Appendix 3 Local Area Blueprint Transport Strategy

Transcription

1 DRAFT COROMANDEL PENINSULA LOCAL AREA BLUEPRINTS Appendix 3 Local Area Blueprint Transport Strategy PREPARED FOR THE BLUEPRINT PROJECT March 2011 BY Urbanismplus Ltd WITH Pocock Design:Environment Ltd Prosperous Places Pty Patrick Partners Pty TTM Consulting Pty Transport Planning Solutions Ltd delivering sustainable urban form LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011 PAGE

2 Table of contents Page 222 Page 225 Page 226 Page 227 Page 228 Section 1 - Current situation Section Strategy components Figure 1 - State Highway one-lane bridges on the Peninsula Figure 2 - Thames: Pollen Street upgrade concept Figure 3 - Whitianga: Albert Street upgrade concept COROMANDEL PENINSULA LOCAL AREA BLUEPRINTS APPENDIX 3 - LOCAL AREA BLUEPRINT TRANSPORT STRATEGY 10 March 2011 Urbanismplus Ltd WITH Pocock Design:Environment Ltd Prosperous Places Pty Patrick Partners Pty TTM Consulting Pty Transport Planning Solutions Ltd The Local Area Blueprint has been prepared with information provided predominantly by Thames- Coromandel District Council and Environment Waikato. It is true and accurate to the best of our knowledge. PAGE 221 LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011

3 A3 Coromandel Peninsula transport strategy This Appendix details the rationale behind various Peninsula wide transport priorities, and provides greater definition of high order transport components found in Section 4.5 of the Local Area Blueprint Strategy. 1.0 Current Situation 1.1 State Highway Network SH Network Traffic Flows State Highway 25 (SH25) is the dominant element in the Coromandel Peninsula s road network. Annual average daily traffic (AADT) flows are low, typically in the range 2,000-3,000 vehicles/day in the busier sections north and east of Thames in While the percentage of heavy commercial vehicles in the traffic stream is, relatively high at 9-10% of traffic volumes, the overall numbers are typically around 250 HCVs per day along the busiest sections. The Peninsula s population was approximately 26,000 in 2006 and is projected to increase by approximately 19% to 31,300 by This indicates that the AADT flows are likely to stay low well into the future, even allowing for a significant increase in economic activity on the Peninsula. These figures disguise the sharp seasonal variation in traffic flows due to the high visitor numbers. In the summer peak the population of the Peninsula increases to approximately 140,000. According to the Blueprint infrastructure Report, the average daily traffic in January is 1.7 times the AADT and the average January weekend traffic flows are double the AADT. On the other hand, the winter low in August is 0.75 times the AADT. SH Network Deficiencies Key points: SH25 has a number of important deficiencies including a narrow carriageway and limited ability to provide additional capacity due to geographical / geological constraints. One lane bridges across the Peninsula. The Draft Waikato Regional Land Transport Strategy has identified SH25 Thames Coast Road between Thames and Coromandel as a constraint and notes the route has values as a scenic route. There are well recognised tensions between freight and tourist traffic. Barging has been tested as a feasible option for the transport of aggregates from Kopu to Auckland and further investigation of barging for other products such as those from the aquaculture industry are considered within the RLTS to relieve pressure and reliance on the State Highway Network. The RLTS contains a Coromandel Blueprint Project networks package that requires further work by the partners. The objective of the package is to optimise local roads, alterative modes and state highway networks and plan for necessary infrastructure improvements in response to Coromandel Blueprint. The scoping phase of this package is well advanced by project partners through the completion of Local Area Blueprints. Significant projects include consideration of improvements to, or replacement of one lane bridges on the east coast of the peninsula, improved passing opportunities and route security on key arterials. The RLTS also has a SH25 Aquaculture development package. The objective of this package is to identify transport infrastructure improvements in collaboration with the aquaculture industry. The package is at an early stage of development and is not well understood by the project partners, as the proven potential for aquaculture expansion and the transport options are being scoped. Project scoping and option assessment will be required to determine effective solutions. The RLTS has an action A8.24 which states TCDC and NZTA are to plan for transport network improvements to cater or increase volumes of aquaculture product and forestry products, particularly down the Thames Coast road The RLTS also has an Action A8.25 which states EW in conjunction with TCDC, NZTA and industry investigate establishing a strategic framework for infrastructure including marinas, moorings, aquaculture, energy generation and transport routes within the coastal marine area. Route security is a key strategic issue. The Thames Coast Road is located along a narrow strip between the sea and the cliffs. It is a narrow, scenic route with poor sight distance and a lack of passing opportunities. At some sharp curves trucks may go over the centreline. In summer, the traffic stream also includes a high number of tourist buses and campervans. While safety improvements have been, and continue to be implemented, the environmental constraints including large mature pohutukawa trees limit the ability to upgrade the route. There are a number of 1-lane bridges on the Thames Coast Road. The NZTA has recently replaced the Taruru Stream and Te Puru Stream bridges just north of Thames as part of the Regional Council flood protection scheme. The Kirikiri Stream bridge on SH26 is also programmed for replacement to improve route security. Investigation and design funding for Waiomu Stream Bridge flood protection is included in the NLTP An East Waikato Integrated Transport Strategy Report states that cost and environmental constraints render major upgrades to improve efficiency are either uneconomic or not feasible. The available information supports that statement. The 1-lane bridges on State Highway 25 are shown on the attached plan (Figure 1). LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011 PAGE 222

4 Item Approximate Cost Pepe Stream Bridge Replacement $2M Grahams Stream bridge replacement $4M Te Ramarama bridge replacement (north $3.5M of Whiritoa) Waiomu Stream bridge flood protection $3M Tairua Hill Realignment (north and south) SH25A passing lanes and slow vehicle bays (5 projects) Kirikiri Stream bridge replacement, SH26 south of Kopu $17.5M $3.1M $8M Their locations are: Hikuai River Bridge Pepe Stream Bridge and Grahams Stream Bridge, near Tairua Waiwawa River Bridge, Coroglen Tohetea Stream Bridge (Simpsons Bridge), Wharekaho Beach Ake Ake Stream Bridge Manaia Stream Bridge Otakeao Stream Bridge Waikawau River Bridge. The funding criteria used by the NZTA do not justify upgrading these bridges to two traffic lanes. The crash data does not indicate significant safety risks and traffic delays are limited to the summer visitor peak period, resulting in low benefit cost ratios using conventional cost benefit analysis. An approach to dealing with this issue is discussed below. There are several locations on the east coast which are prone to flooding during heavy rainfall events. These include: Southern approach to Wharekaho Beach/Simpsons Beach SH25 near golf course, south of Whitianga (Wades Culvert) Vicinity of Hot Water Beach Road intersection (Delmeny Corner, Whenuakite) Grahams Stream Bridge (north of Tairua) Manaia Road bridge and causeway North of Hikuai Settlement Road intersection. Other location: Between Te Rerenga and Kuaotunu (tidal flooding). The first 12 kms of State Highway 25A has a high crash history. The northern section of SH25 is prone to slips and tidal flooding. The State Highway alignment at Tairua Hill is narrow and winding. The limited number of east-west links and their current level of service emphasise the heavy reliance on the State Highway network for access. The Thames Coast section of SH25 limitations emphasise the importance of the east coast State Highway route to the Peninsula and the need to substantially reduce the incidence and duration of flooding, and ideally eliminate flooding, on the State Highway on the east coast. The NZTA has provided preliminary information on the costs of potential State Highway improvements in and around the Peninsula. Some of these listed. Future State Highway by-pass routes are likely to include segregation strips and/or other techniques including declaration as limited access roads to protect them from a loss in efficiency due to uncontrolled access from adjacent properties and side roads. 1.2 Local Road Network The key deficiency is the lack of good east-west links supplementing the State Highway network. The 309 Road and Tapu Coroglen roads are unsealed, winding and narrow. The East Waikato Integrated Transport Strategy states that in the long term these routes will require ongoing upgrading in conjunction with State Highway improvements to meet future demands. The Preferred Option for East Waikato includes providing a sealed east-west link for heavy traffic to provide some relief to SH25 Thames Coast Road. It included further investigations to identify which is the most appropriate route to be upgraded. Hot Water Beach Road near SH25 is prone to flooding, as is the access to Flaxmill Bay. The 1-lane bridge on Hot Water Beach Road near SH25 and on Purangi Road are a source of traffic delays in the summer peaks when traffic flows are relatively high, and may require widening to two lanes in conjunction with bridge replacement. Road improvements are required in some townships, particularly in areas with substantial developments planned and/or under construction. Hikuai Settlement Road has five developments providing approximately 700 housing units approved along its length. There is potential industrial traffic growth on Red Bridge Road, Tairua. It has been suggested that an alternative access to Cathedral Cove may be appropriate. The sole route to the northern Coromandel Peninsula currently passes through the centre of the Coromandel township which would benefit from construction of the designated western by-pass route. 1.3 Industrial Development and Tourism The barging of aggregates from Kopu to Auckland and sand for concrete production to Kopu has proved successful and is seen as an appropriate component of the transport strategy. Aquaculture is growing in importance and is expected to further develop in future as shellfish (mussel and oysters) and fin fish (kingfish) harvesting increases. Approval has been given for additional shellfish farming at Wilson s Bay near Te Mata, West Coast, and mussel production is expected to double from 30,000 tonnes in 2010 to 60,000 tonnes in The barging of aquaculture products from Sugar Loaf to Kopu Wharf is, however, more problematic, as there appears to be little support from the aquaculture industry. If economically feasible, a better solution is to undertake processing locally then transport the end product by road to Auckland or the port at Tauranga where it is PAGE 223 LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011

5 exported. It is noted that the factory in Tauranga has recently been upgraded and employs 400 people. The TCDC Blueprint describes Whitianga as having a strong marine and aquaculture industry. The area has extensive forestry plantations that are being harvested as they mature. Logging trucks primarily access the State Highway network via Opitonui Road to the north, Wade Road to the east and the 309 Road to the west. Tourism is the major growth driver on the Peninsula. Tourism growth is expected to lead to increases in the number of private vehicles, campervans and tour buses, as well as increasing demand for ferry services. Access by air to the many airfields may also increase. Tourism is concentrated into a few weeks in summer plus long weekends, but the resulting peak pressures on the roads network can be high and are expected to increase over time. Improvements to the road network, however, need to balance visitor traffic demands with the need to protect the qualities that attract visitors to the Peninsula. In addition, road improvement funding is strongly influenced by economic (benefit/cost) analysis, which tends to favour investment in areas with year round rather than highly seasonal traffic issues as the former can generate much higher annual benefits. 1.4 Public Transport Key points: East Waikato PT co-ordinator currently being appointed. EW contracts PT services between Ferry landing and Hot Water Beach in summer TCDC pays local share RLTS identifies a need for better integration of bus public transport services within the sub-region. Continue to promote public transport alternatives such as a passenger ferry service from Auckland to Coromandel where affordable Investigate other public transport alternatives particularly within the three main centres as they develop over time. Pauanui throughout the summer and in weekends and school holidays. Ferry services are seen as having a potentially larger role in the future including a potential passenger and/or car ferry service between Coromandel and Auckland in summer, and increased ferry service between Cooks Beach and Whitianga. 1.5 Walking & Cycling Key points: Need to provide a better environment for tourist cycling. Regional Walking and cycling Strategy promotes implementation of local walking and cycling strategies. Long distance cycling events on Coromandel include K2 (200km event). Cycle facilities are unlikely to be provided along the Thames Coast Road due to its narrow, winding nature and the very limited ability to widen the route. The aim here should be to reduce the number of trucks to provide a better environment for cyclists (and other traffic). Touring cycling should, however, be accommodated where feasible in planning improvements to the road network. Walking and cycling initiatives in the urban areas are expected to be determined through the development and implementation of walking and cycling strategies for each area plus walking school bus initiatives. 1.6 Airfields There are airfields owned by TCDC at Thames and Pauanui, plus privately owned airfields at Coromandel, Matarangi and Whitianga. Generally, the value of these airfields in bringing people to the Peninsula and as alternative means of providing access is recognised, and greater use of the airfields if often, although not universally, welcomed. Bus services in the Peninsula are limited to Intercity Coachlines and tourist buses such as Kiwi experience or local shuttle services. There is currently no formal scheduled public bus service operating permanently in the area. The ageing of the population combined with the centralisation of some services such as health outside the East Waikato region have increased the need for some form of passenger transport service. Current priority is to investigate the integration of existing school bus services with community transport where possible. The Waikato RLTS (and Draft Waikato RLTS ) also refers to trials of Total Mobility services to urban centres to assist those with disabilities. There is a privately operated bus service operating between Ferry Landing, Cooks Beach, Hahei and Hot Water Beach in summer ($2/trip) as well as a park and ride service from Hahei to Cathedral Cove. The service is subsidised at an annual cost of $30,000. There is also a passenger ferry between Ferry Landing and Whitianga operating all year round, with a car parking area provided at Ferry Landing, (130 parking spaces). A ferry operates between Tairua and LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011 PAGE 224

6 Strategy Components 2.1 Road Network Route security and route upgrading are key objectives of the LAB Transport Strategy. Achieving these objectives, however, will require the co-operation of the NZTA in its roles as the State Highway and National Land Transport Funding agency. It is important that TCDC clearly set out strategic imperatives on the importance of road network improvements to contribute to economic development and the growth strategy. The following policies are proposed to achieve these objectives: Projects to be put forward in LTCCP and RLTP in 2011/12. Liaise with the NZTA on upgrading SH25 to improve route security. In particular, assist the NZTA in developing, and work with NZTA on reaching agreement on, a programme for the reduction of the incidence of flooding and, where practicable, its elimination on SH25 in the Coromandel Peninsula over the next 10 years. One lane bridge replacement programme to be prioritised. Note it is recommended that TCDC consider contributing a proportion of the cost of funding the bridge improvement projects to assist in achieving a higher NZTA funding priority for replacing the one-lane bridges with two-lane bridges on SH25 on the east coast of the Peninsula over the next 15 years, using the Taupo By-Pass (and other projects) as an example of a successful funding partnership. support for community transport services 2.3 Walking and Cycling Support for the proposed initiatives including: The integration of walking and cycling strategy implementation with urban planning and development, with particular emphasis on walking/cycling to school travel including walking school buses. The development of walking and cycling strategies for urban areas without such strategies. The development of tourist cycling within the Peninsula including a route round the Peninsula. 2.4 Airfields The existing airfields should be retained and, where appropriate further developed, both to encourage greater use by visitors and residents and to provide additional security in the event of a major disruption to the road network. Appropriate local road network improvement measures include actions to upgrade the main streets in Thames and Whitianga (refer to Figures 2 and 3) as well as public transport, walking and cycling and airfield initiatives. 2.2 Public Transport Network Adopt a long term public transport concept consisting of: PT concept to be incorporated into current review of Regional PT Plan. Local share funding to be obtained noting the NZTA funding constraints. Three scheduled public transport bus routes linking Coromandel and Thames (route 1), Whitianga and Thames (route 2), and Whangamata and Thames (route 3) Interchanges at Coromandel, Whitianga, Whangamata where people can transfer from local (community-based) services to the scheduled main line services, with shelter and timetables A bus interchange in Thames accommodating these three services, local feeder services and longer distance services to locations such as Hamilton, Tauranga and Auckland A bus shelter with timetable information at the intersection of SH25 and SH25A where people can transfer between the Thames-Whitianga and Thames-Whangamata services References Coromandel Peninsula Blueprint: Framework for Our Future Preferred Future Summary; Volume 1 Preferred Future; Volume 2 Implementation Framework (undated) Coromandel Peninsula Blueprint: Framework for our Future Local Community Plan Aspirations, Beca, 2 September 2007 (including Summary of Community Visions) Coromandel Blueprint: Infrastructure, Beca (date unknown) Local Area Blueprints: Coromandel Peninsula Blueprint workshop process, December 2009 Regional Land Transport Strategy (Part 2 and Part 4), Environment Waikato Draft Regional Land Transport Strategy , Environment Waikato East Waikato Integrated Transport Strategy Stages 2 and 3: Options Identification and Assessment and Consultation, GHD for Environment Waikato, August 2007 NZTA Blueprint Information Stephen Howard File Note, 31 May 2010 Thames - Kopu Structure Plan, Thames Coromandel District Council PAGE 225 LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011

7 Figure 1 - State Highway one-lane bridges on the Peninsula N LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011 PAGE 226

8 Figure 2 - Thames: Pollen Street upgrade concept Issues Opportunities No under-veranda lights at night Lack of night life Poor street furniture No trees Interpretation devices: heritage, iwi, gold mining, Lack of celebration of regional resource Lack of places to sit free and quiet- people watch Masterplan for Pollen Street precinct Masterplan for Grahamstown precinct Look at a different street treatment for the three blocks around the hospital / Council building Pollen Street Street lights (3 types) Rubbish bins (2 types) Street paving (at least 5 types) Bars at pedestrian intersections are unattractive Generally poor maintenance of public realm Street priority favours motor vehicles No intersection pedestrian crossings Lack of major public space 22.2m Option 1 - Artistic impression of a street upgrade with two rows of street trees and parallel parking Option 2 - Artistic impression of a street upgrade with three rows of street trees and parallel parking Pollen Street: A possible plan PAGE 227 LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011

9 Figure 3 - Whitianga: Albert Street upgrade concept Possible design of different sections Albert Street Section A 24.5m 17.5m Hannan Rd Section A Monk St Section B 30.0m 21.5m Section B Lee St Blacksmith Lane Section C 20.0m 12.8m Coghill St Section C Campbell St Owen St Artistic impression of a similar streetscape LOCAL AREA BLUEPRINT APPENDIX 3 - COROMANDEL PENINSULA March 2011 PAGE 228