TR3 INTEGRATED TRANSPORTATION ASSESSMENT INTEGRATED TRANSPORTATION ASSESSMENT TRANSPORTATION INTEGRATED Sensitivity: General Integrated Transportation Assessment Ngā Ūranga Ngā Ūranga ki Pito-One Shared Path Quality Assurance Prepared by Cardno NZ on behalf of Waka Kotahi NZ Transport Agency Revision History: Revision Author Reviewer Approved for Issue Date Name Signature Name Signature Final L Skilton L Hannah W Holcroft 23/09/2020 Quality Information Document Title: Integrated Transportation Assessment Version: Final Date: 23 September 2020 Prepared by: L Skilton Reviewed by: L Hannah Approved by: W Holcroft Disclaimer This document is produced by Cardno solely for the benefit and use by Waka Kotahi NZ Transport Agency in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document. 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NZ0119141 iv Sensitivity: General Integrated Transportation Assessment Ngā Ūranga Ngā Ūranga ki Pito-One Shared Path Table of Contents Executive Summary 1 Part A – Introduction 5 1 Report Structure 5 2 The Author 6 3 Project Description 6 4 Site Location 8 5 Existing SH2 Active User Paths 8 5.1 Off Road Path 9 5.2 SH2 Shoulders 10 6 Construction 10 6.1 Site Establishment and Enabling Works 11 6.2 Integrated Clubs Building 11 6.3 Path Construction Staff 12 6.4 Shared Path Bridge Construction 12 6.5 Rip Rap and General Fill 12 6.6 Finishing Works 13 6.7 Resealing 13 6.8 Visitors 13 7 Code of Practice for Temporary Traffic Management 13 8 District Plan Requirements 15 Part B – Southern Construction Yard 17 9 Transport Network 17 9.1 One Road Network Classification 17 9.2 Over Dimension Routes 17 9.3 Network Around Ngā Ūranga 18 9.4 Land Use Activities 25 9.5 Existing Traffic Flows 27 9.6 Active User Flows 29 9.7 Public Transport 30 9.8 Parking 31 9.9 Road Safety 33 10 Southern Construction Yard 35 11 Construction Traffic 36 11.1 Daily Construction Flows 36 11.2 Hourly Construction Flows 36 11.3 Truck Access 38 12 Controlling Safety 38 12.1 Proposed Stage One Active User Path 39 12.2 Proposed Stage Two Active User Path 39 12.3 Proposed Stage Three Active User Path 40 12.4 Active Path Closures 41 NZ0119141 Page v Sensitivity: General Integrated Transportation Assessment Ngā Ūranga Ngā Ūranga ki Pito-One Shared Path 12.5 Employee Induction 41 12.6 Active User Notification 41 13 Assessment of Construction Effects 41 13.1 Capacity Effects 41 13.2 Safety Effects 43 13.3 Parking Performance 44 14 Summary 45 Part C – Northern Construction Yard 46 15 Transport Network 46 15.1 One Road Network Classification 46 15.2 Over Dimension Routes 46 15.3 Network Around Western Pito-One 47 15.4 Land Use Activities 56 15.5 Existing Traffic Flows 57 15.6 Existing Commuter Cycle Flows 60 15.7 Public Transport 61 15.8 Parking 62 15.9 Existing Trip Generation 67 15.10 Road Safety 68 16 Wellington Water Ski Lanes 72 17 Northern Construction Yard 72 18 Construction Traffic 74 18.1 Daily Construction Flows 74 18.2 Hourly Construction Flows 74 19 Controlling Safety 76 19.1 Active User Paths 76 19.2 Entrance to Honiana Te Puni Reserve 77 19.3 Construction Hours 77 19.4 Construction Yard Access Gate 77 19.5 Employee Induction 78 19.6 Turn Around Area at End of Reserve Access Lane 78 20 Assessment of Construction Effects 78 20.1 Road Network Capacity Effects 78 20.2 Safety Effects 83 20.3 Parking Performance 86 21 Summary 86 Part D – External Operational Effects 88 22 Post Construction Layout 88 22.1 Path Connections 88 22.2 Ngā Ūranga Seaside Land 88 22.3 Honiana Te Puni Reserve 88 22.4 SH2 Functionality 90 23 Active User Numbers 90 24 Transport to Te Ara Tupua 91 NZ0119141 Page vi Sensitivity: General Integrated Transportation Assessment Ngā Ūranga Ngā Ūranga ki Pito-One Shared Path 24.1 Commuter Cyclists 92 24.2 Recreational Cyclists 92 24.3 Recreational Walkers 92 24.4 Public Transport 93 24.5 Estimated Trip Generation 94 25 Estimated Parking Demand 95 25.1 Shared Path Users at Ngā Ūranga 95 25.2 Shared Path Users at Honiana Te Puni Reserve 96 25.3 Whare Parking Demand 96 25.4 Special Event Parking Demand 96 26 Assessment of Operational Effects 97 26.1 Capacity Effects 97 26.2 Parking Performance 98 26.3 Safety Effects 100 26.4 Effects of Club Relocation 108 27 Summary 109 NZ0119141 Page vii EXECUTIVE SUMMARY Waka Kotahi NZ Transport Agency (Waka Kotahi) is partnering with Wellington City Council, Greater Wellington Regional Council and Hutt City Council to provide a safe and efficient 12-kilometre walking and cycling path between the Wellington CBD and Melling, known as Te Ara Tupua. The path will also connect with other walking and cycling facilities such as the Pito-One Foreshore and the Hutt River Trail. The path is primarily to attract commuters however it is anticipated that there will be an increase in recreational active users along the route. This report reviews the external transport effects of the construction of the Ngā Ūranga ki Pito-One Shared Path (the Project) being the section of Te Ara Tupua between Ngā-Ūranga and Pito-One, together with an assessment of the external operational effects. The operational performance of the path will be addressed separately in the Shared Path Performance and Demand Assessment. Construction is expected to take three years and is likely to be undertaken six days a week. Construction will take place from a Southern Construction Yard and a Northern Construction Yard. Both yards have existing access routes leading to them. All activities associated with the construction, including parking and equipment storage, will be contained within the yards. This document constitutes a Construction Traffic Assessment and is not intended to serve as the construction traffic management plan (CTMP). A CTMP will need to be developed as part of the Project. Development and use of the CTMP is proposed as a condition of consent. The contractor will have to adhere to this management plan. The proposed path will greatly improve the level of service provided for active users between Ngā Ūranga and Pito-One, as described in detail in the Shared Path Performance and Demand Assessment. Southern Construction Yard Construction Effects The Southern Construction Yard will be established within the KiwiRail land just north of Ngā Ūranga. Construction vehicles will enter the construction yard via the private access road off SH2 and exit the construction yard via the KiwiRail egress. Construction vehicles exiting the yard will need to share the existing active user path for a length of 33 m. The trip generation will vary during the construction. The trip generation during peak times is provided in below. Table (i) Hourly Trip Generation at Peak Times at Southern Construction Yard Morning Peak Interpeak Evening Peak Daily Inbound 11 3-4 0 41 Outbound 0 3-4 11 41 Bothways 11 7 11 82 The effects of the construction, particularly active user safety, will be managed by: ► Altering the location of the existing active user path that runs adjacent to the construction yard ► No rip rap or fill deliveries between 07:00 and 09:00 on weekdays. ► Ensuring CTMPs are prepared and updated regularly as required ► Ensuring all staff working on the construction yard will have an employee induction which will include health and safety issues within the site and on the access and egress points ► Ensuring there is communication with active users to enable them to make decisions about their travel time and mode NZ0119141 Page 1 The effects of the construction on the surrounding road network has been assessed. The additional trips generated from the Southern Construction Yard is minimal and will have negligible effects on the performance of the adjacent intersections. With the proposed safety management measures the construction traffic is not expected to have any safety concerns. There will be no impact on public parking. Northern Construction Yard Construction Effects The Northern Construction Yard will be established within Honiana Te Puni Reserve (the Reserve) on the western end of Pito-One Foreshore.