Kapiti Road. Future Corridor Concept

Transcription

1 April 2011

2 Project: Title: Document Reference: Prepared by: Reviewed by: Revisions: Kapiti Road S:\kcdc\005\Report\R1C doc Karl Hancock, Harry Ormiston, Kit McLean, Angie Crafer Angie Crafer Date Status Reference Approved by Initials 28 February 2011 A R1A March 2011 B R1B K Hancock 28 April 2011 C R1C A Crafer

3 i EXECUTIVE SUMMARY Flow Transportation Specialists Limited (Flow) has been asked to assist Kapiti Coast District Council (KCDC) to develop a high level concept plan for the Kapiti Road corridor. The Kapiti Road corridor is affected as part of the proposed Expressway to be constructed by NZTA. A full interchange is to be provided on Kapiti Road, significantly altering the form and function of this corridor. Kapiti Road provides a key connection to the Paraparaumu Town Centre, the Airport and surrounding areas. Its design needs careful consideration with the often conflicting desires of moving vehicles versus providing a safe and attractive environment for pedestrians and cyclists. For the purposes of this assessment, it is important to establish an overall vision for the Kapiti Road corridor that responds to the various current and future pressures. Vision for Kapiti Road A corridor that responds to and enhances the adjacent land uses while allowing people equal opportunities for access to all travel modes. Flow has also developed a number of philosophy statements that help guide the concept design process: Cycling and walking facilities will be enhanced to improve real/perceived safety, reduce real/perceived distances and travel times and encourage active mode trips between residential areas and retail, commercial and civic centres. Design will ensure reliable bus journey times along the corridor to create an efficient connection to the Paraparaumu rail station. Local character will be enhanced by developing a streetscape design that meets the needs of those who live near the corridor as well as those who travel along it. Reliable journey times should be provided for all modes of traffic accessing local facilities and the regional road network, In order to achieve the vision we have devised aspirational cross sections for the Kapiti Road corridor. Each cross section has been devised to respond to the surrounding land use, with a number of design themes, as identified in our philosophy statements. Consequently we have devised cross sections that: Give priority to walking and cycling including regular crossing opportunities for pedestrians and high quality cycle facilities to cater for all user types Narrow the corridor to encourage a low speed environment (where appropriate). To achieve this we recommend narrow traffic lanes and the removal of the flush median (again, where appropriate) based on traffic volumes and the likely level of right turning traffic We recognise that this is a concept for Kapiti Road and further investigations are needed to progress this concept option further. Issues such as the available road reserve, pedestrian and cyclist facilities

4 ii across side roads and the integration of the various intersections as a corridor need to be addressed at a more detailed level. However we have sought to develop cross sections that we believe are achievable not fanciful and that will provide a high quality environment along Kapiti Road. With respect to our recommendations the following provides a summary for the three corridor sections. SECTION 1A: MARINE PARADE TO HURLEY ROAD This section is predominately residential in nature. The road reserve would appear to be 19.5 to 20 m in width and hence our recommended concept is aimed at maintaining this width, therefore not requiring any land take. We recommend that the existing on road cycle lanes are improved by offering a physical separation between the cyclist and the motorist. At its simplest this can be achieved through the use of a painted flush median, 0.6 m in width and reducing the marked cycle lane to 1.2 m, although the effective width is 1.8 m. This buffer zone provides a greater sense of security for cyclists. We have also allowed for generous 3 m wide footpaths on both sides of the corridor that can readily be used as shared paths for pedestrians and cyclists. The shared path creates a great opportunity to link the residential areas with the primary school, civic and retail centres through to the rail station. A shared path provides a high quality and safe environment that will encourage all levels of cycle users. The improvements to the cycle facilities through this area are achievable with the removal of the central flush median and relocation of the kerb line to suit the typical cross sections suggested below. Consideration will need to be given as to how the shared path interacts with the side roads through this section, predominately on the northern side of the corridor. SECTION 1B: HURLEY ROAD TO LANGDALE AVENUE This section is dominated by the Paraparaumu Airport on the southern side providing a very long, inactive edge that is fenced from the public. As a result there is limited turning traffic to or from the southern side of this corridor other than at three locations, being opposite Hurley Road and two accesses west of Langdale Avenue, prior to Cedar Drive.

5 iii The northern side also has limited access to and from the corridor, with side roads at Seven Oaks, Cedar Drive and Langdale Avenue and a handful of residential properties gaining access from Kapiti Road. It is noted that this section is currently posted as a 70 km/hr speed limit. We strongly recommend the lowering of this to 50 km/hr to tie in with the speed limits along other lengths of the corridor. This posted speed limit is not compatible with the existing narrow cycle lanes provided through this section. For consistency we recommend continuing the cross section as per Section 1A and using the width currently assigned as on street parking (to landscaping on the southern side of the road. SECTION 2: LANGDALE AVENUE TO ARAWHATA ROAD It is noted that this section is currently posted as a 70 km/hr speed limit, continuing from Section 1B above, through to Arko Place. Again, we strongly recommend the lowering of this to 50 km/hr to tie in with the speed limits along the other lengths of the corridor. By and large, there would appear to be limited need for a flush median between Arko Place and Langdale Avenue. There is likely to be a need to begin initialising a wider corridor leading towards the Te Roto Drive, given the need to cater for increased vehicle movements and the future signalisation of Te Roto Drive, Milne Drive and the new Expressway intersections. Consequently, the layout of Kapiti Road through this section will be influenced by the proximity of the proposed signalised intersections along this stretch of road. These intersections require additional lanes to accommodate the traffic movements and there is insufficient room to narrow the cross section back to one lane in each direction between them. Accordingly, the cross section through the centre of this section will typically need to accommodate five traffic lanes (including a flush median/right turn bays), with six traffic lanes through the Interchange. It is recommended that on street parking not be provided for, to keep the carriageway width as narrow as possible. For consistency we propose continuing the on road cycle lanes and the 3 m wide shared footpaths through this section. Careful attention will need to be given to ensure that the on road cycle lanes are

6 iv carried through the intersections as well as ensuring high quality linkages with any cycle facilities proposed along the Expressway corridor. Advance stop boxes should be included at all signalised intersections. Facilities to allow the safe movement of pedestrians and cyclists cross side roads will need to be included. West of Te Roto Drive there may be a need to consider pedestrian refuge islands if there is a mid-block desire for pedestrians to cross, otherwise we recommend accommodating pedestrians at the new signalised intersections. SECTION 3: ARAWHATA ROAD TO MAIN ROAD This section of Kapiti Road is characterised with residential development to the north and some commercial/retail development to the south. Land use intensity increases to the east as Kapiti Road nears Main Road. There are more property accesses to and from Kapiti Road, and the need for on street parking intensifies. Given the competing uses in this area, and the lack of available road reserve, it is difficult to achieve the vision and philosophy statements as a whole without land take being required. It is recognised that land take will be necessary with respect to the future intersection configurations; however, it is not clear as to the extent of land take required. However, to maintain consistency in terms of landscaping, shared path and cycle facilities we have recommended a cross section that ensures these features are included. In addition we recommend a 2.5 m central median that may be raised and landscaped away from side road intersections, and flush where turning traffic needs to be accommodated. If trees are to be located in the central median, it may need to be wider. Overall, this will require a cross section of at least 22.6 m, which is likely to be 2 to 3 m greater than the current road reserve. This will require further design investigations to determine the suitability (or otherwise) of widening. There are also overhead power lines on both sides of the corridor through this section, so any widening will require their relocation. With the shared path facilities extended through this section there is then the ability to connect into the existing network about the civic area, as well as linking through to the primary school. The future extension of Arawhata Road south could also offer the ability to provide cycle facilities for cyclists travelling to/from the civic and retail area via the new links to be created about this area.

7 v The location, function and connectivity of the intersections along this section of road are varied and affect how the corridor can be treated. The intersections of Arawhata Road, Rimu Road and Main Road are, or are proposed to be controlled with signals. The traffic assessment of the Aquatic Centre identifies the Larch Grove/Kapiti Road as a roundabout, providing access to the south. However, when considering this length of Kapiti Road as a whole and the connectivity into adjacent areas, other options may be worth investigating. Of note is that Larch Grove provides access to just a few residential properties on the northern side of the corridor whereas Warrimoo Street in particular, and Moana Road to a lesser extent, provides access to a much larger residential area. INTERSECTIONS In reviewing the future intersection configurations we have been mindful of the following: the need to provide high quality walking and cycling connections narrowing of the corridor width (where appropriate) achieving a beautiful boulevard ensuring an adequate level of service is provided for vehicles travelling along the corridor Overall the goal has been to shift the emphasis of intersection design away from just transport movements in recognition of Kapiti Road being a boulevard, ie also being a place ; not just a street. Consequently we have put forward a number of alternate intersection configurations from that assumed in the Kapiti Traffic SATURN model ( KTM ). This has been achieved by taking a more detailed look at each intersection using the modelling software SIDRA and Paramics. We do however note that the KTM is currently being updated and extended based on the latest demographic forecasts from KCDC. Given the project timeframe we have interrogated the current KTM to gain an understanding of the traffic flow implications of the new Expressway on Kapiti Road. However there are a number of assumptions made within the KTM that have a significant impact on the routing of vehicles through the road network, and hence the volume of traffic at key intersections, particularly at the eastern end of the corridor. This affects the ability to accurately forecast the future intersection configurations and expected operations. The following comments reflect some of the traffic routing issues within the KTM that affect the ability to investigate some of the intersection configurations.

8 vi The KTM assumes development in the town centre plan change area, including land use as well as new road connections. The predicted traffic flows at the Kapiti Road/Arawhata Road intersection are very high for specific movements. In particular the right turn from Kapiti Road to Arawhata Road Extension and the left from Arawhata Road Extension to Kapiti Road are significantly high in the morning peak hour, reflecting the proposed land use and use of the proposed new road networks about the civic area. At the Arawhata Road/Kapiti Road intersection our recommended option seeks to shorten the turning bays to try to reduce the overall footprint of the intersection. This is only possible if it is assumed the right turn movement from Kapiti Road west is able to filter turn following it having its own dedicated right turn phase. There is a noticeably high left turn movement in the evening period from the proposed Warrimoo Street Extension onto Kapiti Road. In contrast, the left turn movement from Rimu Road to Kapiti Road in the evening peak is almost non-existent. Without the Warrimoo Street Extension in place, this left turn movement is likely to occur at Rimu Road. Noting that the assumptions in the KTM may need updating, which may affect our recommendations, the proposed intersection controls for the corridor are shown below.

9 vii

10 viii CONTENTS 1 INTRODUCTION VISION AND PHILOSOPHY STATEMENT FOR KAPITI ROAD Street and Intersection Design Cycling... 3 Dual Networks Boulevards RELEVANT INFORMATION Transport Data Streetscape Strategy and Guidelines (July 2008) Towards a Sustainable Transport System (July 2008) Cycleways, Walkways, and Bridleways Strategy (December 2009) Projects likely to affect Kapiti Road Kapiti Coast Aquatic Centre Proposed Plan Change Application Milne Drive FUTURE CORRIDOR CONCEPT Characteristics of Kapiti Road Corridor Concept Section 1A: Marine Parade to Hurley Road Section 1B: Hurley Road to Langdale Avenue Section 2: Langdale Avenue to Arawhata Road Section 3: Arawhata Road to Main Road ASSESSMENT OF INTERSECTIONS Methodology The KTM SATURN Model Assumptions within the KTM regarding Kapiti Road Concept Assessment Intersection Assessments INTERSECTION RECOMMENDATIONS Intersection Layouts Existing Airport Roundabout Kapiti Road/Expressway Interchange Kapiti Road/Arawhata Road Te Roto Drive and Milne Drive Proposed roundabout with Larch Grove Warrimoo Street Kapiti Road/Rimu Road Layout proposed in GHD Scheme Assessment Alternate Layout SUMMARY AND RECOMMENDATIONS... 32

11 ix APPENDICES APPENDIX A APPENDIX B APPENDIX C TRAFFIC LEVEL OF SERVICE SIDRA ANALYSIS PARAMICS MODELLING ANALYSIS

12 1 1 INTRODUCTION Flow Transportation Specialists Limited (Flow) has been asked to assist Kapiti Coast District Council (KCDC) to develop a high level concept plan for the Kapiti Road corridor. The Kapiti Road corridor is affected as part of the proposed Expressway to be constructed by NZTA. A full interchange is to be provided on Kapiti Road, significantly altering the form and function of this corridor. As a result the purpose of this project is to review and make recommendations on the design of Kapiti Road and to provide advice on the proposed design of the Kapiti Road/Rimu Road intersection. The design concept for Kapiti Road will consider the function of the road along its length and will provide a concept for the form of the road, including desirable widths for footpaths, cycleways, bus priorities and number and width of vehicle lanes, as appropriate. All modes of transport will be considered in the design concept for Kapiti Road, particularly with regards to the outcomes and principles of the Sustainable Transport Strategy, and to the nature of the road and its surrounding land uses. Kapiti Road provides a key connection to the Paraparaumu Town Centre, the Airport and surrounding areas and will also provide a strategic link across the Expressway, providing for local movements within the district. Its design will therefore need careful consideration with the often conflicting desires of moving vehicles versus providing a safe and attractive environment for pedestrians and cyclists. 2 VISION AND PHILOSOPHY STATEMENT FOR KAPITI ROAD For the purposes of this assessment, it is important to establish an overall vision for the Kapiti Road corridor that responds to the various current and future pressures. Vision for Kapiti Road A corridor that responds to and enhances the adjacent land uses while allowing people equal opportunities for access to all travel modes. Flow has also developed a number of philosophy statements that help guide the concept design process: Cycling and walking facilities will be enhanced to improve real/perceived safety, reduce real/perceived distances and travel times and encourage active mode trips between residential areas and retail, commercial and civic centres. Design will ensure reliable bus journey times along the corridor to create an efficient connection to the Paraparaumu rail station. Local character will be enhanced by developing a streetscape design that meets the needs of those who live near the corridor as well as those who travel along it. Reliable journey times should be provided for all modes of traffic accessing local facilities and the regional road network,

13 2 In order to achieve the vision we have devised aspirational cross sections for the Kapiti Road corridor. Each cross section has been devised to respond to the surrounding land use, with a number of design themes, as identified in our philosophy statements. Consequently we have devised cross sections that: Give priority to walking and cycling including regular crossing opportunities for pedestrians and high quality cycle facilities to cater for all user types Narrow the corridor to encourage a low speed environment (where appropriate). To achieve this we recommend narrow traffic lanes and the removal of the flush median (again, where appropriate) based on traffic volumes and the likely level of right turning traffic To achieve the goal that the District s main east/west roads, in particular Kapiti Road, are developed as beautiful boulevards (as identified in the Sustainable Transport Strategy) We recognise that this is a concept option and there is a level of detail to go into to progress this concept option further. Issues such as the available road reserve, pedestrian and cyclist facilities across side roads and the integration of the various intersections as a corridor need to be addressed at a more detailed level However we have sought to develop cross sections that we believe are achievable not fanciful and that will provide a high quality environment along Kapiti Road. 2.1 Street and Intersection Design It is important to recognise the varying and competing uses along the Kapiti Road corridor. From a traffic perspective Kapiti Road provides a vital east-west link between the state highway, bus and rail stations, retail and civic uses at its eastern end ; commercial, industrial and retail mid-block; residential and recreation at its western end. With these varying land uses along the corridor there are a range of activities occurring on and about the Kapiti Road corridor. For example buses pick up and drop off passengers along the corridor, school children walk to and from the local school and vehicles access properties. Therefore Kapiti Road serves a vital place function and as such there is a need to ensure its design encourages its users to enjoy the street, promoting walking and cycling as a viable means of travel, recognising that the corridor serves as a place to move people not just a link to move vehicles. As part of developing a concept option for the corridor we have also reviewed the future intersection configurations at the key locations along the corridor. This review has been based on traffic outputs derived from the traffic model developed by KCDC and used by the Alliance for the Expressway project the Kapiti Traffic Model (KTM). In reviewing the future intersection configurations we have been mindful of the following the need to provide high quality walking and cycling connections, narrowing of the corridor width (where appropriate) achieving a beautiful boulevard ensuring an adequate level of service is provided for vehicle travel along the corridor

14 3 Overall the goal has been to shift the emphasis of intersection design away from vehicle movements in recognition of Kapiti Road being a place not just a street. 2.2 Cycling The Cycleways, Walkway and Bridleways (CWB) Strategy highlights the importance of the Kapiti Road corridor as a priority route for cyclists to use. It was one of a only a few east-west routes, providing a flat, direct link between the beach and its surrounding suburbs at the western end, through to the civic, retail and passenger transport hubs at the eastern end. However the perceived high traffic speeds and heavy vehicle composition using Kapiti Road result in an unattractive environment that fails to encourage cyclists who may be less confident. Therefore to encourage cycling and meet the key policies and strategies there is a need to consider improved cycle facilities that provide some level of protection or separation from the traffic stream. In addition, an attractive facility needs to also provide cyclists with priority/limited interruptions at the various intersections along the route. To that end we have considered how cyclists can be given a high level of priority within the Kapiti Road corridor, ensuring that our preferred solution offers options that will attract the less confident cyclists, including children, who may not currently be cycling because of the perceived risks. Dual Networks Dual networks provide two different types of cycle route network for instance, one based on road, the other comprising off road cycle paths or backstreets. Dual networks are sometimes provided within one road reserve. For example, a cycle path may be appropriate where it provides a short link for primary school aged children near shops or a school, even though it is beside an arterial road with cycle lanes. A rural road may have a sealed shoulder suitable for experienced and sporting cyclists, but a path may also be provided for less experienced cyclists. In the case of Kapiti Road we believe there is the potential to create a dual cycle network, particularly given Kapiti Road s importance as a key east-west route. This would provide for all level of cyclists along the corridor. We suggest that this comprise an on road facility as well as a shared cycle-footpath off road. 2.3 Boulevards In addressing the Council s desire to achieve a beautiful boulevard we have researched the role of a boulevard. Boulevards typically carry large volumes of traffic but still address the place function of the street. This essentially creates the outcomes we are seeking to achieve for Kapiti Road. The boulevard street typology is therefore appropriate for the conversion of Kapiti Road from a traffic dominated corridor

15 4 to a more multifunctional urban street. The Boulevard Book 1 states that there are three types of boulevard: Centre median boulevard: streets with a wide central landscaped median flanked on both sides by carriageways and footpaths Boulevard Street: a wider than usual street of conventional layout, with a central carriageway and broad tree lined footpaths Multiway boulevards: streets with a central carriageway for through traffic, tree lined medians to each side, one way access carriageways, beyond these medians and then footpaths The different types of boulevard are shown in Figure 1. These types of street layouts are promoted as being able to accommodate both movement and place functions at differing levels. Of relevance to Kapiti Road are the centre median and boulevard streets. Figure 1: Types of Boulevard 1 The Boulevard Book, Massachusetts Institute Of Technology, 2002

16 5 3 RELEVANT INFORMATION 3.1 Transport Data Vehicle related transport demands for Kapiti Road and its key intersections have been derived from traffic model outputs from the traffic model developed by KCDC and used by the Alliance for the Expressway project the Kapiti Traffic Model (KTM). It is understood that the KTM model is currently being reviewed and updated by the Alliance to reflect the latest demographics and growth predictions from the KCDC. The traffic model predicts future 2026 traffic flows. There are a number of other assumptions that have been made within the KTM model with respect to both the future road network, as well as vagaries that have been adopted for the sake of developing a traffic model. These vagaries affect the operation of the model, and consequently have some bearing on the results of both our assessment and that of the Alliance. We have outlined the assumptions and vagaries affecting the operation of the model in Section 5.2. Flow has assumed that the current bus network and service pattern, as identified through Metlink (February 2011) will remain into the future. 3.2 Streetscape Strategy and Guidelines (July 2008) The Kapiti Streetscape Strategy and Guidelines document sets out a comprehensive approach to defining street typologies and resolving competing and often conflicting interests within road corridors. The fundamental principles and more detailed tools contained in the Streetscape Strategy have contributed to the concept designs included in the Flow report. For much of its length Kapiti Road currently fits in the commercial collector description provided in the Streetscape Strategy and Guidelines document. As defined in this document these streets are characterised by: High volumes of traffic Low density commercial development, including large format retail and industrial activity Primary requirement is the easy movement of goods Wide carriageways, cycle lanes and flush medians being common Large areas of in-site parking required to support the land uses given they are highly reliant on the private car. The key treatment opportunities of such a corridor include: Keeping carriageways and flush medians to a width suitable to the volume and type of vehicle Placing regular crossing opportunities for pedestrians

17 6 Where possible buffering footpaths and cycle lanes (where they are not located on the carriageway) from the traffic Making vehicle crossings as narrow as operationally possible. However, Kapiti Road has a number of diverse land uses adjacent and parts of it can also be considered consistent with Residential Key Traffic Route and Residential Local Amenity characteristics. 3.3 Towards a Sustainable Transport System (July 2008) This transport strategy for managing transport on the Kapiti Coast is concerned with reshaping the local transport system so that it has the characteristics of a sustainable system and dealing with key problems which are a barrier to sustainable outcomes. The document sets out seven Sustainable Transport Principles to guide the development of transport infrastructure in Kapiti to deliver an efficient and sustainable transport network. Focus Area 3: Network Hierarchy, of this Strategy identifies Kapiti Road as a Major Community Connector Route. With respect to the design focus of such a route, the Strategy notes the following criteria: Focus on creating/maintaining high quality amenity while ensuring function would expect road corridors to make a strong amenity statement as key access Must provide safety for all modes Design focus on safe travel at speed and efficient movement through the District Design speeds will vary through centres must provide for all modes off road solution where necessary 2 Kapiti Road is identified within this Strategy as part of the fifteen top priority routes for improving walking cycling and horse riding, identifying the need for on road commuter facilities 3.4 Cycleways, Walkways, and Bridleways Strategy (December 2009) The Cycleways, Walkway and Bridleways (CWB) Strategy focuses on improving travel connections for walking, cycling and horse riding between Kapiti s major towns and key recreation routes. This strategy identifies the need to complete the networks, ensuring direct and convenient connection to encourage walking and cycling over the private car. 2 Towards a Sustainable Transport System, 2008, p 53

18 7 3.5 Projects likely to affect Kapiti Road Kapiti Coast Aquatic Centre KCDC proposes to construct and operate an aquatic centre on land in central Paraparaumu. The Kapiti Coast Aquatic Centre (KCAC) lies to the north and west of the civic area which includes a number of community buildings, including the Kapiti Community Centre, the Library and Council offices. The following information has been extracted from the Transportation Impact Assessment prepared by Tim Kelly Transportation Planning Ltd (January 2011). Vehicular access to the KCAC is proposed to be provided from Ngahina Street (by extending the existing access road adjacent to the Community Centre) and also from Kapiti Road by the construction of a new four arm intersection with Larch Grove. Extensive traffic calming along the internal access road adjacent to the KCAC is to be implemented to discourage its use by through traffic movements and provide a safe pedestrian environment for the car parking area. This new intersection on Kapiti Road is proposed to take the form of a roundabout, with single lane approaches and a single circulatory lane. The assessment undertaken for the KCAC development made use of a variety of traffic count sources, summarised as follows: The proposed Kapiti Road/Rimu Road intersection upgrade 3 identified current traffic volumes of 27,000 vehicles/day using Kapiti Road, of which 0.3% are heavy vehicles The scheme assessment report prepared by GHD for the Kapiti Road/Rimu Road intersection sought to use existing counts from 2003, factored to represent 2010 volumes. We note that there is an inherent risk in this as the growth rates may alter from year to year depending on development within the region and the effect of the Expressway (or Western Link Road as was previously proposed) will also affect traffic characteristics The most up to date information, based on actual surveys, is noted in the KCAC TIA as being directional traffic movements at the Kapiti Road/Rimu Road intersection surveyed by Opus International Consultants Ltd (Opus) on Thursday 27 May 2010 The KCAC TIA makes the following observations The volumes reported above are high for roads of this type, and this area is subject to significant but localised congestion at peak periods. As a result, some rat running of vehicles along Ngahina Street and Iver Trask Place occurs to avoid delays. Eastbound queues along Kapiti Road can extend up to a kilometre as a result of delays experienced at the Rimu Road intersection. The operation of the intersection of Larch Grove and Kapiti Road is discussed further in Appendix B as part of our detailed analysis of intersections along Kapiti Road. 3 Reported in the GHD Scheme Assessment Report, May 2010

19 Proposed Plan Change Application Milne Drive In 2008 a plan change application was lodged proposing to re-designate Open Space land in Milne Drive be re-zoned to a combination of industrial and residential zones. The transportation analysis for this plan change was investigated by Traffic Design Group (TDG). The traffic data used in the TDG assessment comprised of: Traffic count data (daily and hourly) for Kapiti Road and Milne Drive, obtained from the Council Traffic count data, collected by TDG for the Milne Drive/Kapiti Road and Te Roto Drive/Kapiti Road intersections during a weekday evening and Saturday midday in June 2008 Output from the Council s traffic models (January 2008) The conclusions to arise from this assessment was that the existing priority intersections of Milne Drive and Te Roto Drive would need to be signalised to safely accommodate the level of traffic to be generated by the plan change. For safety reasons, the close proximity of the intersections means that they would need to be co-ordinated to mitigate problems of drivers reacting to downstream signal lanterns. From a safety and operational perspective, a cross signalised intersection would offer an optimum solution with respect to the overall operation of the corridor but it is recognised that this would require land purchase from a third party and may be difficult to achieve. It is noted that the traffic data used in the TDG assessment from 2008 would now be out of date, being based on the Western Link Road as opposed to the current Expressway proposal. The operation of these two intersections is discussed further in Appendix B as part of our detailed analysis of intersections along Kapiti Road. 4 FUTURE CORRIDOR CONCEPT 4.1 Characteristics of Kapiti Road In defining the vision and philosophy statements for the Kapiti Road corridor we have identified three distinct sections along the corridors length. Each section has its own land use characteristics, with this aiding in identifying the transportation response suitable to each section. Identifying the land use characteristics is paramount to understanding the place function of each section of the corridor and enabling the correct design response to be achieved. Figure 2 illustrates the key land use characteristics along the corridor, coupled with what we believe are the three typical sections along Kapiti Road. These are: Section 1: Marine Parade to Langdale Avenue Section 2: Langdale Avenue to Arawhata Road Section 3: Arawhata Road to Main Road We have broken Section 1 into two subsections with 1A being the residential section between Marine Parade and Hurley Road and 1B being Hurley Road to Langdale Avenue.

20 9 Figure 2: Corridor Characteristics

21 Corridor Concept The future concept for the Kapiti Road corridor draws on the vision and philosophy statements identified in Section 2 above. In order to achieve the vision we have devised aspirational cross sections for the Kapiti Road corridor. Each cross section has been devised to respond to the surrounding land use, with a number of design themes, as identified in our philosophy statements. Consequently we have devised cross sections that: Give priority to walking and cycling including regular crossing opportunities for pedestrians and high quality cycle facilities to cater for all user types Narrow the corridor to encourage a low speed environment (where appropriate). To achieve this we recommend narrow traffic lanes and the removal of the flush median (again, where appropriate) based on traffic volumes and the likely level of right turning traffic Create a beautiful boulevard The following sections outline our recommendations with regard to typical cross sections at locations along the Kapiti Road corridor. These cross sections apply to the midblock areas, away from the intersections. It is recognised that these may be difficult to achieve through certain sections given the closely spaced intersections and that further work will be required to progress these concept options through to a more detailed state. How the corridor connects as a whole will require further consideration once there is certainty in regard to the future road links to be created Section 1A: Marine Parade to Hurley Road Section 1A, being the western end of Kapiti Road, is predominately residential in nature, although the Paraparaumu Airport does dominate the southern side of this corridor. The road reserve would appear to be 19.5 to 20 m in width and hence our recommended concept is aimed at maintaining this width, therefore not requiring any land take. Given this, we recommend one traffic lane in each direction with the removal of the existing flush median given the low volume of turning traffic. Parking and/or landscaping is recommended, although it may be possible to remove/reduce this if parking were to be provided on one side of the road only. The proposed cross section reduces the carriageway width, increasing landscaping and providing shared paths, which will require the kerb lines to be relocated. We recommend that the existing on road cycle lanes are improved by offering a physical separation between the cyclist and the motorist. This can be achieved through the use of a painted flush median, 0.6 m in width. The marked cycle lane can be 1.2 m, resulting in a perceived width of 1.8 m. This buffer zone provides a greater sense of security for cyclists. An example of this from Melbourne, Australia is shown in the following photograph 4 4

22 11 Photograph 1: Example of a marked chevron separator and vibra-line We have also allowed for generous 3 m wide footpaths on both sides of the corridor that can be used as shared paths for pedestrians and cyclists. The shared path creates a great opportunity to link the residential areas with the primary school, civic and retail centres, through to the rail station. A shared path provides a high quality and safe environment that will encourage all levels of cycle users. The improvements to the cycle facilities through this area are achievable with the removal of flush median and relocation of the kerb line to suit the typical cross sections suggested below. Maintaining on road cycle lanes accommodates the needs of commuter and sport/recreational cyclists whilst the shared path off road accommodates the less confident cyclists. Consideration will need to be given as to how the shared path interacts with the side roads through this section, predominately on the northern side of the corridor. Design elements such as the following could be implemented to maintain a safe environment for pedestrians and cyclists using the shared path: Raised speed tables across the side roads to alert vehicles of pedestrian and cycle movements as well as reducing vehicle speeds These could be supported by legally installed zebra crossings to give priority to pedestrian movements Hold rails for cyclists who can then wait without having to dismount Tight radius curves for the corners of the side roads or central islands within the side roads to reduce the unprotected crossing distance. Pram ramp crossings will need to be provided in key locations to enable pedestrians and cyclists can cross Kapiti Road safely. If there is a strong desire line for crossing it may be possible to implement a pedestrian refuge island through the reduction in landscaping along the edge.

23 Section 1B: Hurley Road to Langdale Avenue This section is dominated by the Paraparaumu Airport on the southern side providing a very long, inactive edge that is fenced from the public. As a result there is limited turning traffic to or from the southern side of this corridor other than at three locations, being opposite Hurley Road and two accesses west of Langdale Avenue, prior to Cedar Drive. The northern side also has limited access to and from the corridor, with side roads at Seven Oaks, Cedar Drive and Langdale Avenue and a handful of residential properties gaining access from Kapiti Road. It is noted that this section is currently posted as a 70 km/hr speed limit. We strongly recommend the lowering of this to 50 km/hr to tie in with the speed limits along other lengths of the corridor. This posted speed limit is not compatible with the narrow cycle lanes provided through this section. For consistency we recommend continuing the cross section as per Section 1A but note that there would appear to be no need to accommodate on street parking, hence the landscaping provision could be provided uninterrupted on the southern side. There may be a need to consider the provision of a flush median to serve Langdale Avenue and/or Cedar Drive, however we are of the opinion that the volume of traffic making a right turn into these side roads is low enough to not necessitate the need for a turn pocket. Regardless, a turn pocket could be provided with a reduction/removal of the landscaping area in the immediate vicinity about the side road. Any turn pocket should be kept to a minimum to maintain the narrow corridor width. Further investigation will be required to determine the level of right turning traffic from Kapiti Road at these intersection in order to quantify the need, or otherwise, for a turn pocket. We note that there is already existing landscaping on the northern side of the corridor with a large wide grassed berm on the northern side with a number of mature trees, evenly spaced along its length. Where possible these trees should be incorporated into the future design. Pram ramp crossings will need to be provided in key locations to enable pedestrians and cyclists to cross Kapiti Road safely. If there is a strong desire line for crossing it is possible to implement a pedestrian refuge island through the reduction in landscaping along the edge.

24 Section 2: Langdale Avenue to Arawhata Road It is noted that this section is currently posted as a 70 km/hr speed limit, continuing from Section 1B above, through to Arko Place. Again, we strongly recommend the lowering of this to 50 km/hr to tie in with the speed limits along the other lengths of the corridor. Again there is limited vehicle access on the southern side for much of this section; three between Lake View Court and Langdale Avenue, with the airport again dominating this section. There is increased commercial activity on the northern side, but again, there are limited access points between Langdale Avenue and Arko Place with only Lake View Court and Dennis Taylor Court. An airport access intersection has recently been upgraded to a roundabout, also providing a fourth arm serving property on the northern side of Kapiti Road. This roundabout appears overly large for the current vehicle volumes using it and has some design deficiencies associated with deflection and lane arrangements. We suggest that a review of its operation be undertaken, although we recognise that it has only just been constructed and as such may remain as it is for a period of time unless a safety audit identifies major safety concerns. Commercial accesses increase on the northern side about Arko Place, through to Te Roto Drive and Milne Road, although there are only a handful of access points to commercial development. By and large, there would appear to be limited need for a flush median between Arko Place and Langdale Avenue. There is likely to be a need to begin initialising a wider corridor leading into Te Roto Drive given the need to cater for increased vehicle movements and the future signalisation of Te Roto Drive, Milne Drive and the new Expressway intersections. Consequently, the layout of Kapiti Road through this section will be influenced by the proximity of the proposed signalised intersections along this stretch of road. These intersections require additional lanes to accommodate the traffic movements and there is insufficient room to narrow the cross section back to one lane in each direction between them. Accordingly, the cross section through this section will typically need to accommodate five traffic lanes (including a flush median/right turn bays), with six traffic lanes through the Interchange. It is recommended that on street parking not be provided for, to keep the carriageway width as narrow as possible. Again, the airport land presents a long, inactive road frontage along this section. Much of the development on the southern side of the

25 14 road is accessed via side roads; hence there is limited private property access through this section when compared with the northern side of the corridor. For consistency we propose continuing the on road cycle lanes and the 3 m wide shared cycle/footpaths through this section. Careful attention will need to be given to ensure the on road cycle lanes are carried through the intersections as well as ensuring high quality linkages with any cycle facilities proposed along the Expressway corridor. Advance stop boxes should also be included at all signalised intersections. Facilities to allow the safe movement of pedestrians and cyclists across side roads will need to be included. West of Te Roto Drive there may be a need to consider pedestrian refuge islands if there is a mid-block desire for pedestrians to cross, otherwise we recommend accommodating pedestrians at the new signalised intersections Section 3: Arawhata Road to Main Road This section of Kapiti Road is characterised with residential development to the north and some commercial/retail development to the south. Land use intensity increases to the east as Kapiti Road nears Main Road. There are more property accesses to and from Kapiti Road, and the need for on street parking intensifies. Given the competing uses in this area, and the lack of available road reserve, it is difficult to achieve the vision and philosophy statements as a whole without land take being required. It is recognised that land take will be necessary with respect to the future intersection configurations; however, it is not clear as to the extent of land take required. However, to maintain consistency in terms of landscaping and shared path and cycle facilities we have recommended a cross section that ensures these features are included. In addition we recommend a 2.5 m central median that may be raised and landscaped away from side road intersections, and flush where turning traffic needs to be accommodated. This may need to be wider if it is to accommodate street trees. Overall, this will require a cross section of at least 22.6 m, which is likely to be 2 to 3 m greater than the current road reserve. This will require further investigation to determine the suitability (or otherwise) of widening. There are also overhead power lines on both sides of the corridor through this section, which may need to be relocated. With the shared path facilities extended through this section there is then the ability to connect into the existing network about the civic area, as well as linking through to the primary school. The future

26 15 extension of Arawhata Road south could also offer the ability to provide cycle facilities for cyclists travelling to/from the civic and retail area via the new links to be created about this area. The location, function and connectivity of the intersections along this section of road are varied and affect how the corridor can be treated. The intersections include: Arawhata Road, which is a key residential road extending north through to Mazengarb Road. An extension to the south is proposed as part of the town centre plan change Larch Grove, a very short cul de sac on the northern side of the road, although an extension to the south is proposed to provide access to the proposed Aquatic Centre Warrimoo Street, extends north, providing access to residential areas and the Kapiti Health Centre, with rat running through the Health Centre understood to be an issue Ngahina Street extends south and connects to the Community Centre, Council Offices and Kapiti Primary School via Iver Trask Place. Access to the proposed Aquatic Centre is also proposed from Ngahina Street. The Ngahina Street intersection is some 50 m east of Warrimoo Street. Moana Road extends north into residential areas and connects to Warrimoo Street via Hardham Avenue. The Moana Road intersection is some 70 m east of Ngahina Street. Rimu Road, extends south towards retail, commercial and civic areas, with Waimarie Avenue a residential short cul de sac heading north from a cross intersection with Kapiti Road Main Road, the existing State Highway The intersections of Arawhata Road, Rimu Road and Main Road are, or are proposed to be controlled with signals. The traffic assessment of the Aquatic Centre (refer Section above), identifies the Larch Grove/Kapiti Road as a roundabout, providing access to the south. However, when considering this length of Kapiti Road as a whole and the connectivity into adjacent areas, other options may be worth investigating. Of note is that Larch Grove provides access to just a few residential properties on the northern side of the corridor whereas Warrimoo Street in particular, and Moana Road to a lesser extent, provide access to a much larger residential area. The options that we have considered include: Providing traffic signals at Arawhata Road/Kapiti Road and extending Arawhata Road south, with a new east-west connection to Rimu Road Providing a roundabout or traffic signals at Warrimoo Street/Kapiti Road and extending Warrimoo Street south to provide access to a new east-west connection between Arawhata Road and Rimu Road. We prefer traffic signals that can be linked to adjacent intersections and provide signal controlled pedestrian crossings Constructing a raised central median along Kapiti Road between Arawhata Road and Warrimoo Street and restricting access to Ngahina Street and adjacent properties to left in/left out only Constructing a raised central median along Kapiti Road between Warrimoo Street and Rimu Road and restricting access to Moana Road and adjacent properties to left in/left out only Any raised medians would need to be designed appropriately so that speeds do not increase as a result of the perception of a fast, separated street rather than a cohesive, encompassing street.

27 16 5 ASSESSMENT OF INTERSECTIONS To support our corridor concept, as well as to understand the implications of the Expressway on the operation of Kapiti Road, we have undertaken an assessment of the key intersections with regard to how their long term design this fits with our vision and philosophy statements. We stress that our review of the intersection configurations has sought to shift the emphasis of intersection design away from vehicle movements only and to focus on people movements by all modes. 5.1 Methodology Model outputs from the SATURN traffic model of the Kapiti area, the Kapiti Traffic Model (KTM) have been provided by the Alliance s consultants, via KCDC. We have interrogated this model to understand the assumptions made with respect to Kapiti Road, based on traffic volume predictions during peak hours for 2026 and Highway Capacity Manual criteria and definitions for vehicle level of service. This is reported on in Section 5.4 below. The proposed provisions for walking, cycling and public transport have not been specifically tested against a level of service criteria, although it is noted that the proposed provisions for pedestrians and cyclists are very good and if vehicles are not unduly delayed, then public transport should also not be delayed. Each key intersection along the Kapiti Road corridor has been included in the KTM SATURN model for the year 2026 with the proposed expressway in place. In addition there are a number of new link roads assumed within the KTM 2026 model, discussed in Section 5.3 that alter the form and function of some of the intersections. The proposed layouts from the KTM 2026 model for each intersection have been extracted from the SATURN model and Flow has analysed these further in SIDRA 5, as reported in Appendix B. If our analysis identifies the ability to reduce the intersection configuration we have then assessed a revised layout based on the design philosophy for the corridor presented above. Therefore the following summarises the steps taken in our methodology: 1. Extract the proposed intersection layout and volumes from 2026 KTM SATURN model 2. Assess the expected operation of intersections using SIDRA 5 Signalised and Unsignalised Intersection Design and Research Aid

28 17 3. Where possible reassess the intersection configuration, aiming to reduce the intersection footprint as well as meet the vision and philosophy of the corridor 6 4. Analyse the central section about the Expressway using PARAMICS, to understand the interaction of the closely spaced intersections using our preferred intersection layouts 5. Review the corridor as a whole in terms of how the intersections tie together 6. The intersection assessment is summarised in Section 5.5 below with further details in Section 6. It is reiterated that in reviewing the future intersection configurations we have been mindful of the following: the need to provide high quality walking and cycling connections, narrowing of the corridor width (where appropriate) achieving a beautiful boulevard ensuring an adequate level of service is provided for vehicle travel along the corridor Overall the goal has been to shift the emphasis of intersection design away from vehicle movements only and to focus on people movements. We recognise that, in some instances, there will be the need to cater for significant vehicle movements and/or to cater for large design vehicles. However, where possible the overall footprint of an intersection should be constrained. For example, roundabout designs can include small central islands supported by mountable aprons to reduce the overall footprint but allow for truck movements. This can assist in keeping intersections tighter, whilst still catering for larger vehicles. In a similar vein, left turn slip lanes at intersections often help to improve the operation of the intersection, but this can be to the detriment of pedestrian safety and movement. 5.2 The KTM SATURN Model The model provides traffic flow predictions for years 2006 and We understand from the Alliance s consultants that the 2026 predicted demands are derived from the Wellington Regional transport model and local expected demands have been added where they are not insignificant, for example, the Aerodrome Plan Change that incorporates light industrial uses, the Waikanae North residential development and the development of the Paraparaumu Town Centre have been included. The Alliance s model is currently being updated and extended based on the latest demographic forecasts from KCDC, however given the project timeframe we have interrogated the current KTM to gain an understanding of the traffic flow implications of the new expressway on Kapiti Road. 6 For the assessment of the operation of intersections with regards to vehicles, the Highways Capacity Manual criteria for level of service has been referred to. Details of the definitions for vehicle level of service are included in Appendix A of this report.

29 18 It is also highlighted that, as far as Flow is aware, the land use scenarios identified in the MWH planning analysis undertaken for KCDC do not currently form an input into the current nor updated KTM. 5.3 Assumptions within the KTM regarding Kapiti Road Assumptions made in the KTM with respect to Kapiti Road and intersection controls within the 2026 SATURN model are identified below. In addition there are a number of other assumptions that have been made within the SATURN model with respect to both the future road network, as well as vagaries that have been adopted for the sake of developing a SATUN model. These vagaries affect the operation of the model, and consequently have some bearing on the results of both our assessment and that of the Alliance. These vagaries are outlined as follows The KTM predicts little to no traffic using Toru Road or Hurley Road on the approach to the cross roads intersection with Kapiti Road In the model Toru Road represents both Magrath Avenue and the currently relatively minor Toru Road, and has been aligned with Hurley Road in the future (2026) KTM The intersection of Ocean Road and Kapiti Road currently forms a roundabout controlled intersection. The do minimum 7 and with Expressway 8 future year KTM SATURN models however assume a give way controlled crossroad intersection The intersection of Kapiti Road and Langdale Avenue has been modelled with a fourth approach that is an airport access road located opposite the existing Langdale Avenue. As such, this link may be a proposed future airport access, or simply a dummy link used in SATURN as a means of loading the network. For the purposes of our SIDRA analysis, it has been assumed that this link is indeed a proposed airport access, and has been incorporated into the modelling process accordingly Larch Grove, which currently comprises a minor cul-de-sac forming a T-intersection with Kapiti Road, has not been included in the KTM model. However the analysis undertaken of the Aquatic Centre proposal (discussed in Section 3.5.1) identifies Larch Grove as a primary access point to the facility and recommends a roundabout controlled cross road intersection onto Kapiti Road. It is noted that the 2026 models assume a number of new link roads within the modelled area. The new link roads are illustrated in red in Figure 3. 7 The do minimum scenario is one that includes base upgrades to the model with regards to the transport network and land uses consistent with expectations for The with Expressway scenario is as per the do minimum but with the addition of the proposed Expressway

30 19 Figure 3: 2026 Modelled Road Network within the KTM Expressway Option The addition of the new links within the Paraparaumu area contribute to further reducing traffic volumes on the existing SH1, with traffic able to travel via a route including Ihakara Street, Rimu Road and the new links to access a new signalised intersection at Kapiti Road/Arawhata Road, albeit that they are included along with the land use assumptions for the adjacent areas. Accordingly there is a risk that if these links and intersections are not implemented, traffic will seek different routes, be it by way of staying on the new Expressway, or by using the existing State Highway and Kapiti Road. Conversely, there is also the risk that these new links may attract unwanted rat-running through the Civic Centre if not appropriately designed. The SATURN model has made a number of assumptions as to the future intersection configurations along the Kapiti Road corridor. Section 6 below summarises the intersection configurations assumed in the SATUN models. One caveat to our assessment is that should our assessment identify alternate intersection configurations then this should be fed back through the Alliance s existing or any updated KTM model to understand if this has implications on traffic routing. At this stage, this has not been undertaken. 5.4 Concept Assessment The following figures identify daily volumes and morning and evening peak hour predictions for 2026 from the KTM. Figure 4 shows the 2026 daily traffic volumes on Kapiti Road with and without the Expressway in place. It can be seen that when the Expressway is completed there is expected to be a reduction in daily traffic volumes at all points along Kapiti Road.

31 20 Figure 4: 2026 Daily Traffic Movements Do Minimum and Expressway Option Figure 5 and Figure 6 illustrate the morning and evening peak hour volumes respectively. It can be seen that the traffic flows are not particularly tidal, that is to say that flows in either direction are relatively equal. Immediately east and west of the Kapiti Road Interchange the traffic volumes are understandably high in the peak hours with volumes dissipating towards the western and eastern ends of Kapiti Road.

32 21 Figure 5: 2026 Morning Commuter Peak Hour Traffic Flows for Kapiti Road with the Expressway Figure 6: 2026 Evening Commuter Peak Hour Traffic Flows for Kapiti Road with the Expressway

33 22 Based on these modeled flows, generally one lane in each direction is considered appropriate. Where expected flows exceed 900 vehicles per hour per lane 9, more than one lane per direction is anticipated to be required anyway, due to the proximity of intersections. 5.5 Intersection Assessments In order to understand the predicted operation of the Kapiti Road corridor we have undertaken an analysis of the key intersections using SIDRA and PARAMICS software. The intersections assessed are as follows: Ocean Road/Kapiti Road Toru Road/Kapiti Road assumed cross road in the KTM model Cedar Drive/Kapiti Road Langdale Avenue/Airport Access Road/Kapiti Road Te Roto Drive/Kapiti Road Milne Drive/Kapiti Road Expressway Interchange Arawhata Road/Kapiti Road Warrimoo Street/Kapiti Road Waimarie Ave/Rimu Road/Kapiti Road Main Road/Amohia Street/Kapiti Road The assessments have been undertaken for the commuter peak hours which are assumed to be as follows: Morning commuter peak: 8 to 9 am Evening commuter peak: 4.45 to 5.45 pm Each intersection has been considered with regard to where it fits within the future corridor and its predicted operation from a traffic perspective. We have also sought to modify intersections in relation to their location in the network as well as working towards our philosophy for the corridor. The proposed intersection configuration to result from the SIDRA analyses are summarised in Section 6 below. Further information is presented in more detail in Appendix B and includes the following for each approach at each intersection that is assessed: Level of service (LOS) - the overall level of service on the approach is shown in the tables. The level of service is based on delay criteria, as detailed in the Highways Capacity Manual The 95 th percentile back of queue in vehicles (one vehicle is approximately seven metres in length which allows for spacing between vehicles). This is the length of queue which is expected to be exceeded less than 5% of the time vph/lane is generally considered to indicate when the level of service would change from D to E. However, this is not a definitive criteria, and in some instances volumes in excess of 900 vph/lane may be acceptable.

34 23 Degree of saturation (volume divided by theoretical capacity) A micro simulation PARAMICS traffic model of the central section of the Kapiti Road corridor has also been developed, to assess the corridor operation in the immediate vicinity of the proposed interchange with the Expressway. The model represents a forecast of the morning and evening commuter peak hours which are each within the 2 hour model periods. The traffic volumes have been derived from the KTM with the traffic profile being derived from traffic count data for SH1 and for the Milne Drive/Kapiti Road intersection. The PARAMICS model includes four signalised intersections, being Te Roto Drive, Milne Drive, the Expressway Interchange and Arawhata Road. Prior to being modelled within PARAIMCS each intersection has been assessed in SIDRA to obtain phasing times, assuming a cycle time of 80 seconds. These phasing times have been coordinated in PARAMICS to create platooning of traffic (green waves) along the corridor. For this assessment we have assumed that Te Roto Drive and Milne Drive would comprise two staggered signalised intersections. Outputs from the PARAMICS model are contained in Appendix C, displaying the volume of traffic, delay and level of service for each movement within the model. In summary, the PARAMICS model has been developed for Kapiti Road with three of the four intersections operating at an overall level of service C or better. The intersection of Kapiti Road and Arawhata Road however operates at an overall level of service D in the morning peak and level of service E in the evening peak. 6 INTERSECTION RECOMMENDATIONS 6.1 Intersection Layouts Figure 7 and Table 1 provide an overall summary of the proposed future intersection configurations along the Kapiti Road corridor, with Appendix D providing a summary of the actual intersection layouts at each key intersection.

35 24 Figure 7: Proposed Intersection Controls along Kapiti Road in 2026

36 25 Table 1: Summary of Suggested Intersection Control Ocean Road/Kapiti Road Intersection Toru Road/Hurley Road/Kapiti Road (assumed as a cross road in the KTM model Cedar Drive/Kapiti Road Langdale Avenue/Airport Access Road/Kapiti Road Te Roto Drive/Kapiti Road Milne Drive/Kapiti Road Roundabout Priority Priority Roundabout Signals Signals Recommended Control Expressway Interchange Arawhata Road/Kapiti Road Larch Grove/Kapiti Road Warrimoo Street/Kapiti Road Ngahina Street/Kapiti Road Moana Road/Kapiti Road Waimarie Ave/Rimu Road/Kapiti Road Main Road/Amohia Street/Kapiti Road Signals Signals Priority, left in left out only Signals Priority, left in left out only Priority, left in left out only Signals Signals Appendix D provides a visual description of the intersection configurations used in the SATURN models in the left column, and our recommended intersection configurations in the right column. As can be seen we have recommended a number of changes. We note that the intersection assessment in SIDRA assumes no pedestrian phases are operating. This provides a slightly better than expected operation as in reality there will be periods when a pedestrian phase is called. However, it is recognised that pedestrian phases are very unlikely to be called every phase, therefore including this within the SIDRA results would provide unrealistically negative results. In addition, we have not incorporated any effects that may occur over the corridor as a result of traffic platooning through the closely spaced intersections at the eastern end of the corridor. If the intersections are appropriately linked, via SCATS, the intersections are expected to operate better than the results presented, somewhat offsetting the assessment not including pedestrian phases. The following comments reflect some of the traffic routing issues within the SATURN model that affect the ability to alter the intersection configurations. With respect to the Expressway Interchange we note that our recommended left turns from the off ramps are proposed to be signalised. If necessary, islands can be located between the off ramp left turn and right turn lanes so that pedestrian phases across Kapiti Road can run without interrupting off ramp left turn movements.

37 26 It has noted that predicted traffic flows at the Kapiti Road/Arawhata Road intersection are very high for specific movements. In particular the right turn from Kapiti Road to Arawhata Road and the left from Arawhata Road to Kapiti Road, both in the morning peak hour At the Arawhata Road intersection our recommended option seeks to shorten the turning bays to try to reduce the overall footprint of the intersection. This is only possible if it is assumed the right turn movement from Kapiti Road west is able to filter turn following it having its own dedicated right turn phase. There is a noticeable high left turn movement in the evening period from the Warrimoo Street extension onto Kapiti Road hence the need for the additional lane on this approach. The above issues are largely a result of the new link roads identified in Section 5.3 and the change in travel routes that is occurring within the SATURN models through the Civic area. Issues relating to specific intersections are detailed below. 6.2 Existing Airport Roundabout The airport roundabout (as currently built) is unsatisfactory and can be misleading to drivers, as it has two lane entries but single lane exits on Kapiti Road. The majority of drivers appear not to respect the lane markings on the roundabout itself. The large diameter and the absence of a drive over centre also contribute to the issues. There is also little to no deflection for eastbound traffic. We suggest that a safety audit may be required and that if there are any changes made to the layout, that the opportunity is taken to fit the design to the overall concept for Kapiti Road. 6.3 Kapiti Road/Expressway Interchange The PARAMICS modelling shows that the reduction in the Interchange size, as recommended in Appendix D, can be adequately coordinated in order to not significantly impede the east and westbound flows on Kapiti Road. This correlates with the modelling of the Interchange in SIDRA. We note that the assessment should be reviewed once the KTM has been updated with the revised flows and to include pedestrian phases. 6.4 Kapiti Road/Arawhata Road A proposed alternate layout of the intersection of Arawhata Road and Kapiti Road was identified in SIDRA. However, when analysed further in the PARAMICS model the intersection of Kapiti Road and Arawhata Road the model predicted that it would operate at an overall level of service D in the morning peak and level of service E in the evening peak. In order to obtain a higher level of service, ie aiming for level of service D or better for the majority of approach lanes, the number of lanes within the Kapiti Road and Arawhata Road intersection would need to be increased. This has been avoided at this stage so that the future corridor concept is somewhat maintained. Further analysis can be undertaken with revised traffic flows once the KTM has been updated.

38 Te Roto Drive and Milne Drive The PARAMICS model indicates that the intersections of Milne Drive and Te Roto Drive with Kapiti Road will operate at a satisfactory level once signalised. It is understood that the Alliance is also investigating the ability to square up Te Roto Drive and Milne Drive in order to achieve a cross road intersection, rather than two staggered intersections. This is consistent with recommendations made by Flow previously to KCDC during our peer review of the proposed plan change within the Milne Drive area, discussed previously in Section A SIDRA assessment has been undertaken for the cross road layout, with the summary results included in Table 2. Based on the 2026 flows from the KTM we devised the following layout. This is similar to what we understand the Alliance has developed in draft, albeit we have not adopted any left turn slip lanes within our option. Figure 8: Te Roto Drive and Milne Drive cross road intersection Table 2: Kapiti Road/Milne Drive/Te Roto Drive Intersection: Summary SIDRA Results Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Milne Drive, Southwest D D Kapiti Road, Southeast C B Te Roto Drive, Northeast C C Kapiti Road, Northwest C C

39 Proposed roundabout with Larch Grove It is understood that access to the Aquatic Centre is proposed to be via a new roundabout created with Larch Grove and Kapiti Road. We have not assessed this intersection with 2026 flows as it is not included within KTM and there are therefore no predicted turning movements. We do however note that this new intersection needs to be considered in context with the upstream and downstream intersections. Currently the Arawhata Road intersection is anticipated to be a large signalised intersection, and at Warrimoo Street we have recommended signal control, based on the 2026 KTM outputs. A roundabout with Larch Grove, as included in the KTM model will sit between these two intersections, with approximately 200 m to the Arawhata Road intersection and 110 m to the Warrimoo Street intersection. 6.7 Warrimoo Street An extension of Warrimoo Street to the south of Kapiti Road has been included in the KTM, with the intersection of Warrimoo Street/Kapiti Road modelled as a signal controlled intersection. However there is a question as to whether the development of the Aquatic Centre means that the Warrimoo Street extension (as modelled in the KTM) is practically feasible. Considering this section of Kapiti Road between Main Road and Arawhata Road as a whole, we consider that signalised intersections at Rimu Road, Warrimoo Street extension and Arawhata Road would provide good access into the adjoining areas, as well as providing signal controlled crossing opportunities for cyclists and pedestrians. There may be the need to also provide signal controlled access at an intersection of Kapiti Road/Larch Grove, although our current suggestion is that a solid median be installed between Warrimoo Street and Arawhata Road to prevent right turn movements out of Larch Grove. The Warrimoo Street extension would serve as another route to and from the civic area, but with left-in left-out available at Ngahina Street. Due to the close proximity of the two intersections to the south, Ngahina Street and Moana Road, we also suggest a solid median between Warrimoo Street and Rimu Road. Again, this will restrict turning movements at Moana Road and Ngahina Street to left in/left out. 6.8 Kapiti Road/Rimu Road The intersection of Rimu Road, Waimarie Avenue and Kapiti Road is currently controlled by a roundabout. There are proposed plans for the signalisation of the intersection, identified in the Scheme Assessment report prepared by GHD. The SATURN future scenario proposes the layout shown in Figure 12 below. It can be seen that the right turn from Waimarie Avenue northern approach is banned. This layout differs from that suggested in the GHD report, with respect to the lane allocations but does not differ in the physical size of the intersection. The GHD proposed layout using the 2026 SATUN model flows is discussed in Section We note that with the proposed roading network implemented in the 2026 SATURN models there is a significant level of traffic routing via the new link roads into Warrimoo Street and Arawhata Road. There is less traffic using Rimu Road, particularly for vehicles travelling to the western areas of Paraparaumu.

40 29 The operation of the proposed is shown in Table 3 below with the results indicating that the intersection operates well within its theoretical capacity for both peak periods, based on the 2026 SATURN model flows. Figure 9: Kapiti Road/Rimu Road Intersection Proposed SATURN layout 2026 Table 3: Kapiti Road/Rimu Road Intersection: SIDRA Results Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Rimu Road. South C C Kapiti Road, East C B Waimarie Avenue, North C B Kapiti Road, West B B Layout proposed in GHD Scheme Assessment The layout shown in Figure 10 below is that most recently proposed in the GHD Scheme Assessment Report for the upgrade of the intersection of Kapiti Road and Rimu Road. This design shows the right turn from Waimarie Avenue is permitted while two right turns from Kapiti Road west are proposed. Given the right turn from Waimarie Avenue is banned in the future year SATURN model an assumed number of right turning vehicles have been added to the SIDRA modelling. This is predicted to be only

41 30 10 vehicles based on the fact that in the morning peak and evening peak only 30 to 60 vehicles respectively are predicted to be exiting this cul-de-sac. Figure 10: Kapiti Road/Rimu Road Intersection Scheme Assessment proposed layout This intersection layout shown above operates at a level of service C for both peak periods, as shown by the following SIDRA summary results. Table 4: GHD Proposed Layout for Kapiti Road/Rimu Road Intersection: SIDRA Summary Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Rimu Road. South D D Kapiti Road, East C C Waimarie Avenue, North D D Kapiti Road, West C C Alternate Layout Given the apparent capacity available, an alternate design has been proposed and is shown in Figure 11 below. A summary of the output from the SIDRA modelling of this intersection is shown in Table 5 below.

42 31 Figure 11: Kapiti Road/Rimu Road Intersection Updated layout based on our assessment Table 5: Proposed Layout for Kapiti Road/Rimu Road Intersection: SIDRA Summary Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Rimu Road. South D D Kapiti Road, East C C Waimarie Avenue, North D D Kapiti Road, West D C The results show an overall intersection level of service of C for both peak periods. The critical movements are the right turn from Kapiti Road west in the morning peak period which is expected to operate at a level of service E but below 50% saturation. Through movements on Kapiti Road are predicted to operate at a level of service C however queues are predicted to extend up to 135 on the eastbound approach. It is highlighted that the results in Table 5 are identical to that of Table 4 for the overall operation of each arm of the intersection. With the main difference between the two intersections being the number of right turn lanes from Kapiti Road to Rimu Road this is the only movement shown to operate slightly worse for the alternate layout. The following outlines the operation of this movement.

43 32 Table 6: Right turn movement from Kapiti Road Right Turn from Kapiti Road Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM GHD Option D D Alternate Option E D We reiterate the fact that the Alliance s model is currently being updated and extended based on the latest demographic forecasts from KCDC. There are a number of assumptions made within the KTM that have a significant impact on the routing of vehicles through the road network, and hence the volume of traffic at key intersections, with the Rimu Road corridor particularly affected by these assumptions. This affects the ability to accurately forecast the future intersection configurations and operations unless the assumptions made within the KTM are accepted. 7 SUMMARY AND RECOMMENDATIONS Kapiti Road provides a key connection to the Paraparaumu Town Centre, the Airport and surrounding areas and will also provide a strategic link across the Expressway, providing for local movements within the district. Its design needsd careful consideration with the often conflicting desires of moving vehicles versus providing a safe and attractive environment for pedestrians and cyclists. Flow has also developed a vision and a number of philosophy statements that help guide the concept design process: In defining the vision and philosophy statements for the Kapiti Road corridor we have identified three distinct sections along the corridors length. Each section has its own land use characteristics, with this aiding in identifying the transportation response suitable to each section. In order to achieve the vision we have devised aspirational cross sections for the Kapiti Road corridor. Each cross section has been devised to respond to the surrounding land use, with a number of design themes, as identified in our philosophy statements. Consequently we have devised cross sections that: Give priority to walking and cycling Narrow the corridor to encourage a low speed environment (where appropriate). To achieve this we recommend narrow traffic lanes and the removal of the flush median (again, where appropriate) based on traffic volumes and the likely level of right turning traffic With respect to our recommendations Table 7 provides a summary for each of the corridor sections assessed.

44 33 Table 7: Summary of Key Concepts for each Section of Kapiti Road Section of Road Nature Key Concepts Marine Parade to Hurley Road Hurley Road to Langdale Avenue Langdale Avenue to Arawhata Road Arawhata Road to Main Road Predominately residential. Airport land on the southern side, mainly residential to the north. Predominantly retail/commercial adjacent land uses. Widening required at intersections will drive the need for five lanes through most of this section with six lanes through the interchange. Residential development to the north and some commercial/retail One traffic lane in each direction No flush median On road cycle lanes Off road shared pedestrian-cycle path Removal of central flush median Some parking indented into landscaping Pedestrian kerb build outs or central refuges with pram crossings Reduce speed limit to 50 km/hr. One traffic lane in each direction No flush median On road cycle lanes Off road shared pedestrian-cycle path No on street parking on the southern side Indented parking into landscaping on northern side Pedestrian kerb build outs or central refuges with pram crossings Reduce speed limit to 50 km/hr. One traffic lane in each direction between Langdale Avenue and Arko Place with no flush median Widening on approach to Te Roto Drive, continuing through to Arawhata Road to provide for additional through and turning lanes Signal controlled intersections at Te Roto Drive, Milne Road, the Expressway Interchange and Arawhata Road On road cycle lanes with advance stop boxes at signalised intersections Off road shared pedestrian-cycle path No on street parking Signal controlled pedestrian crossings at intersections and pedestrian central refuges as needed Land take required at intersections and midblock between Te Roto Drive and Arawhata Road Signal controlled intersections at Warrimoo Street, Rimu Road and Main Road Raised/planted central median between Arawhata Road and Warrimoo Street and restrict access to Ngahina Street

45 34 Table 7: Summary of Key Concepts for each Section of Kapiti Road Section of Road Nature Key Concepts development to the south. The town centre plan change allows an increase in land use intensity to the south. Land use intensity increases to the east as Kapiti Road nears Main Road. There are more property accesses to and from Kapiti Road, and the need for on street parking intensifies. and adjacent properties to left in/left out only Raised/planted central median between Warrimoo Street and Rimu Road and restrict access to Moana Road and adjacent properties to left in/left out only On road cycle lanes with advance stop boxes at signalised intersections Off road shared pedestrian-cycle path Connect cycle facilities with existing facilities and any new facilities through the civic area Parking interspersed with landscaping Signal controlled pedestrian crossings at intersections and pedestrian central refuges as needed Land take required for mid-block as well as at intersections. Power pole relocation. Issues common to all sections are how to address the interaction of those using the shared paths as they cross side roads. Raised platforms will encourage drivers to slow down on the approaches, however, current legislation requires zebra crossings for pedestrians to have priority when crossing the road. The location, function and currently proposed form of the intersections along the section of road between Arawhata Road and Main Road are varied and affect how the corridor can be treated. The intersections of Arawhata Road, Rimu Road and Main Road are, or are proposed to be controlled with signals. The traffic assessment of the Aquatic Centre, identifies the Larch Grove/Kapiti Road as a roundabout, providing access to the south. Our suggestion for this section of road is to provide an integrated set of signalised intersections with a raised median that will limit right turn movements along through the mid blocks. Overall we have recommended a number of intersection configurations that differ from those assumed in the Alliance s KTM model, with the overriding difference being our recommendations to reduce the physical size of intersections, particularly those being signalised. One caveat to this is that the Alliance s traffic model is currently being updated, with this likely to affect the future traffic volumes on Kapiti Road. There is need to reconsider the analysis once the latest KTM is made available. Further, any intersection configurations that differ from those assumed in the KTM should be fed back through the model to understand if this has implications on traffic routing. At this stage, this has not been undertaken. There is also a need to understand the future timing of developments within the area as this will also determine how any new intersections will come on line. The Aquatic Centre and the proposed road network about the Civic area both affect the operation of Kapiti Road, with their timing key to intersection upgrades.

46 1 APPENDIX A Traffic level of service

47 2 A.1 TRAFFIC LEVEL OF SERVICE Level of Service AUSTROADS 10 and the Highway Capacity Manual 11 (HCM) provide guidance on the level of service (LOS) for urban and suburban arterial roads with interrupted flow conditions for various types of arterial based on free flow speeds. The descriptions of the LOS from AUSTROADS are as follows. LOS A: LOS B: LOS C: LOS D: generally free flow conditions with operating speeds usually about 90% of the free flow travel speed. Vehicles are unimpeded in manoeuvring in the traffic stream and stopped delay at intersections is minimal. relatively unimpeded operation with average travel speeds about 70% of the free flow speed. Manoeuvring in the traffic stream is only slightly restricted and stopped delays are low. stable operating conditions but with manoeuvring becoming more restricted and motorists experiencing appreciable tension in driving, longer queues and/or adverse signal coordination may contribute to lower average travel speeds of about 50% of the free flow speed. conditions border on a range in which small increases in flow can significantly increase intersection delay and reduce travel speed. Travel speeds are about 40% of the free flow speed LOS E: conditions are characterised by significant intersection delays and travel speeds of 33% of free flow speed or lower. Contributing factors may be adverse signal progression, closely spaced signals, extensive queuing at critical intersections (ie statured intersection conditions). LOS F traffic flow at this level is very low speed below 25% to 33% of the free flow speed for the arterial class. Signalised intersection would be severely congested (over saturated) with extensive queuing and delay. Roads The RTA Guide 12 provides traffic flows for Level of Service (LOS) for urban and rural roads. This is outlined in Table Guide to Traffic Engineering Practice Part 2 Roadway Capacity, AUSTROADS, Highway Capacity Manual, Transportation Research Boars, National Research Council, Washington DC, Guide to Traffic Generating Developments, Roads and Traffic Authority of New South Wales

48 3 Table 8: RTA Criteria Level of Service Roads Level of Service One Lane (veh/hr) Urban road peak hour flows per direction Two Lanes (veh/hr) A B 380 1,400 C 600 1,800 D 900 2,200 E 1,400 2,400 Urban/Suburban Roads AUSTROADS 13 identifies free flow speeds associated with different arterial classes and the LOS associated with average travel speeds for these roads as shown below 14. Table 9: Urban Street LOS by Class of Road Arterial Class II III Range of Free Flow Speeds (km/hr) 50 to to 55 Typical Free Flow Speed (km/hr) LOS Average Travel Speed (km/hr) A B C D E F <15 < 10 Intersections The HCM provides LOS rankings based on control delay experienced per vehicle in seconds. This criterion can be used to help develop the lane requirements at intersection intersections, and is provided at Table Guide to Traffic Engineering Practice Part 2 Roadway Capacity, AUSTROADS, Extract from Table 7.2, Guide to Traffic Engineering Practice Part 2 Roadway Capacity, AUSTROADS, 1999

49 4 Table 10: HCM Criteria Level of Service Intersections Level of Service Control Delay per vehicle in seconds (d) Signals and Roundabouts Stop and Give-Way Signs A d 10 d 10 B 10 < d < d 15 C 20 < d < d 25 D 35 < d < d 35 E 55 < d < d 50 F 80 < d 50 < d

50 APPENDIX B SIDRA Analysis

51 A.2 INTERSECTION ANALYSIS A.2.1 Ocean Road The intersection of Ocean Road and Kapiti Road currently forms a roundabout controlled intersection. The future year KTM SATURN model however presents a give way controlled crossroad intersection as shown in Figure 12 below. Table 11 below shows the SIDRA results based on the KTM modelling layout. It can be seen that due to the relatively low traffic flows the intersection operates at a LOS A or B in both peak periods with minimal queuing predicted. Figure 12: Kapiti Road/Ocean Road Intersection Table 11: Kapiti Road/Ocean Road Intersection: SIDRA Results Approach Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Kapiti Road, Southeast A A Ocean Road, Northeast B B Kapiti Road, Northwest A A Ocean Road, Southwest B B

52 A Alternate Layout Figure 13 below shows the existing roundabout controlled layout which differs from the proposed KTM future layout. It is proposed to maintain this arrangement for the future corridor concept and Table 12 shows the SIDRA analysis based on the future year traffic flows. Again it can be seen that the intersection operates at a LOS A or B with minimal queuing. Figure 13: Kapiti Road/Ocean Road Intersection Roundabout layout Table 12: Kapiti Road/Ocean Road Intersection: SIDRA Results Approach Level of Service Queue (m) Degree of Saturation AM PM AM PM AM PM Kapiti Road, Southeast A B Ocean Road, Northeast B B Kapiti Road, Northwest B A Ocean Road, Southwest B B

53 A.2.2 Toru Road/Hurley Road The intersection of Toru Road and Kapiti Road currently forms a give way controlled intersection. Toru Road is a minor access road to the airport that currently accommodates very few vehicles. The future year KTM model however presents a signal controlled crossroad intersection as shown in Figure 14 below. Further to this it has not been possible to assess the performance of this intersection given the turning movements in the KTM model do not reasonably represent expected traffic conditions. Table 13 documents the turning movements extracted from the KTM SATURN model for both the morning and evening peak. It can be seen that all turning movements both into and out of Toru and Hurley Roads are below 20 vehicles per hour. Figure 14: Kapiti Road/Toru Road/Hurley Road Intersection

54 Table 13: Turning Movements, Kapiti Road/Toru Road/Hurley Road Intersection Morning Peak Evening Peak A Alternate Layout Given the absence of reasonable traffic data for this intersection, no detailed analysis has been possible. However it can be assumed that given the relatively modest traffic flows on Kapiti Road the proposed layout shown in Figure 14 above can be revised to that shown Figure 15 below, which removes the signal control and reduces the number of lanes on all approaches to one. Figure 15: Kapiti Road/Toru Road/Hurley Road Intersection