Stantec // Oceana Gold NZ Ltd // Waihi North Project Transportation Assessment 33 7.3.3 Year 2026 Modelling The following Table 8 shows the expected performance of the intersection in year 2026 which is the year after the bulk of the construction activity has completed. Table 8: WNP 2026 PM (1700-1800)- no peak spreading Vehicle Movement Performance Mov ID Turn INPUT VOLUMES DEMAND FLOWS Deg. Satn Aver. Delay Level of Service 95% BACK OF QUEUE Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h veh/h veh/h % v/c sec veh m km/h South: SH2 2 T1 459 57 483 12.4 0.268 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 99.8 3 R2 1 0 1 0.0 0.001 10.1 LOS B 0.0 0.0 0.56 0.62 0.56 71.7 Approach 460 57 484 12.4 0.268 0.0 NA 0.0 0.0 0.00 0.00 0.00 99.8 East: Baxter Rd 4 L2 31 1 62 3.2 0.090 13.6 LOS B 0.3 2.3 0.58 0.98 0.58 67.4 6 R2 32 0 64 0.0 0.271 25.9 LOS D 1.0 6.7 0.86 1.02 0.97 55.8 Approach 63 1 126 1.6 0.271 19.8 LOS C 1.0 6.7 0.72 1.00 0.78 61.0 North: SH2 7 L2 6 0 6 0.0 0.372 7.9 LOS A 0.0 0.0 0.00 0.01 0.00 88.4 8 T1 630 80 663 12.7 0.372 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 99.5 Approach 636 80 669 12.6 0.372 0.1 NA 0.0 0.0 0.00 0.01 0.00 99.4 All Vehicles 1159 138 1280 11.4 0.372 2.0 NA 1.0 6.7 0.07 0.10 0.08 93.7 Table 8 indicates that once the bulk of the construction has been completed , the intersection performance returns to similar base levels as to prior construction with maximum delays of 26 s for the right turn out movement. The morning peak hour period has been also modelled as appended and result in lower but similar levels of maximum delays to right turn out movements as shown above to the evening peak. 7.3.4 2030-2034 Modelling In the trailing years of the project (2030 – 2036), the construction workforce is reduced to minor volumes and the open pits are completed in 2031. Accordingly, the key differences in intersection performance are largely attributed to the background growth in SH2 traffic. Models for the year 2030 and 2034 are appended for both the morning and evening peak flow periods and demonstrate that the intersection performance in the later years of the project life are similar to that for both the baseline and earlier years (without construction). 7.3.5 Summary The traffic generation profile for the site as it applies to Baxter Road, peaks in the construction period in the years 2024-2025. In these years the departure of the workforce in the evening peak around 5pm results in long delays and queues on Baxter Road depending on the exact departure profile of the workforce. While drivers typically tend to adjust their departure times according to traffic conditions, this is more difficult with set work times, and it is recommended that the end of the day shift time is spread over a minimum of an hour (i.e. have a minimum of three end of shift times at 20 min separation of equal numbers). Such a peak spreading measure will minimise the chance of long delays at the intersection leading to driver frustration. Furthermore, it is the expectation (as per the construction schedule in Appendix B) that heavy vehicle movements associated with construction (including materials deliveries and logging trucks) will be managed outside of peak hours i.e. 9 am to 4pm. For all other modelled periods and years, the modelling of the intersection performance in comparison to the base for the project is considered to be within acceptable parameters. To account for other potential variations in either traffic profile on the state highway or the traffic patterns (workforce and heavy vehicle) arrival and departure profile, it is further recommended that an adaptive approach is adopted to construction traffic management with the ability to make changes to reflect any issues that may arise related to transportation. For clarity this recommendation relates to the construction phase and not for other mine operations for the duration of the project.
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