Stantec // Oceana Gold NZ // Transportation Assessment - Waihi North Project 34 7.4 SH25 (Kenny Street) Access The assessed peak hour traffic movements as described in Section 6.1 have been model led at the Kenny Street access on SH25 based on the current intersection layout for the morning and evening peak hour period. The intersection performance has been modelled for the busiest expected traffic generation period which is 20 28 as described above, with sensitivity checks. Peak hour movements have been assessed based on: • SH25 volumes for the peak evening hour ending 6pm, and morning peak ending 8am, factored for growth, seasonally adjusted and adjusted for location on the road network (to account f or urban area traffic); • A conservative scenario has been modelled with the peak MOP4 traffic generation (which is expected in 2029/2030) applied to the 2028 year. This is a conservative approach and demonstrates the worst -case scenario should the two separate work stream peaks overlap; • Worst case scenario has been modelled with the peak departures at 7pm modelled with network peak for period ending 6pm; • Site departures occurring within 30 min of shift change; • Directional split of traffic at 80% to/from the south and 20% to/from the north; and • All modelling to SIDRA default values unless noted otherwise. The intersection has been modelled using SIDRA analysis software and the resultant intersection modelled flows and movement performance is summarised in Table 9 for the evening peak. The morning peak is appended and demonstrates similar levels of performance. The resultant outputs for the modelled year 2028 indicate that the access on Kenny Street in the evening peak is expected to operate with minimal delays or queues for all movements, which is to be expected given the relatively low flows at the access and low ADT and peak flows on SH25. Table 9: Kenny Street Access PM Peak 2028 Intersection Performance 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 East: SH25 5 T1 241 31 254 12.9 0.142 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 49.9 6 R2 16 4 17 25.0 0.018 7.3 LOS A 0.1 0.6 0.53 0.64 0.53 44.7 Approach 257 35 271 13.6 0.142 0.5 NA 0.1 0.6 0.03 0.04 0.03 49.6 North: Barry Rd 7 L2 19 4 20 21.1 0.022 6.8 LOS A 0.1 0.7 0.48 0.62 0.48 45.1 9 R2 60 0 63 0.0 0.127 10.7 LOS B 0.5 3.2 0.66 0.85 0.66 42.9 Approach 79 4 83 5.1 0.127 9.8 LOS A 0.5 3.2 0.62 0.79 0.62 43.4 West: SH25 10 L2 48 0 51 0.0 0.294 4.7 LOS A 0.0 0.0 0.00 0.05 0.00 49.1 11 T1 456 59 480 12.9 0.294 0.1 LOS A 0.0 0.0 0.00 0.05 0.00 49.5 Approach 504 59 531 11.7 0.294 0.5 NA 0.0 0.0 0.00 0.05 0.00 49.5 All Vehicles 840 98 884 11.7 0.294 1.4 NA 0.5 3.2 0.07 0.12 0.07 48.9 As a sensitivity check, the performance of the intersection for future years has been undertaken using flow growth rates of 2% on Kenny Street and 20% on the access leg. The graph shown in Figure 37 shows the effect of the flow increases of up to 10 years or 200% of the expected flows on the access leg, with average delay and degree of saturation remaining below capacity and retaining a high level of service (19 s or LOS C). Overall, it is concluded that there is no capacity issue with the intersection with the inclusion of traffic generated by this project.
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