NZTA States- “70% of traffic on SHI at Waikanae Bridge is local traffic.”
NZTA and the Government last week abandoned the Ōtaki to Levin section of the Wellington RONS (and also quietly postponed the Peka Peka to Ōtaki section earlier this year), and this highlights the fundamental flaws in their arguments for these roads. The spotlight now goes on their rationale for the MacKay’s to Peka Peka section (M2PP), which was publicly notified on Saturday 14 July, and is to be fast tracked through a Board of Inquiry process.
The key to solving the traffic issues being experienced on the Kāpiti Coast is buried deep within NZTA lodgement documents. Their Traffic and Transport report states “At the Waikanae river crossing approximately 70% of traffic is local traffic”. (page 337, Traffic and Transport report (no12), Assessment of Environmental Effects).
The issue is a simple one local traffic is mixed with national traffic as both must use State Highway One. The solution established over 15 years ago between the predecessors of NZTA, and the other relevant authorities, was to separate local from national traffic by building an alternative local road (Western Link), including a second bridge over the Waikanae river. This along with targeted improvements to SHI congestion points, would resolve Kāpiti’s traffic congestion issues.
NZTA’s claim of a growth in traffic figures is not borne out by the evidence – NZTA’s own traffic figures show there has been negligible traffic growth along the Kāpiti sections of SH1 between 2002 and 2011. For example, at Lindale, north of Paraparaumu, for the last 10 years average daily traffic movements have been hovering around 23-23,800 and in 2011, the figure dropped to 22,628.
The facts have not changed – only the Government’s attitude has. In imposing a RoNS motorway-type “solution”, the Government has in effect jumped to a one-size-fits-all approach instead of dealing with the problem at hand. It seems intent on this course of action when simple and cost-effective solutions exist, which have already been consented (under the RMA), and indeed would have been built by now.
Given these facts, and the restrained fiscal environment, a prudent response would be to build the local link road now and get the local traffic off the highway, rather than committing scarce funds to large scale unnecessary motorways.
Save Kāpiti has always recognised the need for a new road which connects the communities but, in line with the recent call from the Road Transport Forum, we want “roads that are fit for purpose and not gold-plated as some projects appear to have been”.
Save Kāpiti will be calling on highly qualified experts to lay the facts before the public and board during the Board of Inquiry process. Save Kāpiti welcomes the opportunity to have these issues independently and thoroughly examined for the first time.
Background
Cost of Kāpiti Local road is $191 million, includes a second bridge over Waikanae river. Consented through Environment Court. (Source KCDC, October 2009)
Cost of Kāpiti Expressway is at least $630 million. (Source NZTA press release, February 2012).
Cost of two urban interchanges for Route 4, (Upgrade existing highway) @$30,900,000 each= $61,800,000 ( Source NZTA Alternative Route Options report Volume 1, Appendix J.). This will get rid of the need for traffic lights on SH1 through the Kāpiti townships.
Cost of new four lane bridge at Waikanae river = $18,490,290 (Source NZTA Alternative Route Options report Volume 1, Appendix J.)
