9.
DEVELOPMENT OF A STRATEGY
A number of performance indicators have been taken into consideration in
determining what projects best fit into the overall road network strategy. These are:
•
•
•
•
•
•
•
to encourage the use of existing principal elements of the road network
to enhance overall safety by removing unnecessary vehicle movements along
local roads
to move heavy good vehicles onto arterial elements of the network and away
from local roads
to enhance the amenity of Marine Parade by reducing heavy goods vehicle
movements along it
to enhance existing elements of the road network so that they operate
efficiently and safely in the future
to enhance the area by minimising the environmental impact of traffic growth
to provide an economically practical solution
A number of these indicators can potentially work against each other, this is to be
expected, but the failure to satisfy any one of the indicators does not necessarily mean
the project is unsatisfactory as part of the overall strategy should be dropped.
9.1
Strategic Elements
The following are the proposed elements of the 2026 Strategic Network:
1.
Hastings Southern Arterial – Alignment A
This element has an economically positive result both as a stand-alone project
and as part of the overall strategy whilst significantly relieving particularly
congested parts of the existing local Hastings network. It also helps reinforce the
use of the Hawke's Bay Expressway.
2.
Hastings Northern Arterial – Alignment A
This element has a stand-alone economically beneficial result. It improves
access to the Hawke's Bay Expressway whilst reducing potentially unnecessary
light and heavy vehicle movements within the local northern area of Hastings.
Both the Hastings Northern and Southern Arterials act in a complementary
manner rather than compete with each other for the same traffic streams.
3.
Whakatu Outlet - Alignment B
This element has a stand-alone economically beneficial result. It improves
access to the Hawke's Bay Expressway for HGV movements from the southeast
thereby reducing HGV flow along SH2 into Napier.
4.
Whakatu – Tomoana Link - Alignment B
This element has an economically positive result whilst significantly improving
access between these two important employment areas.
Hawke’s Bay Regional Traffic Study
Page 9-1
5.
Awatoto - Expressway Connection - Alignment A
This element does not currently produce a benefit stream sufficient to result in
funding as the total road user benefits are expected to be less than the cost of
the project. However, it does have the potential to reduce the HGV flow along
SH2 thereby improving the amenity of the foreshore area. It is also an important
element of the overall strategy for reducing HGV flow along Marine Parade if
any form of regulation was to be placed HGV traffic along Marine Parade and
adjacent parallel routes.
6.
Four lane Prebensen Drive from Expressway to Hyderabad with Overpass
This element has an economically positive result whilst significantly improving
access between the port and eastern industrial areas.
When taken in
association with other elements of the strategy, it provides a very important
alternative route for HGV traffic accessing the port away from some congested
areas of the Napier network.
7.
Pakowhai / Expressway Flyover
This element has a economically positive result as it enhances access to the
Hawke's Bay Expressway at a congested location. Whilst it does not attract
significant additional traffic to the Hawke's Bay Expressway from surrounding
roads it does significantly improve the performance of the intersection for the
significant number of northbound vehicles using the intersection from Pakowhai
Road.
8.
Four lane Hawke’s Bay Expressway from Omahu to Pakowhai with southern
extension Alignment B
This element as whole has a borderline economically positive result. However, it
does substantially reduce the number of long distance trips from the south into
Napier along SH2 by redirecting them onto the preferred Hawke’s Bay
Expressway. A sub-option of this element, involving the extension to the
expressway only, would have an economically positive result.
9.
Four lane Hawke’s Bay Expressway from Pakowhai to Kennedy
This element currently does not have an economically beneficial result. It
however substantially reduces the number of long distance trips from the south
into Napier along SH2 and draws trips onto itself from lower standard parallel
routes.
10.
Four lane Hawke’s Bay Expressway from Kennedy to Prebensen
This element as whole has a borderline economically positive result. However, it
does help reduce the number of long distance trips from the south into Napier
along SH2. As it forms part of an overall strategy of increasing capacity along
this important element of the network, it should be kept as part of the overall
strategy network.
Hawke’s Bay Regional Traffic Study
Page 9-2
11.
Four lane Kennedy Road – Riverbend to Wellesley
This element has an economically positive result whilst significantly relieving a
particularly congested and important part of the existing Napier network. Safety
would be enhanced and local amenity improved by removing a substantial
amount of through traffic from parallel local residential roads.
9.2
Strategy Impact
Figure 85 shows the proposed 2026 Strategy Network. The overall impact on vehicle
movement due to the implementation of this Strategy can be seen in Figures 86 and 87.
Clearly, there has been a significant reduction in the level of traffic using local Hastings
and Napier roads. Traffic flow has been redirected onto the new elements of the
strategy and further funnelled onto the Hawke's Bay Expressway in preference to SH2
and Marine Parade.
The strategy network could result in approximately a 16% increase in traffic onto the
Hawke’s Bay Expressway from the surrounding network predominantly from SH2 which
could drop by 1000 vpd each way, a 14% reduction. Flow along Havelock Road would
be expected to decrease by 3200 vpd each way, a 29% reduction. 80% of this
reduction would be expected to transfer onto the Hastings Southern Arterial with the
remaining 20% transferring onto the Northern Arterial.
Flow along Frederick Street, Grove Road, Heretaunga Street, Omahu Road,
Maraekakaho Road, Pakowhai Road and Karamu Road is expected to decrease
thereby enhancing the environment within the Hastings Area. The implementation of
the Hastings Southern Arterial would result in an increase in traffic along Flaxmere
Avenue as a means of accessing Flaxmere rather than using Omahu Road.
The improvements to the expressway and Kennedy Road have succeeded in drawing
traffic away from surrounding local roads. Taradale Road, Marine Parade, Georges
Drive and Willowbank Avenue would all have a reduction in flow. Movement onto the
Hawke's Bay Expressway would drop traffic flow along Georges Drive by approximately
700-800 vpd each way.
Heavy Goods Vehicles have been redirected onto the higher elements of the arterial
network with the associated reduction in the number of HGVs on the surrounding roads.
The improvements to the Hawke's Bay Expressway would result in an increase of 500
HGVs each way along the expressway between Taradale and Prebensen. HGV traffic
along Meeanee Quay is expected to drop by 75 per day each way.
The implementation of the Hastings Northern and Southern Arterials would result in a
decrease of 170 HGVs each way along Havelock Road in and out of Hastings.
The strategy improvements are expected to result in a 220 each way increase in HGVs
along the expressway, a 19% increase. This corresponds to a 24% decrease in HGV
movements along SH2 at Waitangi Bridge. This decrease continues along Marine
Parade where there would be a drop of 110 HGVs per day each way (18% of total HGV
traffic).
It is clear however that for there to be a complete removal of HGV through traffic along
Marine Parade some form of regulatory option would need to be implemented if there
was a desire to remove all through HGVs from Marine Parade. The impact of such a
regulation was discussed Section 8.3.5 and also in greater detail in the Hawke’s Bay
Regional Heavy Transport Management Plan.
Hawke’s Bay Regional Traffic Study
Page 9-3
The overall strategy has reduced significant portions of the Hawke’s Bay road network
to operational Levels of Service of D or better. In some instances these improvements
have resulted in increased delays on side roads at minor intersections. This is particularly
noticeable along Kennedy Road where a number of side roads are expected to face
increased delays in the 2026 evening peak periods. These side roads have not been
upgraded as part of the strategy as there a number of possible improvements for each
intersection. It is also likely that authorities may want to rationalise some intersections
and their controls.
These improvements to the strategic network are aimed at reinforcing and improving a
number of existing important routes within the road hierarchy. Their improvement draws
traffic from the secondary road network along which shorter local trips are undertaken.
This in turn enables those vehicles using these secondary elements to operate more
efficiently. As a number of public transport routes use both the secondary network for
their local activity and the upgraded arterial network for their longer distance routes, it
is expected that there would be some improvement to their future operation as a result
of the strategy.
Hawke’s Bay Regional Traffic Study
Page 9-4
KEY
New Component
Upgraded Component
Hyderabad
Overpass
Prebensen
Kennedy
Awatoto
Pakowhai
Overpass
HB Expressway
Widening
Whakatu Outlet
Tomoana Link
Expressway
Extension
Hastings Northern
Arterial
Hastings Southern
Arterial
Hawke’s Bay Regional
Traffic Study
2026 Proposed Strategy Network
Figure 85
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
Page 9-5
-1254
-1606
373
214
2224
1779
689
1680
1979
779
-708
-967
-400
-518
-87
9
-11
20
-484
8
-10
-98
-528
1718
77
1970
-1
77
-574
-661
-2
-484
-681
-474
1718
42
75
-1
-1
-223
1970
-123
8
12
-9
16
61
51
49
-1
01
0
-84
1
-75
-1
01
-3
67
65
-2
97
59
-12
72 058
-11
3
4
343
-5
-5
8
46
2033
2029
9
-3
40
52
-2
91
19
25
39
7
-2
-3
9
26
26
3
0
137
-1
08
-681
48
52
-254
-259
12
12
Traffic Increase
Traffic Decrease
5.0km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Traffic Flow Change
Strategy vs Do-Minimum
Figure 86
Page 9-6
93
62
-214
-181
585
411
90
200
238
115
-136
-14
9
-17
9
-111
-34
236
-45
-41
6
-34
-70
-116
203
236
1
-1
203
-165
-29
-34
3
-1
-1
-12
-70
94
12
34
-69
1
10
240
264
236
-13
2
-10
-93
240
-1
-1
1
2
11
15
11
-16
-79
-1
49
3
3
4
-10
-10
Traffic Increase
Traffic Decrease
5.0km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 HGV Traffic Flow Change
Strategy vs Do-Minimum
Figure 87
Page 9-7
Figure 88 shows the modelled aggregate AM Peak and PM Peak LOS for 2003 and 2026.
It compares the total kilometres of road affected by LOS’s F, E and D as it exists today,
in 2026 with only a Do-minimum network and 2026 with the Strategy Network in place.
Figure 88
Network LOS Total Change 2003- 2026
200.0
KM's
150.0
100.0
50.0
0.0
AM BASE 2003
AM BASE 2026
AM STRATEGY 2026
LOS F
0.2 km
8.3 km
0.7 km
LOS E
20.8 km
39.5 km
27.6 km
LOS D
51.0 km
85.4 km
70.5 km
Model Period
200.0
KM's
150.0
100.0
50.0
0.0
PM BASE 2003
PM BASE 2026
PM STRATEGY 2026
LOS F
2.4 km
10.9 km
1.3 km
LOS E
23.7 km
51.8 km
33.0 km
LOS D
60.0 km
106.3 km
89.9 km
Model Period
Hawke’s Bay Regional Traffic Study
Page 9-8
This figure shows that after the implementation of the Strategy, during both the 2026 AM
and PM Peaks, the lengths of road throughout the study area at LOS F and E are
expected to reduce to levels very close to those existing now. This can also be shown in
the following Figures 89 to 96 show the Levels of Service throughout the study area for
2026 before and after the Strategy.
Should elements of the strategy be implemented there will be improvements in LOS.
Namely:
•
The Hawke’s Bay Expressway has improved to LOS D and better in all locations
south of Prebensen Drive,
•
Kennedy Road has improved to a minimum of LOS D between Wycliffe Street
and Wellesley Road,
•
The existing length of Prebensen Drive between the expressway and Hyderabad
Road has improved to LOS D,
•
SH2 has improved to LOS D and better,
•
Havelock Road has improved to LOS E and better,
•
Priority intersections along Havelock Road and Heretaunga Street have
improved to LOS D and better,
•
Pakowhai Road south of Evenden Road has improved to LOS E and better,
•
Priority intersections along Pakowhai Road have improved to LOS D and better,
•
Omahu Road has improved to LOS E and better,
•
Frederick Street has improved to LOS D or better,
As a result of additional traffic being attracted to some routes described in the strategy,
a number of minor intersections are expected to experience a reduction service. These
intersections are detailed in the following section. As there are a number of possible
improvements that could be undertaken at these intersections as part to the strategy,
this study has simply pointed out these resulting deficiencies but not endeavoured to
dictate an intersection management improvement.
Table 78 details the network wide benefits for the Strategy Network as a whole when
compared to 2026 Do-Minimum.
Table 78
Road User Benefit / Cost Analysis
Road User Benefit
Project Cost
Estimated B/C Ratio
Full Strategy
$70.54M
$73.51M
0.96
Indicative network wide emission outputs from each alignment model are detailed in
Table 79.
Hawke’s Bay Regional Traffic Study
Page 9-9
2026 Daily Network Wide Emission Output
Comparison
Do-Minimum
Noise Pressure (Pascal squared hours)
Carbon Dioxide (Tonnes)
Carbon Monoxide (Tonnes)
Hydrocarbons (Tonnes)
Nitrous Oxides (Tonnes)
Particulate Matter (Tonnes)
Fuel Use ‘000 Litres
31.711
909.346
43.756
6.067
7.450
0.291
344.116
Table 79
Change from
Base
5.556
-66.957
-3.556
-0.507
0.023
-0.006
-6.568
It shows that the strategy network would have a general beneficial impact on emission
output.
Hawke’s Bay Regional Traffic Study
Page 9-10
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Northern Study Area
Do-Minimum AM Peak LOS Diagram
Figure 89
Page 9-11
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Northern Study Area
Strategy AM Peak LOS Diagram
Figure 90
Page 9-12
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Southern Study Area
Do-Minimum AM Peak LOS Diagram
Figure 91
Page 9-13
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Southern Study Area
Strategy AM Peak LOS Diagram
Figure 92
Page 9-14
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Northern Study Area
Do-Minimum PM Peak LOS Diagram
Figure 93
Page 9-15
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Northern Study Area
Strategy PM Peak LOS Diagram
Figure 94
Page 9-16
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Southern Study Area
Do-Minimum PM Peak LOS Diagram
Figure 95
Page 9-17
KEY
= LOS F
= LOS E
= LOS D
2.5km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Hawke’s Bay Regional Traffic Study
2026 Southern Study Area
Strategy PM Peak LOS Diagram
Figure 96
Page 9-18
9.3
Marine Parade HGV Ban Assessment
The strategy network is reasonably effective in taking heavy goods traffic away from
Marine Parade diverting some 18% of the 1200 heavy vehicles per day on that road in
2026. However, that is not sufficient to remove the environmental effects of the heavy
vehicles, so the effect of a possible bylaw was tested. The change in heavy goods
vehicle flow if it is put in place is shown on Figure 97. The total heavy goods vehicle flow
on Marine Parade drops to about 10 vpd (opposite Tennyson), which is mainly the
goods vehicles accessing the central area, and which have a legitimate reason to be
there, even with a bylaw in place. It does however, give an appreciation of the
amount of heavy goods traffic that is using Marine Parade as a through route.
An analysis was also undertaken to assess the impact of the HGV Marine Parade ban
on the performance of the network and performance of the recommended roading
strategy in particular. It was found that even though the ban moves HGV traffic onto
alternative routes the reassignment is not large enough to affect the total network
performance. This is because HGV traffic makes up a small proportion of total traffic.
The bylaw will impose a cost on the goods vehicle operators. The additional cost to the
operators is 2,100 vehicle kilometres per day that will attract additional road user
charges and operating costs. These can all vary considerably depending on link
speeds, link gradient, exact vehicle type and maximum gross weight. For example if:
•
The affected trucks were all three-axle (1 single tyred and 2 twin tyred) with a
maximum gross weight of 18 tonnes then the charge rate would be 20 cents/km
that would result in an extra $420 per day (or $153,300 per year (420 X 365)) cost
to the HGV operators. However, if the affected trucks were all three-axle with a
maximum gross weight of 22 tonnes then the charge rate would be 37.3
cents/km resulting in additional road user charges of $783.3 per day (or $285,904
per year) [according the LTSA’s ‘Road User Charges 2002’ handbook]; and
•
The affected trucks were all HCV-I type trucks and they travelled at an average
speed of 50 km/hr on flat terrain then the running costs would be 50.5 cents/km
that would result in additional running costs of $1,060 per day (or $387,082 per
year). However, if the affected trucks were all HCV-II type trucks and they
travelled at average speed of 55 km/hr on the gradient of 5% then the running
costs would equal 106.9 cents/km that would result in additional running costs of
$2,244 per day (or $819,388 per year) [according to Transfund’s Project
Evaluation Manual 2002 (A5-14)].
These additional costs need to be balanced against environmental gains in terms of
noise, vibration and visual intrusion on Marine Parade. The Marine Parade is an area of
Napier City that is environmentally complex. It is a highly modified coastal environment
characterised by a mix of uses, including residential activities, hotels and motels and
various tourist related commercial activities. These types of activity conflict with heavy
vehicle movements particularly during the seasonal peaks where increases in the
number of the heavy vehicle movements coincide with some of the busiest tourist
periods.
However, a HGV ban on Marine Parade would have the effect of displacing them to
other parts of the network that could also be environmentally sensitive.
Hawke’s Bay Regional Traffic Study
Page 9-19
The following Assessment of Environmental Effects compares the 2026 do-minimum
roading scenario against the environmental impacts of the:
(a)
•
Roading strategy (outlined earlier in this report); and the
•
Roading strategy with the addition of a ban on HGV through traffic along Marine
Parade.
Noise Impacts
The noise-impacts of heavy vehicles on the Marine Parade have been the centre of
discussions for many years. The physical characteristics of the street provide little
opportunity to improve separation distances between the activities and the traffic. No
on-site monitoring has taken place to gauge the current impact of heavy vehicles.
However for the purposes of this desk top assessment comparative assessment has
been undertaken based on the changes in total heavy vehicle movements over a 24hour period. Under the Marine Parade HGV Ban the total number of heavy goods
vehicle movements will decrease by 95.2% compared with the 2026 Do Minimum. With
the roading strategy in place the ban would result in a 18% decrease in HGV
movements along Marine Parade. This may have a significant impact on the noise
levels on the Marine Parade at the peak of the season.
The impacts of the ban must also be considered on the alternative routes. For Georges
Drive the total number of heavy vehicle movements will decrease by 3.5 % under the
2026 do minimum option. However, comparing this with the roading strategy in place,
the ban would increase the number of movements by 46.4 %. Provided that the Marine
Parade HGV ban as well as the Strategy Network is in place, the noise impacts are likely
to be little different to what is currently being experienced.
(b)
Air Emissions
The traffic model has been able to produce specific emission levels for heavy goods
vehicles on the Marine Parade over a 24-hour period. For heavy goods vehicles
Nitrogen Oxide and Particulate Matter have been used as the measure of emissions as
these types of emissions are characteristic of diesel engines and help to differentiate
the impacts of heavy vehicles as opposed to normal traffic.
With the roading strategy in place Marine Parade experiences a 16% reduction in
nitrogen oxide emissions (17.7% decrease for HGVs) and a 21% reduction in total
Particulate Matter emissions (with a 17.6 reduction for HGV’s) over the 2026 do
minimum option.
With the ban in place these reductions are 53% for nitrogen oxide (93.6% reduction from
HGVs) and 92.7% for particulate matter emissions (93.5% reduction for HGVs) . There are
significant positive impacts on emissions levels for the Marine Parade itself.
With the ban in place consideration must be given to impacts on the alternative route,
Georges Drive. With the roading strategy in place there is a 21% decrease in the level
of nitrogen oxide emissions (40% reduction in emissions for HGVs) and a 40% reduction in
particulate matter emissions (38.9% reduction in emissions for HGVs) over the do
minimum option.
Hawke’s Bay Regional Traffic Study
Page 9-20
With the ban in place the level of emission reduction over the do minimum option is a
8.6 % reduction in the level nitrogen oxide and no change at all in the level of
particulate matter. The roading strategy has a positive impact by moving vehicles
away but any gains in emission reduction would be lost with the ban being imposed.
(c)
Cultural Impacts
Cultural impacts are an important consideration for the Marine Parade. There is a site of
significance to maori in the vicinity of the Coote Road intersection. The Marine Parade
is an important cultural facility for the region, with many tourist and historic associations.
The Norfolk pine trees are part of the cultural identity of the Parade.
(d)
Impact on Non-Renewable Resources
There are no non-renewable resources related to the use of the Marine Parade as a
heavy vehicle route.
(e)
Impact on Waterways
There should not be any impact on waterways as a result of the continued use of the
Marine Parade or on routes resulting from a ban on the Marine Parade.
(f)
Impacts on Economic Development
The effects of the ban on economic development in the study area are likely to be
significant. The Marine Parade is the focus of Napier City’s tourism development and on
this basis increasing heavy traffic in this area is not sustainable in the long term.
However, there will be negative impacts on some businesses by means of increased
transport costs. Any alternative must provide transport operators with an efficient
means of access to the Port. Uninterrupted linkages through to the expressway will
provide the most positive effects.
(g)
Access and Mobility
Access and mobility for non-HGV traffic will be improved on the Marine Parade by
reducing heavy traffic, particularly during the peak season at the Port.
(h)
Safety
The potential for conflict on the Marine Parade is high with large numbers of pedestrians
and visitors to the City interacting with the heavy vehicle traffic. There will be positive
impacts from the introduction of the strategy and even more so with a heavy vehicle
ban. Conversely the impacts of the additional traffic on alternative parts of the current
network will create some adverse traffic safety issues. There will be a greater level of
heavy vehicles interacting with residential activities and this will have significant level of
adverse impacts on safety.
There are significant positive impacts resulting from a heavy traffic ban on the Marine
Parade. This does come at a cost to the alternative route. These positive impacts must
be weighed against the other economic and traffic costs and benefits. It is also
recommended that a detailed noise assessment on the routes be undertaken prior to
any network decisions being made. Summaries of the effects of the Marine Parade
HGV Ban are contained in the following two tables:
Hawke’s Bay Regional Traffic Study
Page 9-21
Table 80 assesses the impact of the roading strategy on Marine Parade and Georges
Drive against the 2026 do-minimum. It shows that the strategy reduces HGV traffic on
both the Marine Parade AND Georges Drive resulting in a beneficial environmental
result for both areas.
Impact Of The Roading Strategy on Marine Parade
and Georges Drive
Table 80
Environmental Issues*
Marine Parade
Effects 2026 with
strategy in place
Georges Drive
Effects 2026 with
strategy in place
Noise sensitive activities
Air Quality
Vibration / shaking
Cultural Impacts
Effects on non-renewable resources
Impact on waterways
Economic Development (viability for Commerce)
Access and Mobility (community severance)
Safety
Total
+1
+1
+1
+1
0
0
+3
+3
+4
+14
+3
+2
+1
0
0
0
+4
+4
+3
+17
+31
*assessed against 2026 do minimum
Table 81 assesses the impact of the roading strategy with the Marine Parade ban on
Marine Parade against the 2026 do-minimum. It shows that while the ban appears to
have a beneficial environmental outcome for the Marine Parade the overall result is
tempered by the negative impacts of moving the HGV traffic onto Georges Drive.
Impact Of The Roading Strategy with the Marine Parade Ban
Environmental Issues*
Noise sensitive activities
Air Quality
Vibration / shaking
Cultural Impacts
Effects on non-renewable resources
Impact on waterways
Economic Development (viability for Commerce)
Access and Mobility (community severance)
Safety
Total
Table 81
Georges Drive
Effects 2026
with ban
(off-site effects)
0
0
-1
Marine Parade
Effects 2026
with ban
(on- site effects)
+5
+5
+5
+4
0
0
+3
+3
+4
29
0
0
-4
-4
-3
-12
+17
*assessed against 2026 do minimum
A bylaw is not easy to implement. It will require significant community consultation, tests
of reasonableness, and legislative procedures to be followed that make the outcome
very problematic. Also, the success of a bylaw is a function of enforcement, and
enforcement of a bylaw is the responsibility of the Police. Because it is not a safety
concern, bylaw enforcement tends to have a lower priority than factors affecting
safety.
Hawke’s Bay Regional Traffic Study
Page 9-22
KEY
Increased HGV Traffic
Marine
Marine
Ahuriri
Ahuriri
Decreased HGV Traffic
1,500
1,500
500
500
500
500
0
0
0
ULT OPT
ULT OPT
0
127
127
1,000
1,000
1,000
1,000
983
983
1,500
1,500
1,529
1,529
2,000
2,000
(Line thickness indicates volume)
2,298
2,298
2,500
2,500
ULT OPT
ULT OPT
Expressway
Expressway
3,257
3,257
2,000
2,000
2,936
2,936
3,000
3,000
Georges
Georges
1,000
1,000
500
500
0
400
400
ULT OPT
ULT OPT
427
427
0
300
300
100
100
0
0
184
184
200
200
ULT OPT
ULT OPT
1.0km
Hawke’s Bay Regional
Traffic Study
Gabites Porter (NZ) Ltd
Change in HGV 2026 All Day Flow
Strategy Network vs Strategy Network with HGV
Ban on Marine Parade
Hawke’s Bay Regional Traffic Study
Figure 97
Page 9-23
9.4
Remaining Deficiencies
After the construction of the Strategy Network, there are still expected to be some
locations of Level of Service worse than D. This is due to locations either not benefiting
from the strategy improvements or having their LOS dropped as a result of altered travel
patterns resulting from the Strategy.
The locations having not benefited from strategy improvements are as follows:
•
Main North Road and Hawke's Bay Expressway north of Prebensen Drive remains
at LOS E in places,
•
Kennedy Road from York Avenue to Taradale Road remains at LOS E in places,
•
Meeanee Road between Gloucester Street and the Hawke's Bay Expressway
remains at LOS E/F in places,
•
Kennedy Road between Bill Hercock Street and Wycliffe Street remains at LOS E
in places,
•
Prebensen Drive between Austin Street and the Hawke's Bay Expressway remains
at LOS E,
•
Thackeray and Carlyle Streets remains at LOS E in places,
•
Niven Street remains at LOS E,
•
Kennedy Overpass off-ramp right turn intersection with Kennedy Road remains at
LOS E in the AM Peak and increases to F in the PM Peak. New intersection
management required,
•
Intersection of Bill Hercock Street and Kennedy Road remains at LOS F. New
intersection management required,
•
Omahu Road between Hawke's Bay Expressway and Pakowhai Road improves
to LOS E,
•
Pakowhai Road between Omahu Road and Evenden Road improves to LOS E,
•
Havelock Road improves to LOS E,
•
Heretaunga Street East improves to LOS E,
The locations having reduced LOS as a result of flow-on effects from the strategy
improvements are as follows:
•
Intersection of Prebensen and Tamatea drops to LOS F.
management required,
•
Intersection of Prebensen Drive and Severn Street drops to LOS F in the PM. New
intersection management required,
•
The merge from the proposed Awatoto Expressway onto the Hawke's Bay
Expressway will need careful design,
•
Numerous priority intersections along Kennedy Road from Tom Parker Avenue to
McDonald Street drop to LOS E. New intersection managements required,
•
Karamu Road remains at LOS E/F,
•
Intersection of Links Road and Hawke's Bay Expressway drops to LOS E/F. New
intersection management required,
Hawke’s Bay Regional Traffic Study
New intersection
Page 9-24
9.5
Potential Strategy Time Frame
Whilst the study has not looked at a specific order in which the various elements of the
proposed strategy could be implemented, the result of each elements analysis
indicates the following possible timing:
Short-term: Preset – 2016
•
Whakatu – Tomoana Link
•
Whakatu Outlet
•
Four Lane Kennedy Road – Riverbend to Wellesley
•
Hastings Southern Arterial
•
Hastings Northern Arterial
Medium-term: 2016-2026
•
Pakowhai / Expressway flyover
•
Four Lane Prebensen Drive from Expressway to Hyderabad Road with overpass
Long-term: past 2026
•
Four lane Hawke’s Bay Expressway from Omahu to Pakowhai with southern
extension
•
Four Lane Hawke’s Bay Expressway from Pakowhai to Kennedy
•
Four Lane Hawke’s Bay Expressway from Kennedy to Prebensen
•
Awatoto - Expressway Connection.
Hawke’s Bay Regional Traffic Study
Page 9-25