622705
Report Kapiti Coast District CWB Network Planning
Prepared for Kapiti Coast District
Council Prepared by Beca Limited
11 February 2015 622705
Kapiti Coast District CWB Network Planning
Revision History
Revision Nº Prepared By Description Date
1 Christopher Carlaw First draft to client 8/9/14
2 Alan Kerr Second draft following Council workshop 20/10/14
3 Chris Carlaw Third draft incorporating client comment 11/2/15
4
5
Document Acceptance
Action Name Signed Date
Prepared by Christopher Carlaw
Reviewed by Alan Kerr
Approved by Alan Kerr on behalf of
© Beca 2013 (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.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // i 622705
Kapiti Coast District CWB Network Planning
Executive Summary
Kapiti Coast District Council has appointed Beca to undertake an assessment of the Cycleway, Walkway, Bridleway (CWB) Network across the district with a view to producing an overall strategy for the development of the network including an aspirational plan for the complete future network.
The network planning methodology has had a significant focus on gauging stakeholder concerns and comments about the future infrastructure for the district. In the context of this project, the data received from stakeholders, the community, Council and site visits has been used to target locations for improvements, however, like all local engagement it is subjective and open to individual interpretation. The intention was to produce a network providing safe and efficient routes for commuters and school children, as well as interesting and attractive routes for recreational users.
Approximately 100 separate schemes have been identified as part of this study for pedestrian, cycling and bridleway infrastructure, and a high level evaluation process has been undertaken to determine relative levels of priority. The highest priority connections are generally those that are eligible for partial NZ Transport Agency category 2 funding associated with the revocation agreement. These include the connections through the two town centres (particularly the link between Kapiti Road and the Leinster Avenue walking/cycling bridge) as well as links to the new expressway shared path. In total, the category 2 revocation schemes are likely to cost around $5m, but have a high level benefit cost ratio of 2.2. Other top priority improvement options include improvements to infrastructure along Kapiti Road and improvements to the signage and wayfinding around the district.
Moving forward, the next stage of this study will include further refinement of the implementation plan as well as agreement on the top priority improvement options. This will result in design work and further evaluation for the top priority improvement options, particularly associated with the revocation of old SH1.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // ii 622705
Kapiti Coast District CWB Network Planning
Contents
1 Introduction 1 1.1 Methodology 1 1.2 The SWOT analysis 3 2 Existing CWB conditions 5 2.1 Existing facilities and site observations 5 2.2 Crash history 6 2.3 Traffic Volumes 11 3 Stakeholder and community engagement 12 3.1 Online survey 12 3.2 School Travel Plans 14 3.3 Consultation with Colleges 15 4 Cycle infrastructure / scheme development 17 4.1 Signage and Communication 17 4.2 Network Improvements 17 4.3 Off Road SH1 Revocation options 23 4.4 Evaluation of options 25 5 Summary and conclusions 27 5.1 Summary 27 5.2 Further Investigation 27 5.3 Conclusion 27
Appendices
No table of contents entries found.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // i 622705
Kapiti Coast District CWB Network Planning
1 Introduction
As part of the Town Centres and Connectors study, Beca Ltd (Beca) was appointed by Kapiti Coast District Council (Council) to undertake a review of the Cycleway, Walkway and Bridleway (CWB) network across the District with a view to identifying potential improvement options. Council has potential to access NZ Transport Agency funds to deliver improvement to the CWB facilities around the District. Although there are a number of recreational and commuter cyclists in Kapiti, there is potential for a step change in mode share if investment is strategically targeted.
Barriers to cycling and walking in Kapiti include real (and perceived) safety issues and existing road geometry, as well as extraneous factors such as the weather and cultural views. The road network in Kapiti is, however, quite conducive to good quality CWB infrastructure. Furthermore, it is likely to be well used with key commuter corridors complementing local attractors. These include:
A number of popular commuter rail stations Schools Town centres The new shared path associated with the expressway.
This study has been set up to complement the parallel workstream developing options for enhancing Paraparaumu and Waikanae Town Centres.
1.1 Methodology The methodology consists of a series of logical stages that respond to Council’s desire to improve the existing CWB network in the District. The approach has developed proposals from a thorough understanding of:
Existing infrastructure Travel demands Safety and road geometry issues The local and regional economic and social context.
The first stage of this project included data collection and mapping of the existing CWB network. This included a review of Council data and development of a GIS plan (using Google Earth) showing the CWB network diagrammatically.
The second stage of the project was broken up into a series of clearly defined tasks.
Task 1: Initial Research and Analysis of Issues
Task 1 included high level stakeholder consultation, coupled with some analysis. This included meeting with key Council officers, the CWB advisory group, NZ Transport Agency and any other stakeholders agreed for the Town Centres and Connectors study to understand local perspectives, uses and needs for the CWB network. Site visits and “ride overs” were undertaken to assess the nature and quality of existing CWB facilities and where the key deficiencies and gaps were to develop on the high level network mapping exercise undertaken during stage 1.
This informed the development of a simple SWOT analysis to provide an initial summary of the strengths, weaknesses, opportunities and threats to the development of CWB facilities
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 1 622705
Kapiti Coast District CWB Network Planning
During this task, historic crash records were mapped using GIS and Google Earth to identify the locations where there are existing safety issues, particularly relating to cyclists, pedestrians or horse riders. In addition to this, a high level assessment of the existing and potential future transport demands was undertaken to identify “demand corridors” or desire lines between key locations. Connected to this, a gap analysis was undertaken to illustrate gaps in infrastructure and where there are opportunities to improve the network to support current and future major trip generators.
Task 2: Community Consultation
Numerous forms of community consultation were undertaken. The initial methodology featured tying into the Town Centres and Connectors project. However, the CWB project covers the entire district rather than just Waikanae and Paraparaumu Town Centres, therefore it was decided that a separate engagement approach should be adopted.
Following discussion with the CWB advisory group, it was decided that the most effective way to engage with a wide cross section of the community was through an online survey. The online survey was developed using Survey Monkey and advertised using the Council website, Facebook page and rates notice. Further detail on the questions asked is provided in subsequent sections.
In addition to the online survey, community engagement data was harvested from the Council school travel planning process. School aged children are an important target market for the CWB network, not just because the network provides routes to school, but also because the CWB network encourages positive and healthy behaviours from an early age. The school travel plan data provided feedback from the primary schools in the district, but did not include the colleges in the District. Therefore separate discussions were held with college staff and students.
Task 3: Cycle, Walking and Bridle Route Development
Building upon the work undertaken in tasks 1 and 2, the following activities were undertaken leading to the identification of a preferred/strategic CWB route network:
The development of a user hierarchy for the proposed network. In other words, identification of the different requirements of different users (grouped into commuters, recreational users, and school children); A high level analysis of anticipated demand/trip generators in order to identify the location, type and level of service of potential CWB improvements; An understanding of the nature of the proposed improvements based on local site conditions, i.e. traffic volumes, type and number of users, local topography, land availability etc. The development of a GIS based plan showing proposed network improvements. Network improvements were identified as individual packages. This was cognisant of the importance of connecting with the proposed expressway shared path; A high level evaluation of the costs and benefits associated with the proposed interventions using a multi- criteria approach
For the multi-criteria assessment (MCA), proposals were allocated a score, across a number of different categories:
Safety; Directness; Connectivity; Anticipated usage; Cost; and
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 2 622705
Kapiti Coast District CWB Network Planning
Fundability
Due to the strategic nature of the study, a simple three score system was used (1=low score/poor, 2=medium score/average, 3=high score/good). It is anticipated that the assessment will be refined during later stages of the project.
A GIS map was produced to show all network improvements, classified according to whether they met the needs of cyclists, pedestrians or horse riders and how the network may look in the future.
As part of the MCA process, cost estimates for the proposed projects were developed. Due to the phase of the project, and the nature of the schemes identified, these were high level and indicative in nature and will be defined further should the project progress further.
Task 4: Reporting and presentation
The resulting schemes were presented at a Council meeting and workshop. During the workshop, the various options were discussed and a priority list was developed. The priority list will form the basis of the ensuing implementation plan.
1.2 The SWOT analysis To assess the existing local cycle facilities and possible improvements, SWOT analysis has been undertaken. In undertaking the analysis it is appreciated that some aspects are common to general cycling schemes, whereas others are specific to the Kapiti District.
Each quadrant of the table analyses a different aspect of the proposed cycle network planning for strengths, weaknesses, opportunities and threats.
The SWOT analysis highlights a number of significant factors which will benefit local cyclists, and also raises points / principles which should be considered or elaborated on within design options for development.
Table 1.1 - SWOT Analysis
Strengths Weaknesses
Public health benefits Few east-west links limit opportunities for connections Decreased congestion across the District Centrally located trip generators (train stations, Current CWB network is inconsistent and lacks schools, retail etc.) wayfinding and signage Existing network is good Car dominated town centres (particularly Topography lends itself to a high quality CWB network Paraparaumu) The committed M2PP shared path is a direct cycle Severance caused by the railway and existing SH1 (As route well as future expressway) The district is popular with Recreational cyclists (road Multiple and sometimes contradicting requirements of and mountain bikers) different road users. Contributes to a continuous cycle network Increased levels of sustainable travel Opportunities Threats
Maximising connections with M2PP shared path Low use or uptake Significant contribution to the Safer Journeys / Safe Existing and continued conflict between cyclists and System strategies other road users Introduction of suitable traffic calming infrastructure Poor public perception of the schemes or cyclists
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 3 622705
Kapiti Coast District CWB Network Planning
Separation of cycles from general traffic generally Improved conspicuity of cyclists using suitable Funding availability delineation and signing Possible impacts on parking Dedicated recreational cycling and bridleway opportunities Heightened school engagement (through school travel plans) Improved commuter cycling opportunities Old state highway revocation NZ Transport Agency Category 2 funding for off road CWB path associated with revocation Population growth in the area will increase the target market for the CWB network in the future
Particular strengths and opportunities for cycling in Kapiti are the topography of the area, which is largely flat and conducive to good cycling, walking and bridleway infrastructure; and the proposed M2PP shared path which will create a new off road north south link through the district (as far as Peka Peka Road).
Some notable weaknesses and threats are the disjointed and inconsistent nature of the existing network, a relatively high number of accidents which have taken place (particularly due to low conspicuity of the cyclist or pedestrian), and the risk of poor uptake if the facilities proposed are not suitable for the community.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 4 622705
Kapiti Coast District CWB Network Planning
2 Existing CWB conditions
2.1 Existing facilities and site observations A number of existing paths and tracks exist across the district. A significant amount of investment has already been made and a range of facilities have been developed. These have all been mapped in the Google Maps file that should be viewed alongside this document. Facilities include:
Shared walking and cycling gravel tracks alongside the Waikanae and Otaki Rivers. These are generally intended for recreational cyclists. On road cycle lanes along Kapiti Road providing a direct link between Paraparaumu Beach and the Town Centre The Kapiti Coast Cycle Route – a signed route running close to the beach using a mixture of dedicated off road paths, on road cycle lanes and quiet residential streets The Kiwirail path – an off-road shared path running parallel to the railway line connecting Waterstone Ave with Otaihanga Road An off road sealed shared path connecting Paraparaumu College with Realm Drive (running parallel to Guildford Drive An off road sealed shared path connecting Iver Trask Place with Kapiti Road Off Road and mountain bike tracks through Queen Elizabeth Park Equestrian routes along the beach
Numerous other paths, tracks and connections exist across the district – some formalised, others are more informal or ad-hoc. As part of this study, a cycle ride over was undertaken by Beca and Council staff and the following observations were made:
The District is very well suited to commuter and recreational cycling, walking and horse riding due to the relatively flat terrain and the manageable distances between key local destinations. Equestrian users in Otaki tend to use quiet rural roads. The existing Otaki river path is well used by pedestrians (particularly those walking dogs) The Kapiti Coast Cycle Route is somewhat inconsistent. There are some excellent off road sections, but others follow reasonably busy roads which may deter less confident users. Furthermore signage of the route could be enhanced to facilitate wayfinding. Off road paths along the Waikanae River are excellent and are ideal for recreational cycling. There are a number of short connections tying into the Waikanae River paths (on both sides). These provide great connectivity, however signage is often lacking The Kiwirail shared path provides a useful connection between Otaihanga Road (near Southward Car Museum) and Waterstone Avenue. Accessing the path from Arawhata Road is via Waterstone Avenue, however this is a relatively quiet road and is not considered to be a significant barrier to recreational use. Kapiti Road has inconsistent treatment for cyclists. There is a section of off-road shared path, other sections with on road cycle lanes and other sections with nothing at all. Maintenance of cycling facilities along the corridor has also appears inconsistent. Coastlands represents a barrier to pedestrian and cycling activities due to the amount of car parking and lack of dedicated or consistent route. Iver Trask Place provides an alternative connection for pedestrians and cyclists to travel between Kapiti Road and Rimu Road (and avoid a very busy intersection). A new off road shared path has been constructed. Iver Trask Place essentially functions as a car park, therefore cyclists have to be mindful of manoeuvring vehicles. Queen Elizabeth Park is an attractive place for pedestrians, mountain bikers and horse riders. Off road links are provided connecting Raumati with Paekakariki.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 5 622705
Kapiti Coast District CWB Network Planning
2.2 Crash history Using CAS (the Crash Analysis System), the crash record for Kapiti District has been analysed and mapped using the project GIS and Google Earth. The system was interrogated for crashes recorded within the 10 year period 2005 to 2014. During this period there were a total of 138 crashes involving pedestrians and cyclists. No equestrian crashes were recorded in the database.
It was noted that generally the crashes were mainly concentrated in Waikanae and Paraparaumu with Kapiti Road standing out in particular.
2.2.1 Pedestrian crashes Of the 138 crashes recorded a total of 60 involved pedestrians. These crashes are further detailed in the Google Earth file and are listed in the graphs below. The severity of the crashes was as follows;
2 Fatal 19 Serious 34 Minor 4 Non-injury1
Overall it can be seen that;
There is a slight declining trend in pedestrian crashes over the 10 year period. Crashes were generally spread throughout the week There were peaks in crashes between 8am-10am, 11am-12pm and 3pm -5pm Overall 46% of pedestrian crashes involved young (0-16yrs) or older (65yrs +) people
1 It is widely acknowledged that there is a significant under-reporting of non-injury crashes.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 6 622705
Kapiti Coast District CWB Network Planning
Figure 2-1 Pedestrian Crash Trend
Pedestrian Crash Trend 12
10
8 FSI 6 Injury 4 Total Number of of Number Crashes Linear (Total) 2
0 2004200520062007200820092010201120122013 Year
Figure 2-2 Pedestrian Crashes by Day of Week Pedestrian Crashes by Day of the Week 14 12 10 8 6 Non-Injury 4 Minor 2 Number of of Number Crashes 0 Serious Fatal
Day of the Week
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 7 622705
Kapiti Coast District CWB Network Planning
Figure 2-3 Pedestrian Crashes by Time of Day
Pedestrian Crashes by Time of Day 9
8
7
6
5
4 Non-Injury
3 Minor Number of of Number Crashes Serious 2 Fatal 1
0 00:00 - 00:59 01:00 - 01:59 02:00 - 02:59 03:00 - 03:59 04:00 - 04:59 05:00 - 05:59 06:00 - 06:59 07:00 - 07:59 08:00 - 08:59 09:00 - 09:59 10:00 - 10:59 11:00 - 11:59 12:00 - 12:59 13:00 - 13:59 14:00 - 14:59 15:00 - 15:59 16:00 - 16:59 17:00 - 17:59 18:00 - 18:59 19:00 - 19:59 20:00 - 20:59 21:00 - 21:59 22:00 - 22:59 23:00 - 23:59 Time of Day
Figure 2-4 Pedestrian Crashes by Time of Day
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 8 622705
Kapiti Coast District CWB Network Planning
2.2.2 Cycle crashes Of the 138 crashes recorded a total of 79 involved cyclists. These crashes are further detailed in Google Earth and the graphs below. The severity of the crashes was as follows;
1 Fatal 18 Serious 50 Minor 10 Non-injury2
Overall it can be seen that;
There is a relatively static trend in cyclist crashes over the 10 year period. Crashes were generally spread throughout the week There were peaks in crashes between 8am-9am, 11am-12pm and 3pm -6pm The most prominent age group for cyclists was between 10 - 20yrs followed by the 40 - 50yrs category.
Figure 2-5 Cycle Crash Trend Cycle Crash Trend 20 18 16 14 12 FSI 10 Injury 8 6 Total Number of of Number Crashes 4 Linear (Total) 2 0 2004200520062007200820092010201120122013 Year
2 It is widely acknowledged that there is significant under-reporting of non-injury crashes.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 9 622705
Kapiti Coast District CWB Network Planning
Figure 2-6 Cycle Crashes by Day of Week Cycle Crashes by Day of the Week 16 14 12 10 8 Non-Injury 6 4 Minor Number of of Number Crashes 2 Serious 0 Fatal
Day of the Week
Figure 2-7 Cycle Crashes by Time of Day
Cycle Crashes by Time of Day 14 12 10 8 6 Non-Injury 4 Minor
Number of of Number Crashes 2 Serious 0 Fatal
Time of Day
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 10 622705
Kapiti Coast District CWB Network Planning
Figure 2-8 Cycle Crashes by Age Group Cycle Crashes by Age 25
20
15 Non-Injury 10 Minor
Number of of Number Crashes 5 Serious
0 Fatal
Age of Cyclist
2.3 Traffic Volumes Volume of traffic influences the nature of the improvement adopted, particularly for cyclists. In general it can be assumed that the higher the traffic volume, the greater the degree of separation required to achieve a safe environment for cyclists. Available traffic volumes have been reviewed and mapped in GIS/Google Earth with three volume bands. To assist with understanding the likely level of service on the network these have been based on the preferred separation of bicycles from traffic contained within the Land Transport Safety “Cycle Network and Route Planning Guide”. For the purposes of this study these have been broadly categorised;
Low 2000 – 3000 VPD Medium 3000 – 7500 VPD High 7500 +
As stated above, the volumes mapped are only on the roads where data was available. In general, data is collected on the busier roads so it would be reasonable to assume that the majority of the unmapped roads are low volume. However it is conceivable that some higher volume roads may not have been counted, therefore local knowledge has been an important component of this work.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 11 622705
Kapiti Coast District CWB Network Planning
3 Stakeholder and community engagement
A significant element of this CWB scheme has been stakeholder and community engagement. Key groups and members of the community were consulted as part of the scheme, through various media including:
Online Survey School Travel Plans College engagement
The following sections outline the data gathered from each, and where appropriate, summarised key points or finding.
3.1 Online survey An online survey “Getting around Kapiti Coast”, was undertaken for approximately six weeks (20 July 2014 to 28 August 2014), and received a total of 222 responses. It was advertised through the Council’s website, Facebook page and rates notice. The 222 responses are accepted being a high level of response and a good reflection of the public’s views (comparable surveys for other councils have rarely received such a good response).
A total of 26 questions were presented in the survey, however, respondents did not reply to those which weren’t applicable (i.e. where they don’t partake in a particular mode of travel).
Due to the high number of responses, summarised comments and trends will provide a solid view of the community’s current thoughts and expectations for travel in Kapiti on foot, by bike or horseback.
3.1.1 Key trends The following points are summarised points or trends from the survey.
The top three places (in descending order) for travel in Kapiti are Shops, Beaches and Friend’s or family’s houses. The breakdown of respondents ages are as follows.
Which category below includes your age?
Answer Options Response Percent Response Count 17 or younger 3.8% 7 18-20 2.2% 4 21-29 4.4% 8 30-39 18.7% 34 40-49 30.2% 55 50-59 21.4% 39 60 or older 19.2% 35 answered question 182 skipped question 40 When compared against census demographic data, this suggests a reasonable spread of the population. The survey was under-represented by those under 30 (10.4% of survey respondents v 32% in the population) and by those over 60 (19.2% of survey respondents v 33% in the population). The under
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 12 622705
Kapiti Coast District CWB Network Planning
representation in the younger age group was addressed by targeted consultation at the colleges and review of the school travel plans. The under representation in the older age group is perhaps reflective of access to technology (the survey was conducted online) or indicative of the fact that elderly people are less likely to walk, cycle or ride a horse past a certain age. The age group from 30-59 was over represented in the survey (70.3% of survey respondents v 35% in the population). This is not surprising as this is the age group who are most likely to cycle, walk or ride a horse independently.
3.1.1.1 Cycling
61% of respondents ride a bike Exercise and Recreation are the predominant reasons for cycling 9% of respondents cycle to school The most popular cycle destinations were Mountain bike / recreational tracks and Waikanae The three top barriers to cycling (in descending order) are: – Feeling unsafe on the road, – Insufficient cycle paths or not enough connections, and – Normally need to carry things.
3.1.1.2 Walking, running, scoot/skate (movement on footways)
76% of respondents walk, run, scoot or skate as a means of getting around the Kapiti Coast Exercise and Recreation and Dog walking are the predominant reasons for movement on foot (accounting for ~75% of responses) Recreational paths and Beaches were the most popular destinations, followed by shopping locations The main reasons for not using footpaths (in descending order are): – Insufficient footpaths or not enough connections, – Poor condition of the pavement and – Normally need to carry things.
3.1.1.3 Equestrian / Bridleways
42% of respondents ride a horse. This demonstrates the importance of horse riding in the District, however it shouldn’t be taken as indicative of actual mode share (the equestrian community is generally well organised and very positive about providing feedback to this sort of consultation process) The main reasons for not riding are: – Insufficient bridleways or not enough connections, – Feeling unsafe on the road, and – Feeling unsafe in off-road situations.
3.1.2 Respondents’ comments and feedback The previous sections’ table and bullet points highlight the overall findings of the survey excluding specific comments provided by many of the respondents. Individual comments have been excluded from reporting, as they often provide personal or subjective views (as well as being extensive for the 222 respondents). Comments and complete survey results are available to the client on request.
The subjective nature of many of the comments also provide some contradictions to the overall project approach e.g. Cyclist comments have requested paths free of horses, and equestrian users similarly request areas free of cyclists. Another example is equestrian users who wish to have paths free from unleashed dogs, whereas other equestrian users have provided positive comments on the ability to bring their dogs with them.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 13 622705
Kapiti Coast District CWB Network Planning
In response to some of the specific survey comments, it is generally unfitting to assume there will be any / many areas dedicated to a specific mode of travel. The greatest value for money will come from paths and facilities which allow all modes to share them. The “share with care” principal is applied to many areas and schemes, as it is broadly unjust to restrict specific modes from using the council’s public facilities. However, the process should take the feedback on board and encourage each of the modes to use the facilities which have been targeted to them, e.g. a recreational loop for equestrians may be proposed along the beach and through more rugged paths and terrain, which would be less conducive to cycling. It is also anticipated that there will also be a range of facilities which will be targeted towards cyclists (particularly on road facilities). As the project progresses it is anticipated Safety in Design audits will be undertaken cognisant of the feedback received on potential modal conflict.
3.1.3 Design considerations from the online survey The online survey has been vital to gauge the existing travel patterns and aspirations of the local community. The high level of response improves the spectrum of the community which is being considered, and it was extremely positive that there was solid engagement from the three modal groups.
The key themes of the online survey show three key points for infrastructure in the region.
1. Exercise and recreation are the main reasons for using many paths and facilities
2. Insufficient paths or not enough connections was a significant barrier for all three modes
3. Road based travel (cycling and equestrian movements), led many users to feel unsafe.
Some side points included maintenance items or improvement to existing facilities.
The demographic of respondents is also a key point to bear in mind when planning facilities, specifically that respondents aged 40 years or older contributed to over 70% of the responses. The high response rate from this generation implies that facilities should be suitable for all range of ages, should not have a specific focus on younger generations or be complex to navigate for elder members of the community.
The summarised tabulated survey responses are available in Appendix B.
3.2 School Travel Plans School travel plan documents were received from the following schools (via Council):
Kapanui School Kapiti School KenaKena School Paekakariki School Paraparaumu School Paraparaumu Beach School Raumati Beach School Raumati South School Te Ra Waldorf School Waikanae School
These documents provided useful information on the perceived barriers to walking and cycling in the vicinity of the schools and this has been mapped using the Google Earth mapping accompanying this document.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 14 622705
Kapiti Coast District CWB Network Planning
3.3 Consultation with Colleges Two colleges were consulted in this process, Kapiti College and Paraparaumu College. Kapiti College responded by email on 29 August 2014, and Paraparaumu College was visited on 3 September 2014 (and a meeting held with the Assistant Principal and group of students).
The following are summarised responses from the returned communication and meeting on site.
3.3.1 Kapiti College Few students are believed to arrive on bike due to the amount of traffic around the area, especially at the end of the day when primary and secondary schools finish. The amount of traffic out of Hillcrest Road and Raumati Road, along with the difficulty of getting across at the shop end of Margaret road makes it very difficult.
The school are currently working with the Ministry to purchase a block of land behind Hillcrest Road and look at making an access way from Raumati Road which would also tie in with the Raumati Beach school, allowing them to come in that way and then one way traffic flow out Hillcrest Road. This would allow for better traffic flow, and pick up/drop off points for each of accesses.
The other issue experienced is when the buses are parked at Hillcrest Road in front of a technology block, it is very hard for anyone on a bike to see down the road to determine what traffic is coming.
3.3.2 Paraparaumu College The greatest difficulty for school travel is noted at the end of the day, when the majority of students leave in a short space of time.
The following summarises comments from the school by mode of travel.
3.3.2.1 Walking It’s difficult to cross road at the roundabout of Guildford Drive / Mazengarb Road as it is very narrow currently for ~1000 students. This is noted to be a key link for the school.
When walking (and kids are pushing bikes), there is a pinch point on the northern footway by the adjacent roundabout. Ideally the footway would be widened (but it is on a bridge over a small gully). Alternatively, a path on the east of the gully to Wood Leigh (along the school boundary) would be ideal.
3.3.2.2 Cycling Students have been noted to cycle the wrong way down cycle paths to get to the crossing adjacent to the roundabout (on Mazengarb Road), as they can’t cross the road outside the school. It’s understood this may have been investigated between the school and council previously, and it was noted that there may be local by-law / ruling which would prevent a second crossing in such close proximity.
The students mentioned that buses pass close by when they are cycling (specifically on Mazengarb). It is suggested that an off-road shared path would mitigate some of these issues.
Another student commented that there is poor visibility for cyclists (on a key school route) around a bend at the transition of Otaihanga Road and Makora Road.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 15 622705
Kapiti Coast District CWB Network Planning
3.3.2.3 General comments / requested maintenance items There are good recreational paths on the northern side of Waikanae River
Mud accumulates on paths (Guildford Drive and others), and discourages students cycling as it can tarnish their uniform
Maintenance and cutting of vegetation is requested on the Waikenae estuary path (as there is difficulty seeing people ahead / around bends).
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 16 622705
Kapiti Coast District CWB Network Planning
4 Cycle infrastructure / scheme development
The findings of the stakeholder and community engagement, on site audit, and traffic and safety analysis were used in developing proposed CWB infrastructure improvements across the Kapiti. The proposed improvements were divided into three categories:
Signage and Communication Network improvements Improvements connected with the SH1 revocation.
The third category has been added to assess the infrastructure works that might constitute an off road shared path associated with the revocation of SH1. This is because Category 2 funding may be available from the NZ Transport Agency for this infrastructure should it be demonstrably economically viable.
The remit of this project is to identify and prioritise CWB improvements. These have been presented using the Google Earth maps and GIS plans that accompany this report. Therefore, detailed design or assessment has not been undertaken. Further investigation could be undertaken at a later date, if required.
4.1 Signage and Communication The consultation and site visit identified signage and wayfinding as a significant challenge and barrier to use of the network. Therefore, it is recommended that the following steps are taken as “quick wins”:
A review of signage is undertaken to identify current gaps. This should also include the development of a signage strategy. Signage for the Expressway shared path is currently being designed and it is recommended that similar style signage is adopted across the wider CWB network. Consistency in “look and feel” is important, particularly for occasional and recreational users of the network. Mapping of the district is updated to reflect recent changes to the CWB network. This could include input to the Greater Wellington Regional Council journey planner website, the Kapiti Coast District Council’s own website or paper maps to hand out at Council amenities (libraries, Council offices, schools etc). It is suggested that this mapping highlights availability of recreational loops to enforce the District’s status as a destination for recreational cyclists, walkers and horse riders. Popular recreational routes such as the Otago Rail Trail have demonstrated that the provision of high quality facilities coupled with clear wayfinding and mapping can be a significant generator of tourism revenue. Kapiti District has the potential to attract a significant number of recreational walkers, cyclists and horse riders and therefore it is recommended that a Communications and Marketing strategy be considered.
4.2 Network Improvements The overall aim of this project was to identify an aspirational future CWB network. Inevitably this has included the identification of some more significant schemes that are more technically challenging and/or change road user behaviour. The schemes aim to create new links, improve existing links or improve infrastructure such as intersections, roundabouts and pedestrian crossings. Separate schemes have been identified (based on consultation feedback, local knowledge or site visits) for cyclists, pedestrians and horse riders. In some cases, the schemes overlap and this is reflected in the overall evaluation. It is important to note, however, that it is not always desirable (on safety grounds) for pedestrians, cyclists and horse riders to share the same infrastructure.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 17 622705
Kapiti Coast District CWB Network Planning
A multi-criteria analysis (MCA) was used to determine those which would gain the greatest benefit, for the target users for the most economical cost. Due to the number of projects identified and the stage of the project, detailed costing of options was not undertaken.
4.2.1 MCA An MCA was carried out on each of the proposed connections, with 6 primary criteria used. Tables 4.1, 4.2, and 4.3 present the evaluation criteria for cycling improvements, walkway improvements and bridleway improvements respectively.
Table 4.1 - Cycleway MCA Criteria
MCA Criteria
Safety Delivers few safety benefits. Some safety issues for Higher safety benefit due to Already relatively safe for users, particularly less mitigation of risk for all most users. Typically a low confident recreation or users including confident volume, lower speed traffic school users. Typically a cyclists. Typically a higher environment low to medium volume volume and/or higher speed route and lower speed environment environment Directness Indirect route point to point Some minor diversion by Direct online route between resulting in a longer travel generally along the most key destinations such as distance for users. Typically direct route. Typically may town centre/public transport an offline route which has include sections where or has direct links to other more direct alternatives. there is a need to give way key parts of the cycle May only be suitable as a to traffic network with onward recreational route destinations Connectivity Typically does not form a Typically may form a key Typically may form a part of key connection to part of connection to part of the a key connection between the wider cycle network, or wider cycle network or multiple destinations on the forms a direct connection to forms a direct connection wider cycle network limited destinations. May from a key destination at also be other parallel one end (e.g. Expressway routes. May form part of a shared path to recreational recreational loop route) Anticipated Usage Recreational use only, Combination of some Combination of use. Heavily typically light weekend and recreational commuting and used by commuters evening use school use typically on routes to shopping and employment areas and public transport Cost of Facility High Cost >$250k Medium Cost $100k - Lower cost <$100k $250k Fundability Low likely project benefit, Medium likely project High likely project benefit, little scope for funding from benefit, limited scope for potential for funding from alternative sources funding from alternative alternative sources. sources
Table 4.2 - Walkway MCA Criteria
MCA Criteria
Safety Delivers few safety benefits. Some safety issues for Higher safety benefit due to Already relatively safe for users, particularly elderly, mitigation of risk for all most users. Typically a low school children or mobility footway users. Typically a
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 18 622705
Kapiti Coast District CWB Network Planning
MCA Criteria
volume, lower speed traffic impaired. Typically a low to higher volume and/or higher environment medium volume route and speed environment, or lower speed environment where there is reduced visibility and/or crossing opportunity Directness Indirect route point to point Some minor diversion by Direct online route between resulting in a longer travel generally along the most key destinations such as distance for users. Typically direct route. Typically may town centre/public transport an offline route which has include sections where or has direct links to other more direct alternatives. there is a need to cross key parts of the network May only be suitable as a busy roads with onward destinations recreational route Connectivity Typically does not form a Typically may form a key Typically may form a part of key connection to part of connection to part of the a key connection between the wider network, or forms wider network or forms a multiple destinations, a direct connection to direct connection from a including controlled limited destinations. May key destination at one end crossings also be other parallel (e.g. Expressway shared routes. May form part of a path to recreational route) recreational loop Anticipated Usage Recreational use only, Combination of some Combination of use. Heavily typically light weekend and recreational commuting and used by commuters evening use school use typically on routes to shopping and employment areas and public transport Cost of Facility High Cost >$250k Medium Cost $100k - Lower cost <$100k $250k Fundability Low likely project benefit, Medium likely project High likely project benefit, little scope for funding from benefit, limited scope for potential for funding from alternative sources funding from alternative alternative sources. sources
Table 4.3 - Bridleway MCA Criteria
MCA Criteria
Safety Delivers few safety benefits. Some safety issues for Higher safety benefit due to Already relatively safe for users particularly on local mitigation of risk for all most users. Typically an off roads, or low volume routes equestrian users. Typically street environment with a higher volume and/or limited expected conflict higher speed environment, or where modal conflicts are more likely Directness Indirect route point to point Some minor diversion by Direct online route between resulting in a longer travel generally along the most key destinations and distance or inconvenient convenient/desirable route. attractors, linking rural and route for users. Typically may include urban areas with beaches sections where there is a need to cross busy roads Connectivity Typically does not form a Typically may form a link in A key link in a recreational key connection or doesn’t a recreational loop which, loop which will unlock new add to an existing when complete, enhances options for equestrian recreational loop the overall experience activity Anticipated Usage Light recreational use only Moderate recreational use High level of expected use
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 19 622705
Kapiti Coast District CWB Network Planning
MCA Criteria
in the evenings or weekends which may link places of equestrian interest Cost of Facility High Cost >$250k Medium Cost $100k - Lower cost <$100k $250k Fundability Little scope for funding from Limited scope for funding High likely project benefit, alternative sources from alternative sources potential for funding from alternative sources.
It is important to note that the factors within each criteria are moderately subjective, as different stakeholders will have different levels of enthusiasm and passion for their suggested scheme. It must therefore be acknowledged that the MCA will not provide an absolute list of schemes.
Each of the High, Medium and Low scores for a particular scheme were converted to respective scores of 3, 2 and 1. The scores for each scheme were used to inform an overall indication of very high, high, medium, low and very low priority improvements. No attempt has been made to weight particular criteria.
4.2.2 Significant schemes proposed The option identification process has been based on the feedback received from the community consultation, the site based audits, and local knowledge. A number of schemes have been proposed for cycleway, footpath and bridleway improvements:
85 Cycleway or shared path (i.e. multiple user) schemes 13 Dedicated Walkway schemes 7 Dedicated Bridleway schemes
The cycleway and walkway schemes have been categorised depending on whether they cater for commuters, school users or recreational users. Bridleway schemes have all been assumed to be recreational. The overall strategy has been influenced by the following basic premises:
Commuter routes are focused on the railway stations and town centres. Commuters wish to take the shortest path to get to their destination. School routes are focused on the schools and colleges and have been created based on feedback received from the school travel plans and the consultation with the colleges. School children wish to take the shortest (preferably) off road path to get to their destination. School routes, however, also need to be designed with personal security in mind. Recreational routes cater for a mixture of users – cyclists using road bikes and mountain bikes, walkers and horse riders. Ideally they form loops.
The schemes identified are made up of a combination of brand new connections, improved existing connections and enhanced road crossings. Section 4.3 specifically lists those options considered to constitute part of the SH1 revocation route.
4.2.2.1 New Connections The following new cycling connections have been identified including:
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 20 622705
Kapiti Coast District CWB Network Planning
New off road shared path connecting the Otaki river path with Riverbank Road (removing the need for cyclists to use the State Highway to complete a recreational loop. On road cycle lanes along Rauparaha Street and Te Moana Road (2 links) connecting the Kapiti Coast Cycleway with the expressway shared path at Te Moana Road. On road cycle lanes along Park Avenue between Te Moana Road and Ngarara Road. Park Avenue is forecast to experience an increase in traffic post expressway construction and it forms a key link to Waikanae Town Centre and Kapanui School On road cycle lanes along Ngaio Road between Ngarara Road and Waikanae Town Centre (old SH1). Ngaio Street is likely to become the Waikanae “Main Street” in the future On road cycle lanes along Miro Street between Ngaio Road and Rimu Street providing connections to Waikanae Town Centre and schools Off road shared path parallel to Te Moana Road connecting the Waikanae River path at Maple Lane with Ngarara Road. This will be a mainly recreational track On road cycle lanes along Ngarara Road between Park Avenue and Te Moana Road Off road shared path along the sea wall between Garden Road and (approximately) The Esplanade. This would become part of the Kapiti Coast Cycle route, but would likely require an upgrade to the sea wall. On road cycle lanes along Ratanui Road to connect Otaihanga Road with Mazengarb Road. This may warrant a crossing facility at the Ratanui Road/Mazengarb Road intersection. Off road cycle track through Mazengarb reserve to connect Realm Drive to Mazengarb reserve car park (and shared path beside the stream) Off road shared path running parallel to Raumati road between the expressway shared path and Rosetta Road. On road cycle lanes along Rosetta Road between Matatua Road and Garden Road. On road cycle lanes along Hillcrest Road North between Raumati Road and Menin Road On road cycle lanes along Hillcrest Road between Menin Road and Poplar Avenue. This would include an additional crossing point across Poplar Avenue to connect with the Queen Elizabeth Park cycle routes On road cycle lanes along Harry Shaw Way to connect the expressway shared path with Hillcrest Road North On road cycle lanes along Menin Road to connect Hillcrest Road North with the Kapiti Coast Cycle route Off road shared path running parallel to Poplar Avenue to connect the expressway shared path to Te Ra Waldorf School
The full list of connections is included in Appendix C. New pedestrian connections have also been identified, in addition to the shared path connections identified in the list above:
Recreational footpath connection between Peka Peka Beach and Waikanae Beach Recreational footpath connection between Te Horo and Te Horo Beach Recreational loop track around Peka Peka beach Off road footpath between Leinster Avenue and Raumati school to avoid Poplar Avenue
New bridleway connections have also been identified, principally to help form recreational routes:
Peka Peka to Peka Peka beach bridleway Equestrian link from the M2PP shared path (assuming this is available for equestrian users) and Paraparaumu beach (a bridleway running past the airport boundary) Waikanae loop – utilising a section of the M2PP shared path, a recreational loop can be created utilising the north bank of the Waikanae River and the beach Waikanae beach car park extension – an extension to the car park would be warranted to provide more capacity for horse floats.
It is important to note that a number of these schemes may be multi modal (i.e. cater for pedestrians, cyclists and horses). Although this could be perceived as a benefit (through maximising demand/utilisation), it is
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 21 622705
Kapiti Coast District CWB Network Planning
recommended that this is reviewed as projects develop as multi modal conflict can be a safety risk. The consultation process identified this, particularly in the context of equestrian activity as horses can be frightened by cyclists or in proximity to heavy/load traffic. A Safety in Design audit should be undertaken at the appropriate time to address this.
4.2.2.2 Improved Existing Connections The following improved existing cycling connections have been identified including:
Creation of an off-road shared path parallel to Marine Parade in Otaki so that vulnerable cyclists do not have to cycle on road. Improved facilities along Te Moana Road. Upgrade of current shoulder to provide improved on road provision for cyclists between the expressway shared path and the old SH1 Improved facilities along Manly Street. This is currently marked as the Kapiti Coast Cycle Route, however no dedicated facilities are provided. Cycle lanes are recommended between Nuhaka Place and Kapiti Road Upgrade of existing footpath past boating lake and childrens play area in Paraparaumu Beach to become shared path. This would become part of the Kapiti Coast Cycle Route. Improved facilities along Marine Parade. This is currently marked as the Kapiti Coast Cycle Route, however no dedicated facilities are provided. Cycle lanes are recommended between Tahi Road and Matatua Road Improved off road shared path parallel to Otaihanga Road between the old State Highway (new roundabout) and the expressway shared path Improved off road shared path parallel to Otaihanga Road between the expressway shared path and Ratanui Road Improved (widened) off road shared path parallel to Mazengarb Road between Stella Crescent and the expressway shared path Upgrade short section of footpath outside Paraparaumu College to be shared path Improvements along Kapiti Road to achieve consistency of treatment between Rimu Road and Marine Parade. Ideally (corridor width permitting) this should be a dedicated off road shared path, coupled with on road cycle lanes for commuters Improvements along Rimu Road between Raumati Road and Kapiti Road. The nature of these improvements will be determined by the Town Centres and Connectors study, however it is anticipated that it will constitute improved connections for cyclists and pedestrians coupled with reduced traffic flows. Further design of the corridor (including corridor cross sections) will determine the exact nature of the treatment. It is also worth noting that the Town Centres project is considering the construction of a new link road (connecting Kapiti Road with either Ihakara Street or Rimu Road). It is anticipated that this may also include enhancements to the CWB network (and facilitate the downgrading of Rimu Road)
The full list of improvements is also contained within Appendix C. Enhanced existing pedestrian connections have also been identified, in addition to the shared path connections identified in the list above:
Provision of a footpath on the western side of Rosetta Road (to complement the existing footpath on the eastern side) Enhanced (or new) crossing of the old SH1 in front of the railway station in Paraparaumu
4.2.2.3 Improved crossings An important component of improvements to the walkway network is enhanced crossing provision. Higher volume roads (as well as rivers and railway lines) often create severance and pose a safety risk to users. Therefore, crossing improvements have been identified for the following locations:
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 22 622705
Kapiti Coast District CWB Network Planning
Rosetta Road – between Gordon Road and Aotea Road Enhanced (or new) crossing of the Otaki River Crossing of the Expressway near Makarini Street Mid block pedestrian crossing on Rimu Street, Waikanae Ngarara Road, Waikanae – at Park Avenue intersection Crossing of the railway line (and County Road) at Rahui Road Guildford Drive signalised crossing (at Beachwater Grove)
4.3 Off Road SH1 Revocation options As part of the revocation of SH1, an opportunity exists to provide improvements to the CWB network. There are a number of components to this, but the opportunity principally consists of online improvements along SH1 (on road cycle lanes, footpaths) plus off line connections providing alternative off road links and connections to the M2PP expressway shared path. This study has assumed that any online improvements are a given and therefore have not been itemised separately. As part of the SH1 revocation agreement, the following provisions will be made (category 1 works):
1.5m wide cycle lanes where the traffic speed is less than 80kph 2.0m wide cycle lanes where the traffic speed is greater than, or equal to 80kph
It is worth noting that in certain locations along the corridor it will not be possible to achieve on road provision (particularly at the railway bridges). Additional provision is made in the town centres and at major road crossings. The revocation agreement also sets out a second category of works (category 2) providing off road cycling and walkway links in the vicinity of the existing SH1. As part of the revocation agreement, 50% of funding is available from the Transport Agency, assuming a BCR greater than 1.1 can be demonstrated. The following specific connections have been identified to be assessed as potential off road SH1 revocation options:
Off road shared path connecting Waikanae Town Centre with Waikanae North (along Parata Street) Off road shared path connecting Te Moana Road, Ngaio Road and Waikanae Train station. Off road shared path connecting Waikanae Town Centre with the Waikanae River route. Off road shared path and on road connections along King Arthur Drive connecting the Waikanae River route with Otaihanga Road (and the Kiwirail shared path) Off road shared path through Howarth Block (associated with the proposed development in this location) On road link along Awatea Avenue connecting Waterstone Avenue with Kapiti Road. This is a quiet residential road so the treatment is likely to be limited to wayfinding/signage. Off road shared path parallel to SH1 between Kapiti Road and Ihakara Street complementing (or replacing 3) the proposed on road connection. Will require crossing provision across Ihakara Street Off road shared path parallel to SH1 between Ihakara Street and Raumati Road complementing the proposed on road connection. Will require crossing provision across Raumati Road Off road shared path parallel to SH1 between Raumati Road and Leinster Avenue complementing the proposed on road connection and new pedestrian/cycle bridge that is being constructed by the M2PP expressway project. Off road shared path connecting SH1 to the expressway shared path running parallel to Raumati Road Crossing of old SH1 at Amohia Street (near the current rail overbridge) Crossing of old SH1 between Coastlands and Paraparaumu Rail Station (assumed to be a raised table)
3 It should be noted that it may not be desirable to replace on road with off road connections as they cater for separate types of users. Commuters tend to prefer on road facilities.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 23 622705
Kapiti Coast District CWB Network Planning
NZ Transport Agency funding is, however, not limited to works identified as “category two” under the revocation agreement. Part funding is theoretically available for any scheme where there is a demonstrable benefit.
4.3.1 Projects for Design under SH1 Revocation Listed below are projects located within the existing SH1 corridor that could be designed under the SH1 revocation scheme.
The components of the CWB off road route that could sit within the revocation design are:
Waikanae Town Centre – Ngaio Road to Te Moana Road shared path (estimated cost - $200-300k) Waikanae Town Centre – Te Moana Road to Waikanae River shared path (estimated cost - $200-300k) Amohia Street pedestrian crossing (estimated cost - $20-30k) Paraparaumu Town Centre – Kapiti Road to Ihakara Street shared path (estimated cost $500-700k) Ihakara Street to Raumati Road shared path (estimated cost $400-600k) Raumati Road to Leinster Ave shared path (estimated cost $600-850k) Coastlands raised table (estimated cost $100-200k)
Therefore the additional links that create an off road connection parallel to the existing State Highway, but not within the corridor from a design perspective include:
Waikanae River to Otaihanga Road connection – combination of on and off road links (estimated cost $50-150k) Waterstone Ave to Kapiti Road Connection – signage and wayfinding only (estimated cost $5-10k) Ngaio Road to Waikanae North – off road shared path along Parata Street (estimated cost $500-700k)
This gives a range of $2.6m to $3.8m. Further refinement (and confidence) of these costs will come during the design phases. There should be cost efficiencies associated with wrapping some of the “within corridor” links into the revocation design.
4.3.2 Peka Peka to North of Otaki Revocation options In addition to the Mackays to Peka Peka section, the Kapiti expressway also includes a section from Peka Peka Road to Taylors Road (north of Otaki). This section is also likely to be subject to a revocation agreement. At the stage, the following components of the CWB network are assumed to be included in this section:
Uniform shoulder between Greenhill Road and Peka Peka Road on old SH1 (which will become a local road) for on road cyclists; An on-road facility along old SH1 north of Te Kowhai Road Parallel with the new expressway as far as Mary Crest. This is likely to consist of on road shoulders but may also include an off road shared path; A dedicated CWB facility along old SH1 between Mary Crest and Otaki River on the Western side of the existing SH1 pavement. This may be a separated facility but the existing shoulders will need to be fit for cycling in a 100kmhr zone; Improvements to pedestrian and cycling facilities over the Otaki river; and Otaki River to Otaki Town centre 50km/hr (cycle lanes) moving into 30km/hr slow zone between Warenga Rd and Rahui Road.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 24 622705
Kapiti Coast District CWB Network Planning
4.4 Evaluation of options All schemes have been assessed against the MCA framework described above. It is important to note that the assessment is largely qualitative and highly subjective. Nevertheless it forms a basis for discussion. As a result of the evaluation the options have been ranked as high priority, medium priority, and low priority. This isn’t to suggest that the lower priority options should be discarded – all of the options have merits and help to assist the creation of a connected CWB network. The higher priority options, however, are likely to deliver more immediate benefit, or address a particular identified need.
4.4.1 Economic Evaluation A high level economic evaluation has been undertaken, consistent with Worksheet SP11 (Walking and Cycling) of the Economic Evaluation Manual (EEM), as developed by the NZ Transport Agency. Due to the stage of the work, this is only intended to be indicative. Further design is warranted to refine the cost estimate and develop a more robust understanding of benefits. The economic evaluation has been undertaken cognisant of the following:
Cost has been estimated based on a function of link length and link type. It does not take into account site specific issues/constraints. A single cost figure has been used and this is assumed to encapsulate all costs over the 40 year evaluation period. No Present Value Cost of not doing anything has been assumed. In a full economic evaluation this would be incorporated to reflect the fact that some maintenance would be carried out regardless. For the purposes of economic analysis, Present Value Benefits are made up of three main components – travel time cost savings, facility benefits and crash cost savings. Calculating travel time savings assumes the new route is shorter than the previous options. For the options identified in this project, this may or may not be the case, however a more detailed level of analysis would be required to understand the origins, destinations and routes taken by pedestrians and cyclists. Therefore, as a conservative assumption a $0 value has been assumed for all travel time savings. Crash cost savings are calculated by assessing the likely reduction in crashes (by type and severity) for the particular piece of infrastructure. This would typically be undertaken at a later stage in the design process once the design is further developed. For the purposes of this analysis, crash cost savings have been included where greater separation along a corridor is achieved. It is important to note that this is a simplification and there are a number of schools of thought regarding the impact of investment in the CWB network and crash rates. Studies from Canada, for example, suggest that crash rates will increase on shared paths where there is a significant risk of conflict between pedestrians and cyclists. This will be considered further as the project progresses Health and environment facility benefits are calculated as a function of the length of the new facility and the likely number of new users (coupled with an annual growth rate). Demand for the facility has been estimated based on the surrounding catchment, likely ridership levels and professional judgment. There is naturally an element of crystal ball gazing in this, and the estimates will be refined as the projects progress.
The output from this analysis is a high level Benefit Cost Ratio and this has been used to provide the “fundability” score in the MCA. It has also been used to assess whether the Category 2 revocation schemes might be worth considering further in terms of eligibility for NZ Transport Agency funding. As the focus of this study has been the development of a strategic network, the level of design does not permit a comprehensive economic assessment at this stage. Therefore, these initial BCRs should not be relied upon rather be indicative of the likely fundability of the options.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 25 622705
Kapiti Coast District CWB Network Planning
4.4.2 Option Evaluation and priority list The prioritisation list is presented as Appendix C. Furthermore, Appendix C also provides a summary of the economic analysis (in terms of high level costs and indicative BCRs – where estimates have been possible). The highest scoring options, and therefore those most warranting immediate further investigation are as follows (in no particular order):
The off road revocation options (as shown in Appendix C). In total, the high level cost estimate for the category two revocation options is just under $4m. The high level BCR for the same options is 2.2 suggesting that NZ Transport Agency funding may be available. Ngaio Road cycle lanes (key connection to Waikanae Town Centre) (considered as part of the Town Centres and Connectors study) Rimu Street pedestrian crossing Off road shared path connecting expressway shared path with Raumati beach (parallel to Raumati Road) Section of shared path along Mazengarb Road outside Paraparaumu College Kapiti Road walking and cycling improvements (considered as part of the Town Centres and Connectors study) Cycle lanes around the Guildford Drive/Te Roto Drive intersection Signage, marketing and communication strategy
Other high scoring options include:
Te Moana Street shared path connecting the expressway shared path with quiet residential streets and the Kapiti Coast Cycle route Rimu Road and paraparaumu town centre CWB improvements (considered as part of the Town Centres and Connectors study) Park Avenue improvements Connections to the Expressway shared path at Harry Shaw Way and Poplar Avenue Menin Road cycle lanes – providing key connection between expressway shared path and Kapiti Coast cycle route Raumati South School footpath to allow students to avoid Poplar Avenue Ngarara Road pedestrian crossing Waikanae bridleway loop
The full prioritisation list and draft implementation plan is included in Appendix C. It is recommended that this priority list is reviewed on an ongoing basis. No options should be discounted at this stage, however the priority rating is likely to have an impact on any implementation plan developed.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 26 622705
Kapiti Coast District CWB Network Planning
5 Summary and conclusions
The Kapiti Coast District CWB Network Planning process has evaluated the needs and desires of local users of the CWB network and stakeholders, and produced a strategic plan for a comprehensive CWB network across the district. The plan has been produced with the aim of improving safety, accessibility and uptake of walking, cycling and horse riding.
It is possible that some of the options may not be completely compatible with all other transport modes, however, they provide a base from which compromises and design refinements can be made.
5.1 Summary The network planning methodology has had a significant focus on gauging stakeholder concerns and comments about the future infrastructure for the district. It will be invaluable for reviewing local infrastructure concerns and comments for some years to come.
In the context of this project, the data received from stakeholders, the community, Council and site visits has been used to target locations for improvements, however, like all local engagement it is subjective and open to individual interpretation. The intention was to produce a network providing safe and efficient routes for commuters and school children, as well as interesting and attractive routes for recreational users.
Approximately 100 separate schemes have been identified as part of this study, and a high level evaluation process has been undertaken to determine relative levels of priority. The highest priority connections are generally those that are eligible for partial NZ Transport Agency category 2 funding associated with the revocation agreement. These include the connections through the two town centres (particularly the link between Kapiti Road and the Leinster Avenue walking/cycling bridge) as well as links to the new expressway shared path.
5.2 Further Investigation The next stage of this study will include the following tasks:
Refinement of the implementation plan Design work and further evaluation (including economic evaluation) for the top priority improvement options to inform a Programme Business Case Safety in Design risk assessment once designs are progressed Further community and stakeholder consultation Identification of quick wins – including a signage and marketing strategy More detailed assessment of the CWB network within Paraparaumu and Waikanae town centres (and how this fits into the Town Centres project) Design of the component associated with the revocation of SH1 (particularly those elements within the existing SH1 corridor).
5.3 Conclusion It is envisaged that the outputs from this study will be considered further by Council, and recommendations will be made as to which options are the strongest candidates for further analysis.
Firstly, some of the more straight-forward minor works may be implemented with relatively little additional design or as maintenance items. In many cases the minor works suggest improved directional signing, or limited link and/or access improvements throughout the area.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 27 622705
Kapiti Coast District CWB Network Planning
For more significant schemes the next stage of the process will be for designs to be developed for consultation with Council and applicable stakeholders and members of the community.
Once designs are approved in concept, it is expected that feasibility and detailed designs be produced. Feasibility designs will ensure that design features are checked and can be accommodated on-site, such as available lane widths, vehicle tracking, drainage, parking relocations etc. Feasibility drawings should be of a level expected to be suitable for road safety auditing (should one be required at the council’s request). Progressing from a road safety audit and suitable designer responses, detailed design drawings may be produced in preparation for construction / implementation.
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 28 622705
Kapiti Coast District CWB Network Planning
Appendix A – Existing cycle environment map
See Google Earth Layers
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 29 622705
Kapiti Coast District CWB Network Planning
Appendix B – Stakeholder Engagement Report
Which category below includes your age?
Answer Options Response Response Percent Count
17 or younger 3.8% 7 18-20 2.2% 4 21-29 4.4% 8 30-39 18.7% 34 40-49 30.2% 55 50-59 21.4% 39 60 or older 19.2% 35 answered question 182 skipped question 40
In Kāpiti, what places do you most often travel to and from?
Answer Options Response Response Percent Count
Schools 36.2% 79 Sports centres 20.6% 45 Church 4.1% 9 Train station 27.5% 60 Shops 74.3% 162 Friend's or family's houses 56.4% 123 Parks 52.3% 114 Beaches 63.8% 139 Work 47.2% 103 Other (please specify) 34 answered question 218 skipped question 4
Do you ever ride a bike?
Answer Options Response Response Percent Count
No 39.4% 87 Yes 60.6% 134 If yes, how often 123 answered question 221
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 1 622705
Kapiti Coast District CWB Network Planning
skipped question 1
Why do you cycle? Select as many as are relevant to you
Answer Options Response Response Percent Count
Exercise 86.7% 111 Recreation 85.2% 109 Shopping 20.3% 26 Going to work 20.3% 26 Going to school 9.4% 12 To do errands 29.7% 38 Other (please specify) 14 answered question 128 skipped question 94
If you cycle, what is the main reason?
Answer Options Response Response Percent Count
Exercise 45.1% 55 Recreation 33.6% 41 Shopping 4.1% 5 Going to work 7.4% 9 Going to school 2.5% 3 To do errands 7.4% 9 Other (please specify) 11 answered question 122 skipped question 100
Where do you mostly cycle to? Select as many as are relevant to you.
Answer Options Response Response Percent Count
Work place 16.7% 21 School 7.9% 10 Train station 9.5% 12 Shops 29.4% 37 Mountain bike/recreational tracks 46.0% 58 Paraparaumu 33.3% 42 Waikanae 42.9% 54 Ōtaki 27.8% 35 Raumati 31.7% 40 No set destination/ recreational outing 39.7% 50 Other (please specify) 25
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 2 622705
Kapiti Coast District CWB Network Planning
answered question 126 skipped question 96
Where do you mostly cycle from?
Answer Options Response Response Percent Count
Home 96.1% 122 Work 3.9% 5 Other (please specify) 4 answered question 127 skipped question 95
Are there any barriers to you cycling more often? Choose up to three
Answer Options Response Response Percent Count
Feeling unsafe on the road (danger from traffic) 68.8% 110 Feeling unsafe in off-road situations (e.g. tracks, car 10.6% 17 parks, driveways) Poor condition of the road/tracks 23.8% 38 Insufficient cycle paths or not enough connections 51.3% 82 Insufficient facilities (e.g. cycle parks, changing facilities) 16.3% 26 Fitness level 11.9% 19 Inconvenient location of tracks 11.9% 19 Normally need to carry things (e.g. groceries, equipment, 23.1% 37 children, computer) Can’t take a bike on the next stage of the journey (e.g. 18.1% 29 train) Time of the year (e.g. winter is too cold, summer is too 17.5% 28 hot) Other (please specify) 30 answered question 160 skipped question 62
Do you ever walk, run, or scoot/skate, as a way of getting places?
Answer Options Response Response Percent Count
No 23.7% 46 Yes 76.3% 148 If yes, how often 110 answered question 194 skipped question 28
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 3 622705
Kapiti Coast District CWB Network Planning
For what activity do you use the above mode/s of transport? Select as many as are relevant to you Answer Options Response Response Percent Count Exercise 80.1% 117 Recreation 73.3% 107 Shopping 34.9% 51 Going to work 15.1% 22 Going to school 14.4% 21 To do errands 32.2% 47 Dog walking 34.2% 50 Other (please specify) 15 answered question 146 skipped question 76
If you do walk, what is the main reason?
Answer Options Response Response Percent Count Exercise 25.2% 35 Recreation 25.9% 36 Shopping 5.8% 8 Going to work 5.8% 8 Going to school 5.0% 7 To do errands 7.2% 10 Dog walking 25.2% 35 Other (please specify) 10 answered question 139 skipped question 83
Where do you walk to? Select as many as are relevant to you.
Answer Options Response Response Percent Count Work 11.1% 16 School 18.8% 27 Train station 18.1% 26 Bus stop 18.1% 26 Shopping 36.8% 53 Recreational paths 59.0% 85 Paraparaumu 27.8% 40 Waikanae 28.5% 41 Ōtaki 18.8% 27 Raumati 24.3% 35 Beach 59.7% 86 No set destination/ recreational outing 35.4% 51 Extracurricular activities (e.g. scouts, church, sports etc) 5.6% 8 Other (please specify) 22
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 4 622705
Kapiti Coast District CWB Network Planning
answered question 144 skipped question 78
What are the main reasons why you don’t use the footpaths at the moment? Choose up to three Answer Options Response Response Percent Count
Feeling unsafe (danger from traffic, driveways etc) 19.8% 21 Poor condition of the pavement 34.9% 37 Insufficient footpaths or not enough connections 39.6% 42 Too time consuming 19.8% 21 Level of fittness 7.5% 8 Hassle to get to a place where one can walk 11.3% 12 Normally need to carry things (e.g. groceries, equipment, 21.7% 23 children, computer) Time of year (e.g. winter is too cold, summer is too hot) 17.0% 18 Other (please specify) 28 answered question 106 skipped question 116
Do you ever ride a horse?
Answer Options Response Response Percent Count
No 58.3% 112 Yes 41.7% 80 If yes, how often 73 answered question 192 skipped question 30
Where do you typically ride a horse from?
Answer Options Response Response Percent Count
Home 48.5% 33 Horse paddock 51.5% 35 Other (please specify) 22 answered question 68 skipped question 154
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 5 622705
Kapiti Coast District CWB Network Planning
What are main reasons why you don’t ride more at the moment? Choose up to three
Answer Options Response Response Percent Count
Feeling unsafe on the road (danger from traffic) 83.3% 65 Feeling unsafe in off-road situations (e.g. tracks, car 48.7% 38 parks, driveways) Poor condition of the road/tracks 19.2% 15 Insufficient bridleways or not enough connections 92.3% 72 Insufficient facilities (e.g. changing facilities) 20.5% 16 Fitness level 1.3% 1 Inconvenience to get to a place where one can ride 33.3% 26 Time of the year (e.g. winter is too cold, summer is too 3.8% 3 hot) Other (please specify) 12 answered question 78 skipped question 144
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 6 622705
Kapiti Coast District CWB Network Planning
Appendix C – Prioritised List of Options and Implementation Plan
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 1 622705
High Level Route From To Length (m) Current facility Proposed Facility Traffic Density Comment Estimate $ Indicative BCR Priority 0,000s/M On road cycle lanes. (from exisitng off road cycle link between Ngarara road and Ngaio road). Part of route Waikanae Town Ngaio Road Ngarara Road 1100 None On Road cycleway Low between M2PP and Waikanae town centre. Will require 100-200 2.3 1 Centre crossing improvements at Miro Street and consideration of parking bays Off Road shared use path providing links between Te Moana and Ngaio road and Waikanae train station. Will SH1 Revocation require an improvement to existing mid-block signalised Route - Main Ngaio road Te Moana road 310 None Off Road cycleway Low 200-300 2.2 1 crossing. Will also require rationalisation of cross- Road section/parking outside shops
Off road shared use cycleway providing link between waikanae town centre and waikanae river SH1 Revocation Waikanae Town Waikanae river Off Road shared cycle route. (It is understood cycle provision at the Route - Main 380 None High 200-300 1.6 1 Centre route path bridge over the waikanae river is already proposed Road as part of M2PP). Crossing facilities at Te Moana road signals required. On/Off road cycle route between Otaihanga Road and SH1 Revocation Waikanae river Off Road/ On Waikanae River cycle route. Anticipated users Route - King Otaihanga Road 1530 None Low 50-150 4.1 1 route Road facility commuter and recreational. Crossing facilities required Arthur Drive at Otaihanga road. SH1 Revocation Waterstone ave to Kapiti Road - Quiet Streets way Waterstone ave Kapiti Road 2270 None Mixed Low/Medium 5-10 45.1 1 Route finding only SH1 Revocation Off road shared use route providing links to Off Road shared Route - Main Kapiti Road Ihakara Street 930 None High Paraparaumu Town Centre and station. Also requires 500-700 2.7 1 path Road crossing facilities at Ihakara Street SH1 Revocation Shared use Route - Amohia Old SH1 Old SH1 100 None High Crossing of old SH1 near existing rail overbridge north of 400-600 1 1 crossing Street crossing Paraparaumu Town Centre SH1 Revocation Off road cycleway providing link between Ihakara Street On road cycle Off road shared Route - Main Ihakara Street Raumati Road 710 High and Raumati Road. Also requires crossing facilities at 400-600 1.9 1 lane path Road Raumati road SH1 Revocation On road cycle Off road shared Route - Main Raumati Road Leinster Ave 1100 High Off road cycleway providing link between Raumati Road 600-850 1.6 1 lane path Road and Leinster Ave. Requires connectivity to Leinster ave Paraparaumu Existing shared Off Road Shared Provide improved route to Paraparaumu College along College Shared Guildford Drive path on 500 None High 350-500 2.3 1 Path Mazengarb Road Path Mazengarb SH1 Recovation Improvements to SH1/Otaihanga Off Road shared Improve existing facility between SH1 and M2PP on Route - Otaihanga M2PP 860 off road shared Medium 100-150 2.3 1 Road Roundabout path Otaihanga road Road path Paraparaumu Off Road Shared Mazengarb Road Mazengarb road 100 Footpath High Provide link on north eastern corner outside school 50-100 1.6 1 High school path Off road shared use facility in addition to on road cycle On road cycle Off Road Shared Kapiti Road Larch Grove Rimu Road 380 High lanes to link existing at Larch Grove to Paraparaumu 200-300 2.1 1 lane path Town centre and Train Station Te Roto Extension of existing cycle lanes around the corner to Drive/Guildford Te Roto Drive Guildford Drive 100 None On Road cycleway High 5-10 11.7 1 provide improved protection for cyclists Drive Intersection SH1 Revocation Off Road Shared Cycle lanes connecting Waikanae Town Centre with Route - Parata Ngaio road Waikanae North 1800 None Low 500-700 3 1 Path Waikanae North (and associated CWB network) Street 622705
KCDC CWB Web KCDC Website KCDC Website N/A N/A N/A N/A Modern web presence 1 presence CWB Marketing of tourist route and all things CWB eg aerial communications KCDC Website KCDC Website N/A N/A N/A N/A video promo of CWB facilities, improved signage, 1 and marketing updated brochure ectjhgkjhg SH1 Revocation Design and location to be led from Reserve Off Road shared Route - Howarth Howarth Block Turf Farm None None Management Plan. Could be part of off road SH1 1 path Block CWB revocation route Off road shared use facility on high volume section of Te Rauparaha Street M2PP (Te Moana Off Road shared Moana Road between recreational Rauparaha Street Te Moana Road 370 None High 100-200 1.5 2 recreational route Road) path route to M2PP. Anticipated users recreational and commuter
Low volume (although will increase post Expressway) commuter route from Te Moana road M2PP (Te Moana Park Ave Ngarara Road 1450 None Off road cycleway Low to Ngarara Road. Requires crossing improvements 400-600 1 2 Road) on Ngarara Road. Forms part of route to Waikanae shopping area from M2PP and Kapanui School. May require some parking bays
Off Road shared use link from waikanae river route to Waikanae river Off Road shared Te Moana Road Ngarara Road 140 None High Ngarara Road and to proposed cycle route on Park Ave 100-150 0.8 2 route path (via Maple Lane). Anticipated users recreational, will require crossing facilities. M2PP (Te Moana Signage and Road Te Moana Road Main Road 2830 Shoulder High 20-30 38.1 2 Road) Markings On road marking and signage upgrades Off Road Shared Shared path running beside Weka Park to provide key Weka Park Tui Road Weka Road 250 Park None 50-100 2.9 2 Path community connection Slow zone through Raumati South Town Centre to Poplar Avenue Matai Road Rosetta Road 850 None 30kph slow zone Medium 100-150 6.6 2 provide a safer environment for pedestrians and cyclists Improvements to Off Road shared Improve existing facility between M2PP and Ratanui Otaihanga Road M2PP Ratanui Road 640 off road shared Medium 100-150 1.7 2 path Road on Otaihanga road path Provide a link between existing off road facilities on 500 east of Ratanui road to Mazengarb Road. Crossing facility at the Ratanui Road Mazengarb Road 600 None On Road cycleway Medium 20-50 4.9 2 Mazengarb Road Mazengarb/Ratanui Road intersection. Markings and Signage also required Improvements to M2PP Off Road shared Widen existing shared path facility between Stella Mazengarb Road Stella Cresent 1000 off road shared High 100-200 2 2 (Mazengarb Road) path Cresent and M2PP path Improvements to On road cycle Improve existing marking and signage along route. On road cycle Kapiti Road Marine Parade Larch Grove 2980 lane/ off road High Additional cycle crossing improvements at Ocean Road 30-60 81.2 2 lane/ off road shared facility roundabout shared facility M2PP (Raumati Off Road Shared Off road shared use facility between M2PP and Coastal Raumati Road Rosetta Road 910 None High 400-500 2.2 2 Road) path cycle path Parakai-Larch Shared path connection formalising current link through Parakai Street Larch Grove 100 Footpath Shared Path None 20-50 2.3 2 Connection reserve connecting Larch Grove with Parakai Street Cycle/pedestrian M2PP Shared Pedestrian and cycle bridge across the expressway to bridge across Makarini Street 100 None Footbridge None 150-250 0.5 2 Path connect with shared path expressway M2PP (Harry Hillcrest Road Signage and Road Signage and way finding between M2PP and Hillcrest Harry Shaw Way 470 None Low 5-10 18.6 2 Shaw Way) North Markings Road North 622705
M2PP (Poplar Te Ra Waldorf Off Road Shared Off road shared use facility from 200m east of Te Ra Poplar Ave 210 None Low 100-200 0.9 2 Ave) School path Waldorf School to M2PP Off Road Shared Off Road shared path and entrance treatment from Tilley Road Tilley Road QEP Cycleway 160 Grass 4x4 track None 60-80 2 path Weavers building to footbridge before main cycleway Best practce crossing treatment for cylists and Safer crossing Poplar Avenue Matai Road Poplar Ave 10 None Low/Medium pedestrians accessing QE Park cycleway (eg similar to 10-20 2 point Otaihanga Road/Kiwirail crossing) Off road shared use facility from Leinster Avenue Off Road Shared Leinster Avenue Leinster Avenue Raumati School 450 Single track None Playground to Raumati School. This is over land that will 50-80 2 path be disposed of by NZTA post M2PP construction Off road shared use facility from Poplar Avenue to Expressway Off Road Shared Raumati School and the expressway cycleway. This is Poplar Avenue Poplar Avenue 1270 Single track None 100-120 2 cycleway path over land that will be disposed of by NZTA post M2PP construction Manawa Avenue Manawa Avenue Ihakara Street 125 single track Footpath None Footpath beside open drain 2
Eastern Link to Off Road Shared Shared path beside Wharemauku Stream north bank Aquatic centre Milne Drive 4x4 Haul Road None 2 Wharemauku path haul road, currently an accessable grass surface
Paekakariki Rail Physical and legal works should be completed by the Off Road shared crossing to QE SH 1 Tilley Road None None time this document is published. Potential to consider 2 path Park cycleway other connections in this area post TG completion Kapiti Coast M2PP (Te Moana Recreational route from Kapiti coast cycleway to M2PP. Rauparaha Street 670 None Off Road cycleway Low 200-300 0.9 3 cycleway Road) May require parking bays On road cycle facilities for recreational users, Ngarara Road Park Ave Te Moana road 410 None On Road cycleway Low forming a link between the Waikanae River route 50-100 1.7 3 and Park Ave/ Ngarara Road The Drive Shared Off Road Shared Shared path connecting the Kapiti Coast Cycle Route Petrel Close The Avenue 750 None Low 400-600 1.5 3 Path Path and Otaihanga with Paraparaumu College QEII Park Bridleway next to Bridleway to be provided parralel to QEII Park cycle Poplar Avenue Jeep Road 500 Cycleway None 50-100 1.2 3 Bridleway cycleway path Off road shared use facility in addtion existing on road cycle facility, between Kapiti Road and Ihakara Road. On road cycle Off Road Shared Rimu Road Kapiti Road Ihakara Street 690 High Required due to high traffic volume route. May change 400-550 2.1 3 lane path depending on options adopted as part of "Town Centres" project Off Road Shared Off road cycle path between Ihakara Road and Raumati Rimu Road Ihakara Street Raumati Road 780 None High 400-550 1.7 3 path Road. Required due to high traffic volumes Cycle route providing on road connectivity between Te Guildford Drive Te Roto Drive Mazengarb Road 1600 None On Road cycleway Medium Roto Drive and Mazengarb Road (at Paraparaumu 50-100 18.8 3 College) Hillcrest Road On road cycleway between Raumati Road and Menin Raumati Road Menin Road 880 None On Road cycleway Low 50-70 5.1 3 North Road On road cycle lanes between Menin Road and Poplar Hillcrest Road Menin Road Poplar Ave 1120 None On Road cycleway Low Ave. Additional crossing point to be included at the 60-100 4.6 3 Matai Road/ Poplar Ave intersection Hillcrest Road Coastal Cycle On Road cycle lanes between Hillcrest Road North and Menin Road 610 None On Road cycleway Low 40-50 5 3 North Route coastal cycle way 3m wide gravel Off Road Shared Land purchase/swap arrangement with NZTA to secure King Arthr Drive Otaihanga Road King Arthur Drive 140 Medium 20 3 path path existing cycle path and road coridoor alignment 622705
Off road shared use facility from M2PP expressway Off Road Shared SH 1 Te Kowhai Road Te Hapua Road 1165 None High cycleway to Te Hapua Road associated with PP20 100-200 3 path expressway project Off road shared use facility from Te Hapua Road to Off Road Shared SH 1 Te Kowhai Road Mary Crest 1310 None High Mary Crest on proposed new local road associated with 100-200 3 path PP20 expressway project Off Road Shared On road shared use facility from Mary Crest to Otaki SH 1 Mary Crest Otaki River 6010 None path or On Road High 100-200 3 River associated with PP20 expressway project cycle lanes Preferred route north of Otaki for on road cycling, to SH 1 County Road Taylors Road 1500+ None On Road cycleway High 3 consider as part of PP20 planning Off Road Shared Off Road cycleway /shared path between Parata Street Waikanae North Parata Street Ngarara Road 2800 None None 3 path Ngarara Road and Pharazyn Reserve Loop runs along Waikanae River, using horse fords Equestrian Loop Along Waikanae Some existing Signed equestrian Along Beach TBC None where appropriate, along beach and back via 3 Waikanae River tracks and beach Route Expressway Shared Path M2PP (Raumati Off road shared Off road shared use facility between SH1 and Raumati Road SH1 870 None High 400-600 1.8 4 Road) path M2PP. On road cycle route from Nuhaka Place to 100m Coastal Cycle Nuhaka Place Kapiti Road 2310 None On Road cycleway Medium south of Kapiti Road roundabout. Provide on road 100-150 6.2 4 Route cycle lanes Marine Coastal Cycle Existing Seaside Off road shared Parade/Kapiti 200 Footpath None New off road cycle link from 100m south kapiti 50-100 0.8 4 Route path path Road Road to existing seaside path Coastal Cycle On Road cycle route from Tahi Road to Matatua Tahi Road Matatua Road 1790 None On Road cycleway Medium 100-150 4.9 4 Route Road. Provide on road cycle lanes On road cycle path between Matatua Road and Garden Rosetta Road Matatua Road Garden Road 310 None On Road cycleway Medium 20-50 2.5 4 Road Off Road Shared Off road shared use facility from Pharazyn Reserve to Paetawa Road Marram Way Pharazyn Reserve 850 None Low 70-100 4 path Marram Way Off Road Shared Off road shared use facility from Marram Way to Peka Paetawa Road Marram Way Peka Peka Road 830 None Low 100-120 4 path Peka Road Off Road Shared Off road shared use facility from Avion Tce to Mcgrath Airport Perimeter Avion Tce McGrath Ave 1260 Single track None 60 4 path Ave Off Road Shared Off road shared use facility from SH 1 to Paetawa Road. Peka Peka Road SH 1 Paetawa Road 2550 None Low 200-300 4 path May include equestrian facilities Waterstone Off Road shared Realignment of stream between Jade Lane and MacGregor Place Macgregor Place 120 None Low 40-60 4 Avenue apth Mcgregor Place to enable a shared path to be built Wharemauku/ Wharemauku Coastlands Off Road Shared Underpass beside Wharemauku Stream under Rimu Coast lands 30 None Medium 4 Stream carpark path Road underpass Off Road Shared Shared path around northern perimeter of Mathews Mathews Park Telford Way Margaret Road 150 None None 4 path Park Jacks Bush Jacks Bush Road Manu Road 850 None Off Road footpath None Path and boardwalk through Jacks Bush to Manu Grove 4 boardwalk Path and boardwalk through native vegetation to Jacks Ngarara Road Jacks Bush Road Ngarara Road 150 None Footpath Low 4 Bush Road from Ngarara Road Coastal cycleway from Ngawhakangutu Reserve Tasman Off Road shared Te Hapua Road Te Hapua Road Paetawa Road None None Lakes to Te Hapua Road, will only be achieved by 4 path subdivision of parent property Seek access opportunities through subdivision Waikanae East to Huia Street Old School Road None Off Road footpath None applications, very long term goal possibily via Hadfield 5 Old School Road Road 622705
Coastal Cycle Off Road shared Off road cycle path following existing sea wall. Will Route (Sea Wall Garden Road The Esplanade 3000 None None 1000-2000 0.6 5 path require improvements to sea wall. path) Mazengarb Mazengarb Off Road Shared Issues with proximity to rugby field and properties , Realm drive 160 None None 50-100 1.3 5 Reserve reserve car park path which may require innovative solution 4x4 track & single Nikau Valley Road Nikau Valley Road Valley Road 1510 Off Road Route None Ridgeline walkway with stiles and signage 10-20 5 track Maungakotukutu Maungakotukutu 4x4 track & single Off road MTB/recreational facility beside Mahaki Place 3470 Off Road Route None 100-200 5 ku Road ku Road track Maungakotukutuku stream Deck replacement or possibly entire bridge replacement Existing Replace /repair Kaitawa Reserve Kaitawa Reserve Kaitawa Reserve 2 None depending on inspection report on two separate 40-80 5 footbridges bridges structures. Waitohu Valley Waitohu Valley Waitohu Valley 1 None Warning Sign Low Warning sign to alert motorists to cyclists on the bridge 1-5 5 Road Road Road Raumati Off Road Shared Walking track from north end of Mataihuka Walkway to Escarpment Valley Road, OR Panorama Drive 520-860m None None 100-200 5 Route Valley Road or Epiha Street/Panorama Drive Reserve Paekakariki Hill 4x4 track & single Perkins Farm Perkins Farm 5000 Off Road Route None Ridgeline walkway with stiles and signage 20-50 5 Road track Paekakariki Escarpment walkway, in PCC area to be completed by Te Araroa Te Araroa 3000+ None Off Road Route None 300-400 5 Escarpment others Lindale Nikau Ridgeline loop walk from Lindale up the Nikau Reserve Nikau Reserve Otaihanga Road 3500 None Off Road Route None 5 Waterstone and north to Otiaihanga Roundabout/SH 1
Pharazyn Pharazyn ReservePharazyn Reserve 4x4 grass track Off road footpath None Path around lakes 5 Wetlands Circuit Aotaki Street to Off Road shared Riverbank Road Otaki River None None Shared path to Riverbank 5 Otaki River path Waitohu Valley Waitohu Valley Waitohu Valley Footpaths leading too and from a proposed footbridge Off Road footpath Low 5 Road Road Road over the Waitohu Stream 622705
Kapiti Coast District CWB Network Planning
Appendix D – GIS Plans showing proposed CWB network
Beca // 11 February 2015 3819639 // NZ1-9518816-17 0.17 // page 1