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Submission Form: Submitted by Joy Svendsen to KCDC Comments regarding Multi Modal transport

Draft LTCCP 2009 / 19 Draft Community Outcomes 2009

Submissions closed 5pm, Thursday 14 May 2009

Which document What page are you of the Comments: commenting document? on: part 1, 2 or 3?

66 Actively promote more Train use, more stations, jazz up railway stations with 1 Maori, Nature Coast theme make them people friendly community gathering Places. Provide wind protection on platforms and make them friendly fun place to be, renovate with innovative recycled materials eg. Huntertwisser type toilets made from recycled bottles, pathways made from recycled glass, vegetables in gardens to pick on way home from work, fruit trees in car parks.

More stations at Raumati, Lindale, electrify line to Otaki, cheap bus and train tickets for regular users, elderly and unwaged cheap off peak rate. Free train midnight to 2am.

Electric Tuk Tuk or similar meet commuters on All trains and take to doorstep. TukTuks used in off peak for tourist Promotion.

Promote bicycle to stations, provide pay as u go hire bikes that are rented to tourist during off peak hours. Promote use of electric scooters and electric bikes for commuting locally to railway station, pay as u go charging stations.

Make all railway stations safe and women & elderly friendly.

Promote car pooling to for those not serviced by train

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Joy Svendsen

LTP Submission Additional Information

17 May 2012

Additional information to be attached to submission form and questions form

Access and Transport KCDC has not fought aggressively enough against the proposed 4 lane Expressway and for the reinstatement of the Western Link Road. This needs to be remedied by extensive legal and expert witness presentations at the EPA. The proposed expressway creates an unacceptable severance from the existing rail service and railway stations at and . The proposed 4 lane Expressway will not enhance community connectivity or encourage use of public transport or alternative sustainable transport methods. It does not fit with any of KCDC Access and Transport goals and therefore continues to need to be fully opposed by KCDC. Turning the existing State Highway 1 into a local road will incur an unacceptable debt for the local community, by opposing the proposed 4 lane Expressway KCDC will be saving this enormous amount of additional spending.

Libraries, Art No money should be spent on upgrading the Mahara Gallery or the Waikanae Library until the 4 Lane Expressway is cancelled and work has begun on the Western link local road. If this does not happen then Waikanae township centre as it is now will cease to exist and any investment in the Library or Mahara Art Gallery will be a complete waste of ratepayer’s money. If the 4 lane expressway is built the Mahara Gallery will need to be relocated to a place the is easily accessible to the entire district. Waikanae Library will have to be downgraded to fit the greatly reduced usage and possibly moved as the centre of the Waikanae community is relocated or ceases to exist all together. The money saved from deferring these upgrades should be spent on building the Dam.

Development Management If the Expressway Plan is approved and built there are many of the current levels of service which will not be met: there must be a plan for completely relocating the Waikanae Town Centre as it will no longer be a high-quality, public space that meets the community’s needs for safety, amenity and functionality. The District Plan will need a complete rewrite as 90% of the Districtwide and local community outcomes relating to character, growth management, intensification, affordability, and the natural environment as reflected in the District Plan will not be met.

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Fri 27/05/2011 1:15 p.m. copy of submission, submitted by Joy Maree Svendsen

Submission on the draft Government Policy Statement on Land Transport 2012-2022.

ALLOCATION OF FUNDS TO TRANSPORT MODES

1) Dramatically reduce funding allocated to new state highways. The Government Policy Statement suggests that over the next 10 years we should invest $13.7 billion (based on an average of the low and high range of expected expenditure) in building new state highways. This is over a third (39%) of the total land transport fund for this period. I strongly disagree with this. I am concerned that many of the current Roads of National Significance being built in have very poor economic justification (e.g., Puhoi to Wellsford, Wellington Northern Corridor) and will have devastating environmental and social impacts. I especially refer to the Mackays to Pekapeka and Pekapeka to Otaki section. This road has a negative cost benefit ratio and will destroy a very sensitive coastal area and have irreversible social impact on a series of small communities within. I believe that most of the possible new Roads of National Significance listed in the Government Policy Statement are likely to have even poorer economic cases and deliver a lower return on investment. Building more state highways will do nothing to resolve problems such as rising oil prices, climate change or congestion. The government should drastically reduce the amount of funding going into into new state highways over the next 10 years to just 10% (maximum) of the National Land Transport Fund. Building more highways does not solve congestion problems and we cannot afford such follies in the present economic climate. 2) New rail projects should be eligible for funding from the National Land Transport Fund. This would mean that new capital expenditure on rail projects would have an assured and secure source of funding as new cap ex on roading projects does. It would also enable councils to provide their residents with improved public transport and help reduce our dependency on cheap oil. I do not accept the argument that rail projects should be excluded from the National Land Transport Fund because most of our transport funding comes from the fuel tax paid by motorists. It is clear that rail projects which reduce congestion do benefit motorists in various ways (through reduced congestion leading to faster travel times, cleaner air, safer streets, reduced risk of catastrophic climate change etc). On the particular the newly opened has proved that closer access to railway stations does reduce peak time traffic congestion. We do not need bigger truck and trailer units on our roads but rather investment in freight via rail. 3) Increase funding allocated to walking/cycling. Currently walking/cycling is allocated less than 1% of the total National Land Transport Fund. However, walking/cycling infrastructure is often very cost-effective and has multiple benefits including reducing congestion, improving our health, reducing air pollution, and making us more resilient to rising oil prices. I believe funding for these modes should be increased immediately to 3% of the National Land Transport Fund, rising to at least 6% by 2022. 4) Increase funding allocated to public transport services The Government Policy Statement allows for an increase of only $90 million in subsidies for public transport services over the next 10 years. PT services will receive only 10% of the national land transport fund. This suggests that the government is content to allow public transport patronage to increase only slightly over this time. This will lead to increasing gridlock in our major cities such as Wellington, Christchurch and Auckland. Auckland, in particular, will experience such dramatic population growth over the next 10 years it is difficult to see how it could accommodate such a small increase in public transport use and remain a functional city. The government should increase funding available to public transport services dramatically, aiming to increase it to 16% of the National Land Transport Fund by 2022. 5) Increase funding allocated to new public transport infrastructure currently just over 1% of the current National Land Transport Fund (or $370 million) is allocated to building new public transport infrastructure. This is clearly inadequate to achieve, for example, the improvements to the Auckland passenger rail system 5

that have been identified as a priority by the Auckland Council and Aucklander’s in numerous surveys. It will also not pay for the improvements to public transport wanted by other major councils in Wellington and Christchurch. I suggest that the Minister should increase funding for new public transport infrastructure to at least 25% of the National Land Transport Fund by 2022. 6) Decrease funding allocation to state highway maintenance. Currently state highway maintenance and renewal will take a significant proportion of the National Land Transport Fund (16%). It is important to ensure that our state highway network is maintained to an adequate level to keep NZ drivers safe. However, I believe that if the Minister does not pursue his proposed policy of investing significant sums into building new state highways and, instead, redirect these funds towards improving our rail, bus, walking and cycling systems then traffic on our state highways will be dramatically reduced. Shifting more freight by rail and coastal shipping will also reduce impacts on the state highway network. This will mean less money is needed for maintenance and the proportion of the national land transport fund allocated to state highway maintenance and renewal can be reduced to 10% or less. DESIGN OF THE GOVERMENT POLICY STATEMENT Having set out the funding allocations I would prefer to see I also wish to state that I disagree with the current way in which the Government Policy Statement process works. I believe that the process gives too much power to the Minister of Transport to interfere in our transport funding decisions for political reasons. I am also concerned that allowing the Minister to set percentage ranges of the Government Policy Statement which must be spent on certain transport modes does not lead to us investing in the right projects or getting the best return on investment. To give just one example, the very small percentage of the National Land Transport Fund allocated to walking and cycling infrastructure means that many cycling projects with very strong economic cases (or benefit cost ratios) could be delayed for many years as the New Zealand Transport Agency will have exhausted all the funds available within their "percentage range" for cycling/walking projects. At the same time many new state highways with very poor economic justification will be approved simply because the Minister has allocated a high percentage of funding to them. This is not the way to get the best return from our investment in transport. Instead of having such a system, I would prefer it if all transport projects (regardless of mode) were evaluated by the New Zealand Transport Agency using the same criteria to determine which projects should have priority and be built first. This would mean all transport modes had a level playing field in terms of accessing funds. The system used to determine the priority of transport projects should not rely on the traditional economic evaluation model which is flawed and over-estimates the time saving benefits of motorway projects. Instead projects should be evaluated for priority using a transparent formula that adequately measures environmental and social (as well as economical) costs and benefits of transport projects. In particular, such a prioritization approach should take into account key factors excluded from traditional transport evaluation models such as impacts on land use from transport projects, predicted changes in oil prices, impact of transport choices on climate change and the health benefits of active modes.

Please listen carefully to my points and adjust your budgeting accordingly. Joy Svendsen 6

11 March 2010 as signed by Joy Maree Svendsen

Copy of submission signed by myself and eventually 4,000 other people. Our views were not considered or taken into account by the Transport Minister when considering rerouting the current State Highway throught Kapiti.

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Email sent in response to a TV report which contained untrue information and did not cover all of the important issues.

To Mark Sainsbury From Joy Svendsen [email protected] Tue 22/03/2011 11:49 p.m. '[email protected]'

Your story on closeup tonight about a motorway going through Kapiti communities gave an unbalanced view, that this is just about a few people losing their houses. It is far worse than that. Steven Joyce has proposed a motorway that has a negative cost benefit ratio that NZ cannot afford and is not wanted or needed. The designation that has been in place for years on the Kapiti Coast is for a two lane local road. Steven Joyce was not telling the truth, his proposal only follows this designation in some places and no one was expecting it to be a four lane 100 kph motorway. It is time to stop the four lane division that Steven Joyce has been trying to put through the middle of the Kapiti Coast. We don’t need a four lane motorway built on sand, peat and low lying water, next to a beach line with rising sea levels. It is time to "EARTHQUAKE PROOF the Kapiti Coast" and deliver a solution for peak time traffic bottlenecks now. We don’t need multiple 5 metre high interchanges and overpasses which won’t meet our current local connectivity problems and will cause major problems in the event of an earthquake or tsunami. We need a local linking Western Link Road built now. We need removal of traffic lights at Paraparaumu and Waikanae and an innovative and simple solution for Otaki. We need incremental changes to the existing State Highway One, creating smooth traffic flow not a high speed truckers racetrack. We need the promised Railway Station at and double tracking and rail electrification to Otaki. Steven Joyce and Bill English stop your overpriced plan and implement the affordable solution that gives us results now. We will gladly give the unspent millions of extra borrowing to repairing the roads in Christchurch. Joy

8 http://www.maharagallery.org.nz/the-gallery.html Mahara Gallery - a short history

The first steps to establish a public art gallery in the Kapiti District where taken in the summer of 1994/5 when Yates Furniture store suddenly moved out of the Parker Building in Mahara Place, Waikanae. Norma McCallum and Robin Rogerson formulated a proposal to use the vacated store as an art gallery and with the help of Fay Bresolin approached the building’s owner, Lloyd Parker. He supported their plan, and offered six months free rental. McCallum, who had experience working with the Community Arts Council, set up the basis of a working body for the new gallery while Rogerson and Bresolin undertook the arduous work of managing it on a daily basis as volunteers. In March 1995, a little over a month after the signing over of the gallery space the Mahara Gallery officially opened with a first show featuring the work of senior students from Paraparaumu College. It was always envisaged that the Gallery would operate as a public gallery with a responsibility to engage with all sections of the community and as early as April 1995 the Kapiti District Council began considering the proposal, before adopting it in March of the following year. At this time the Waikanae Library moved into the old Post Office building across the Mahara courtyard, and Council made the vacated premises available for the new gallery. It now had a permanent home but little regular funding and its life through the first six years was sustained by volunteers and fundraising. They contributed their time and expertise to managing the exhibition programmes along with undertaking the constant round of fundraising necessary to keep the Gallery functioning until the appointment of a part-time Director in 2001. An important early exhibition was Rangiātea Revisited. The historic Maori Church at Otaki, named Rangiātea, burnt down in October 1995 and the Mahara exhibition was planned to coincide with a major exhibition hosted by the National Library. Robin Rogerson, a descendant of Bishop Hadfield, the original pastor of the Church, worked in partnership with local Iwi and Whakarongotai Marae to co-ordinate the exhibition. A major step forward occurred for the fledgling gallery when it was asked to host an exhibition of the Peter Field Collection. This unique and important collection of artworks is held in trust by Frances Hodgkins’ family and centred around Frances, whose ashes are interred in Waikanae Cemetery, and her sister Isabel and father William, along with their artist contemporaries. A professional team was assembled along with writer Peter Trim, to mount the exhibition Frances Hodgkins –The Link with Kapiti, which was curated by Hodgkins specialist Avenal McKinnon. The success of this exhibition, which opened during the NZ Festival of the Arts in 2000, then toured to Whanganui and Hamilton, provided the impetus for the Gallery to make further progress. Over the next two yeats theAt the same time however it put serious new expectations on the gallery to provide museum-standard display and storage and the professional management of the artwork under its care. To this end a longer term management plan was evolved and the first professional Director, Gerald Barnett, was appointed in 2001. Since 2002 the Gallery has received its major funding from Council and while committing to providing exhibitions of national importance and to partnership with local Iwi as part of its Partnership Agreement with Council, it has also reflected the diversity of the Kapiti arts community. It has balanced a focus on contemporary art with a number of significant historical shows. The appointment of artist/curator Gerald Barnett as its first director in 2001 immediately bore fruit with the institution of new standards of professional management and development of two significant touring exhibitions Songs of Innocence a selection of photographs by wartime documentary photographer, National Archivist and mountaineer, John Pascoe, curated by independent curator Janet Bayly, and Joanna Margaret Paul –Drawings, curated by Gerald Barnett, Peter Ireland and Jill Trevelyan. Both exhibitions were accompanied by substantial publications supporting the shows. Barnett was also one of 9 the prime movers behind the Real Art Roadshow, a charitable trust committed to taking quality New Zealand contemporary art to school students. This project was taken up by the current Director, photographer/curator Janet Bayly who was appointed in 2006. In her first year she presented another major iwi exhibition Te Kakakura, to commemorate the death of prominent tribal leader and MP for Western Maori, Wi Parata Te Kakakura, in partnership with the Parata whanau and Whakarongotai marae. She continued to grow the relationship with the Real Art Trust which launched its Black, then Silver truck collections from the gallery in 2007 and 2008. The Real Art Trust gave three annual grants which enabled further development and professionalization of the Gallery’s exhibition spaces into several smaller gallery spaces and an improved professional and more secure entry space to the gallery. Janet Bayly developed the first survey touring exhibition of the Czech/ New Zealand potter Mirek Smisek: Mirek Smisek, 60 years 60 pots, in 2009, which was curated by Gary Freemantle. She then curated a new Frances Hodgkins exhibition drawn from other private Kapiti collection for the NZ International Arts Festival 2010: Frances Hodgkins, Kapiti Treasures, that coincided with the announcement by the Field Collection Trust that it was committing the Trust’s unique collection to the Mahara as a permanent home. It was the commitment and vision from these local benefactors that has enabled the Mahara to progress to the point now where it has developed the proposal for a purpose built extension -connecting to the library at first floor level - to provide museum-standard storage and exhibition space for this collection. This short history is a work in progress being developed by Derek Schulz and Jill Studd who has been assembling the Mahara Gallery archive. http://www.kapiticoast.govt.nz/Projects/Waikanae-Library-and-Mahara-Gallery/Mahara- Gallery/ Mahara Gallery

The Mahara Gallery’s Vision, and the wish of the Field Collection Trust, is for Mahara Gallery to become the final custodian of the Field Collection.

The Field Collection Trust is a group of private individuals who have continued to look after the artworks on behalf of the Field family since 1998, but do not have the professional facilities or staff that Mahara could offer as a public gallery.

This collection is of significant value to the community, as it includes 24 Frances Hodgkins' artworks, plus 22 other valuable works. The Field Collection Trustees would like to have a permanent home for this collection, but the current Mahara Gallery is currently not suited to storing or displaying these works on a permanent basis.

The primary future goals of the gallery are:

 To provide storage and display areas appropriate as a permanent home for the Field Collection;  To provide a quiet area for research and care of archival material and literature on the Field Collection  To provide exhibition space for changing temporary exhibitions;  To provide secure loading and art storage areas;  To provide secure exhibition preparation areas;  To provide a small area for viewing film and moving image;  To provide reception, retail and art information areas;  To provide a social space for meetings, lectures and events.

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Waikanae Library and Mahara Gallery http://www.kapiticoast.govt.nz/Projects/Waikanae-Library-and-Mahara-Gallery/

The Waikanae Library and the Mahara Gallery have plans to upgrade their respective facilities. As the two buildings are adjacent to each other there is potential for shared use of common facilities between the Library and Gallery, and closer operational working which could reduce costs and enable more efficient use of available space. The two individual projects are therefore being considered as a single development.

This combined project is one phase of a programme that aims to:

 maintain the Field Collection in Kapiti, at the Mahara Gallery;  transform the Mahara Gallery so that it can be recognised as the District Art Gallery, providing the ability to provide a high quality environment to museum quality standards for the storage and exhibition of artworks, including the Field Collection;  upgrade the Waikanae Library to meet the future needs of the Waikanae community, and maximise its value within that community; and enhance Mahara Place's northern entrance.

In November 2010 the Council has issued a request for proposals for concept designs. The objective of this contract is to develop a concept design for the upgrade of the Waikanae Library and Mahara Gallery that can be agreed by the Council, the Waikanae Community Board, the Mahara Gallery Trustees and the Field Collection Trust.

Combined Facility

The ideal design would be one in which the two activities (Library and Gallery) fully complemented each other, and would provide a unique experience to both residents and visitors.

The operational management of the Gallery and Library should be optimised, with the Gallery providing high quality exhibition and storage spaces and the Library sufficient facilities for the developing Waikanae area. The two operations would most likely share some facilities to make best use of available space and maximise what can be delivered within the project budget.

Funding 11

The Waikanae Library Upgrade is to be funded by the Council and the Mahara Gallery Upgrade from funds raised by the Mahara Gallery Trust.

Friday 02 March 2012 http://www.kapiticoast.govt.nz/Your-Council/News/2012/Council-considers- recommendation-to-put-the-Mahara-Gallery-upgrade-on-hold/

Council yesterday considered a proposal to put the planned upgrade of Waikanae’s Mahara Gallery on hold to give the Mahara Gallery Trustees time to come up with the funds to enable it to proceed.

The future of the joint project to upgrade the Mahara Gallery and Waikanae Library was discussed during a workshop on the draft Long Term Plan (LTP) for the District, which sets future funding priorities for public consideration.

Group Manager Community Services, Tamsin Evans, presented a report on the current status of the project which put estimated costs at $4,338,000 for the Gallery and $2,892,000 for the Library. The total cost of $7,230,000 includes a higher-than-usual contingency fee of 25%, which would be reduced when there was more certainty around real project costs.

Ms Evans said the joint project had stalled because the Mahara Gallery Trust was having difficulties securing funding.

“The Gallery Trustees have reported that major funding sources such as the Lotteries Commission and community grant schemes, as well as individual philanthropic donors, have said there would be no funding forthcoming unless Council commits to providing a third of the costs of the Gallery upgrade.”

Ms Evans said the Trust had approached the Council asking if it would consider the one third contribution which would amount to almost one and a half million dollars. The Waikanae Community Board had already agreed to put $250,000 towards the Gallery project and Chairman, Michael Scott, told the meeting the Board was happy for this to be considered as part of the Council’s Contribution. The balance of the Council’s one third contribution would be $1,196,000.

Council considered a number of options for funding the project. These ranged from agreeing to the Trustees’ request to put up one third of the gallery-upgrade costs, to abandoning the joint project and reinstating the Waikanae Library upgrade as a stand-alone project in 2015/16.

Mayor Jenny Rowan said Council’s support for the joint project has always been contingent on the trustees raising the funds for the gallery upgrade.

“We are hopeful our on-going commitment to the project will give the Trust leverage to secure funds from the funding agencies and philanthropic donors. At the end of the day this is a decision for our community. Let’s take it to them and see what feedback we get.”

After lengthy discussion Council decided to include a proposal in the LTP to contribute the one third sought by the Trustees but to defer the project until 2015/16 to give the Trust time to secure the funding. In addition to the cost of the library upgrade, Council would contribute 12

$1,196,000 (plus CPI) and $250,000 would come from the Waikanae Community Board. Further design work on the joint gallery/library project would be suspended for the time being until the Trust raises the remaining two thirds of the funds estimated for the Gallery upgrade.

The Council’s recommended option to defer the project to give the Trustees time to raise the required funds will be included in the draft Long Term Plan that will be released for public consultation in mid-April.

Background: The Mahara Gallery is housed in a Council owned building in Mahara Place, Waikanae. The Mahara Gallery Trust is seeking to provide a permanent home for the Field Collection in Waikanae. To achieve this, the Mahara Gallery needs additional space for exhibition, storage, workshops, administration etc and needs to upgrade those spaces to museum standard to house the collection and to be able to attract and show significant touring exhibitions and collections from other galleries.

Separately, the Council had planned for the refurbishment and upgrade of the Waikanae Library. With the Gallery adjoining the Waikanae Library, the opportunity arose for a joint project and the Council has previously agreed to support the project by advancing funding for the upgrade of the Waikanae Library.

Alongside this, the Council and the Mahara Gallery Trustees have signed a Memorandum of Understanding to work together with the objective of the Mahara Gallery becoming the District Gallery for Kāpiti.

The project has progressed on the basis that the Council would contribute by funding the upgrade to the Waikanae Library and paying for the design work but that the funding for the Gallery upgrade would be directly raised by the Gallery itself. The Gallery Trustees launched a fundraising campaign in September 2011 to raise the money for the upgrade.

Also detailed in the KCDC Long Term Plan LTP-2012-32-Part-One page 133 13

11 September 2009 Mayor challenges NZTA to lift its game

Kapiti Mayor Jenny Rowan has challenged NZTA to lift its game.

She says both the Agency and the Minister have run “an appalling, unintelligent and insensitive process” and things need to change.

“It took them six months to arrive at two options to dump on us which will result in our community being trashed, one way or another. In just three weeks we have found a range of much less destructive alternatives. I have to ask what they’ve been doing?” she says.

“I need to signal, that I won’t stand by and let this community be trashed – just because the Minister wants to see trucks travelling from Auckland to Wellington at 100kph.”

Ms Rowan says the Council is currently in discussions with a range of affected parties in the District and will make some of its ideas about changes to the two key options public next week.

“In the meantime, an increasing number of people are realising the potential disaster Option 3, the proposal to put a four-lane 100kph expressway along the line of the existing Western Link designation, presents. It is completely unacceptable and would turn the Western Link into a motorway with few exits and entrances,” she says.

“People need to know that they are likely to get a four-lane, 100kph, motorway through the middle of the Raumati, Paraparaumu and Waikanae which would divide our communities forever.

“They are also likely to get a community divided in three by a barrier which cannot be crossed by pedestrians or cyclists.

“The six bridges on this ‘new obscenity’ will be about the same size as MacKay’s Crossing with approach ramps on either side of them up to 200 - 300 metres long.

“None of the Motorway bridges at Poplar Avenue, Raumati Road, Kapiti Road, Mazengarb Road and Te Moana Road will be linked to local roads. They are all likely to have concrete sides and we will probably end up having to have those concrete noise walls – from one end of the Motorway to the other.

Create PDF files without this message by purchasing novaPDF printer (http://www.novapdf.com) 14 “The only places where people will be able to get on and off ‘the new monstrosity’ will be at interchanges at Queen Elizabeth Park, and , and all of these are likely to be similar in size to the main Porirua interchange.”

Ms Rowan says the Motorway will make little difference to motorists currently using Realm Drive, Mazengarb and Arawhata roads as “rat runs”.

“Both options are lemons – you can really describe this third option as ‘a highway to hell’,” she says.

“Option 3 has unacceptable economic, environmental and cultural impacts. It will go through school zones, damage a number of protected areas of wetland and bush, pass through a waahi tapu area close to an urupa, as well as near the El Rancho Christian Holiday Park. It will also run through the northern end of Queen Elizabeth Park and make Waikanae (New Zealand’s ‘Best Small Town 2008) invisible and inaccessible to passing traffic.

“Our experts tell us that with motorways like this we can expect to see big box retail established around interchanges over time. Is this what we want to see at Queen Elizabeth Park, Otaihanga or Peka Peka?”

Ms Rowan says she is annoyed about the late-run tabling of Option 3. “Again the Minister has shifted the goal posts.

“This concept was rejected by NZTA earlier in the year as having ‘serious flaws’. Even if it was able to be consented, it will take at least five years of planning and design before they can even start to build it while the public continues to wait for relief from congestion and lack of connection.

“It also denies Waikanae and Kapiti residents their long-awaited bridge over the for at least another 5 to10 years when the Western Link, which we are all ready to start, could have seen it built within two years.”

“If Kapiti is an incubator for the roll-out process for six other Roads of National Significance (RONS) all I can say to my fellow Mayors is ‘be afraid, be very afraid.’”

For more information contact Jenny Rowan: 027 205 3600

Create PDF files without this message by purchasing novaPDF printer (http://www.novapdf.com) 15 Issues Regarding a Motorway on the Western Link Alignment: by KCDC 22/09/2009

Any proposal to use all or part of the Western Link alignment for a motorway would take at least 5 years to get through the design, consenting and land purchase processes. It is far from a straight forward, guaranteed project. There would be no progress on providing a local river crossing or resolving the congestion problems at Waikanae for at least 5 years. By comparison, the Council could be constructing a two lane Western Link (including the bridge over the Waikanae River) next year and providing some immediate relief to the congestion problems.

The railway line already divides the community in two. Constructing a motorway down all or part of the Western Link alignment would introduce another barrier and divide the community into three. By comparison the two lane Western Link design is intended to link communities by providing a road that can be easily crossed by cyclists and pedestrians and by providing a network of walkways, cycleways and bridleways running alongside the road.

The motorway would pass through a wahi tapu area, close to an Urupa and the Christian Holiday Camp. If the expressway is built within the designation south of the river and north of Waikanae it would be difficult to avoid the Urupa. If the motorway is built outside the designation for a longer length it may be possible to avoid this site. Either option creates serious consenting challenges that could well extend the 5 year lead in time.

The southern entrance to the motorway would run across Queen Elizabeth Park before crossing under Poplar Ave. This would present serious consenting challenges that may extend the 5 year lead in time.

There would be minimal improvement for motorists making local trips. Since this option uses the land set aside for the Western Link, further work will be required to improve capacity for local trips in future years. This would be a Council responsibility and almost certainly not at a 90% subsidy rate.

The only connections to serve the local community would be at Queen Elizabeth Park, Otaihanga Rd and Peka Peka. There would be overbridges at Poplar Ave, Raumati Rd, Kāpiti Rd, Mazengarb Rd and Te Moana Rd. Approach ramps 200m – 300m long would be necessary. The visual impact would be significant.

The provision of only six crossing points across the motorway for the district would create a barrier that would steadily separate communities (eg. over time, children will more likely go to a school on their own side of the motorway than travel out of their way to reach an overbridge and attend a school on the other side).

Waikanae would become invisible and inaccessible to passing traffic. The presence of the interchange would encourage pressure for commercial development at Peka Peka.

The presence of the motorway would impact on the proposal to develop an accessible, high quality town centre in Paraparaumu west of Rimu Rd. Development of the town centre site and at the airport is highly dependent on the provision of the Western Link. This option would force Council to revisit existing land use plans and focus the town centre on the existing SH1. 16

The presence of the motorway would have an adverse impact on the integrated development planned for Waikanae North (Plan Change 79) and Ngarara (Plan Change 80).

The 2009 Opus report for NZTA considered the construction of a motorway down the Western Link alignment but concluded that its impact on future developments in Paraparaumu was considered a serious flaw.

The motorway construction would demolish dunes along the alignment in both Paraparaumu and Waikanae.

The motorway alignment would pass through the QEII covenanted Harakeke wetland and very close to the Nga Manu nature reserve.

The large extent of peat north of Te Moana Rd would make construction slow and expensive.

17 addendum

ROAD TRANSPORT THROUGH KAPITI ADDENDUM TO TRANSPORTATION REVIEW FOR KAPITI COAST DISTRICT COUNCIL 29 SEPTEMBER 2009 DATE 2 OCTOBER 2009 SUBJECT ROAD CAPACITY

Further to Section 2.4 of the report: “Road Transport through Kapiti Transportation review for Kapiti Coast District Council”, 29 September 2009, the following provides further clarification regarding the capacity of a four-lane highway.

Assuming a four lane undivided highway, rather than an expressway, then 1,780 vph1 (with a design speed of 80 kph) or 1,870 vph (with a design speed of 100 kph) per direction would be the theoretical maximum volume that could be accommodated and maintain a level of service2 “C”, although the number of intersections that connect with the highway and the subsequent effects of traffic decelerating from and accelerating into the through traffic stream will affect this theoretical volume. More importantly, any at grade intersections that directly affect the operation of the highway (eg traffic signals or roundabouts) can become the critical aspect in the assessment of capacity. These have not specifically been assessed as the number of intersections and traffic flows at each intersection will vary depending on the location and layout of intersections.

Traffic models have been developed by Opus International Consultants for NZTA. Models of Option 2 (East) indicate that between Poplar Avenue and Peka Peka Road, the state highway is expected to carry no more than some 900 vph by 2026. Opus has also indicated that future traffic growth from 2026 is expected to be 0.9% (arithmetic) per annum. Even if the growth rate was 2% per annum, theoretically, this section of highway could accommodate expected traffic growth for at least 50 years. However, critical to this assumption is that the highway and its intersections will be able to accommodate turning traffic safely and efficiently. Minimising the number of intersections will improve flow for highway traffic, but will mean that traffic loads at the remaining intersections will be higher. Further analysis, including the development, assessment and comparison of layouts for intersections (and the number of intersections) will need to be undertaken to determine if a viable solution can be provided. This analysis should also take into account other considerations, including effects on the environment and social and economic impacts.

Reference: S:\kcdc\002\A1A091002.doc - acrafer

1 vph - vehicles per hour 2 Refer Section 2.4 of the main report for definition of level of service

18

06 October 2009 Review shows traffic volumes don’t justify a motorway

Analysis of the traffic volumes expected on the State Highway between Poplar Ave and Peka Peka Road indicate no more than 900 vehicles per hour are expected by 2026, about half the amount of traffic needed to justify a motorway.

This is the conclusion reached by Flow Transportation Specialists, recognised experts in traffic analysis, after they reviewed the results of traffic modelling Opus International Consultants has developed for NZTA.

“Flow’s addendum to their Transportation Review on Road Transport through Kapiti says a four lane undivided highway with a design speed of 100kph, rather than an expressway, has an 1870 vehicle per hour capacity,” Mayor Jenny Rowan said today.

NZTA’s report assumes a growth rate of 0.9% per annum.

The Flow report says, “Even if the growth rate was 2% per annum, theoretically this section of highway could accommodate expected traffic growth for at least 50 years. However, critical to this assumption is that the highway and intersections will be able to accommodate turning traffic safely and efficiently,” the report says.

“What this means,” Jenny Rowan said, “is we don’t need a motorway. All we need is an improved State Highway.

“And the kinds of improvements we’re looking for would improve traffic flows, safety and how well the highway works. They would include four-laning, removing traffic lights, putting in roundabouts and median strips, reducing the number of entrances and exits onto the highway with slip roads and looking at underpasses.

“I expect that completing the two-lane Western Link and improving the existing State Highway will be the main thrust of the Council’s submission to NZTA,” Mayor Rowan said.

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Contact: Jenny Rowan Tel. (027) 205 3600 19

From: Stefan Wolf

Sent: Tuesday, 25 January 2011 9:31 a.m.

To: [email protected]

Cc: Susan Jones

Subject:Expressway query - Joy Svendsen

Kia ora Joy,

Thank you for your recent query on the expressway.

Traffic modelling indicates that the traffic volume, which is projected to be 14,800 vpd (vehicles per day) on Te Moana Road east of the Expressway (on the Waikanae town centre side) in 2026 without the expressway, is expected to reduce by approximately 4,000 vpd to 10,800 vpd because of the expressway. The reduction in the future of 4,000 vpd is due to vehicles from

Waikanae Beach and planned development areas north of Te Moana Road no longer travelling to

Paraparaumu and other points south via Te Moana Rd and the old highway. They are expected to use the interchange at Te Moana Road and use the expressway to travel to Paraparaumu. This reduces the volume of traffic on Te Moana Road.

As for changes to Te Moana Road, it is not intended to 4-lane or increase the speed limit of Te

Moana Road because of the expressway.

Best regards,

Stefan Wolf (on behalf of the Expressway Alliance)

20

State Highway Expressway Hearing 21 WLR: Quality of Crossings

Illustration 8 - Raumati Tunnel - Artist Impression Illustration 10 - Waikanae Bridge - Artist Impression

Illustration 9 - Wharemauku Bridge - Artist Impression

45 | State Highway Expressway Hearing | Urban Design Evidence | James Lunday | November 2012 State Highway Expressway Hearing 22 Urban Design Analysis: Impact of Expressway Designation

KAPITI ISLAND SHORELINE

RAUMATI PARAPARAUMU WAIKANAE WEST WEST

RURAL EDGE

RURAL EDGE (QE II) RURAL ZONE PARAPARAUMU WAIKANAE CENTRAL CENTRAL

node node

SH & RAIL

node

COASTAL ESCARPMENT WAIKANAE RIVER

Gateway Nodes Edges Barriers Features

8 | State Highway Expressway Hearing | Urban Design Evidence | James Lunday | November 2012 State Highway Expressway Hearing 23 Waikanae Town Centre

32 | State Highway Expressway Hearing | Urban Design Evidence | James Lunday | November 2012