /02/ /05/2016 DESCRIPTION Superquad and 23m Truck and Trailer Tracking Updated architects plan Updated architects plan Countdown Hawera Aerial of Existing Site DRAWN: MP DATE: 2/05/2016 SCALE: A3 DWG NO:13384 N1C 1 G:\TDG PROJECTS\13,000-13,999\13384 Countdown Hawera Feasibility Study\CAD\13384 N1C.dwg

7 Transportation Assessment Report Page 4 In both the operative and proposed District Plans, Union Street and High Street are included within the defined pedestrian areas. This designation reflects the higher volumes of pedestrian foot traffic typically accommodated by central area streets, and requires consideration when planning the road environment and associated vehicle accesses, to ensure they are designed in such a manner as to mitigate potential conflict with pedestrians. This outcome is in part reflected by the integrated street and site parking design proposed for Union Street. 2.2 HTCS Network Design The HTCS street design for the town centre, which is shown within the details of Figure 2, incorporates the following changes to the existing arrangements: Nelson Street (between Victoria Street and Union Street): to become one-way (eastbound only), with parallel parking and angle parking to be introduced on the northern and southern sides of the street, respectively; Union Street (between High Street and Nelson Street): the angle parking at the northern end to be retained. These changes to the town centre roading scheme are assumed as being in situ by the time the supermarket redevelopment is progressed.

8 Page 5 Monday, 2 May mm REVISION A B C DATE 11/12/ /02/ /05/2016 DESCRIPTION Superquad and 23m Truck and Trailer Tracking Updated architects plan Updated architects plan Countdown Hawera Hawera Town Centre Strategy Plan / Proposed Development DRAWN: MP DATE: 2/05/2016 SCALE: A3 DWG NO:13384 N1C 2 G:\TDG PROJECTS\13,000-13,999\13384 Countdown Hawera Feasibility Study\CAD\13384 N1C.dwg

9 Transportation Assessment Report Page 6 3. Proposed Supermarket Redevelopment The 12,270m² proposal site accommodates an existing 2,200m² GFA Countdown store. It is proposed that the current Countdown building be demolished and replaced with a new 3,500m² GFA supermarket building that will be developed on the western side of the site; the balance of the land will provide associated on-site customer/staff carparking and servicing arrangements. The proposed redevelopment includes the following: construction of a new 3,500m² GFA supermarket (including 200m² supporting office space); development of a new service area on the western boundary of the site, accessed via two dedicated entry/exit driveways on Victoria Street; shifting the existing vehicle crossing on Nelson Street to the east, to provide for right turn in/right turn out movements between the proposed one-way street arrangement; and an integrated design between the Countdown carpark and the adjoining parking precinct of Union Street. The overall site layout is shown within the detail of Figure 2. As shown within the development plans, it is proposed that vehicle access to the on-site carpark will be achieved via either of the single driveway connections to Nelson Street or Union Street. The repositioned Nelson Street driveway will be located mid-way along the site frontage, and with the one-way form of on Nelson Street proposed by Council, will enable vehicles to make a right turn into and out of the carpark. The driveway has been designed to a width of 7.5m at the boundary (similar to the existing vehicle crossing). Suitable surface delineation will be used at the point where vehicles cross the footpath, to heighten the awareness of drivers of the potential presence of pedestrians. The driveway width complies with the District Plan, in being less than the maximum 9m width allowed for nonresidential activities. Sight distances at the driveway exceed the minimum standards (45m) set down in the District Plan, as does the separation distance from adjacent intersections (15m). The Union Street frontage to the site has been designed in the manner of a parking precinct, providing integration between the Countdown site and the angled parking on the eastern side of the street. As with the Nelson Street driveway, this access to the carpark has been designed to be cognisant of the District Plan standards, in complying with the access width, sight distance, and separation distances from adjacent intersections. Service vehicles visiting the site will be accommodated within the dedicated loading area to the west of the proposed new supermarket building, accessing and egressing to / from Victoria Street via two new vehicle crossings, located in the vicinity of the existing carpark driveway that will be disestablished as part of the redevelopment works.

10 Transportation Assessment Report Page 7 Pedestrian access to the site is provided predominantly by way of dedicated pedestrian connections from both Nelson Street and Union Street, as well as via through-links to High Street and Victoria Street. Demarcated crossings will be provided where the internal pedestrian footpath routes cross the vehicle circulation aisles.

11 Transportation Assessment Report Page 8 4. Traffic Generation 4.1 Existing Site Traffic Generation The existing on-site carparking currently accommodates some non-supermarket related demand, such that the traffic generation for the site is greater than that associated with the 2,200m² existing Countdown store. As such, surveys of the existing site driveways will not provide an accurate reflection of the traffic generated by the current supermarket activity. 4.2 Proposed Supermarket Traffic Generation The proposal plans seek to replace the existing store with a new 3,500m² GFA Countdown supermarket. The traffic generation of the site associated with the new store has been estimated using surveyed trip generation rates at other Countdown supermarkets around the country, including recently surveyed stores at Tawa (Wellington) and Stratford. For the recently established 2,850m² GFA Countdown store in Stratford, traffic surveys for both a weekday and Saturday peak period indicate the following traffic generation levels for the peak hours movements at the driveways (combined entry / exit): Weekday peak hour (16:00-17:00) = 218 vehicles; and Saturday peak hour (16:15-17:15) = 216 vehicles. These surveyed traffic demands translate to an associated trip generation rate of 7.6vehicles per hour ( vph ) per 100m² GFA, for both the weekday PM and Saturday peak hour periods. In addition, the survey data suggests the proportional split of vehicles entering and exiting the site was generally 50/50 during the peak hours. Surveys undertaken at the 4,200m² GFA Countdown store in Tawa show traffic generation rates of 10.3vph and 8.0vph, for the weekday PM and Saturday peak hours, respectively. The higher rates surveyed at the Tawa site are most likely attributable to the store s location in the road network, being immediately adjacent State Highway 1, and its role in serving a larger catchment than Stratford. For the purposes of forecasting traffic demands at the proposal site, it is therefore considered appropriate to adopt a trip generation rate that lies somewhere between the Tawa site and the provincial store in Stratford. In this manner, Table 2 sets out the traffic demands for the proposed new 3,500m² GFA Hawera Countdown store, based on trip rates of 9vph and 8vph for the weekday and Saturday peak hours, respectively. Equivalent site traffic for the existing 2,200m² GFA Hawera store is also derived on the same basis, to the show the quantum difference between supermarket related traffic today, versus that forecast for the new store.

12 Transportation Assessment Report Page 9 SUPERMARKET PERIOD TRAFFIC GENERATION RATE TRAFFIC GENERATION In Out Total Current Store (2,200m² GFA) Proposed Store (3,500m² GFA) Weekday PM Peak Hour 9vph/100m² GFA Saturday Peak Hour 8vph/100m² GFA Weekday PM Peak Hour 9vph/100m² GFA Saturday Peak Hour 8vph/100m² GFA Table 2: Proposed Development Traffic Generation It is expected that the redeveloped supermarket will generate around 320 vehicle movements at the site driveways, during the busier weekday peak hour. Assuming that customer trips to the site are split evenly across the two driveways, it can be anticipated that each will accommodate some 160 movements (combined inbound and outbound flows) during this weekday peak. When taking into account the existing supermarket related trips that are currently already on the road network, the proposed larger supermarket will generate around 120 additional vehicle movements an hour (i.e. one inbound and one outbound trip, each minute) during the busiest period (weekday PM peak), as compared to the current situation. These are not significant additional volumes. 4.3 Trip Type With regard to the new trips generated by the proposed larger supermarket, it is noted that not all of these will be new to the network. Rather, traffic generation at the site will consist of a mix of primary trips (new and transferred) and secondary trips (diverted and pass-by). A brief description of these trip types is provided below. Primary Trips specifically for the purpose of visiting the supermarket involve: new trips that are entirely new to the road network that would not have occurred if the proposed development was not present; transferred trips are those that are currently attracted to other like activities that would choose to visit this site instead. These trips typically find the new development more attractive (due to location and offering), and transfer accordingly. These trips are therefore already on the wider road network surrounding the site. Secondary Trips are those that are already on the local road network, and involve: diverted trips are those which are already on the adjacent network but alter their route to visit the site. For instance traffic already routing along High Street that may make a diversion to the development site; pass-by trips are those already travelling along either Nelson Street or Union Street that choose to visit the site before continuing their journey. Research into pass-by and diverted trip proportions associated with supermarkets has been carried out by Gravitas Research and Strategy Limited. Based on questionnaire

13 Transportation Assessment Report Page 10 surveys, the research identified the proportional split of primary versus secondary trips during the PM and Saturday peak periods. These percentages are provided in Table 3. TRIP TYPE PM PEAK SATURDAY PEAK Primary 36% 50% Secondary Diverted 32% 20% Table 3: Trip Type Proportions Pass-by 32% 30% These trip type proportions indicate that around one third of the trips to the site during the weekday PM peak, and half of all Saturday trips in the peak, would be entirely new to the network (primary). 4.4 Assessment of Traffic Effects The trip type proportions shown in Table 3 can usefully be applied to the additional forecast traffic demands generated by the larger supermarket, as derived from Table 2, to determine what percentage of these extra trips to the site would be new to the town centre road network. Accordingly, with a total of 120 additional vehicle movements forecast at the site during the PM peak hour, applying the ⅓ primary / ⅔ secondary split would result in around 40 new trips to the network during the PM peak, with a balance of 80 trips that can reasonably be expected to already be on the road network in the vicinity of the site. Equivalent Saturday peak hour new trips would be around 50 vehicles, albeit with slightly fewer overall vehicle movements at the site driveways. With existing traffic flows on the adjacent street network generally ranging between 2,000 to 3,000vpd (two-way), with associated peak hour flows of 200 to 300vph, an increase of 40 new movements during the peak hour (or 70 new movements during the Saturday peak) is not anticipated to generate any particular capacity issues that would manifest in the form of notable delay or congestion. From a driver s perspective, the operational changes would be difficult to perceive.

14 Transportation Assessment Report Page Parking 5.1 District Plan Requirements The District Plan (operative and proposed) requires one parking space per 30m² GFA for Retail activities. Based on this requirement, the proposed 3,500m² GFA supermarket would need to provide a minimum of 117 spaces. 5.2 Proposed Parking Provision The on-site carpark provides a total of some 155 spaces, which satisfies the District Plan requirements. It is noted that the generic District Plan requirement rate of 1 space per 30m² GFA does not specifically relate to supermarkets, which typically generate parking demands that sit at the upper end of the retail activity scale, hence the proposed provision at a ratio of one space per 23m 2 GFA. 5.3 Provision, Layout and Geometry The parking is laid out in a simple configuration, with all aisles being two-way. The car park spaces have been designed to be 5.0m long by 2.6m wide, with minimum aisle widths of 7.5m, which satisfies the dimension requirements for 90-degree spaces as set out in the District Plan and also by the separate industry recognised AS/NZS Part 1 Offstreet Car Parking. A provision of four mobility spaces, which will be provided immediately adjacent to the store entrance, will be marked out in accordance with the dimensions given in AS/NZS Design for Access and Mobility. It is noted that the end four angled parking spaces adjacent to the proposed supermarket buildings south west corner will require some reversing along the aisle to enable turning within the wider aisle space adjacent the 90 degree spaces, making them more suitable as long stay car parks. In addition, on-site cycle parking facilities will be provided for those staff and customers that choose to cycle to the store, with space for at least 12 bicycles in a position at the north east corner of the building, close to the store entrance. These will be provided in accordance with AS Part 3: Bicycle Parking.

15 Transportation Assessment Report Page Servicing Arrangements 6.1 District Plan Requirements The District Plan requires developments to provide an on-site servicing area that will meet the needs of the required loading and unloading activity likely to be generated at the site. The specific requirements for the servicing area arrangements within the operative District Plan and Proposed District Plan, include: servicing area must satisfy dimension requirements in being a minimum 9m long, 3.5m wide and 4.5m high; ability for all service vehicles to complete any required manoeuvring on-site rather than on the street; servicing areas to be designed in such a way as to ensure that loading/unloading activities do not to impede other traffic, pedestrian, or cycle movements; and site accessways must be located at least 30m from adjacent intersections between Primary(Victoria Street) and Secondary Collector (Nelson Street) roads. 6.2 Proposed Servicing Arrangements The proposed loading area is designed to operate as a one-way facility, with service vehicles entering via the northern driveway off Victoria Street before egressing back out onto the street via the southern driveway. The proposed on-site servicing area arrangements are shown within the details of Figure 3. An example manoeuvre of both a 19m superquad, and a truck and trailer unit, tracking to and from the site, is shown within the details of Figure 3. This plan shows the on-site servicing area is of sufficient size to accommodate either of these large trucks, with capacity to accommodate a second rigid truck or van should it arrive whilst a truck is already occupying the dock. Due to the nature of the tracking path of articulated trucks, the access driveways have been designed to a width of 8m at the boundary; this aligns with the requirements of the District Plan in being less than the maximum 9m permitted for non-residential activities. As has been shown, trucks visiting the site will not be required to undertake any manoeuvring on Victoria Street, nor will the associated loading and unloading activities within the servicing area inhibit other traffic on the public street. The separation distance of the northern access driveway from the Victoria Street / Nelson Street intersection (measured from the point at which the legal boundary lines of the two frontage roads intersect ) is approximately 26m, just short of the 30m [Proposed] District Plan requirement. The purpose of this minimum separation distance is to ensure avoidance of confusion between vehicles turning at adjacent accesses and intersections; for example, a motorist exiting Nelson Street to not be confused as to whether a southbound vehicle on Victoria Street indicating left, is turning into the site driveway or Nelson Street itself.

16 Monday, 2 May mm Page 13 REVISION DATE DESCRIPTION A B C - 11/12/ /02/ /05/ Superquad and 23m Truck and Trailer Tracking Updated architects plan Updated architects plan - Countdown Hawera DRAWN: MP 2/05/2016 DATE: Tracking Plan SCALE: A3 G:\TDG PROJECTS\13,000-13,999\13384 Countdown Hawera Feasibility Study\CAD\13384 N1C.dwg DWG NO:13384 N1C 3

17 Transportation Assessment Report Page 14 In this regard it is noted that under the HTCS, the proposed one-way inbound arrangement of Nelson Street, along with the inbound-only nature of the (northern) site access driveway to the servicing area, will mean there will be no opportunities for such confusion. Accordingly, it is considered that the minor shortfall in separation distance will not compromise the ability of this part of the transport network to operate safely and efficiently.

18 Transportation Assessment Report Page Construction Phasing / Traffic Management 7.1 Redevelopment Phasing Redevelopment of the Countdown Hawera store will involve the disestablishment and ultimate demolition of the existing Countdown building, in parallel to the construction of the new supermarket building on the opposite side of the site. It is proposed that the existing store would continue trading during construction of the new building, with a separate vacant site on the northern side of Nelson Street made available to accommodate displaced parking. 7.2 Construction Traffic Management The main stages involved with the redevelopment works will include: earthworks associated with the new building; demolition of the existing store; construction of new supermarket building and associated site works; and new building fit-out. Construction traffic will principally comprise: trucks: involved with the earthworks and delivery of construction plant and material, as well those associated with the demolition of the existing store; trade vehicles: associated with suppliers and sub-contractors; and staff vehicles. A Construction Management Plan ( CMP ) will be prepared and submitted to Council prior to any works commencing that describes the construction methodology and sequencing. In common with usual practice, a Construction Traffic Management Plan will be prepared as a component part of the CMP, once a refined construction programme is available and construction activities and needs confirmed. It is recommended that such a Plan include detail of: staging of works; construction traffic volumes; site access arrangements; hours of construction traffic movements; temporary traffic management and control; pre-condition assessment of the local road network; construction staff numbers and parking arrangements; pedestrian safety; and plan implementation, including procedures for receiving and handling errors.

19 Transportation Assessment Report Page 16 The applicant volunteers a condition of consent requiring submission of a Construction Traffic Management Plan to Council for approval prior to the commencement of construction.

20 Transportation Assessment Report Page District Plan The proposal plans have been assessed against the traffic and transport related provisions of the operative District Plan, as set down in Chapter 9: Parking and Transportation, in Table 4 below. RULE REQUIREMENT COMPLIANCE Minimum Sight Distance and Access Requirement to provide minimum Sight Distance from private access of 45m (in 50km/h speed environment) Access All Activities Parking All Activities 1. The Location and design of new vehicle access points shall comply with visibility requirements set out in Table 5 above and design requirements set out in Diagrams 2 1. All activities (excluding temporary activities) not listed including administration activities, home occupations, offices and retail activities: 1 space per 30m² of gross floor area 2. The size, shape, materials and layout of all parking and loading spaces used by the public (including service vehicles and handicapped) shall be sufficient to allow every vehicle and occupant to come and go without inconveniencing the movement or safety of any other vehicle or person posing a hazard to the environment and shall confirm with diagrams 8 & 9 in this section 3. Parking areas shall be graded, drained, kerbed and surfaced to all weather standard 4. Any parking area which contains 3 spaces shall provide sufficient manoeuvring space on site to allow vehicles to both enter and exit the site in a forward direction 5. Except for parking associated with residential activities, required parking shall be located in a position that is obvious to the public, without the use of signs. 6 Where a parking lot contains more than 4 spaces, it shall be designed, contoured and landscaped so that it is screened from any adjacent residential activity that is in a Residential or Rural Zone. 7 Boundaries of parking areas for more than 4 vehicles adjacent to public roads shall be landscaped. 8 Parking requirements may be waived in circumstances where a financial contribution is paid towards the provision of public car parks in town centres Service Vehicle Access All Activities 1. All activities shall provide sufficient offstreet service vehicle access, loading and parking facilities to meet all foreseeable loading and unloading needs. 2. The manoeuvring space used by vehicles to gain access from a public road to any required loading space shall accommodate the minimum turning radii contained in Table 7. Minimum Turing Radius (B Train) = 10m On-site Manoeuvring and Parking 3. No service bay, storage area or loading space (other than stock loading and unloading facility) shall be located in a manner which requires any vehicle to manoeuvre within the public street to use it. 4. Any activity that is proposed on a site that is adjacent to a service lane shall provide at least one loading space, clear of the service lane, that will be accessible to vehicle using the service lane when constructed. Does not Apply as required on-site provision is met Does not Apply as service area is accessed off public street Table 4: Assessment of District Plan Compliance

21 Transportation Assessment Report Page 18 As shown, the development plans satisfy each of the relevant transport provisions of the operative District Plan. As required under the Resource Management Act, Council is currently undertaking a 10- year review of the operative District Plan, with the Proposed District Plan ( PDP ) publicly notified in August Accordingly, in order to ensure that the proposed Countdown redevelopment aligns with the intentions of the PDP, the relevant traffic and transport rule changes have been assessed as follows: Access and Roading 1. All activities shall be provided with practicable vehicle access from a road, and on-site parking, manoeuvring areas and loading facilities in accordance with the permitted activity standards in Section 10: Parking and Transportation. See assessment of specific Rules below Performance Standards New Vehicle Crossings 2. All new vehicle crossings in any Zone shall comply with the crossing standards set out in Part 3 of NZS 4404:2010 Land Development and Subdivision Infrastructure All access driveways will constructed to the required vehicle crossing standards Distance of Vehicle Crossings from Intersections 1. No Part of any vehicle crossing shall be located closer to the intersection of any roads than the minimum distances specified in below: Arterial and Primary Collector / Secondary: 30m Secondary Collector / Secondary Collector: 20m 2. Notwithstanding Rule above, no part of any vehicle crossing onto an Arterial or Primary Collector road servicing for an activity with vehicle movements exceeding 50 movements per hour or 200 movements per day shall be located closer than: i) 60m to the departure side of any intersection; or ii) 30m to the approach side of any intersection. Distances shall be measured from the point at which the legal road boundary lines of the two road frontages intersect. 3. Where the boundaries of the site do not allow the provision of any vehicle crossing whatsoever in conformity with the above distances, a single vehicle crossing may be constructed provided it is located in a position which most nearly complies with these rules. The inbound servicing driveway off Victoria Street (Primary Collector) is proposed to be positioned just short of the required 30m separation distance from the adjacent Nelson Street (Secondary Collector) intersection. However, as described at Section 6.2, the nature of Council s future one-way inbound arrangement on Nelson Street, along with modest numbers of vehicle movements into the site servicing driveway, will mitigate what is a modest separation distance shortfall (<5m). It is additionally noted that the expected driveway movements at the service access will be far less than 50 movements per hour (at no more than about 5 vehicles entering the loading area in any 1-hour period) stipulated in Rule

22 Transportation Assessment Report Page 19 All other relevant provisions of the PDP are met by the proposed redevelopment plans including: spacing between vehicle crossings; sight distances from vehicle crossings; design and construction of vehicle crossings; minimum number of parking spaces, cycle parks and car spaces for people with disabilities; on-site manoeuvring; carpark surfacing; and loading spaces. Separately, and as addressed in the AEE, the two proposed pylon signs are 2m taller than the allowable 7m maximum height of the District Plan. While the added height does not present a traffic safety issue, it is prudent to comment on each from a traffic perspective. The positioning of the Victoria Street pylon sign at the north-western corner of the site, just inside the boundary, means it is separated from the servicing area exit driveway by some 37m. In taking account of the angle of sightline at the exit driveway with respect to southbound vehicles on Victoria Street, the new sign does not impede the minimum requirement within the District Plan (45m). In addition, the one-way arrangement of Nelson Street, with entry only from Victoria Street, means that there is no risk of the sign obstructing sightlines of vehicles exiting Nelson Street (to Victoria Street). The proposed pylon sign on Nelson Street, positioned immediately to the right of the supermarket driveway, will not obstruct sightlines for vehicles exiting the driveway, as the one-way arrangement on Nelson Street means no traffic will be approaching the driveway from the direction of the sign. As drawn, the sign is proposed to be set back from the property boundary so that sightlines between drivers and pedestrians at the driveway will also not be impeded.

23 Transportation Assessment Report Page Conclusions The proposed redevelopment at the existing Hawera Countdown site seeks to replace the current supermarket with a new 3,500m² GFA store, along with changes to the associated carparking, access, and servicing arrangements. This Transportation Assessment has included examination of the existing traffic environment; analysis of likely traffic generation levels as compared with the current sites traffic activity; and proposed arrangements for parking, access, and servicing. Traffic generation at the site has been estimated based on surveys of established supermarkets with similar characteristics. Using this, a qualitative analysis of the relative increase in vehicle movements associated with the proposed new store has been undertaken (which takes account of primary versus secondary trips), and shows that the adjacent road network can comfortably accommodate the additional vehicles expected at the site during the peak hour. The access arrangements have been developed to be cognisant of the proposed changes to the adjacent street layouts fronting the site, as developed by Council as part of the HTCS. Service vehicle access to the site will be achieved from Victoria Street, and represents an improvement over the existing servicing arrangements in that all loading and unloading activities generated by the new Countdown store will be undertaken within the site. Overall, it is considered that the proposed access, carparking and servicing arrangements are suitable to enable the effective redevelopment of the site for a new supermarket in the manner proposed. Provided site access is formed as proposed, with integration of the new road forms identified by the HTCS, it is assessed that the overall traffic effects of the supermarket redevelopment in this location can be judged as no more than minor. TDG