report cambridge town centre road bridges capacity and ... · the victoria street bridge is...

Report

Cambridge Town Centre Road Bridges Capacity and Demand Study

Prepared for Waipa District Council

Prepared by Beca Limited

11 January 2018


Beca // 11 January 2018

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Revision History

Revision Nº Prepared By Description Date

1 Craig Richards Draft for client review 21 December 2017

2 Craig Richards Revised report 11 January 2018

Document Acceptance

Action Name Signed Date

Prepared by Craig Richards

21 December 2017

Reviewed by Andrew Collings

21 December 2017

Approved by Joe Phillips

11 January 2018

on behalf of Beca Limited

© Beca 2017 (unless Beca has expressly agreed otherwise with the Client in writing).

This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.



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Executive Summary

There are two existing road bridges across the Waikato River in Cambridge, the Victoria Street (high level)

and Shakespeare Street (low level) bridges. Approximately 28,000 vehicle movements are made across

these two bridges every day. Daily traffic volumes have increased by approximately 13% since 2014. The

Waipa District Council (Waipa DC) Growth Strategy (Waipa 2050) estimates that there will be 14,000

additional people living in Cambridge by 2050, with approximately 25% of these located on the southern side

of the River. If traffic volumes across the two bridges increase with this residential growth then demand for

vehicle crossings could exceed the capacity of the bridges in future. Waipa DC need to know if, and if so

when, demand will exceed capacity so that solutions to this problem can be identified and planned for ahead

of this time.

This study investigates historic and predicted traffic volumes across the two existing bridges in Cambridge to

predict if and when traffic volumes could exceed the capacity of the two existing bridges in future.

The Victoria Street Bridge was built in 1907 and has a narrow carriageway which restricts the capacity of this

Bridge to around half of a typical road capacity. The Shakespeare Street Bridge is wider and more modern

and has higher capacity, although still less than a typical road.

The following figure shows historic daily traffic volumes across the two bridges between 2007 and 2016.

The capacity of the Victoria Street Bridge is estimated at around 900 vehicles per hour in one direction. The

capacity of the Shakespeare Street Bridge is around 1,045 vehicles per hour. So the combined capacity for

river crossing is around 1,945 vehicles per hour in one direction.

Traffic counts carried out in 2016 show the one way demand across the Victoria Street Bridge is just above

800 vehicles per hour. The same demand across the Shakespeare Street Bridge is less than this at around

730 vehicles per hour. So whilst existing demand for crossing the Victoria Street Bridge is near capacity

there is residual capacity on the Shakespeare Street Bridge.

The Waikato Regional Traffic Model (WRTM) has been examined to provide an estimate of future traffic

demands across the two bridges. The model outputs show very little growth in traffic volumes across these



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bridges in future and for some movements / time periods a reduction in volumes from existing levels to 2021,

and also very little to no growth in traffic volumes between 2021 and 2041.

In addition to the WRTM, analysis of historic traffic volumes across the two bridges and the effect of

projecting the historic (10 year) growth rate forward has been considered as a comparison.

Lastly, as the above two methods produced significantly different results, the range of variation between the

two scenarios was defined and a midpoint traffic volume projection was also produced.

The following figures show the three traffic volume projections for the key diection / time periods (northbound

on a weekday morning and southbound on a weekday afternoon). The graphs show the difference between

the WRTM and historic growth projections but also that the midpoint projection remains just at or below

capacity of the two bridges well into the future (to about 2040).



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This analysis shows that whilst the volumes predicted by the WRTM appear low there is a high degree of

extra capacity above these predicted volumes to accomodate an increase in traffic demands.

It should be noted that achieving the full available capacity will require volumes across the two bridges to be

split 60% toward Shakespeare Street and 40% to Victoria Street. The existing bias is around 60% toward

Victoria Street and 40% to Shakespeare Street. It is a recommendation of this study to investigate road

network changes that encourage more drivers to utilise Shakespeare Street instead of Victoria Street.

In addition to the above recommendation, it is recommended that Council investigate ways to reduce

demand for vehicle crossings of the River. this may include; facilities and promotion to encourage more

walking and cycling, an improved bus service and possibly park and ride system, promotion and incentives to

encourage more ride sharing, promotion and incentives to encourage travel outside of peak hours.

Assuming traffic volumes follow the predicted outcomes, successful implementation of the above two

initiatives should result in traffic demands remaining well below capacity of the two bridges to at least 2041.

Whilst additional capacity would not appear necessary on this basis, there are two key risks; the lifespan of

the Victoria Street Bridge is uncertain and there is some uncertainty around predicted traffic volumes. This

report also recommends Council undertake a full investigation into the structural integrity of the Victoria

Street Bridge to ascertain the likely lifespan of this asset.

On the basis that there is some uncertainty around the predicted traffic volumes, this study has also

considered a number of alternative route alignments for a new bridge and recommends further investigation

is given to an alignment following Hall Street, which is favoured on the basis of being reasonably central,

offering wide road reserves and a connection to Council land on the southern side of the River. As a third

bridge is not considered necessary, investigations would only be in regard to possibly future proofing this

route should traffic projections change and a third bridge ever be required in Cambridge.



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Contents

1 Introduction 2

2 Background 3

2.1 Land Use and Growth Assumptions 3

2.2 Existing Bridges 3

3 Traffic Volumes and Historic Growth 5

3.1 Daily Traffic Volumes 6

3.2 Peak Period Traffic Volumes 7

4 Predicted Traffic Demands 9

4.1 Waikato Regional Traffic Model 9

4.2 Continuing Historic Growth 11

5 Bridge Capacity 12

5.1 Methodology 12

5.2 Victoria Street Bridge 13

5.3 Shakespeare Street Bridge 14

5.4 Total Capacity 14

6 Volume / Capacity Analysis 14

6.1 WRTM Predicted Volumes 14

6.2 Historic Traffic Growth 18

6.3 Projecting Existing Volumes with Model Growth 19

6.4 Summary of Capacity Assessment 20

7 Other Lifespan Factors 20

8 Option Analysis 21

8.1 New Bridge Alignment Options 23

9 Conclusions and Next Steps 28

Appendices

Appendix A

WRTM Data Outputs



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1 Introduction

The Waikato River bisects Cambridge Town, separating the Town Centre and surrounding residential areas

on the northern side of the river from the residential areas of Leamington and surrounds on the southern side

of the river. There are two vehicle routes between the northern and southern sides of the river within

Cambridge; these routes cross the river via the Victoria Street (high level) Bridge or the Shakespeare Street

(low level) bridge. The following map shows the location of the two bridges.

Figure 1: Existing Cambridge Town Bridges

Approximately 28,000 vehicle movements are made across the two Cambridge Town bridges every day.

Daily traffic volumes have increased by approximately 13% since 2014. If traffic volumes continue to

increase the demand for vehicle crossings of the Waikato River will (at some stage) exceed the capacity of

the two bridges, and congestion, delays and travel time variability on the surrounding road network will

worsen as a result.



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Waipa District Council (Waipa DC) has engaged Beca Ltd (Beca) to carry out a study of traffic demands

within Cambridge to ascertain whether the two existing bridges have sufficient capacity to accommodate

future traffic demands for the foreseeable future, or whether additional capacity needs to be planned for.

If the capacity of the existing bridges is not likely to be sufficient in the longer term, the study was also

requested to consider options for addressing this problem including new or replacement bridges, possible

alignments of such bridges. The pro’s and con’s of these options at a high level are also considered to

derive a list of potential options for Waipa DC to take forward for further more detailed assessment in future,

if necessary.

2 Background

2.1 Land Use and Growth Assumptions

The Waipa DC Growth Strategy (Waipa 2050) estimates that there will be 25,000 additional people living in

the Waipa District by 2050. Of these, just over 14,000 additional residents are expected to live in Cambridge.

This represents a population increase of 88% in 33 years and an average demand for new houses of 212

dwellings per year.

The majority of all new dwellings in Cambridge are expected to be located north of the Waikato River on the

basis of proximity to Hamilton, community services and the Waikato Expressway. Growth on the northern

side of the river will have less effect in terms of additional river crossing demand due to the location of the

key origin / destinations being north of the river.

On this basis, approximately 25% of the Cambridge residential growth, roughly 3,500 residents (1,750

households or approximately 53 dwellings per year), is expected to occur on the southern side of the river.

Historically growth in Leamington has averaged around 52 new dwellings per year since 2007 with the

highest growth between 2010 and 2014.

2.2 Existing Bridges

2.2.1 Victoria Street

The Victoria Street Bridge connects Cook Street and Pope Terrace on the Leamington side with Victoria

Street. Victoria Street routes through Cambridge Town Centre and onward to the Cambridge Expressway

Interchange. The Victoria Street Bridge is over 100 years old having opened in 1907. The bridge has a

3,000kg weight limit, 2.1m width restriction and 30km/h speed limit imposed due to the age and design of the

Bridge.

The bridge is 140m long and the vehicle carriageway is approximately 4.8m wide, which is narrower than

typical minimum two way road carriageways. The bridge has footpaths on both sides of the carriageway that

were widened to 1.5m in approximately 2013. The Bridge is a Grade 1 listed structure by Heritage New

Zealand, and therefore demolishing or significantly altering the structure is not permitted.



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Figure 2: Victoria Street Bridge

2.2.2 Shakespeare Street

The Shakespeare Street Bridge connects to Achilles Avenue and Tirau Road to the east of Cambridge Town

Centre. Tirau Road provides a route to the Cambridge Expressway Interchange east of the town centre,

although there are only south facing ramps at this Interchange.

The Shakespeare Street Bridge is 49m long and the vehicle carriageway is approximately 7m wide. There

are narrow footpaths on both sides of the bridge. The speed limit across the Bridge is 50km/h.



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Figure 3: Shakespeare Street Bridge

3 Traffic Volumes and Historic Growth

Traffic data is collected at the following two locations by Waipa DC as part of the Council road maintenance

programme:

Victoria Street between Williamson Street and the Bridge,

Shakespeare Street between Addison Street and Kingsley Street.

The Victoria Street location is between the Bridge and the nearest intersection and would include all traffic

crossing the Bridge. The Shakespeare Street location is one intersection away from the Bridge and provides

a good indication of traffic volumes across the Bridge, but there would be some gain and loss of traffic via

Addison Street. Traffic data from these counters was available for 2007, 2011, 2013 (Victoria Street only),

2014 and 2016.



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3.1 Daily Traffic Volumes

The following table shows the historic daily traffic volumes across the two Bridges.

Table 1: Daily Traffic Volumes

Victoria Street Shakespeare Street

Northbound Southbound Two Way Northbound Southbound Two Way

2007 6777 7095 13872 4596 4359 8955

2008

2009

2010

2011 6912 6990 13902 4984 4743 9727

2012

2013 7745 7706 15451

2014 6826 6993 13819 5865 5037 10902

2015

2016 7704 7871 15575 6054 6235 12289

As shown above, the Victoria Street Bridge carries higher traffic volumes than Shakespeare Street despite

the speed limit and weight restrictions on this Bridge. Given that all heavy traffic must travel via Shakespeare

Street there is an obvious bias to use Victoria Street for light vehicles. This may be due to the more direct

route it provides to the Town Centre and the Victoria Street Interchange, especially for vehicles travelling

north, as there are no north facing ramps at the Tirau Road Interchange.

Daily traffic volumes on the Victoria Street Bridge have increased by 1,700 vehicles per day (vpd) since

2007, a 12% increase at a rate of 1.4% per year. Traffic Volumes on Shakespeare Street have increased by

3,300vpd, an increase of 37% at a rate of 4% per year. Combined, traffic volumes across the two bridges

have increased by 5,000vpd since 2007, an increase of 22% at a rate of 2.5% per year.

The following graph charts daily traffic volume growth across the two bridges and both bridges combined.

Figure 4: Daily Traffic Volume Growth



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3.2 Peak Period Traffic Volumes

Periods of peak demand in regard to traffic volumes occur on weekday mornings (8am to 9am) and evenings

(5pm to 6pm). This is the case for both bridges. Being the periods of highest demand means traffic volumes

will reach capacity sooner and more often in the peak hours than at other times of the day or week. As such

our analysis focusses on these peak hours and in particular the northbound morning peak hour and

southbound afternoon peak hour when one way directional volumes are highest respectively.

3.2.1 Victoria Street

The following table shows the peak hour traffic volumes across the Victoria Street Bridge from 2007 to 2016.

Volumes are recorded by northbound, southbound and two-way. Northbound volumes are consistently

higher in the morning peak and southbound volumes are consistently higher in the evening peak.

Table 2: Victoria Street Peak Hour Traffic Volumes

Northbound Southbound Two Way

8am to 9am 5pm to 6pm 8am to 9am 5pm to 6pm 8am to 9am 5pm to 6pm

2007 535 452 270 772 805 1224

2008

2009

2010

2011 606 472 310 785 916 1257

2012

2013 874 509 434 821 1308 1330

2014 786 423 437 772 1223 1195

2015

2016 810 450 469 870 1279 1320

Northbound morning peak volumes have increased by 51% at a rate of 9% per annum since 2007 with the

majority of this growth occurring before 2013. Since 2013 volumes have decreased slightly. Southbound

evening peak volumes have not increased so significantly, 12% in total at a rate of 1.4% per annum.

3.2.2 Shakespeare Street

Table 3 shows the peak hour traffic volumes across the Shakespeare Street Bridge from 2007 to 2016.

Northbound morning (AM) peak volumes have increased by 66% since 2007 at a rate of 7% per annum,

most of this growth occurred by 2014. Southbound evening (PM) peak volumes increased by 52% at a rate

of 5% per annum. More of this growth has occurred in the last two years than evident in the morning peak.

It is worth noting that the intersection of Shakespeare Street and Tirau Road was upgraded to roundabout

control in 2015 and this would have made the Shakespeare Street route more attractive, particularly in the

southbound PM peak direction. The right turn into Shakespeare Street would then be much easier / have

less delay with the roundabout in place. This improvement may have contributed to the increase in vehicles

on this route since 2014.



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Table 3: Shakespeare Street Peak Hour Traffic Volumes

Northbound Southbound Two Way

8am to 9am 5pm to 6pm 8am to 9am 5pm to 6pm 8am to 9am 5pm to 6pm

2007 352 283 220 483 572 766

2008

2009

2010

2011 499 313 319 514 818 827

2012

2013

2014 563 374 325 541 888 915

2015

2016 586 464 465 736 1051 1200

3.2.3 Both Bridges

The following graphs show peak hour traffic volumes by direction across both bridges individually and

combined from 2007 to 2016.

Figure 5: Historic Peak Hour Traffic Volumes



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4 Predicted Traffic Demands

Predicted traffic volume data has been sourced from the Waikato Regional Traffic Model (WRTM) (2017

update) to provide an indication of the expected change in traffic volumes across the two bridges in future.

The WRTM is a strategic land use and network model covering the whole of the Waikato region. The model

forecasts traffic generation and distribution based on predicted residential and employment land use by

location. Traffic volume data for the 2013, 2021 and 2041 forecast years has been obtained from the model.

These model outputs are also provided in Appendix A.

In addition to the WRTM data, we have used the historic traffic data described in the previous chapter to

estimate future traffic volumes across the two bridges should growth follow the historic 10-year average, as a

sensitivity test.

4.1 Waikato Regional Traffic Model

Peak period outputs from the WRTM are two-hourly, i.e. the volumes are for the 7am to 9am and 4pm to

6pm time periods. Conversion factors have been derived from traffic count data to convert these two hourly

volumes to peak hour volumes. Conversion factors were calculated for Victoria Street and Shakespeare

Street in the morning and evening peak periods separately, the conversion factors are between 50 and 55%.

The table below shows the predicted WRTM traffic demands in the peak hours across the two bridges.

The traffic model outputs show very little growth in traffic volumes across the two bridges and in some

instances reductions in traffic demands between forecast years.



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Table 4: WRTM (2017) Modelled Traffic Volume Data

2017 Model 2013 (Model) 2021 (Model) 2041 (Model)

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

Victoria St

Northbound 732 429 707 466 689 547

Southbound 319 743 355 730 451 721

Two way 1050 1172 1061 1196 1140 1268

Shakespeare St

Northbound 390 267 373 261 310 279

Southbound 221 349 214 359 260 336

Two way 611 616 586 620 570 615

Both Bridges

Northbound 1122 696 1079 728 999 826

Southbound 539 1092 569 1089 711 1057

Two way 1661 1788 1648 1817 1710 1883

The two figures below replicate the data in Table 4 in graph form for both bridges. It can be seen that the key

movements of northbound AM peak and southbound PM peak (which carry the highest / peak direction volumes) show no future growth. The lower volume (non-peak direction) movements, southbound AM peak and northbound PM peak have moderate growth in future.

Figure 6: WRTM Predicted Peak Hour Traffic Demands across Victoria Street and Shakespeare Street



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Based on the WRTM outputs, the traffic volume demand in a single direction across both bridges will peak

below 1,100vph (1,079) in the 2021 northbound AM peak hour and also just below 1,100vph (1,089) in the

southbound PM peak hour. Thus the total required capacity for travel in one direction per hour based on the

WRTM outputs is approximately 1,100vph.

4.2 Continuing Historic Growth

By means of comparison, we have also investigated a scenario whereby demand for travel across the two

bridges continues on the trajectory observed from available data over the last 10 years, see figures below.

Figure 7: Future Traffic Growth based on Historic Averages



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Based on the historic 10-year average, the one-way demand across the two bridges peaks at 2041 at around

3,150 in the northbound AM peak hour and 2,150 in the 2041 southbound PM peak hour.

It is worth considering that the capacity of the Victoria Street Bridge may be restricting the level of traffic

growth possible across this bridge, as peak hour volumes in the northbound AM peak and southbound PM

peak do not exceed about 850 vehicles per hour and have not increased from this level in recent years.

Thus the forward projection of traffic growth across this bridge (assuming some additional capacity is

provided), may be lower than the scenario indicated in the figures above (particularly evident in the

Southbound PM Peak plot).

5 Bridge Capacity

5.1 Methodology

An assessment of estimated bridge capacity has been undertaken using section 4.1.1 of the Austroads

Guide to Traffic Management Part 3: Traffic Studies and Analysis - capacity assessment for a single traffic

lane. This basic assessment has been adopted to assess the single lane per direction capacity of each

bridge. The following extract shown in Figure 8 below summarises the formula used in this assessment.



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Figure 8: Traffic Lane Capacity Assessment Extract

Figure 9: Austroads GTTM P3 Table 4.1

5.1.1 Assumptions

This assessment adopted the following values for the capacity assessment:

A base traffic lane capacity of 1,800 vehicles per hour

FW values as per Figure 9 of the assessment:

– Minimum lane widths (2.7m) across the Victoria Street Bridge, FW value of 0.5.

– Standard lane widths (3.5m) across the Shakespeare Street Bridge, FW value of 0.65.

0% heavy vehicle volume crossing the Victoria Street Bridge (due to prohibition)

12% heavy vehicle volume crossing the Shakespeare Street Bridge

Both directions have limited shoulder widths, effectively no lateral clearance

The impacts of roundabouts in close proximity have not been considered in the calculation of capacity.

These values have been input into the various formulas in Figure 8, with the results of the assessment

discussed in the following sections.

5.2 Victoria Street Bridge

The constrained shoulder widths, combined with reduced lane width on the Victoria Street Bridge, effectively

result in a 50% reduction of a typical lane capacity (1,800 vehicles per hour). This results in an expected

single lane capacity of 900 vehicles per hour per direction.



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5.3 Shakespeare Street Bridge

The constrained shoulder widths, combined with standard lane widths of 3.5m, effectively result in a 65%

reduction of a typical lane capacity (1,800 vehicles per hour). A further reduction is applied to allow for the

12% heavy vehicles which results in an expected single lane capacity of 1,045 vehicles per hour per

direction.

5.4 Total Capacity

Combining the two bridge capacities gives a total capacity of 1,945 vehicles per hour across the two bridges,

although to achieve this capacity traffic flows would need to be split 55% via Shakespeare Street and 45%

via Victoria Street.

6 Volume / Capacity Analysis

The analysis in the following sections compares the existing and predicted traffic volumes with the capacities

defined in the previous section.

6.1 WRTM Predicted Volumes

Applying the calculated capacities for each bridge in the previous section, Table 5 summarises the modelled

volume/capacity ratios for the 2016 (based on Traffic Count data), 2021 and 2041 years. A volume capacity

ratio above 1 indicates that the demand for this movement exceeds the available capacity.

Table 5: Volume / Capacity Assessment Summary

2016 (counts) 2021 (model) 2041 (model)

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

Victoria St Northbound 0.97 0.63 0.79 0.52 0.77 0.61

Southbound 0.50 0.90 0.39 0.81 0.50 0.80

Two way 0.73 0.76 0.59 0.66 0.63 0.70

Shakespeare St Northbound 0.56 0.40 0.36 0.25 0.30 0.27

Southbound 0.45 0.71 0.20 0.34 0.25 0.32

Two way 0.50 0.55 0.28 0.30 0.27 0.29

Table 5 shows that some movements across the Victoria Street Bridge are approaching capacity, but

generally remain in acceptable levels in future years. There is also spare capacity on the Shakespeare Street

Bridge with peak hour volumes of less than 40% capacity in future.

The following figures present this data in a different format showing the historic and predicted volumes along

with the capacities of each bridge in the peak directions.



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Figure 10: Historic and Predicted Traffic Peak Direction Volumes across Victoria Street Bridge



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Figure 11: Historic and Predicted Peak Direction Traffic Volumes across Shakespeare Street Bridge



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Figure 12: Historic and Predicted Peak Direction Traffic Volumes across Both Bridges Combined

As the above graphs show, based on WRTM predicted demands, the traffic volume across the Victoria

Street Bridge is effectively at capacity at present, but regional model outputs show demands across the

Bridge reducing in future. Traffic demands across the Shakespeare Street Bridge are well below capacity

and remain below capacity to 2041.

As such collectively demands across the two bridges, are not predicted to surpass capacity in future as traffic

volumes in the times and directions of peak demands are not predicted to increase between 2021 and 2041.



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6.2 Historic Traffic Growth

If traffic volumes continue to grow at a rate similar to the historic average over the last 10 years, then the

capacity of the two bridges combined is exceeded by around 2025 in the morning peak and 2030 in the

evening peak. This assumes that the 'attractiveness' of the Shakespeare Street Bridge will increase in the

future, as additional demand occurs for the Victoria Street Bridge, which is already close to capacity. Total

volumes by 2041 are much higher than predicted in the WRTM.

The following graphs show the predicted demand and capacity for travel across the two bridges combined,

assuming the overall growth rate observed over the last 10 years continues in future.

Figure 13: Historic and Predicted Peak Direction Traffic Volumes across Both Bridges based on Historic Average Growth



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6.3 Projecting Existing Volumes with Model Growth

The above described two methods of projecting future traffic result in significantly different outcomes.

The outputs of the WRTM appear to suggest an unlikely scenario, whereby the projected volumes are less

than existing volumes. It is known that residential growth, particularly on the southern side of the River, will

increase traffic demand at the river crossing. Projecting historic traffic growth levels is also likely to be overly

conservative (i.e. higher than likely traffic demands) as future traffic growth is not anticipated to continue on

recent, post financial crisis and low fuel cost, levels.

In reality, it is considered that there would be a range of potential outcomes in terms of the growth in traffic

demand that could eventuate, somewhere between these two scenarios. The following graphs show the two

forecast scenarios, together with a mid-range value between the two scenarios, compared with the predicted

bridge capacity for the combined bridges.

This shows that, even if future traffic volumes are significantly higher than current model projections, the total

predicted demand for river crossing is likely to be below or only just reaching capacity by 2041. This again

assumes the 'attractiveness' of the Shakespeare Street Bridge will increase in the future, as additional

demand occurs for the Victoria Street Bridge, which is already close to capacity.

Figure 14: Projected Future Peak Direction Growth - Mid-Range Value



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6.4 Summary of Capacity Assessment

The WRTM indicates that demand for River crossings in Cambridge during peak periods does not increase

from existing levels. On this basis, there is significant available capacity particularly if more traffic can be

diverted to the higher capacity Shakespeare Street Bridge. However, projecting historic growth rates into the

future indicates that volumes could potentially exceed the capacity of the two bridges by around 2025 / 2030.

In reality, it is considered that there would be a range of potential outcomes in terms of the growth in traffic

demand that could eventuate, somewhere between these two scenarios. As such, some confidence in the

capacity of the existing two bridges being sufficient is gained by the mid-range projection. This indicates that,

even if the model demands increase significantly above the expected volumes, then total river crossing

demand only reaches capacity in one direction by about 2041. It is noted that this assumes the

'attractiveness' of the Shakespeare Street Bridge will increase in the future, as additional demand occurs for

the Victoria Street Bridge, which is already close to capacity.

Given the above, it is considered that the capacity assessment indicatives that there would not be a need for

an additional bridge across the River in Cambridge any time soon. Even if traffic demands reach capacity

approaching 2041, demand management techniques, such as public transport, walking and cycling and peak

spreading approaches can be utilised to manage demand in accordance with total bridge capacity.

7 Other Lifespan Factors

Whilst not a matter specifically addressed in this study, the resilience of the Victoria Street Bridge should be

investigated. The existing bridge is a key weight restriction (3-tonne gross mass limit) on the network, and

aside from regular inspections, there are no records of investigations of the bridges resilience to seismic,

wind, foundation scour, or accidental overloads. A separate more detailed and specific study of the Victoria

Street Bridge is recommended, as this may influence Council decisions in regard to the provision of

additional vehicle capacity across the River.



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8 Option Analysis

Analysis of historic and predicted traffic volumes indicates that traffic volumes are not likely to exceed the

capacity of the two bridges in future and thus an additional bridge is not likely to be required. However, given

the uncertainty regarding future traffic predictions, a number of options have been considered (at a high level

at this stage) for addressing a future river crossing capacity constraint.

These options are summarised below:

Local road changes to attract more traffic to Shakespeare Street and better distribute demand with

capacity.

Improvements for non-single vehicle transport modes, e.g. walking, cycling, public transport, ride sharing

and peak spreading to reduce the number of vehicles seeking to cross the Bridges during peak hours.

Implement a one-way system with Victoria Street operating one way for traffic movement on a tidal basis

(northbound in the morning and southbound in the afternoon).

Construct a new bridge near the existing Victoria Street Bridge and convert the existing bridge to walking

and cycling only. The new bridge would have higher capacity than the existing Victoria Street Bridge.

Construct a new additional bridge elsewhere and retain the Victoria Street and Shakespeare Street

Bridges as well (a three bridge option).

The following table provides our initial high level consideration of feasibility and effectiveness on each of the

above options.

Table 6: Initial High Level Option Comparison

Approach Initial Considerations Effectiveness

Improve traffic flow on the

Shakespeare Street Bridge

route to encourage more traffic

to travel via Shakespeare

Street instead of Victoria

Street.

This option is necessary for all scenarios to best utilise

the available capacity of Shakespeare Street and better

balance traffic demands across the two bridges. If the

Shakespeare Street route to Cambridge and surrounds is

improved this could encourage more trip redistribution

from Victoria Street and achieve better utilisation of

available capacity. North facing ramps at the Cambridge

East Interchange may be an improvement to investigate,

but would have a high cost. Minor improvements to local

roads may also help to encourage more drivers to travel

via Shakespeare Street.

This could be effective

in mitigating the

existing poor level of

service on the Victoria

Street bridge and better

utilising the available

capacity at

Shakespeare Street.

Investigate and implement

improvements for non-single

occupancy car travel to reduce

the demand for vehicle travel

across the two bridges in the

peak hours.

A mixture of increased bus use, walking and cycling and

ride sharing plus some peak spreading would reduce

vehicle demands for bridge crossing. Park and ride sites,

improved cycleways and walkways, priority for high

occupancy vehicles on parts of the network and car

priority parking for high occupancy vehicles would all be

options that could be considered.

Effectiveness would

need to be tested as

specific interventions

are developed but as

per the previous option

this could be effective

in mitigating the


service at the Victoria

Street Bridge.



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Convert Victoria Street Bridge

to a one-way tidal system

during Weekdays.

Operating the Victoria Street Bridge as one way,

alternating between northbound in the morning and

southbound in the afternoon would increase the capacity

of the bridge in the direction / time of highest demands.

This would be expected to increase one-way capacity

from 900 to around 1,400vph and increase the total

capacity of the two bridges to over 2,800vph.

This would, however, redistribute approximately 460vph

to Shakespeare Street, which it is predicted should be

accommodated by the capacity of this bridge. However,

there may be issues elsewhere on the network that would

need to be investigated and mitigated prior to

implementation.

Implementation would require a traffic signal system or

similar to implement safely.

This could be effective

in mitigating the


service at the Victoria

Street Bridge if the

surrounding road

network can

accommodate the

redistributed traffic

flows. This option could

be undertaken as a

trial.

Retain the Victoria Street

Bridge as a pedestrian and

cyclist connection only and

construct a new bridge

between Victoria Street and

Cook Street.

Under this option, there would still be two bridges, but the

new Victoria Street Bridge could be built with a higher

capacity design bringing the total capacity of the two

Bridges above 2,800vph, which is higher than forecast

demands. The following image shows the approximate

alignment of a replacement Victoria Street Bridge. The

existing bridge would not be modified. Permission to build

next to the grade 1 listed structure, and potentially impact

on views to the bridge would need to be investigated /

confirmed.

This option would be influenced by the structural integrity

of the existing Victoria Street Bridge and the likely

lifespan of this Bridge. Should this bridge need to be

replaced in future, then this may be a suitable

replacement that also provides additional capacity.

Effectiveness is likely to

be adequate assuming

the new bridge can be

designed to

accommodate higher

flows than the existing

bridge.

Construct a new bridge on a

different alignment.

Constructing a new bridge would result in three river

crossings and provide significant additional capacity.

Assuming the new bridge was designed with tylical lane

Effectiveness will be

good assuming three

bridges are provided.

However current traffic

data forecasts indicate



4284909 // NZ1-14891395-21 0.21 // page 23


capacity, the resulting total one way capacity across the

three bridges would likely be around 3,700vph.

A new bridge would redistribute traffic movements and

may increase volumes on sensitive parts of the network,

such as local residential areas. Further analysis would be

necessary to determine the necessary associated

upgrades.

that three bridges are

not required therefore

this would potentiall be

an oversupply of

capacity.

Existing traffic volumes indicate that whilst Shakespeare Street offers more capacity than Victoria Street this

route is less favoured and has spare capacity whilst the Victoria Street capacity is largely filled by existing

demands. Achieving a more even split in demands will improve the efficiency of the two bridges and the first

option above “encourage more traffic to travel via Shakespeare Street” is recommended.

It is reasonable to predict that single occupant vehicle demand for crossing the bridges in the peak hour

could be reduced through Travel Demand Management measures, such as walking and cycling

improvements (potentially a cycle Bridge linked to a wider off road cycle network), public transport services,

ride sharing initiatives and some peak spreading. A programme to implement such measures is

recommended as this will reduce demand across the bridges, and in particular assist in addressing the

existing poor level of service at the Victoria Street bridge, but also reduce traffic congestion in other parts of

Cambridge as well as reducing parking demand.

A full investigation into the structural integrity of the Victoria Street Bridge is recommended. If this bridge can

be retained for the foreseeable future, then the two initiatives discussed above should provide sufficient relief

in traffic demands for the existing two bridges to provide adequate capacity. If the use of the Victoria Street

Bridge will need to be prohibited on safety grounds in future, then constructing a new Bridge on a similar

alignment (but with wider lanes and as such more capacity) would be recommended.

Whilst our assessment has not indicated that three bridges will ever be required in Cambridge, we have

considered possible third bridge alignments below, so that a Waipa DC can potentially consider a corridor

that can be protected should the need for a third bridge ever arise in future, e.g. future traffic volume

predictions change.

8.1 New Bridge Alignment Options

Five possible alignments for a new bridge in the Cambridge are described in the following table along with

high level consideration of Pro’s and Con’s of each option. These options have been identified and

considered via desk top and on site analysis by our Beca and Waipa District Council project team but the

analysis of each option is at a high level.



4284909 // NZ1-14891395-21 0.21 // page 24

Table 7: High-Level Review of Possible Additional Bridge Alignments

Option Description Pro’s Con’s

Replace Victoria Street Bridge

Construct new bridge to

the east of existing

Victoria Street bridge

connecting to Cook

Street.

Victoria Street bridge

would be retained for

pedestrian / cycles only –

not cars.

The new bridge would be wider than the existing

Victoria Street bridge, so would provide some

increase in capacity

The new bridge would be seismically stronger than

the existing Victoria Street bridge and thus offer

greater protection against natural hazards.

Traffic continues to use the existing arterial road

network, no impact on other roads / land uses.

Does not provide as much capacity as a third river

crossing would achieve.

Still, only two routes across the river, if one bridge

is damaged / closed then only one route will

remain.

Vogel Street Connection

Extend Vogel Street south

to the river, construct a

new bridge across the

river and a road

connection to Matos

Segedin Drive.

A third bridge provides an alternative river crossing

in the event that one of the existing bridges is

closed.

The new bridge could be built to accommodate

pedestrians and cyclists providing a connection to

the Te Awa river path and to the north.

The alignment is central to development to the north

and south thus the route should attract travel

demand from both existing bridges.

The level difference between Vogel Street and the

river is approximately 14m. So the extension of

Vogel Street would require approx. 140m of fill

(@10%) with embankments on both sides.

Vogel Street has a 20m road reserve which may

be insufficient for a Collector Road that would

typically be at least 25m wide. Therefore some

road widening may be necessary with impacts on

surrounding land use (requires land purchase).

Also requires land purchase to south of the river

for bridge connection to Matos Segedin Drive.

Existing residents on Vogel Street (approx. 71

dwellings plus retirement home beds) and

potentially Queen Street will be impacted by

higher traffic volumes.



4284909 // NZ1-14891395-21 0.21 // page 25


C3 Connection

Construct a new bridge to

the west of the green belt

from the C3 growth area

to Matos Segedin Drive.

Connect to the proposed

road network within C3

leading to Hamilton Road.

Similar to Vogel Street option, the additional bridge

provides increased capacity, improved resilience

and an additional walk/cycle connection.

Connecting to the road network within the C3

growth area means roads can be designed to a

higher standard (no widening of existing roads),

although this may impact on an already approved

planning application (also discussed in Con’s

section).

The route would tie in with a proposed roundabout /

signalised intersection on Hamilton Road, which will

likely provide a safe intersection and good level of

service for turning movements.

The route between Cambridge Road and Hamilton

Road is indirect and may not be an attractive

alternative (many drivers will still use Victoria

Street).

Connecting to the road network within the C3

growth area will impact on the approved Te Awa

design / consent. This may rule out this option.

Providing a Collector standard road (with relatively

high traffic volumes) through the C3 growth area

may detract from the design aspirations of this

residential growth area.

Initial advice from the Beca planning team is that,

while Waipa DC has a right to pursue a

designation for the third bridge route through the

Te Awa site, there would likely be significant risks

associated with time, cost and appeals given the

recent granting of resource consent. This may

include the need for compulsory acquisition or

buying out further land than required if the

landowner’s development plans were perceived to

be compromised.

Hamlin Road Connection Extend Hamlin Road

(adjacent to St Peters /

Avantidrome) to the river

and construct a new

bridge with a connection

to Pukerimu Lane.

The additional bridge provides increased capacity,

improved resilience and an additional walk/cycle

connection.

Connects with a proposed roundabout on Hamilton

Road, which will likely provide a safe intersection

and good level of service for turning movements.

The connection is in the far west part of

Cambridge town centre and is unlikely to be used

by drivers travelling to/from Cambridge. Therefore

the option may not sufficiently alleviate congestion

/ demand on existing bridges.

Will require land from St Peters, potentially

unacceptable to St Peters.



4284909 // NZ1-14891395-21 0.21 // page 26


Will increase traffic volumes on Hamlin Road

(impacting on St Peters) and Pukerimu Lane

(impacting on existing residential properties in this

area).

Hall Street Connection

Construct bridge from the

southern end of Hall

Street to connect in with

Council reserve on the

southern side of the river

and provide road link to

Cambridge Road (south),

possibly with a

roundabout at Cambridge

Road.

The additional bridge provides increased capacity,

improved resilience and an additional walk/cycle

connection.

The connection is reasonably direct and aligns with

growth area on southern side of the river.

Hall Road has a 30m wide road reserve, so road

widening is not likely to be necessary.

Appears to be sufficient Council owned land

available between Cambridge Road (south of river)

and the river to make a road connection and provide

a roundabout, i.e. property purchase may not be

required. The intended purpose of this land is

unclear – it appears to be a storm water reserve –

so will need further investigation.

Likely to require relocation / alteration of water

treatment facility.

The level difference between the end of Hall

Street and the river is approximately 14m. Waipa

DC has advised the extension would require

approx. 140m of fill or bridge (@10%). Note it may

be possible to bridge over the Alpha Street /

Repertory Society access, albeit at higher cost.

Existing residents on Hall Street (approx. 53

dwellings) would be impacted by increased traffic

volumes (would also increase traffic volumes on

Queen Street, as a route to the town centre).

Road and traffic volumes may impact on existing

residential properties adjacent to Council land

south of the river (approx. 18 dwellings).



4284909 // NZ1-14891395-21 0.21 // page 27

The assessment provided in the previous table indicates that the preference for a third bridge alignment, if a

third bridge was required, would be the Hall Street route for the following reasons:

The route is well positioned reasonably close to Cambridge Town Centre and close to the growth areas

on the southern side of the river making the route quite direct and as such an attractive alternative to the

existing Bridges.

Hall Street has a wide road reserve (30m), which is wider than the Vogel Street route.

There is an existing stormwater reserve on the southern side of the River on this alignment, which may

provide a suitable road corridor that does not require property purchase.

There are a number of issues that would need to be overcome if a bridge was ever progressed on this route

including how the bridge crossed the water treatment facility and how the tie into Hall Street and

subsequently the intersection with Cambridge Road was designed.

To be clear, based on WRTM outputs and higher mid-range forecasts, a total of three road bridges does not

appear necessary, and significantly advancing work on a third bridge is not recommended. However, should

Waipa DC wish to consider how they can future proof for a route, then the Hall Street route would be

preferred. This requires significantly more analysis and investigation on possible bridge designs and tie-ins,

plus other technical matters, to future proof this route for a bridge connection, if it is ever required.

Figure 15: Indicative Hall Street Bridge Alignment



4284909 // NZ1-14891395-21 0.21 // page 28

9 Conclusions and Next Steps

WRTM volume outputs show demand for vehicle crossings the Waikato River will not exceed the capacity of

the two existing bridges. Even with a significant uplift in volumes above current model projections the volume

of traffic crossing the River remains below capacity of the two existing bridges until around 2041.

Network improvements and travel demand management should be capable of retaining future demands

below capacity; this would likely be a much cheaper option to building a new Bridge. Key to this will be

promoting the use of Shakespeare Street and achieving more uptake of walking, cycling, public transport

use, ride sharing and off-peak travel. This is considered a priority.

The Council may need to consider replacing the Victoria Street Bridge in future if the structure becomes

compromised. In which case, a new Bridge on a similar alignment may be necessary. Council should

progress a structural assessment for this Bridge as a priority.

There may be a benefit in exploring the Hall Street Bridge alignment option as a means of future-proofing

this corridor for a potential new Bridge if a third Bridge is ever necessary for Cambridge.



4284909 // NZ1-14891395-21 0.21 // page 29

Appendix A

WRTM Data Outputs

WRTM Model

Volume Plots

1

2013 Morning Peak – Volume Plot Cambridge (2-hour)

231231

299

134

74

84

30 113

36

33

9

722

1

160

10 1

10

105178

17115

62

166

146

28

70

10

9

500

472

76

173

389

49

49

442

55

164

31

568

90

77

7

32 7

422

299

606

606

429

35

1026

1365

69

35

1316

459

21

3

8949

5

9

10671413

210

918

203

192

71

62

10671355

185

33

187

105

13

118

187

38

72

24

27

72

27

19

71

35

109

73

21

82

131

94

222

17894

12

6

2

83

92

170

139

960

4

41

1205

8

30

12

15 20

7

78

8

20

13

14

68

70

45

7 4

7

1

994

665

525

33

25

21

69

43

14

43

56

1

51

45

35

69

813

15

52

13

1038

8

921

128

9

66

20

18

14

2

20

1163

174

1413

39

53

39

53

47

4

46

529

574

13

194

58

11

11

3815

144

11

48

431

16

7

16

92

62

40

17

164

183

13

465

177 55

118

1

114

296

31

239

9

111

71

71

230

2

529

52

37

132

59

48

30

134

14

38

7

7

164353

94

13

61

40

18

26

24

82

4 50

5

67

14

86

50

15

25

47

15

88

109

63

97

3

358

3

101

18

51

41

29

925

10

2

3

11

125

4

1007

9

50

2

36

1

452

1

52

10

26

28

28

2

18

15

26

5

194

799

18

429

58208

10

47

5

139

24

661

67

495

7143

55328

128

409

377

291

45

10

96

19

239

730

199

472

40

345

160

25

29

118

474

981

6

479

151

165

378

1426

14

9

100

60

200

93

21

82

25

100

108

1002

5

23

220

70

51

5

25

48

225

1060

56

22

24

978

544

60

1482

14

573

1475

413

1278

606429

38

1145

231299

553

493139

164

204

243

110

82

56

1.0km

WRTM Model

Volume Plots

2

2013 Interpeak – Volume Plot Cambridge (2-hour)

232232

239

139

57

114

72 120

141

9

11

480

1

109

8 1

8

131155

969

48

74

106

24

51

11

9

373

384

40

112

345

53

43

353

82

62

15

453

139

7619

24 6

264

239

489

489

507

17

1026

1123

22

17

933

667

30

3

7077

3

4

10421163

130

662

123

129

48

48

10421125

293

9

159

131

20

150

159

13

42

17

17

42

17

11

36

26

79

88

21

149

74

72

143

155108

23

4

1

35

31

74

125

936

4

25

977

10

45

6

21 12

2

109

5

22

12

440

38

26

3 4

3

1

825

480

583

98

26

21

22

22

6

22

19

1

28

84

62

55

1213

36

34

13

708

12

643

141

7

34

12

7

12

12

190

113

1163

35

31

35

31

37

3

20

471

482

10

119

4

1

4

98

2117

89

897

267

14

7

15

72

35

13

7

90

114

2

133

93 39

101

1

124

100

48

157

11

45

48

126

150

3

523

33

75

74

105

84

16

76

11

76

6

7

246220

164

19

49

21

12

15

13

100

3 27

1

56

25

105

27

21

38

37

38

60

65

25

44

4

282

2

106

3

15

45

25

26

926

11

2

3

9

83

3

690

4

88

3

36

1

711

1

34

14

22

26

23

6

17

36

15

4

298

488

16

507

131

122

8

74

5

151

83

579

87

457

791

96213

222

429

269

174

73

11

61

21

156

503

343

312

71

532

100

21

16

150

734

666

8

762

130

118

480

2134

4

1

68

167

152

95

85

122

65

68

150

1019

6

27

137

118

45

3

38

40

164

831

160

66

69

771

555

77

1310

49

1062

1332

617

922

489507

9

606

232239

461

366125

62

163

120

85

69

19

1.0km

WRTM Model

Volume Plots

3

2013 Evening Peak – Volume Plot Cambridge (2-hour)

375375

254

215

55

185

128 103

214

7

16

495

1

108

13 1

10

212126

14316

60

104

184

36

69

916

510

509

39

123

462

80

67

483

99

97

27

599

219

61029

1710

222

254

607

607

656

27

1203

1163

57

27

854

949

49

5

50130

2

2

12331250

168

1022

126

99

70

60

12331172

474

7

128

212

38

250

128

16

41

29

29

41

29

15

35

41

111

114

38

235

47

52

94

126173

40

3

1

31

50

95

159

1113

4

25

1003

9

65

8

28 84

172

14

36

13

560

42

46

4 4

4

2

1072

420

974

186

20

38

57

29

10

29

55

1

27

114

81

32

178

53

20

8

651

17

638

169

9

37

14

7

13

11

188

123

1250

59

27

59

27

29

4

23

646

544

5

82

54

10

9

1732

64

9149

292

17

6

14

48

33

14

9

88

129

5

147

93 52

141

2

194

108

77

167

16

32

70

191

125

4

919

24

110

48

167

117

14

55

8

110

10

6

384181

253

33

29

14

12

17

9

195

4 21

1

48

10

1

202

21

28

54

29

60

43

96

46

40

5

443

1

105

3

11

25

25

30

16

20

95

2

10

68

3

652

4

130

4

37

1

1032

20

22

15

13

19

10

27

53

17

5

450

456

26

656

20173

10

125

4

114

116

1

760

96

652

665

151152

349

646

260

265

120

11

112

33

141

431

556

247

112

828

67

14

25

250

1061

627

9

1097

114

123

598

3338

6

6

52

285

138

75

208

175

10

4

46

220

1165

6

34

107

176

25

3

54

41

149

1025

316

116

120

1102

895

55

1577

84

1481

1501

2115

1023

607656

10

725

375254

550

501159

97

204

147

141

110

55

1.0km

WRTM Model

Volume Plots

4

2013 24 Hour - Volume Plot Cambridge (2-hour)

19091909

1919

1135

456

919

573 923

1081

85

88

3926

8

885

68 8

66

10611207

83379

393

661

908

199

423

84

75

3094

3145

336

924

2807

430

357

2907

634

577

136

3717

1108

54

51147

18851

2143

1919

3982

3982

4012

151

8141

8971

227

151

7500

5266

241

24

548619

23

33

82939321

1096

5590

1017

1031

406

393

82938983

2341

85

1241 1061

164

1219

1241

120

347

145

147

347

147

94

304

218

659

695

175

1178

599

565

1139

1207

879

184

32

8

304

297

658

1010

7454

32

206

7810

76

356

52

165 98

6

873

46

180

96

38

345

321

229

27

32

27

8

6730

3837

4783

782

198

175

227

191

55

191

198

8

233

650

479

423

9498

279

268

98

5719

94

5211

1113

57

289

100

62

96

1

98

8751

931

9321

293

255

293

255

290

25

176

3839

3872

77

956

32

6

34

72

65

172141

716

65

761

2215

113

54

117

561

291

120

62

752

948

25

1272

784 325

827

8

1010

918

384

1289

88

387

406

992

1210

23

41181

23

23

585

600

832

654

133

619

85

591

51

54

1961

1784

1296

154

378

172

98

125

106

834

25 223

10

440

178

1

873

223

165

299

290

296

477

558

235

377

31

2364

16

825

21

116

343

206

207

75

198

84

17

22

72

668

24

5583

35

691

23

23

48

8

5601

7

268

113

170

196

181

47

140

279

125

32

2363

4003

133

4012

1023

979

66

595

38

1147

632

1

4704

6254

3730

54730

7601702

1759

3487

2170

1501 583

85

534

171

1265

4037

2729

2503

562

4233

800

162

140

1219

5785

5393

62

5994

1019

958

3764

167

262

39

16

543

1313

1211

728

704

963

47

38

539

1191

8055

46

213

1107

930

343

24

299

318

1314

6782

1287

521

543

6389

4560 576

10539

383

8258

10625

56129

7516

39824012

90

5180

19091919

3727

30381010

577

1330

1039

719

576

198

1.0km

WRTM Model

Volume Plots

5


277

332

277

83

68

31 124

39

19

55

1

690

58

8

13

200

128

45

62

76

8

180

74

34

10

8

594

753

93

292

188

188

31

207

292

279

58

51

25

13

811

45

115

202

126

66

9

30 6

420

332

631

636

467

58

636

376

82

6

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WRTM Model

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WRTM Model

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WRTM Model

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227

177

513

44

205

1051

7

237

87

200

7

57

11

54

164

803

377

153

194

977

821

53

1892

144

1437

1061

1737

858

656 783

155

7

798

1670

381

418

233

43

963

448

71188

462

1108

448

798

462798

154

430

1108

497

308

488

703

489138

172

212

146

189

193

423

648

782

705

565

1.0km

WRTM Model

Volume Plots

16

2041 24 Hour – Volume Plot Cambridge (2-hour)

2575

2639

2575

622

780

796 1081

1258

288

312

8

3681

652

112

77

1697

1456

499

449

723

112

957

618

251

74

65

5415

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2356

1743

1743

236

1401

2356

2477

542

403

202

161

9233

411

959

737

1392

45

40146

16740

3003

2639

4489

4497

4899

935

7576

4820

1044

329

969

6186

8434

311

30

753

23

654

49

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7682

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323

4852

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766

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318

3344

1456

230

1746

1686

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76

2032

511

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2003

1416

1452

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304

733

727

162

6781396

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270

1193

23

16

399

268

734

1417

3365

24

93

2918

204

4060

56

83 76

9

764

30

188

84

22

657

411

189

26

26

24

8

4932

4850

3572

737

205

162

1091

1452

1493 1

606

1493

2

551

638

470

438

113103

307

304

103

5819

5755

113

1125

152

121

388

48

73

98

43

64

1

1284

1401

5856

319

329

319

335

283

513

23

9348

122

5764

74

773

25

25

6

54

54

182160

645

54

693

2244

101

52

553

99

1634

1853

226

1292

1413

12

390

1298

1351

23

1451

1442

675

777

281

776

1416

766

1818

23

41199

23

23

666

702

128

736

932

92

666

721

40

45

1984

1820

1327

428

177

150

102

113

94

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30

61

107

511

49

2641

107

300

83

283

277

487

253

826 435

15

1510

4326

67

21

95

96

93

60

65

205

74

17

22

61

605

24

5649

32

663

30

29

47

9

5725

304

7

135

162

298

152190

62

307

25

2400

113

146

4050

1170

4937

1159

63

730

45

1096

571

3

3453

6152

3487

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7291641

3936

1694

659

1628

523

164

868 69

1337

4027

3384

2956

489

4275

902

188

142

1715

76

75 5929

5477

61

6096

75

1405

1052

4488

210

292

35

12 8

459

1344

1409

690

836

1015

45

62

439

1246

7159

52

1257

561

1886

50

300

96

391

1471

5338

1498

502

543

6020

4354 580

10649

397

8900

7915

39168

6298

4899 4530

7675

77

5847

11841

3139

2709

1316

301

6679

3583

5177508

3010

7489

3583

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30105679

860

3392

7489

3178

2639

2575

4040

2736734

959

1256

905

1240

1156

1606

4889

4497

4093

4435

1.0km



4284909 // NZ1-14891395-21 0.21 // page 31

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