department of corrections - waikeria prison · photograph 4: waikeria road / walker road...

Department of Corrections - Waikeria Prison

Transportation Assessment

TDG Ref: 14029 TA Waikeria Prison Final 170407.Docx

April 2017

7 April 2017 14029 TA Waikeria Prison Final 170407.docx

Department of Corrections - Waikeria Prison


Quality Assurance Statement

Prepared by:

Sjouke Wieringa

Transportation Engineer

Reviewed by:

Alasdair McGeachie

Project Transportation Engineer

Approved for Issue by:

Don McKenzie

Director / Auckland Manager

Status: Final Report

Date: 7 April 2017

PO Box 2592, Shortland Street, Auckland 1140 New Zealand P: +64 9 531 5006

www.tdg.co.nz

Department of Corrections - Waikeria Prison Notice of Requirement



Table of Contents 1. Introduction .................................................................................................................................. 1

2. Report Scope and Purpose ............................................................................................................ 2 2.1 Outline ................................................................................................................................ 2 2.2 Site Location and Existing Roading Environment ............................................................... 2 2.3 Traffic Volumes ................................................................................................................... 6 2.4 Public Transport .................................................................................................................. 7 2.5 Road Safety ......................................................................................................................... 7

3. Transport Network Analysis .......................................................................................................... 9 3.1 Methodology ...................................................................................................................... 9 3.2 Road Control ....................................................................................................................... 9 3.3 Speed Environment .......................................................................................................... 10 3.4 Alternative Access Option via Wharepuhunga Road ........................................................ 10 3.5 Traffic Volumes and Network Capacity ............................................................................ 14 3.6 Existing Operational Trip Volumes ................................................................................... 14 3.7 Future Operational Traffic Demands ................................................................................ 15

4. Transport Infrastructure Analysis ............................................................................................... 22 4.1 Geometric Design Waikeria Road ..................................................................................... 22 4.2 Performance Assessment of SH3 Intersection with Waikeria Road ................................. 25 4.3 Assessment of Waikeria Road / Walker Road Intersection .............................................. 28 4.4 Parking .............................................................................................................................. 29

5. Proposed Mitigation and Infrastructure Upgrades ..................................................................... 30 5.1 Overview ........................................................................................................................... 30 5.2 Immediate Upgrades ........................................................................................................ 30 5.3 Pre-Occupation Mitigation and Upgrades ........................................................................ 32

6. Construction Traffic Recommendations ..................................................................................... 36

7. Conclusion ................................................................................................................................... 37 7.1 Overview ........................................................................................................................... 37 7.2 SH3 / Waikeria Road Intersection ..................................................................................... 37 7.3 Waikeria Road ................................................................................................................... 37 7.4 Waikeria Road – Tight Radius Bend .................................................................................. 38 7.5 Waikeria Road – One Lane Bridge .................................................................................... 38 7.6 Waikeria Road / Walker Road Intersection ...................................................................... 38 7.7 Speed Management.......................................................................................................... 39 7.8 Summary ........................................................................................................................... 39

Department of Corrections - Waikeria Prison Notice of Requirement



Appendix A Sidra Modelling Results

Appendix B SH3 / Waikeria Road Intersection Intersection Upgrade

Department of Corrections - Waikeria Prison - Notice of Requirement

Transportation Assessment Page 1


1. Introduction The Department of Corrections (the Department) has identified the development of a new facility at Waikeria Prison, between Te Awamutu and Otorohanga, as an appropriate response to meet the rising demand for prisoner places in New Zealand. The Department therefore intends to give notice of requirement to Otorohanga District Council to amend the designation for the Waikeria Prison site to allow up to 3,000 prisoners to be accommodated on the site. The increase in capacity will enable a new facility for 2,000 male prisoners to be built now and provide for future demand.

The current prison facilities on the site can accommodate approximately 650 prisoners while the current designation for Waikeria Prison allows for up to 1,250 prisoners to be accommodated on the site. If the amendment to the designation is confirmed, the Department proposes to construct all new prison facilities on the site within an identified building zone.

In order to support the application to increase the designated capacity of Waikeria to 3,000 prisoners, the Department requires an assessment of the traffic effects of increasing the prisoner numbers up to the proposed designated capacity.

It is anticipated that construction of the new facility will start in the first half of 2018.




2. Report Scope and Purpose

2.1 Outline

The addition of the new 2,000 prisoner facility and the expansion of the total prison capacity to 3,000 prisoners will:

Result in additional staffing requirements;

Is likely to generate increased visitor and servicing numbers; and

Will temporarily generate additional traffic on the surrounding transport network during the construction of the new facilities to accommodate the additional prisoners.

A transportation assessment is needed to identify any potential adverse traffic effects to the road network due to the proposed expansion, to assess if the current road infrastructure is suitable for coping with the expected future traffic volumes, identify any safety or capacity issues and to propose mitigation measures and improvements to address any adverse effects.

In addition, the existing road infrastructure will be assessed for the planned construction traffic to the site and recommendations will follow regarding preparing the road reserve for the planned construction traffic. This report addresses the transportation issues relating to the increased permanent and temporary traffic generation associated with the Waikeria facility.

Specifically the following transport components are considered within the context of this report:

The current site location and roading environment;

The current trip generation of the site;

The forecast trip generation of the proposed prison capacity to a total of 3,000 prisoners;

The effect of the increased traffic on the road network based on the change in prisoner and staff numbers;

An outline of potential construction traffic requirements and operations; and

An assessment of the current roading infrastructure and a summary of recommendations regarding potential mitigation measures to eliminate or minimise any of the identified constraints.

2.2 Site Location and Existing Roading Environment

Waikeria Prison is located approximately 12km south of Te Awamutu in the Otorohanga District and is accessed via Waikeria Road.

Figure 1 shows the prison site, located at the southern end of Waikeria Road, within the Otorohanga and Waipa Districts.




Waikeria Road intersects with State Highway 3 (SH3) approximately three kilometres south of Kihikihi. The intersection of Waikeria Road and SH3 is a priority controlled “T” intersection. Priority is given to through movements along SH3, with Waikeria Road movements being Give-Way controlled.

Walker Road, a minor local road connects to Waikeria Road approximately 5km east of the SH3 intersection. The intersection of Walker Road with Waikeria Road marks the agreed extent of the Waikeria Road assessment within this report.

SH3 near the Waikeria site is defined as a Strategic Route in both the Otorohanga District Plan and the Waipa District Plan.

In the vicinity of Waikeria Road, SH3 provides one traffic lane in each direction separated by a painted centreline. At its intersection with Waikeria Road there are no formal turning lanes marked, however a widened sealed shoulder has been constructed on the north- western side of the highway to provide some turning opportunity especially for right turning movement from the south into Waikeria Road.

Photographs 1 and 2 show the SH3 / Waikeria Road intersection.

Photograph 1: State Highway 3 Intersection with Waikeria Road (View to North on SH3)

Photograph 2: State Highway 3 Intersection with Waikeria Road (view from Waikeria Road)

S I T E

Waikeria Rd

Te Kawa Rd

Settlers Rd

Wharepunga Rd

Walker Rd

Nikau Rd

Ngahape Rd

Otorohanga R

d - SH3

Gallagher Rd

LegendState Highway 3Private Prison Road

to Te Awamutu

to Otorohanga

0 1 kilometer

SCALE:

J:\14000-49\14029\drawings\14029A2B.dwg

Tues

day,

Mar

ch 1

4, 2

017

020

mm

Dept Corrections - 463 Waikeria Road, Kihikihi

Site LocationFigure1

NTS




Waikeria Road is defined in both the Otorohanga District Plan and the Waipa District Plan as a Collector Road. Such routes are expected to provide for a combination of through-traffic movement as well as direct property access. It has a total length of approximately 5.8km of which five kilometres is open to the public including several connections to rural residential and farming properties along the way.

The southern-most 800m of Waikeria Road is a private prison road, closed off to public access by a security checkpoint and barrier gates operated by the Department and has not been assessed as part of this report.

Waikeria Road provides two lanes for vehicle traffic; one in each direction. The two directions of travel along Waikeria Road are separated by a painted centreline with each lane being typically 3.5m wide. Generally there are no edgeline markings along Waikeria Road.

A posted speed limit of 100 km/h applies to the length of the route from SH3 to the Walker Road/ Waikeria Road intersection.

The key transport network feature for assessment along the route is a single-lane bridge across a tributary of the Puniu River located approximately 5km from the SH3 intersection and 300m north of the security control point at the entrance to the Waikeria facility.

Photograph 3 shows the single-lane bridge.

Photograph 3: Waikeria Road Single-lane Bridge

The intersection of Waikeria Road and Walker Road is immediately south of the single-lane bridge. The intersection is priority controlled with priority for the traffic on Waikeria Road and “Give Way” control for traffic on Walker Road.

The intersection of Waikeria Road and Walker Road is shown in Photograph 4.




Photograph 4: Waikeria Road / Walker Road Intersection.

Walker Road is a local road less than two kilometres in length. It provides access solely to the adjoining rural properties. From a point 40m east of the intersection with Waikeria Road it is unsealed.

Within the Prison site itself, Settlers Road and Nikau Roads are private access roads controlled by the Department. Settlers Road connects to Wharepuhunga Road at a locked gateway 940m east of the SH3 / Wharepuhunga Road / Te Kawa Road intersection. An access previously used for prison activities but now is decommissioned, Manuka Drive to Waikeria Prison, connects to Wharepuhunga Road, approximately 3.9km east of the SH3 / Wharepuhunga Road / Te Kawa Road intersection.

Wharepuhunga Road intersects with SH3 four kilometres south of the SH3 / Waikeria Road intersection. The potential suitability of reactivating access via Wharepuhunga Road is discussed in Section 3.4 of this report.

2.3 Traffic Volumes

A seven day automatic traffic count was commissioned by TDG on behalf of the Department on Waikeria Road. The count identified an average weekday, two-way traffic volume of 716 vehicles per day (vpd). Vehicle volumes on Saturday and Sunday are approximately half of the weekday volume and the average 7-day daily traffic volume is 631vpd. The tube count was positioned immediately north of the single lane bridge and was in place between 4 and 11 October 2016.

Due to the location of the tube count the above data is effectively exclusively prison related traffic. Additional traffic count data was thus sought from Waipa District Council for traffic volumes near to SH3. The Waipa District Council data for August 2015 average daily traffic volume of 936vpd and peak hour volumes of 109 vehicles per hour (vph) and 96vph in the morning and afternoon peak hours respectively. As might be expected this data indicates that the significant majority of traffic on Waikeria Road is related to the prison activity.




Data from the New Zealand Transport Agency (NZTA) for SH3 at a location south of Allen Road (near the SH3 / Waikeria Road intersection) indicates an average daily two-way traffic volume of approximately 7,900vpd.

The traffic volumes on the road network surrounding the Waikeria site are summarised in Table 1.

Road Name / Location Date

TRAFFIC VOLUMES

5-Day Average

Daily Traffic (vpd)

7-Day Average Daily Traffic

(vpd)

% heavy vehicles

SH3 420m south of south of Allen Rd

July 2016

7,883 7,417 13%

SH3 north of Wharepuhanga Rd 2015 6,400 6,400 15%

Waikeria Road (near SH3)

August 2015 936 Not Available 6.5%

Waikeria Road (at one lane bridge)

October 2016 716 631 <5%

Table 1: Average Daily Traffic Volumes

These volumes are generally consistent with the hierarchy classification of these routes and the generally available traffic-carrying capacity of two-lane arterial and local roads.

2.4 Public Transport

No public transport services are available for this rural area of the Otorohanga and Waipa Districts. The lack of public transport emphasises the importance of private vehicle transport arrangements for both the staff and visitors associated with the Waikeria Prison facility.

2.5 Road Safety

The NZTA accident database the Crash Analysis System (CAS), was reviewed to identify the accident record within the vicinity of Waikeria Prison, during the full five year period of 2011 – 2015, plus available data from 2016.

2.5.1 Waikeria Road

The search was conducted along the full length of the public section of Waikeria Road and within a 100m radius of the SH3 / Waikeria Road intersection.

The search identified four crashes having been reported within the specified study area. None of the reported crashes involved fatal or serious injuries. One crash resulted in minor injuries and the other three crashes resulted in no injuries.




Two crashes occurred at, or within the immediate vicinity of the SH3 / Waikeria Road intersection. Both of these accidents were single vehicle loss of control crashes, with a car on SH3 running off the road. Neither crash resulted in an injury.

The remaining two crashes occurred on Waikeria Road, one 600m south of SH3, and one 1.8km south of SH3. The latter crash resulted in one minor injury and occurred when the vehicle ran off the road and stuck a fence. The other crash occurred when a car struck a cow which was crossing the road.

The crashes occurred in a variety of weather conditions and at a range times. Three of the four crashes were loss of control incidents, however, each happened at distinct locations and it is not considered that these crashes indicate a specific area of road safety concern.

2.5.2 Wharepuhunga Road

The search was conducted along the length of Wharepuhunga Road between SH3 and 50m east of the Wharepuhunga Road / Manuka Drive intersection and within a 100m radius of the SH3 / Wharepuhunga Road intersection.

The search identified six crashes having been reported within the specified study area. None of the reported crashes involved fatal or serious injuries. Two crashes involved minor injuries and the other four crashes resulted in no injuries. All bar one crash were single vehicle loss of control accidents; the other accident was collision between a right turning and a through vehicle.

Two crashes occurred at, or near to the same location, on bend adjacent to No 96 Wharepuhunga Road. Both crashes were loss of control events with the vehicle running off the road. One crash resulted in a minor injury to the vehicle driver.

The remaining crashes were dispersed over the length of the study area.

Two crashes occurred in the vicinity of the decommissioned access points to Waikeria Prison. In the crash adjacent to Settlers Road a truck and trailer lost control and rolled over, while in the crash adjacent to Manuka Drive a vehicle lost control on a bend and ran off the road resulting in a minor injury to driver.

One crash occurred at the SH3 / Wharepuhunga Road / Te Kawa Road intersection. This crash was the result of vehicle turning right from SH3 into Te Kawa Road across the path of a northbound vehicle on SH3. No injuries were reported in the resultant collision.

The remaining accident occurred 200m south of the Wharepuhunga Road / Settlers Road intersection when a vehicle lost control on a bend.

It is of note that the significant majority of crashes were of a single type (loss of control) and occurred on or adjacent to bends, it is also noted that all of the crashes occurred in wet, rainy conditions. This would suggest that there is potentially an underlying issue with the condition and alignment of Wharepuhunga Road which may be exacerbated in wet conditions.




3. Transport Network Analysis

3.1 Methodology

The road network in the vicinity of Waikeria Prison has been assessed to gauge its ability to safely and efficiently accommodate the predicted additional traffic volumes associated with the proposed expansion of Waikeria prison to accommodate up to 3,000 prisoners and the additional temporary traffic which will be generated by the construction of the new prison facilities. The scope of the assessment covers:

the SH3 / Waikeria Road intersection;

the length of Waikeria Road between SH3 and Walker Road; and

the SH3 / Wharepuhunga Road / Te Kawa Road intersection.

The operational characteristics and capability of the surrounding road intersection network to accommodate the increase in traffic and the potential of construction vehicle movements have been assessed for Waikeria Road, and its intersections with both Walkers Road and SH3 and, more conceptually, Wharepuhunga Road and its intersections with both Manuka Drive and SH3.

Traffic volume data was obtained from NZTA for SH3 and a tube count was organised to assess the traffic volumes on Waikeria Road. In addition, three site visits were undertaken in October 2016, November 2016 and February 2017. During the site visits the overall transport environment of Waikeria Road and Wharepuhunga Road was considered, with particular emphasis on the SH3 / Waikeria Road intersection, the single-lane bridge approximately five kilometres west of SH3 on Waikeria Road, the Waikeria Road / Walkers Road intersection, the SH3 / Wharepuhunga Road / Te Kawa Road intersection and the Wharepuhunga Road / Manuka Drive intersection.

3.2 Road Control

The road network which provides (or provided) access to the current Waikeria Prison is controlled by four separate entities:

SH3 is controlled by the NZTA and is a component of the national State Highway network.

The public section of Waikeria Road is under the control of two local authorities, the Waipa District Council and the Otorohanga District Council. The boundary between the local authorities is located 2.8 kilometres east of the SH3 / Waikeria Road intersection.

The private section of Waikeria Road is under the aegis of the Department of Corrections.

Wharepuhunga Road is under the control of the Otorohanga District Council.




3.3 Speed Environment

3.3.1 Waikeria Road

Waikeria Road has a posted 100km/h speed limit. Along the length of the route localised sections of limited shoulder widths in combination with section of undulating vertical alignment and the presence of property access and site driveways, indicate that the practical speed environment would be less than the posted speed limit. However, this is not uncommon on rural arterial and collector routes such as Waikeria Road.

Observations made during site visits by TDG engineers indicated that typical travel speeds on Waikeria Road were in the region of 80km/h.

As will be noted in subsequent sections of this report, recommendations for localised improvements along the length of Waikeria Road, and the proposed reduction in the posted speed limit, will provide a greater level of consistency between the practical speed environment and the posted limit.

3.3.2 Wharepuhunga Road

Wharepuhunga Road has a posted 100km/h speed limit and has broadly similar alignment to that of Waikeria Road. Observations made during site visits by TDG engineers indicated that typical travel speeds on Wharepuhunga Road were in the region of 80-90km/h.

3.4 Alternative Access Option via Wharepuhunga Road

3.4.1 Overview

Currently Waikeria Road provides the sole vehicle access route to Waikeria Prison, however access has previously been provided via Manuka Drive and Settlers Road, both of which connect to Wharepuhunga Road.

A potential option to spread the effect of the predicted increased traffic generated could be to reactivate the Manuka Drive/ Wharepuhunga Road access point. However, any additional access route to the site would need to provide a positive safety effect from NZTA’s perspective in relation to SH3. Accordingly, the viability of reactivating access via Wharepuhunga Road has been assessed against this requirement.

Additionally the input of NZTA has been sought given the connection of both Waikeria Road and Wharepuhunga Road to SH3, and the key regional transport role SH3 has in providing access to the nearby towns of Kihikihi, Te Awamutu and Otorohanga.




3.4.2 Assessment of Road Safety for the Alternative Access Option

A base comparison of the accident data research indicates that there have been a higher number of accidents reported on Wharepuhunga Road compared with Waikeria Road within the same timeframe, over a somewhat shorter distance and with similar traffic volumes on each road.

Of particular note is that while the accidents on Waikeria Road are attributed to a range of causes and a variety of locations, the accidents on Wharepuhunga Road show a particular pattern of loss of control accidents at bends, including two at a single location.

On the basis of this assessment it is concluded that there is no road safety advantage to encouraging the use of Wharepuhunga Road by Waikeria Prison traffic, particularly for those potentially unfamiliar with the road (e.g. visitors) as there are road safety concerns which would need to be mitigated.

3.4.3 SH3 / Wharepuhunga Road / Te Kawa Road Intersection

The current design and operation of the SH3 / Wharepuhunga Road / Te Kawa Road intersection was assessed during a site visit on 8 February 2017. The site visit identified that sight distance between Wharepuhunga Road and the southern leg of SH3 was deficient.

Safe Intersection Sight Distance (SISD) is the distance at which a vehicle on a through road can observe a vehicle pulling out from a side road and taking appropriate stopping / avoid action, or alternatively for a driver on the minor road to gauge an appropriate gap in which to exit onto the main road. The required level of SISD is based on the operating speed of the road and road environment.

An appropriate standard for SISD is provided in the Austroads publication, Guide to Road Design Part 4A Signalised and Unsignalised intersections (Part 4A). NZTA also provides its own standards (although based on the guidance in Austroads Part 4A) for developments accessing the State Highway network.

SH3 in the vicinity of the intersection with Wharepuhunga Road has an undulating alignment, with a distinct vertical sag curve or “dip” approximately 200m north of the intersection with Wharephunga Road and a minor crest curve approximately 100m south of the intersection.

Photograph 5 provides an overview of the SH3 / Wharepuhunga Road / Te Kawa Road intersection while Photographs 6 and 7 show the view from the sight distance point on Wharepuhunga Road along SH3 to the north and south respectively.




Photograph 5: SH3 / Wharepuhunga Road / Te Kawa Road Intersection (View to North)

Photograph 6: SH3 / Wharepuhunga Road / Te Kawa Road Intersection (Sight Distance to North)

Photograph 7: SH3 / Wharepuhunga Road / Te Kawa Road Intersection (Sight Distance to South)

SISD has been measured for the current SH3 / Wharepuhunga Road / Te Kawa Road intersection and is reported in Table 2 below along with the required sight distance. The sight distance requirements have been based on the results of a speed survey conducted during the site visit and the conservative assumption that the drivers are in the least alert reaction category (2.5 seconds) given the isolated rural nature of the intersection.

Sight Distance Parameter

Operating Speed1

SIGHT DISTANCE

Measured Required Compliance

To North 95km/h 250m 214m Yes

To South 100km/h 184m 250m -66m

For Right Turn from SH3 95km/h 220m 214m Yes

Table 2: Sight Distance at the SH3 / Wharepuhunga Road / Te Kawa Road intersection

1 Operating speed based on speed survey – observed operating speeds were 97km/h northbound and 92 km/h southbound. For conservative analysis 100km/h has been adopted for northbound traffic and 95km/h for southbound traffic.




The key limitation on sight distance is the vertical crest in SH3 to the south of the intersection. To mitigate the sight distance issue would require the crest to be lowered and SH3 regraded. The works on SH3 are likely to involve considerable disruption to state highway traffic.

From a broader perspective it is noted that the SH3 / Wharepuhunga Road / Te Kawa Road intersection is more complex than the SH3 / Waikeria Road intersection. The SH3 / Wharepuhunga Road / Te Kawa Road intersection is an offset cross-roads intersection. Te Kawa Road provides a link to SH39, 15km away and via additional roads through to Kawhia. On the western side of the intersection is a service station, vehicle workshop and cafe. The addition of further turning traffic to the intersection increases the potential for conflicting movements to occur.

3.4.4 NZTA Consultation

Consultation has been held with NZTA with respect to the proposed alteration to the designation during which the expected traffic generation, and the potential network effects of that traffic generation were raised. Included in the NZTA consultation were discussions with the Safer Roads Alliance sub-group. This consultation is addressed in Section 10 of the AEE.

NZTA noted that to manage the expected traffic flows upgrades, at either, or both intersections (depending which intersection, or if both intersections were to be used for access) improvements would be required.

In regard to the extent of the intersection upgrades, NZTA indicated a strong preference that works should be concentrated at a single intersection, to achieve a high-quality intersection outcome and to prioritise the preferred location. Further, NZTA indicated the preferred intersection should be the SH3 / Waikeria Road intersection in view of the current connection, the opportunities for practical improvement and the previously discussed issues at the SH3 / Wharepuhunga Road / Te Kawa Road intersection.

The protection of sightlines at the SH3 / Waikeria Road intersection is critical to NZTA in terms of safety. Options to achieve this are discussed in Section 5.3.3 of this report. NZTA noted that they would need to approve the final intersection design and the ITA for the Prison development.

3.4.5 Summary

Having given due consideration to the potential advantages and the identified limitations of reopening an alternative access route to Waikeria Prison via Wharepuhunga Road, as assessed by the multi-faceted investigation above, it is not considered that the implementation of such a route would offer any greater positive benefits to the overall road network.

Accordingly it is proposed that sole access should be retained via Waikeria Road and as such, any proposed mitigations should be focused on Waikeria Road and the SH3 / Waikeria Road intersection.




The following sections of this report thus solely assess Waikeria Road and the SH3 / Waikeria Road intersection.

3.5 Traffic Volumes and Network Capacity

As discussed in Section 2.3, current traffic volumes on SH3 are in the region of 8,000 vehicles per weekday and 900 vehicles per weekday on Waikeria Road.

SH3 is a two-lane, two-way arterial road with an open road speed limit and moderate to high standard of seal width and sealed shoulder formation. It is considered that the existing traffic volume is well within the effective capacity of SH3.

Waikeria Road is two-lane, two-way local road with limited shoulder widths. The scale of traffic on Waikeria Road is generally in keeping with its local road status.

The potential additional traffic volumes on SH3 and Waikeria Road due to the proposed Prison expansion is assessed in greater detail in Sections 3.6 and 3.7 which follow.

3.6 Existing Operational Trip Volumes

In respect of the operational traffic volumes generated by the current Waikeria Prison, there are two distinct peak hours on Waikeria Road during the week. These are between 07:00 – 08:00am and 4:00-5:00pm. During these peak periods of traffic activity approximately 25% to 30% (or around 100vph) of the daily generated traffic volume occurs. Of note with the two peak hour periods is that the Waipa District Council tube count data shows peak hour volumes of near to the peak hour volumes generated by Waikeria prison, indicating that virtually all peak hour traffic on Waikeria Road is related to Waikeria prison.

The profile of reported hourly traffic volumes on Waikeria Road, adjacent to the prison, extracted from the automatic traffic count undertaken in October 2016 is shown below in Figure 2.




Figure 2: Waikeria Road: Average Weekday Traffic Volume Profile

There are also secondary peaks in traffic activity on Waikeria Road between 5:00am – 6:00am and again at 2:00pm-3:00pm. It is considered that these secondary peaks are created by the need for one shift to arrive and prepare before the other is able to leave, with the later hour in each peak pairing also including day shift only administration staff. Traffic volumes between 10pm and 5am are negligible.

It is understood that the current muster is 650 prisoners. The combination of custodial staff, administration and support staff gives a total prison site staff number of approximately 350 persons, with between 200 and 260 staff on-site at any one time during the day-time. The average peak hour (100vph) thus represents a trip generation of between 0.4 to 0.5 trips per day-time staff per peak hour while the daily trip rate is 2 trips per staff member.

3.7 Future Operational Traffic Demands

3.7.1 Traffic Generation

For the expected trips generated by the proposed designation amendment, the current trip patterns on Waikeria Road have been used in combination with other data to develop a trip generation profile for the new facility.

Due to the planned efficiency in prison and prisoner management systems associated with future facilities, the Department anticipates that the future staffing ratio for any new facility would be 1 staff member for every 3.2 prisoners, with staffing levels for the existing facilities being maintained at present levels.

0

20

40

60

80

100

120

0:00

1:00

2:00

3:00

4:00

5:00

6:00

7:00

8:00

9:00

10:0

011

:00

12:0

013

:00

14:0

015

:00

16:0

017

:00

18:0

019

:00

20:0

021

:00

22:0

023

:00

Vehi

cles

per

hou

r

Time




With a potential total muster of 3,000 prisoners enabled by the revised designation, the staff total at the site is expected to increase to a total of approximately 930 custodial and 470 support staff; a total of 1,400 staff. Peak staffing numbers at any time are estimated to be in the region of 940 staff.

In the absence of the alternative transport options (recommendations in this regard will be made in Section 5.4.2) the peak trip rate of 0.4 to 0.5 trips per day-time staff per peak hour identified in Section 3.6 has been applied to the future staffing numbers.

Adopting the 2 trips per staff member per day ratio identified above from the current traffic counts on Waikeria Road (i.e. incorporating all other activity generated by the Waikeria Prison facility such as the farming operations); the future weekday average prison-related traffic volume on Waikeria Road could potentially increase to 2,800 vpd two-way.

If the current travel patterns proportions are maintained – that is where there are two main peak hours, and two secondary peak hours - then the main peak hour volumes on Waikeria Road are forecast to increase to between 360vph and 470vph; from the current peak hour volumes of approximately 100vph.

Non Prison-related traffic on Waikeria Road is expected to remain constant. Thus the future Waikeria Road traffic volumes at the intersection with SH3 are expected to be approximately 2,950 vpd and peak hour volumes in region of 380-490vph, that is to say the existing 20-25 vph, approximately, of non-prison related traffic at peak hours would be maintained.

Heavy vehicle volumes on the Waikeria Road movements have been assumed to be minimal based on the tube count data and site observations, and are typically in the order of two to five vehicles per turning or through movement per peak hour.

It is also expected that the traffic on SH3 will increase in line with increasing population growth, general travel and the planned expansion of Waikeria Prison. Considering these factors, a base annual growth rate of 2% has been adopted.

Extrapolating the 7,883 vpd currently carried by SH3 with a growth factor of 1.02 for each year to 2022 means that in 2022 the traffic volume at SH3 will be in the order of 8,900 vpd with peak hourly volumes in the order of 755vph.

As all traffic to and from Waikeria Road will use SH3, the through traffic volumes on SH3 using the modelling described below have been adjusted to reflect the existing Waikeria Road traffic flows, to avoid double counting of these volumes.

The increase in trips to and from the facility to a volume of about 2,800 vpd in 2022 will increase the share of trips on SH3 from 9% currently to 31% per 2022.

3.7.2 Traffic Modelling

The performance of the SH3 / Waikeria Road intersection has been modelled using Sidra Intersection (SIDRA), an industry standard tool for assessing the performance characteristics of intersections. Models of the intersection operation under consented and future consented traffic demand scenarios were created for both the AM peak and PM peak traffic situations.




The results of this model comparison presented in this report include the 95th percentile queue length, average delay, and level of service (LOS)2.

After analysis of staff origin and destination information provided by the Department, it is concluded that approximately 75% of Waikeria Prison staff would travel to the north on SH3, hence follow a pattern involving a left turn into Waikeria Road from SH3 (on arrival) and a right turn out of Waikeria Road to SH3 (on departure). However with the increased number of staff to be employed at Waikeria Prison to support the increased prisoner numbers it is possible that staff distribution pattern may change, and with that, the turning ratios at the SH3 /Waikeria Road intersection. Accordingly, three additional turning pattern tests have been assessed, with 85%, 65% and 50% left in / right out movements. Separate SIDRA model iterations representing these ratios for the number of trips in both the consented and future capacity designation scenario.

Two peak periods have been modelled; the morning peak hour and the afternoon peak hour for a traffic volume equivalent to the existing designation prisoner maximum (1,250 prisoners) and for the future proposed prisoner maximum. For the Future Designation scenarios the estimated 2022 State Highway traffic volumes have been used and it has been assumed that the upgraded intersection design (discussed in Section 5.3.3) has been implemented. The Current Designation scenarios use the 2016 traffic volume data. Table 3 shows the modelled Waikeria Road traffic volumes for the four scenarios discussed above in both the morning peak hour period and the afternoon peak hour period. Due to the slightly higher existing trip generation observed in the morning peak hour, a trip rate 0.5 trips per on-site staff member has been used for the morning peak and 0.45 trips per on-site staff member has been used for the afternoon peak.

2 LOS for the intersection has been calculated by the Highway Capacity Manual method, as a function of delay; according to the Sidra Output Guide LOS A and B are very good and indicative of free-flow conditions; C is good; D is acceptable; and E and F are indicative of congestion.




Scenario

Morning Peak Hour Afternoon Peak Hour

Left to

SH3

Right to

SH3

Left to Waikeria

Rd

Right to Waikeria

Rd

Left to

SH3

Right to

SH3

Left to Waikeria

Rd

Right to Waikeria

Rd

85% Right

Current Designation 3 17 193 34 30 168 23 4

Future Designation 4 23 395 70 60 342 36 6

75% Right



65% Right



50% Right



Table 3: SH3 / Waikeria Road Movement Distribution Table

As shown in Tables 4 to 11 below the key effect on the intersection operation between the current consented traffic volumes and the future expanded designation traffic levels, is for the right turn movement out of Waikeria Road in the afternoon peak hour – due to the nature of this movement having to yield priority to both northbound and southbound movements on SH3. The future performance of this movement declines in performance from a level of service C to F in both 85% and 75% right turn models. Forecast delays increase by approximately 40 seconds in the 75% model, 80 seconds in the 85% and a queue length of 100m (75% model) to 190m (85% model) is predicted.

Appendix A provides detailed summaries of the SIDRA modelling.It is noted that the demand flows reported in the movement summary tables in Appendix A have been factored by the SIDRA programme to account for the heavy vehicle movements.

A level of service F is generally a level at which remedial action should be undertaken and the forecast level of queuing and delay is not acceptable. However it is noted that the performance of the SH3 route remains at a high level, and the effects noted are likely to be confined to a short period. Additional mitigation measures are discussed in Section 5.3.3.




Approach

CURRENT DESIGNATION FUTURE DESIGNATION

Average Delay (s) LOS 95th %

Queue (m) Average Delay (s) LOS 95th %

Queue (m)

SH3 (Northbound)

Through 1.2 A 4 0.0 A 0

Right 10.5 B 4 12.4 B 3

SH3 (Southbound)

Through 0.0 A 0 0.1 A 0

Left 7.8 A 0 7.7 A 0

Waikeria Road Left 8.9 A 0 10.4 B 0

Right 13.6 B 1 19.5 C 2

Intersection 3.5 A 4 4.5 A 3

Table 4: SH3 / Waikeria Road AM Peak Hour (85/15)

Approach




Queue (m)

SH3 (Northbound)

Through 0.0 A 0 0.0 A 0

Right 9.6 A 0 9.2 A 0

SH3 (Southbound)

Through 0.0 A 0 0.0 A 0

Left 7.9 A 0 7.9 A 0


Right 19.0 C 17 104.0 F 187

Intersection 4.5 A 17 32.5 D 187

Table 5: SH3 / Waikeria Road PM Peak Hour (85/15)

Approach CURRENT DESIGNATION FUTURE DESIGNATION



Queue (m)

SH3 (Northbound)

Through 1.7 A 5 0.0 A 0

Right 10.0 B 5 11.9 B 5

SH3 (Southbound)

Through 0.1 A 0 0.0 A 0

Left 7.8 A 0 7.7 A 0

Waikeria Road Left 8.9 A 0 9.9 A 0

Right 13.5 B 1 20.1 C 2






Approach CURRENT DESIGNATION FUTURE DESIGNATION



Queue (m)

SH3 (Northbound)

Through 0.1 A 1 0.0 A 0

Right 9.6 A 1 9.2 A 0

SH3 (Southbound)

Through 0.0 A 0 0.0 A 0

Left 8.0 A 0 7.9 A 0


Right 18.3 C 14 60.4 F 101

Intersection 4.2 A 14 17.4 C 101


Approach




Queue (m)

SH3 (Northbound)

Through 2.5 A 7 0.0 A 0

Right 10.0 A 7 11.6 B 7

SH3 (Southbound)

Through 0.1 A 0 0.0 A 0

Left 7.8 A 0 7.7 A 0


Right 13.9 B 1 20.7 C 2



Approach




Queue (m)

SH3 (Northbound)

Through 0.1 A 1 0.0 A 0

Right 9.6 A 1 9.1 A 0

SH3 (Southbound)

Through 0.0 A 0 0.0 A 0

Left 8.0 A 0 7.9 A 0


Right 17.8 C 12 34.4 D 50






Approach




Queue (m)

SH3 (Northbound)

Through 2.5 A 9 0.0 A 0

Right 9.5 A 9 11.3 B 11

SH3 (Southbound)

Through 0.6 A 0 0.0 A 0

Left 7.9 A 0 7.8 A 0


Right 13.9 B 1 22.0 C 2



Approach




Queue (m)

SH3 (Northbound)

Through 0.2 A 1 0.0 A 0

Right 9.6 A 1 9.1 A 1

SH3 (Southbound)

Through 0.0 A 0 0.0 A 0

Left 8.0 A 0 8.0 A 0


Right 16.9 C 8 26.4 D 29



The future model scenario is set in 2022 which it is understood will mark the commencement of operations at the new facility with the arrival of the first prisoners. Beyond that date, at this moment, there are no proposed increases in the Waikeria Prison muster or activities which would increase the traffic generated by the Prison.

It is however possible, or indeed probable that, volumes on SH3 would grow beyond the 2022 date due to growth factors well outside of the prison activity. Such growth may affect the ongoing operation of the intersection; however it is considered that such effects are within the normal realm of road network development and would accordingly be addressed as required by the road controlling authority(s) at a suitable date. It is also noted that the proposed monitoring condition could serve to identify any potential issues in the short to medium term.




4. Transport Infrastructure Analysis This chapter summarises the infrastructure analysis undertaken on the travel route to the prison site from SH3, presents the outcomes of that analysis and proposes potential mitigations, where issues have been identified.

4.1 Geometric Design Waikeria Road

4.1.1 Background

As previously detailed, Waikeria Road is a two lane rural road, approximately 5km in length (from SH3 to Walker Road) with a 100km/h posted speed limit. It is predominantly straight although there are some curves in horizontal alignment, with one towards the Prison end of the road in particular having a tight radius. Traffic lanes are typically 3.3 to 4m in width with virtually no sealed or unsealed shoulder at any point, and very few locations in which an edge line is marked. Sections of the road are undulating which does restrict forward visibility – at these points a yellow or double yellow centre line is marked.

In addition to the previously detailed consultation with NZTA, consultation with Waipa District Council and Otorohanga District Council has occurred. There has been broad agreement on the proposed issues identified below in Section 4 and the outline of the mitigation measures discussed in Section 5.

Waikeria Road “ramps up” to its intersection with SH3. This imposes limits on the currently available sight distance. The SH3 / Waikeria Road intersection is assessed separately in Section 4.2, with specific areas of assessment for Waikeria Road below in Section 4.1.2.

The topographic survey reviewed the cadastral survey plans and certificates of title to determine the boundaries as there have been a number of land acquisitions over the years. The boundaries included in the topographic survey data and the concept intersection design, have been calculated and are considered to be as accurate as the underlying data provides. There are some errors in the underlying data for Waikeria Road which once adjusted could alter the positions by +/-200mm however the underlying data aligns with the fenced boundaries reasonably well.

4.1.2 Specific Areas of Assessment

4.1.2.1 Tight Radius Curve

Issue / Constraint

There is a curve of approximately 100m in length, ending some 270m north of the one-lane bridge which has limited forward visibility, though adequate for current operations. However there are sections of this bend where lane widths are only 3m (approximately). The bend is shown in Photographs 8 and 9 below.




Photograph 8: Tight Radius Bend, View from East of Bend Looking West

Photograph 9: Tight Radius Bend, View from West of Bend Looking East

Grass growth (especially on the inside of the bend) partially obscures the edge marker posts, and as there is no edge line through the bend; there would thus be limited guidance for drivers during darkness, fog or other low light conditions.

Regular maintenance of the road should occur so that these delineation markers are clearly visible to drivers.

Outside of, and independent to the construction period, heavy vehicle movements along Waikeria Road will still occur to support the servicing of the Prison (e.g. bus transfers of prisoners) and the adjacent farms (e.g. milk tankers and stock trucks). Accordingly, to provide for these movements on a long term basis, it is recommended that the above mitigation occurs.

4.1.2.2 One-Lane Bridge and Approaches

Issue / Constraint

The single-lane bridge approximately 200m north-west of the Prison security gate is a potential constraint during construction of the new facilities and (to a lesser degree) on future day to day operations.

Photograph 10 shows the bridge from the east. The tight radius bend discussed in Section 4.1.2.1 can be seen in the far distance of the photograph.




Photograph 10: Single Lane Bridge, View from East Looking West

At the western abutment of the bridge the Waikeria Road carriageway at the limit line position for westbound traffic (as can be seen in Photograph 11) is only 5.2m from edge of seal to edge of seal (or 5m to the edge line).

Photograph 11: Waikeria Road 10m North of One Lane Bridge

Given that the medium and large trucks that would typically be required for construction purposes are physically 2.5m wide, this available seal width would be insufficient for two trucks to safely pass one another without one truck moving off the edge of the seal. However there is no unsealed shoulder, only a grass berm approximately 1m in width on each side. The limit line is positioned just under 25m from the eastern bridge abutment, and the carriageway of the road on the bridge is 3.5m in width, so large 19m-20m trucks would have limited scope to manoeuvre before, or on exiting, the bridge so as to avoid an opposing waiting truck.




Recommended Mitigation

The Department has discussed the replacement or widening of this bridge during construction with the Waipa and Otorohanga District Councils. Such works will occur outside of the current Notice of Requirement process. Replacement or widening of the existing single-lane bridge with an appropriately designed two-lane bridge (including the bridge approach and abutment areas) would address the issues and constraints identified above.

This assessment has not incorporated any structural assessment of the bridge to assess its capacity for the potential construction traffic loads. It is therefore recommended that such an assessment be undertaken prior to construction, particularly in the event that replacement of bridge is not scheduled to occur until after the start of works.

The seal will need to be widened on the western approach to the bridge. This may require the relocation of some fence lines and bank cutting depending on the extent of the widening undertaken. Prior to the replacement or widening of the bridge, any wide loads (>2.5m) would need to be escorted so that sufficient clear path along the road is maintained – the height of any such loads above the carriageway would also need to be checked to ensure sufficient clearance of the bridge railings.

4.2 Performance Assessment of SH3 Intersection with Waikeria Road

4.2.1 Background

Waikeria Road will provide access to Waikeria Prison, and the only connection to the wider road network will be via SH3. While there are other roads which do connect to the Prison, these are private roads and are decommissioned. Waikeria Road does intersect with Walker Road, another public road, however Walker Road has no other connection to the public road network. Effectively therefore, all traffic to and from Waikeria Prison will travel via the SH3 / Waikeria Road intersection.

A site visit to assess the current design and operation of the intersection was undertaken on 16 November 2016.

4.2.2 Sight Distance

SH3 in the vicinity of the Waikeria Road intersection is generally flat / slightly undulating. There is a distinct dip approximately 200m south of the intersection with Waikeria Road, and north of the intersection SH3 curves to the east.

The site visit identified that sight distance between Waikeria Road and the northern leg of SH3 was deficient.




SISD has been measured for the current SH3 / Waikeria Road intersection and is reported in Table 12 below along with the required sight distance. The sight distance requirements have been based on the results of a speed survey conducting during the site visit and the conservative assumption that the drivers are in the least alert reaction category (2.5 seconds) given the isolated rural nature of the intersection.

Sight Distance Parameter

Operating Speed3

SIGHT DISTANCE

Measured Required Compliance

To North 100km/h 180m 262 -82m

To South 100km/h 330m 262 Yes

For Right Turn from SH3 100km/h 220m 262 -42

Table 12: Sight Distance

As identified in Table 5, sight distance from the north to vehicles exiting Waikeria Road and for vehicles turning right into Waikeria Road is deficient by a notable margin.

The key limitations on sight distance include:

The existing combination of geometric features in SH3 which means that sight lines are obscured by trees and buildings outside of the road corridor; and

The “ramping up” nature of the Waikeria Road approach to SH3 which results in vehicles on Waikeria Road being at a lower height.

Photographs 12 and 13 shows the available sight distance to the north and south respectively. Further, as can been seen in Photographs 14 and 15, there is limited approach visibility to the intersection on the State Highway.

Photograph 12: SH3 / Waikeria Road Sight Distance to North (View From Waikeria Road)

Photograph 13: SH3 / Waikeria Road Sight Distance to South (View From Waikeria Road)

3 Operating speed based on speed survey – observed operating speeds were 100km/h northbound and 94 km/h southbound. For conservative analysis 100km/h has been adopted for both directions.




Photograph 14: View from Sight Distance Point (north) on SH3 Towards Intersection

Photograph 15: View from Approximately 200m South of Intersection on SH3.

It is recommended that measures to address this safety deficiency are undertaken prior to the occupation of the new facility.

Two main alternatives exist for addressing the sight distance issue. One is to reduce the operating speed of SH3 to a level at which the available sight distance is adequate, the other is to undertake a redesign of the intersection to physically improve the available sight distance. The first option would require a substantial reduction in operating speed and is not considered an appropriate permanent measure in a state highway environment, nor is it likely that a full-time speed limit reduction would be effective without other works to change the existing speed environment such as the installation of new or additional lane markings (e.g. wide centre-lines or wider shoulders) to reduce the perceived width of the traffic lanes, or the installation of vertical features on the roadside to reduce the perceived safe speed.

Accordingly, a mitigation package has been developed which addresses the sight distance issue by way of vegetation clearance, including the establishment of requirements under Section 91 of the Government Roading Powers Act (1989) on adjoining private land owners to maintain visibility splays and the physical reconstruction of the intersection. This concept design is elaborated upon in Section 5.

4.2.3 Intersection Capacity

As identified in Section 3.6 modelling analysis has indicated that there is likely to be significant queuing on the Waikeria Road leg (approximately 100m) during the afternoon peak hour due to the additional traffic associated with the proposed Prison expansion. This queuing is considered to be confined to the peak hour period and to this single leg of the intersection, only minor delays to the through traffic on SH3, and traffic turning from SH3 are forecast. However, from a general operating perspective and in line with the guidance in the design manual Austroads Guide to Road Design Part 4A Signalised and Unsignalised Intersections, it is proposed to install additional turning facilities as part of the intersection redevelopment; specifically a right turn bay will be installed. The proposed intersection upgrade is discussed in Section 5.3.3.




4.3 Assessment of Waikeria Road / Walker Road Intersection

4.3.1 Issue

Waikeria Road and Walker Road insect at “T” intersection, with Waikeria Road forming the head of the “T” with movements on Waikera Road having priority of Walker Road. However the markings at the Waikeria Road / Walker Road intersection are potentially confusing / conflicting as the previous marking have not been completely or effectively removed. As seen in Photograph 16, for traffic exiting Walker Road –there is a stop priority control – however there are also the clear remnants of a lane which directs traffic to a waiting point for the one lane bridge.

Photograph 16: Waikeria Road / Walkers Road intersection

This waiting point:

is in conflict with the priority on the other side of the bridge which suggests eastbound traffic must wait;

would block the passage of any eastbound straight through vehicle if it were used as a holding point;

cuts in front of westbound through traffic; and

appears to negate the “Stop” priority control.

4.3.2 Mitigation

Prior to any increases in traffic (associated with construction or on-going operations) the marking at this intersection should be regularised and all trace of the previous markings removed.




4.4 Parking

Access to the parking areas on the Waikeria Prison site will continue to be provided via the main prison gate on Waikeria Road. While the increase in prisoner capacity which would occur under the proposed designation amendment would no doubt result in an increased parking demand (due to increasing staffing and visitor numbers), it is considered that sufficient space exists within the building area of the Prison site to provide parking in accordance with the required provisions under the District Plan, and further that these parking demand and provision issues would be appropriately addressed under the Resource Consent application for the prison expansion which would follow the granting of the revised designation




5. Proposed Mitigation and Infrastructure Upgrades

5.1 Overview

In order to mitigate the future potential effects of the traffic and transport effects generated by Waikeria Prison it is proposed to implement a series of immediate and pre-occupation mitigation measures and infrastructure upgrades along Waikeria Road and at the SH3 / Waikeria Road intersection. This section of the report provides a broad outline of the proposed infrastructure upgrades and timeframes.

As part of the pre-application process, and to assist with the preparation of this transportation report, the Department and the project team have undertaken a number of consultation meetings with NZTA, the Waipa District Council, Otorohanga District Council and local residents. These meetings were beneficial in identifying local issues of concern which have assisted with the identification of the proposed mitigation measures.

5.2 Immediate Upgrades

5.2.1 Overview

It is intended that the immediate infrastructure upgrades could be delivered within the next twelve months, and while they would be implemented to mitigate current operational issues on Waikeria Road it is considered that the positive benefits provided by the proposed upgrades would continue, during and following the development discussed in this report.

5.2.2 Driveway Visibility Improvements

It is proposed to undertake minor driveway improvements at the following locations on Waikeria Road:

No 382 Waikeria Road;

No 425 Waikeria Road; and

No 463 Waikeria Road.

The improvements include the clearance of foliage and reduction / removal of banks within and adjacent to the road reserve to improve sight distance to the above listed properties.

If it is impractical to fully mitigate the above sight distance concerns, for example due to topographic constraints, and achieve a sight distance of at least 180m, concealed exit signage should be installed in advance of the above driveway locations in the critical approach direction.

5.2.3 Carriageway Improvements

To provide additional driver guidance and as a positive speed management measure it is recommended that edge line markings on sections of the Waikeria Road carriageway be installed.




The edgeline marking will help to define the edge of the sealed carriageway to provide additional driver direction and guidance in low-light / night time conditions and on the undulating sections of Waikeria Road. Additionally the impression of “side friction” and narrower traffic lanes created by the combination of the centreline and edgeline is considered to have the potential to positively enforce the need for speed control (i.e. slower speeds) to drivers.

5.2.4 Waikeria Road / Walker Road Intersection

Due to the partial removal of previous carriageway markings at this intersection priority controls and lane guidance can appear confusing and contradictory from some approach angles.

The old markings should be effectively removed and the new markings remarked. Minor carriageway resealing works may be required to support this work.

5.2.5 Road Corridor Maintenance

It is noted that in several locations along Waikeria Road the edge of seal or edge marker posts are obscured by long grass and scrub in the berm.

To get the best value of guidance from the edge marker posts and so that drivers can clearly identify the edge of seal, it is recommended that the maintenance programme on Waikeria Road is increased.

It is noted that while this is an immediate mitigation measure as it can be effectively implemented within the next twelve months, it is also an ongoing measure.

5.2.6 Speed Management

The Department will invite the Police to randomly monitor and enforce speed limit and driver behaviour compliance on Waikeria Road.

An internal education / information programme will be run by the Department to advise staff of good driving behaviour.

As with the corridor maintenance programme this measure can be considered to be an on-going process.

It is also recommended that an 80km/h speed limit along Waikeria Road be introduced. In the context of this recommendation the character of Waikeria Road was assessed against the criteria for the setting of speed limits in the NZTA publication “Speed Limits New Zealand Guidelines for setting speed limits and procedures for calculating speed limits”. The full public length of Waikeria Road was assessed with the assessment considering the number and type of developments accessing the road, and the roadway factors. This assessment calculated an average roadway rating of 5.8 which for a rural road corresponds to a recommended speed limit of 80km/h.




5.3 Pre-Occupation Mitigation and Upgrades

5.3.1 Overview

The following mitigation measures and upgrades are considered to be those which may take longer than twelve months to implement, but should be undertaken prior to the commencement of operations at the new prison facilities.

5.3.2 One-Lane Bridge

Replacement or widening of the existing single-lane bridge with an appropriately designed upgraded bridge and upgraded approach lanes would address the previously identified constraints and issues.

Specifically these issues are the narrow approach carriageway on the eastern side (closest to SH3) of the bridge and the restricted width of the bridge itself.

It is understood that the consenting process to replace and upgrade the bridge is likely to occur separately to the Notice of Requirement process.

5.3.3 SH3 / Waikeria Road Intersection

In order to mitigate the previously identified sight distance issues at the intersection of Waikeria Road and SH3, it is recommended that the centre of the intersection of Waikeria Road and SH3 be moved by a distance of approximately 6m to the south to provide a better alignment for right turn movements into Waikeria Road from SH3. This helps to better align Waikeria Road with the road reserve corridor as well as allowing the adjacent power pole to stay in its original location.

The shift of the intersection means that a formalised right turn bay with give-way control can be provided at the intersection. This will increase the safety and the efficiency of traffic at the State Highway. The intersection upgrade is primarily focused around improving the existing safety issues at the intersection as opposed to providing notably improved capacity, however as discussed elsewhere in this report it is considered that the capacity constraint issues identified in the peak hour modelling are confined to relatively short and discrete periods of time within any particular day, and potential management and mitigation measures (e.g. staff transport) have been identified which could be employed if required to address these time-limited capacity issues. On this basis and given the rural nature of the intersection more extensive intersection upgrade options have been discounted, it is noted that alternative access options (e,g. Wharepuhunga Road) have been investigated in Section 3.4 and eliminated.

The proposed intersection layout is shown in Appendix B. The final intersection design will be confirmed with NZTA.




To further improve sight distance; it is recommended that:

NZTA imposes and enforces a notice under Section 91 of the Government Roading Powers Act (1989) on the owners of the adjacent properties to clear and then maintain vegetation on their (owners) land to improve visibility, in particular the owners of the paddock to the immediate north of the intersection and further that this notice is established on the title(s) of the property.

The Department contribute to the more regular maintenance of the NZTA berm.

These measures should achieve an interim sightline of 220-230m to the north (including just the adjacent paddock) and 240-260m to the north, if including the next two properties.

It is considered that achieving this improved sightline would be beneficial.

While the intersection modelling has not identified notable constraints on the operation of SH3 due to the forecast increase in turning traffic volumes (although there are notable increases in delay to Waikeria Road), assessment against the appropriate design criteria has confirmed that the installation of a right turn bay is appropriate, and accordingly this facility has been conceptually designed.

In view of the likely increase in turning traffic at the SH3/ Waikeria Road intersection due to the proposed increase in prison capacity a more extensive investigation of the crash record at the intersection was undertaken to assess the current crash record of the intersection presently, compare this crash record with data from predicted crash models and estimate a baseline potential future crash rate.

As part of this assessment the 10-year reported crash record for all non-injury and injury crashes within a 100m radius of the intersection was obtained from CAS. The 10-year data identified six report crashes – all non-injury accidents. On further investigation it was identified that one of these reported incidents was a rear-end collision located approximately 100m from the intersection which occurred when a vehicle braked suddenly to avoid a stray farm animal on Waikeria Road and a following vehicle collided with the braking vehicle. It is considered that this crash is not related to the design or operation of the intersection itself and was discounted from further analysis. The remaining crash record of five crashes in ten years gives an average of 0.5 crashes per year (all non-injury). Four of these crashes were single vehicle events,

Tables 29 and 30 of the NZTA Crash Estimation Compendium identify five crash models for various types of movement at a high-speed priority T-junction (such as the SH3/ Waikeria Road intersection). These crash models have variables based on the intersection traffic flows, operating speed and sight distance deficiency. Table 13 below summarises the predictions from these crash models for various crash types at the current intersection volumes and future intersection volumes. To create a sensitivity range for the future models (which are based on the 75% left in-right out scenario) a plus or minus 20% range in the turning volumes was used.




Model Crash Types

Current/ Reported

Predicted Existing

Predicted Future

(with int improvements)

Predicted Future (no int

improvements

Crossing/ Vehicle Turning

Major road approach to right of side road

0 0.16 0.13-0.22 0.55-0.95

Right-turning and following vehicle

Major road approach to left of side road

n/a 0.10 0.17 -0.20 0.17 -0.20

Other

Major road approach to right of side road

0 0.03 0.03-0.04 0.03-0.04

Other

Major road approach to left of side road

0 0.02 0.02-0.02 0.02-0.02

Other Side road approach

n/a 0.01 0.01-0.01 0.01-0.01

Total injury crashes per year

All 0 0.3 0.36-0.49 0.78-1.21

Total injury crashes per five years

All 0 1.5 1.79-2.44 33.91-6.07

Table 13: Accident Prediction Models

It is noted that in all cases the future crash probability increases over that of the existing model, as might be expected, due to the significant traffic volume increases at the intersection. However for the Crossing-Turning model the extent of this increase is significantly moderated by the proposed sight distance improvements.

It is proposed that over at the five year review period (discussed in Section 5.3.4) the future crash prediction models are used to assess the intersection performance. Given the very small number of reported injury crashes predicted, any reported injury crash record ought to be reviewed to assess any likely contribution of the increase in turning movements to safety performance of the intersection.

The right turn bay has a stacking capacity of 30m, which is equivalent to four or five queued cars, or one car and one large truck. This capacity is in excess of the 95th percentile queue length identified during the modelling, and would also address the potential need for large trucks to turn right into Waikeria Road during the construction process on-site.

Although reference to the NZTA State Highway Geometric Design Manual would indicate that the installation of a separate auxiliary left turn lane on SH3 (for the left turn into Waikeria Road) is warranted, in view of the potential for vehicles using this turn to obscure sight lines to / from southbound through vehicles on SH3 and Waikeria Road, it has been assessed that such a facility should not be provided on safety grounds.




Accordingly, no auxiliary left turn lane is shown in the design. It is noted that the modelling (which did not include a separate left turn lane) identified only modest delays due to the left turn movement from the State Highway.

5.3.4 Recommended Monitoring Condition

It is recommended that the Department engages an independent traffic engineer to complete a further assessment of the SH3-Waikeria Road intersection 12 months and five years after the new facility is operational.

The traffic assessment should assess the actual effects of traffic generated by the new prison facility on the SH3/ Waikeria Road intersection including an assessment of intersection operations, injury crash rates, 95th percentile queue length, average delay through on-site observations undertaken during the Waikeria Prison’s weekday PM peak traffic demand.

The intersection operation should not exceed the following thresholds:

- Injury Crash rate to be no greater than the bounds calculated in Section 5.3.3. Should a serious injury or fatality occur associated with peak prison traffic demands, this threshold will be considered to have been exceeded.

- 95th percentile queue length 100m for vehicles turning out of Waikeria Road.

- Average delay greater than 60 seconds for vehicles turning right out of Waikeria Road.

In the event that that one or more of these thresholds is exceeded, the Department in agreement with NZTA should manage traffic demand or change the intersection layout to mitigate the effects of prison traffic on the intersection to ensure the standards are met.

Measures to achieve improvement may include implementing a travel management plan to reduce traffic generated at peak times (e.g. by providing alternative means of transport to and from the site such as buses or car pools.




6. Construction Traffic Recommendations A substantial construction programme will be required to expand the Waikeria Prison facilities to accommodate the proposed increase in prisoner numbers. Consequently the construction activities are likely to generate regular and potentially frequent truck volumes along Waikeria Road, and through the SH3 / Waikeria Road intersection.

It is recommended that a Construction Traffic Management Plan (CTMP) is prepared and provided to Otorohanga District Council (and Waipa District Council and NZTA) for approval prior to construction works commencing. The CTMP would form part of a separate application process.




7. Conclusion

7.1 Overview

The Department is seeking an amendment to the designated maximum prisoner number at Waikeria Prison from 1,250 prisoners currently to 3,000 prisoners. This report summarises the traffic and geometric assessments that have been undertaken to gauge the effect of the increase in prisoner numbers (and resulting staff and visitor number increases) on the adjacent road network and an assessment of the potential effects during the construction of the expanded prison complex. A traffic survey of the existing prison traffic generation has been used to develop a future traffic model for the proposed increase in prisoner numbers. The modelling indicates the weekday prison related traffic volumes on Waikeria Road increasing from an average 716 vehicles per day to 2,800 vehicles per day. Peak hour traffic volumes would increase by a similar ratio from 100vph to 470vph.

The assessment of the traffic capacity, safety and design of the road network identified a small number of issues for which mitigation measures have been proposed. In summary these are:

7.2 SH3 / Waikeria Road Intersection

On-site investigations undertaken by TDG have identified that the sight distance to the north of this intersection is currently deficient with respect to the accepted NZTA standards. In addition, intersection modelling of the afternoon peak period for the future development traffic volumes indicates a notable level of delay for the right turn movement out of Waikeria Road onto SH3.

It is recommended that:

A redesign of the intersection be implemented so as to improve the sight distance and approaches.

Measures are undertaken to improve the sight distance issue by way of vegetation clearance (including on private land).

A monitoring condition is established where the performance of the intersection is reviewed against set criteria at 12 months and at five years after the opening date.

7.3 Waikeria Road

On Waikeria Road it is recommended that:

Minor driveways improvements are undertaken at three private driveways;

Edgeline markings at critical points along Waikeria Road; and

The frequency of road corridor maintenance is improved, including in the grass berm.




7.4 Waikeria Road – Tight Radius Bend

A curve on Waikeria Road between 270m and 370m north of the one-lane bridge (approximately) has limited forward visibility and in parts narrow lanes, which, though adequate for current operations, may provide a safety and operational constraint during construction and later prison operations.

It is recommended that:

Vehicle tracking is undertaken to confirm if adequate separation is maintained through the curve.

Seal widening and grass cutting and other remedial works occur if required to provide adequate carriageway width.

7.5 Waikeria Road – One Lane Bridge

Waikeria Road has a one lane bridge sited approximately five kilometres east of SH3. The approaches to this bridge are constrained and a potential limitation to safe and efficient operation during the construction activities and post construction. The Department has consulted with the Waipa and Otorohanga District Councils regarding the widening or replacement of this bridge with a two lane bridge as part of the overall project to expand the Waikeria Prison facilities.

It is recommended that replacement or widening of the existing one-lane bridge with an appropriately designed two-lane bridge (including the bridge approach areas) to address the issues and constraints identified above, and that this replacement occur prior to construction.

In the event the bridge is not replaced prior to construction, the following temporary mitigation measures are recommended as part of a possible separate construction/ upgrading consent process:

These would include seal widening and bank cutting of the eastern approach.

Any wide loads (>2.5m) would need to be escorted so that sufficient clear path along the road was maintained – the height of any such loads above the carriageway would also need to be checked to ensure sufficient clearance of the bridge railings.

A structural assessment of the bridge be undertaken to assess its capacity for the potential construction traffic loads.

7.6 Waikeria Road / Walker Road Intersection

Due to incomplete removal of a previous road marking at this intersection there is a lack of clarity in the priorities at this intersection.

It is recommended that the redundant markings are completely removed and the new markings clarified.




7.7 Speed Management

It is recommended that an 80km/h speed limit along Waikeria Road from SH3 to the site is imposed.

7.8 Summary

Subject to the implementation of the mitigation measures detailed within this Sections 4 and 5 of this report it is considered that the designation amendment required to increase to 3,000 prisoners at Waikeria Prison can occur, sufficiently avoiding, remedying or mitigating adverse traffic effects.

TDG




Appendix A

Sidra Modelling Results

MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Consented AM Scenario 85-15]

Consented Scenario1200 Muster 480 Staff2016 SH Volumes and 2016 tube countGiveway / Yield (Two-Way)Sensitivity Analysis (Cruise Speed): Results for Parameter Scale = 95.0 %

Movement Performance - Vehicles

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/hSouth: SH3

2 T1 212 10.9 0.160 1.2 LOS A 0.5 3.5 0.20 0.16 88.7

3 R2 36 5.9 0.160 10.5 LOS B 0.5 3.5 0.20 0.16 59.4

Approach 247 10.2 0.160 2.6 NA 0.5 3.5 0.20 0.16 82.8

East: Waikeria Road

4 L2 3 0.0 0.004 8.9 LOS A 0.0 0.1 0.34 0.60 54.6

6 R2 18 0.0 0.038 13.6 LOS B 0.2 1.1 0.63 0.80 50.5

Approach 21 0.0 0.038 12.9 LOS B 0.2 1.1 0.59 0.77 51.1

North: SH3

7 L2 203 3.6 0.249 7.8 LOS A 0.0 0.0 0.00 0.30 77.8

8 T1 249 11.0 0.249 0.0 LOS A 0.0 0.0 0.00 0.30 88.1

Approach 453 7.7 0.249 3.5 NA 0.0 0.0 0.00 0.30 83.2

All Vehicles 721 8.3 0.249 3.5 NA 0.5 3.5 0.09 0.27 81.5

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab).

Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIC DESIGN GROUP LTD (TDG) | Processed: Friday, 7 April 2017 4:06:41 p.m.Project: G:\14000-49\14029\14029-1\Sidra\SH3-Waikeria 85-15.sip7

MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Future AM Scenario 85-15 - v2]

Future Scenario -wit RT bay3000 Muster2022 (est) SH VolumesGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 237 10.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 74 2.9 0.129 12.4 LOS B 0.5 3.3 0.63 0.87 52.0

Approach 311 8.8 0.130 2.9 NA 0.5 3.3 0.15 0.21 82.0

East: Waikeria Road

4 L2 4 25.0 0.006 10.4 LOS B 0.0 0.2 0.39 0.63 51.9

6 R2 24 8.7 0.081 19.5 LOS C 0.3 2.3 0.76 0.92 47.2

Approach 28 11.1 0.081 18.1 LOS C 0.3 2.3 0.70 0.88 47.9

North: SH3

7 L2 416 2.5 0.381 7.7 LOS A 0.0 0.0 0.00 0.40 75.8

8 T1 284 7.4 0.381 0.1 LOS A 0.0 0.0 0.00 0.40 83.8

Approach 700 4.5 0.381 4.6 NA 0.0 0.0 0.00 0.40 78.8

All Vehicles 1039 6.0 0.381 4.5 NA 0.5 3.3 0.06 0.35 78.3









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Consented PM Scenario 85-15]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 307 11.0 0.173 0.0 LOS A 0.0 0.4 0.02 0.01 99.4

3 R2 4 0.0 0.173 9.6 LOS A 0.0 0.4 0.02 0.01 65.4

Approach 312 10.8 0.173 0.2 NA 0.0 0.4 0.02 0.01 98.7

East: Waikeria Road

4 L2 31 5.9 0.039 10.0 LOS A 0.1 1.0 0.41 0.69 55.1

6 R2 176 3.0 0.419 19.0 LOS C 2.3 16.7 0.76 0.98 48.2

Approach 206 3.4 0.419 17.7 LOS C 2.3 16.7 0.71 0.94 49.1

North: SH3

7 L2 24 4.3 0.190 7.9 LOS A 0.0 0.0 0.00 0.05 84.8

8 T1 321 11.1 0.190 0.0 LOS A 0.0 0.0 0.00 0.05 97.6

Approach 345 10.7 0.190 0.6 NA 0.0 0.0 0.00 0.05 96.6

All Vehicles 863 9.0 0.419 4.5 NA 2.3 16.7 0.18 0.25 79.0









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Future PM Scenario 85-15- v2]

Future Scenario -wit RT bay3000 Muster 2022 (est) SH VolumesGiveway / Yield (Two-Way)Sensitivity Analysis (Cruise Speed): Results for Parameter Scale = 100.0 %



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 347 10.6 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 6 0.0 0.007 9.2 LOS A 0.0 0.2 0.45 0.64 54.7

Approach 354 10.4 0.190 0.2 NA 0.0 0.2 0.01 0.01 98.4

East: Waikeria Road

4 L2 63 3.3 0.085 10.4 LOS B 0.3 2.2 0.45 0.73 55.2

6 R2 360 2.3 1.040 104.0 LOS F 26.2 187.0 1.00 2.09 22.7

Approach 423 2.5 1.040 90.0 LOS F 26.2 187.0 0.92 1.88 24.9

North: SH3

7 L2 38 2.8 0.224 7.9 LOS A 0.0 0.0 0.00 0.06 85.1

8 T1 368 11.4 0.224 0.0 LOS A 0.0 0.0 0.00 0.06 96.8

Approach 406 10.6 0.224 0.8 NA 0.0 0.0 0.00 0.06 95.6

All Vehicles 1183 7.7 1.040 32.5 NA 26.2 187.0 0.33 0.70 47.7









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Consented AM Scenario A]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 212 10.9 0.177 1.7 LOS A 0.6 4.7 0.26 0.23 86.7

3 R2 54 3.9 0.177 10.0 LOS B 0.6 4.7 0.26 0.23 58.7

Approach 265 9.5 0.177 3.4 NA 0.6 4.7 0.26 0.23 79.1

East: Waikeria Road

4 L2 3 0.0 0.004 8.9 LOS A 0.0 0.1 0.34 0.60 54.6

6 R2 14 0.0 0.029 13.5 LOS B 0.1 0.8 0.62 0.78 50.6

Approach 17 0.0 0.029 12.6 LOS B 0.1 0.8 0.57 0.75 51.3

North: SH3

7 L2 161 4.6 0.227 7.8 LOS A 0.0 0.0 0.00 0.27 78.4

8 T1 249 11.0 0.227 0.1 LOS A 0.0 0.0 0.00 0.27 89.5

Approach 411 8.5 0.227 3.1 NA 0.0 0.0 0.00 0.27 84.8

All Vehicles 693 8.7 0.227 3.5 NA 0.6 4.7 0.11 0.27 81.3








SIDRA INTERSECTION 7.0 | Copyright © 2000-2016 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIC DESIGN GROUP LTD (TDG) | Processed: Friday, 7 April 2017 4:10:20 p.m.Project: G:\14000-49\14029\14029-1\Sidra\SH3-Waikeria update 2.sip7

MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Future AM Scenario A - v2]

Future Scenario -wit RT bay3000 Muster2022 (est) SH VolumesGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 237 10.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 122 1.7 0.194 11.9 LOS B 0.7 5.2 0.61 0.86 52.4

Approach 359 7.6 0.194 4.0 NA 0.7 5.2 0.21 0.29 76.4

East: Waikeria Road

4 L2 7 14.3 0.009 9.9 LOS A 0.0 0.3 0.38 0.64 53.8

6 R2 21 10.0 0.073 20.1 LOS C 0.3 2.1 0.76 0.92 46.7

Approach 28 11.1 0.073 17.4 LOS C 0.3 2.1 0.66 0.85 48.4

North: SH3

7 L2 366 2.9 0.354 7.7 LOS A 0.0 0.0 0.00 0.38 76.2

8 T1 284 7.4 0.354 0.0 LOS A 0.0 0.0 0.00 0.38 84.5

Approach 651 4.9 0.354 4.4 NA 0.0 0.0 0.00 0.38 79.6

All Vehicles 1038 6.0 0.354 4.6 NA 0.7 5.2 0.09 0.36 77.1









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Consented PM Scenario A]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 307 11.0 0.176 0.1 LOS A 0.1 0.6 0.03 0.02 98.9

3 R2 7 0.0 0.176 9.6 LOS A 0.1 0.6 0.03 0.02 65.2

Approach 315 10.7 0.176 0.3 NA 0.1 0.6 0.03 0.02 97.7

East: Waikeria Road

4 L2 52 3.5 0.065 9.9 LOS A 0.2 1.6 0.42 0.70 55.5

6 R2 155 3.4 0.372 18.3 LOS C 1.9 14.0 0.74 0.96 48.6

Approach 206 3.4 0.372 16.2 LOS C 1.9 14.0 0.66 0.90 50.2

North: SH3

7 L2 21 5.0 0.188 8.0 LOS A 0.0 0.0 0.00 0.04 84.7

8 T1 321 11.1 0.188 0.0 LOS A 0.0 0.0 0.00 0.04 97.9

Approach 342 10.8 0.188 0.5 NA 0.0 0.0 0.00 0.04 97.0

All Vehicles 863 9.0 0.372 4.2 NA 1.9 14.0 0.17 0.24 79.5









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Future PM Scenario A - v2]

Future Scenario -wit RT bay3000 Muster2022 (est) SH VolumesGiveway / Yield (Two-Way)Sensitivity Analysis (Cruise Speed): Results for Parameter Scale = 100.0 %



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 347 10.6 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 12 0.0 0.013 9.2 LOS A 0.0 0.3 0.45 0.66 54.7

Approach 359 10.3 0.190 0.3 NA 0.0 0.3 0.01 0.02 97.3

East: Waikeria Road

4 L2 106 2.0 0.141 10.4 LOS B 0.5 3.7 0.47 0.75 55.3

6 R2 317 2.7 0.944 60.4 LOS F 14.1 101.2 0.96 1.62 31.1

Approach 423 2.5 0.944 47.9 LOS E 14.1 101.2 0.83 1.40 35.0

North: SH3

7 L2 34 3.1 0.222 7.9 LOS A 0.0 0.0 0.00 0.06 85.2

8 T1 368 11.4 0.222 0.0 LOS A 0.0 0.0 0.00 0.06 97.1

Approach 402 10.7 0.222 0.7 NA 0.0 0.0 0.00 0.06 96.0

All Vehicles 1184 7.6 0.944 17.4 NA 14.1 101.2 0.30 0.53 59.3









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Future PM Scenario 65-35 v2]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 347 10.6 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 16 0.0 0.017 9.1 LOS A 0.1 0.4 0.45 0.66 54.7

Approach 363 10.1 0.190 0.4 NA 0.1 0.4 0.02 0.03 96.4

East: Waikeria Road

4 L2 148 1.4 0.196 10.5 LOS B 0.7 5.3 0.48 0.77 55.3

6 R2 275 3.1 0.777 34.4 LOS D 7.0 50.2 0.91 1.24 40.1

Approach 423 2.5 0.777 26.0 LOS D 7.0 50.2 0.76 1.08 44.4

North: SH3

7 L2 29 3.6 0.219 7.9 LOS A 0.0 0.0 0.00 0.05 85.1

8 T1 368 11.4 0.219 0.0 LOS A 0.0 0.0 0.00 0.05 97.4

Approach 398 10.8 0.219 0.6 NA 0.0 0.0 0.00 0.05 96.4

All Vehicles 1184 7.6 0.777 9.6 NA 7.0 50.2 0.28 0.41 68.0









MOVEMENT SUMMARY


Future Scenario -witH RT bay3000 Muster 2022 (est) SH VolumesGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 237 10.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 172 1.2 0.251 11.6 LOS B 1.0 7.3 0.60 0.87 52.6

Approach 408 6.7 0.251 4.9 NA 1.0 7.3 0.25 0.37 72.5

East: Waikeria Road

4 L2 11 10.0 0.013 9.7 LOS A 0.0 0.3 0.38 0.64 54.6

6 R2 19 11.1 0.069 20.7 LOS C 0.3 2.0 0.77 0.93 46.2

Approach 29 10.7 0.069 16.8 LOS C 0.3 2.0 0.63 0.83 48.9

North: SH3

7 L2 318 3.3 0.328 7.7 LOS A 0.0 0.0 0.00 0.35 76.6

8 T1 284 7.4 0.328 0.0 LOS A 0.0 0.0 0.00 0.35 85.3

Approach 602 5.2 0.328 4.1 NA 0.0 0.0 0.00 0.35 80.5

All Vehicles 1040 6.0 0.328 4.8 NA 1.0 7.3 0.12 0.37 75.8









MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 307 11.0 0.179 0.1 LOS A 0.1 0.9 0.04 0.02 98.5

3 R2 11 0.0 0.179 9.6 LOS A 0.1 0.9 0.04 0.02 65.0

Approach 318 10.6 0.179 0.4 NA 0.1 0.9 0.04 0.02 96.8

East: Waikeria Road

4 L2 73 2.5 0.090 9.9 LOS A 0.3 2.3 0.42 0.71 55.7

6 R2 135 3.9 0.326 17.8 LOS C 1.6 11.6 0.73 0.95 48.9

Approach 207 3.4 0.326 15.0 LOS C 1.6 11.6 0.62 0.86 51.1

North: SH3

7 L2 19 5.6 0.187 8.0 LOS A 0.0 0.0 0.00 0.04 84.5

8 T1 321 11.1 0.187 0.0 LOS A 0.0 0.0 0.00 0.04 98.1

Approach 340 10.8 0.187 0.5 NA 0.0 0.0 0.00 0.04 97.2

All Vehicles 865 9.0 0.326 3.9 NA 1.6 11.6 0.16 0.23 79.8









MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 347 10.6 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 16 0.0 0.017 9.1 LOS A 0.1 0.4 0.45 0.66 54.7

Approach 363 10.1 0.190 0.4 NA 0.1 0.4 0.02 0.03 96.4

East: Waikeria Road

4 L2 148 1.4 0.196 10.5 LOS B 0.7 5.3 0.48 0.77 55.3

6 R2 275 3.1 0.777 34.4 LOS D 7.0 50.2 0.91 1.24 40.1

Approach 423 2.5 0.777 26.0 LOS D 7.0 50.2 0.76 1.08 44.4

North: SH3

7 L2 29 3.6 0.219 7.9 LOS A 0.0 0.0 0.00 0.05 85.1

8 T1 368 11.4 0.219 0.0 LOS A 0.0 0.0 0.00 0.05 97.4

Approach 398 10.8 0.219 0.6 NA 0.0 0.0 0.00 0.05 96.4

All Vehicles 1184 7.6 0.777 9.6 NA 7.0 50.2 0.28 0.41 68.0









MOVEMENT SUMMARY

Site: 101 [SH3-Waikeria Rd Consented AM Scenario 50-50]




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 212 10.9 0.243 2.5 LOS A 1.2 8.8 0.39 0.35 78.9

3 R2 120 1.8 0.243 9.5 LOS A 1.2 8.8 0.39 0.35 54.5

Approach 332 7.6 0.243 5.0 NA 1.2 8.8 0.39 0.35 67.9

East: Waikeria Road

4 L2 11 0.0 0.012 8.7 LOS A 0.0 0.3 0.35 0.62 52.5

6 R2 11 0.0 0.024 13.9 LOS B 0.1 0.7 0.64 0.78 48.3

Approach 21 0.0 0.024 11.3 LOS B 0.1 0.7 0.49 0.70 50.3

North: SH3

7 L2 120 6.1 0.205 7.9 LOS A 0.0 0.0 0.00 0.29 78.4

8 T1 249 11.0 0.205 0.6 LOS A 0.0 0.0 0.00 0.29 90.2

Approach 369 9.4 0.205 3.0 NA 0.0 0.0 0.00 0.29 86.0

All Vehicles 722 8.3 0.243 4.2 NA 1.2 8.8 0.19 0.33 75.2









MOVEMENT SUMMARY


Future Scenario -wit RT bay3000 Muster 2022 (est) SH VolumesGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 237 10.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 244 0.9 0.318 11.3 LOS B 1.5 10.6 0.60 0.88 52.9

Approach 481 5.7 0.318 5.7 NA 1.5 10.6 0.30 0.45 68.9

East: Waikeria Road

4 L2 15 7.1 0.018 9.6 LOS A 0.1 0.5 0.38 0.65 55.1

6 R2 15 14.3 0.058 22.0 LOS C 0.2 1.7 0.78 0.93 45.1

Approach 29 10.7 0.058 15.8 LOS C 0.2 1.7 0.58 0.79 49.7

North: SH3

7 L2 244 4.3 0.288 7.8 LOS A 0.0 0.0 0.00 0.31 77.4

8 T1 284 7.4 0.288 0.0 LOS A 0.0 0.0 0.00 0.31 86.9

Approach 528 6.0 0.288 3.6 NA 0.0 0.0 0.00 0.31 82.2

All Vehicles 1039 6.0 0.318 4.9 NA 1.5 10.6 0.16 0.39 74.2









MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 307 11.0 0.184 0.2 LOS A 0.2 1.3 0.06 0.03 97.9

3 R2 15 0.0 0.184 9.6 LOS A 0.2 1.3 0.06 0.03 64.8

Approach 322 10.5 0.184 0.6 NA 0.2 1.3 0.06 0.03 95.7

East: Waikeria Road

4 L2 104 1.7 0.129 10.0 LOS A 0.5 3.4 0.43 0.72 55.8

6 R2 104 5.1 0.256 16.9 LOS C 1.1 8.3 0.72 0.92 49.3

Approach 208 3.4 0.256 13.4 LOS B 1.1 8.3 0.57 0.82 52.3

North: SH3

7 L2 15 7.1 0.185 8.0 LOS A 0.0 0.0 0.00 0.03 84.0

8 T1 321 11.1 0.185 0.0 LOS A 0.0 0.0 0.00 0.03 98.5

Approach 336 11.0 0.185 0.4 NA 0.0 0.0 0.00 0.03 97.7

All Vehicles 866 9.0 0.256 3.6 NA 1.1 8.3 0.16 0.22 80.3









MOVEMENT SUMMARY


Future Scenario -with RT bay3000 Muster 2022 (est) SH VolumesGiveway / Yield (Two-Way)Sensitivity Analysis (Cruise Speed): Results for Parameter Scale = 100.0 %



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 347 10.6 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 99.9

3 R2 22 0.0 0.024 9.1 LOS A 0.1 0.6 0.44 0.67 54.7

Approach 369 10.0 0.190 0.6 NA 0.1 0.6 0.03 0.04 95.2

East: Waikeria Road

4 L2 212 1.0 0.279 10.8 LOS B 1.2 8.2 0.51 0.80 55.2

6 R2 212 4.0 0.606 26.4 LOS D 4.0 28.7 0.86 1.09 43.8

Approach 423 2.5 0.606 18.6 LOS C 4.0 28.7 0.68 0.94 48.9

North: SH3

7 L2 22 4.8 0.215 8.0 LOS A 0.0 0.0 0.00 0.04 84.9

8 T1 368 11.4 0.215 0.0 LOS A 0.0 0.0 0.00 0.04 98.0

Approach 391 11.1 0.215 0.5 NA 0.0 0.0 0.00 0.04 97.2

All Vehicles 1183 7.7 0.606 7.0 NA 4.0 28.7 0.25 0.36 71.4












Appendix B

SH3 / Waikeria Road Intersection Intersection Upgrade

CCC

C

CC

C

C

C

C

SCH

125

CH

150

CH

175

CH

200

CH

225

CH

250

CH

275

CH

300

CH

325

CH

350

CH

375

CH

400

CH

425

CH

450

CH

475

CH

500

CH

525

CH

550

CH

575

CCC

C

CC

C

C

S

6.0m 15.0m

30.0m20.0m 6.0m

185.0m

G:\TDG PROJECTS\14,000-14,999\14029 Dept Corrections Waikeria\CAD\14029N3A.dwg

Frid

ay, F

ebru

ary

24, 2

017

DATE DESCRIPTIONREVISION DRAWN:DATE:SCALE:DWG NO:14029N3A

020

mm

02/24/17

------------------------------------------------------------------------Preliminary design and Waikeria Road longsection24/02/2017A

31:50 @ A3

MP

SH3 / Waikeria Road Intersection

WAIKERIA PRISON DEVELOPMENT

SCALE1:1250

SCALE1:500

department of corrections - waikeria prison · photograph 4: waikeria road / walker road...

Documents