Major Cycleway Routes Committee

Extraordinary Agenda

 

 

Notice of Meeting:

An extraordinary meeting of the Major Cycleway Routes Committee will be held on:

 

Date:                                     Wednesday 14 December 2016

Time:                                    12.30pm

Venue:                                 Council Chambers, Civic Offices,
53 Hereford Street, Christchurch

 

 

Membership

Chairperson

Members

Deputy Mayor Andrew Turner

Councillor Vicki Buck

Councillor Phil Clearwater

Councillor Pauline Cotter

Councillor Mike Davidson

Councillor Anne Galloway

Councillor Aaron Keown

Councillor Tim Scandrett

Councillor Deon Swiggs

Councillor Sara Templeton

 

 

9 December 2016

 

 

 

 

 

Christopher Turner-Bullock

Committee Advisor

941 8233

christopher.turner@ccc.govt.nz

www.ccc.govt.nz

Note:  The reports contained within this agenda are for consideration and should not be construed as Council policy unless and until adopted.  If you require further information relating to any reports, please contact the person named on the report.
To view copies of Agendas and Minutes, visit:
www.ccc.govt.nz/Council/meetingminutes/agendas/index

 


Major Cycleway Routes Committee

14 December 2016

 

 

 


Major Cycleway Routes Committee

14 December 2016

 

Part A        Matters Requiring a Council Decision

Part B         Reports for Information

Part C         Decisions Under Delegation

 

 

TABLE OF CONTENTS

 

C       1.       Apologies.......................................................................................................................... 4

B       2.       Declarations of Interest................................................................................................... 4

B       3.       Deputations by Appointment........................................................................................ 4

STAFF REPORTS

A       4.       Quarrymans Trail Major Cycleway Route...................................................................... 5

A       5.       Northern Line Major Cycleway Route......................................................................... 55

C       6.       Resolution to Exclude the Public................................................................................. 86  

 

 


Major Cycleway Routes Committee

14 December 2016

 

 

1.   Apologies

At the close of the agenda no apologies had been received.

2.   Declarations of Interest

Members are reminded of the need to be vigilant to stand aside from decision making when a conflict arises between their role as an elected representative and any private or other external interest they might have.

3.   Deputations by Appointment

There were no deputations by appointment at the time the agenda was prepared. 


Major Cycleway Routes Committee

14 December 2016

 

 

4.        Quarrymans Trail Major Cycleway Route

Reference:

16/1310524

Contact:

Brendan Bisley

brendan.bisley@ccc.govt.nz

941 8385

 

 

1.   Purpose and Origin of Report

Purpose of Report

1.1       The purpose of this report is for the Major Cycleway Routes Committee to approve the Quarryman’s Trail scheme for design and construction and to provide information on the outcomes of the consultation process and the recommended changes as a result of the consultation.

Origin of Report

1.2       This report is staff generated. This project is a specifically identified and funded project within the 2015-2018 Long Term Plan.

2.   Significance

2.1       The decisions in this report are of medium significance in relation to the Christchurch City Council’s Significance and Engagement Policy.

2.1.1   The level of significance was determined by using the significance matrix.

2.1.2   The community engagement and consultation outlined in this report reflect the assessment.

 

3.   Staff Recommendations

That the Major Cycleway Routes Committee:

1.         Approve the Quarryman’s Trail scheme for detailed design and construction as shown in Attachments B and C Quarryman’s Trail Drawings 1-27 inclusive.

2.         Approve the removal of the identified trees to allow implementation of the proposed scheme.

3.         Request that the detailed traffic resolutions required for the implementation of the route are brought back to the relevant Committee for approval at the end of the detailed design phase.

 

4.   Key Points

4.1       This report supports the Council's Long Term Plan (2015 - 2025):

4.1.1   Activity: Major Cycleways

·     Level of Service: 10.5.3 Increase the number of cycling trips

4.2       The following feasible options have been considered:

·     Option 1 – Attached is a revised scheme that incorporates changes as a result of the consultation feedback. The preferred route is Antigua (Moorhouse to Brougham), Strickland (Brougham to Roker), Roker, Strauss Place, Frankleigh (Strauss to Hoon Hay, Sparks Road (Hoon Hay to Milns Reserve), Milns Reserve, James Hight Drive, Halswell Domain and Halswell Road (SH75) (preferred option)

·     Option 2 – Milton Street Option (instead of Roker / Strauss Place)

·     Option 3 – Bletsoe, Barrington Park, Wychbury and Lyttelton Street Option

4.3       Option Summary - Advantages and Disadvantages (Preferred Option)

4.3.1   The advantages of this option include:

·     The preferred option provides a direct route from Halswell to the CBD and is primarily along a route already used by cyclists.

·     At Strickland Street, the route joins a proposed Southern Lights route that connects to the southern side of town and an existing cycleway facility in Tennyson Street. This provides a separated and safe cycle facility on the route currently heavily used by cyclists. This allows cyclists in Sydenham, Cashmere and Beckenham to use part of the cycleway into the CBD.

·     The route connects with the proposed NorWest Arc cycleway which will connect from Cashmere to the University.

·     The route is adjacent to and connects with local cycleway paths already constructed in Sydenham Cemetery/ Somerfield Park and Bradford Park.

·     Strauss Place and Roker Street are quiet streets and are suitable for a greenway treatment. This minimises impacts along these streets and avoids the significant impacts to residents and businesses along Milton Street between Barrington and Strickland.

·     The signalisation of Lyttelton / Frankleigh, Hoon Hay / Sparks and Sparks / Henderson’s improve traffic flow for motorists as well as safe pedestrian / cyclist crossing facilities.

·     Traffic Signals at Antigua / Disraeli Streets will improve safety at this intersection for motorists, pedestrians and cyclists

·     The proposed traffic signals on Sparks Road near Rydel Street provides improved safety for pupils of Hoon Hay School and Our Lady of Assumption School and residents.

·     The proposed shared path through Halswell Domain provides a community connection between the cycleway and the Oakland’s part of Halswell as well as connecting to the Skate Park, model railway and library which are important community amenities and gathering points.

·     Short term high turnover parking has been retained adjacent to businesses along Antigua Street to minimise the impact of the cycleway. Where this has not been possible directly outside, additional short term parking has been provided closeby.

4.3.2   The disadvantages of this option include:

·     Parking reductions are required on Antigua, Strickland, Frankleigh and Sparks Road to form the separated cycleway and on the side roads adjacent to the new traffic signals to accommodate the new traffic lane configuration.

·     A right turn ban for northbound traffic from Antigua into Moorhouse Avenue is required to avoid congestion in the intersection.

·     Rydal Street is left turn in only to minimise conflict with cyclists on the proposed two way separated cycleway.

·     A 30km/h speed restriction will be required in Roker Street to maintain safety with the mix of cyclists and motorists in Roker Street. James Hight Drive will also require a 30km/h restriction for the same reason.

·     Left in and left out restrictions are required at Antigua / Hazaldean to improve the safety for cyclists on the separated cycleway.

·     Two properties will be required to be purchased to construct a new shared path between Roker Street and Barrington Street. These properties will require demolition to fit in the cycleway.

5.   Context/Background

MCR Programme

5.1       The Quarryman’s Trail is one of the 13 projects in the Major Cycleways Route (MCR) Programme. The MCR Programme has Urban Cycleway Programme (UCP), CCC and National Land Transport Programme (NLTP) funding attached to it and the Quarryman’s Trail is in the Long Term Plan as one of the identified projects.

5.2       It is the 3rd highest priority Route after the Papanui Parallel Route.

5.3       The Quarryman’s Trail route is approximately 8.3km in length and starts at Moorhouse Avenue, where it joins the An Accessible City (AAC) separated cycleway planned for Antigua Street, finishing at Te Hapua in Halswell.

Route Selection

5.4       To develop a preferred route the following constraints were used:

·   The start point was Moorhouse / Antigua

·   The end point was the Halswell library which became Te Hapua when that new facility was constructed.

·   Lincoln Road was not considered a viable route for the ‘interested but concerned” target users for the new facility.

·   The route was designed to be south of the Little River MCR route and would connect the suberbs of Addington, Spreydon, Somerfield, Hoon Hay and Halswell.

5.5       A number of routes were considered prior to selection of the preferred option, including options that required purchase of private property to cross the Heathcote River away from the existing road crossing points, and from this four primary options were developed. Each of these alternatives routes had advantages and disadvantages and were put through a Multi-Criteria Analysis (MCA) which considered the impacts on cyclists, community and businesses and network and property issues . The 4 highest scoring routes from this MCA were shown in the consultation documents along principal reasons they were not preferred, as well as the preferred route along Roker Street.

5.6       The preferred route from this was the recommended route in this report.

5.7       The preferred route has the following cycleway treatments:

5.7.1   Antigua Street – one way separated cycleways on each side with car parking mainly on the west side. Short term, high turnover parking has been provided near businesses such as diaries and food outlets.

5.7.2   Strickland Street – One way separated cycleways on each side with car parking alternating between the east and west side of the road. Parking has been provided on the same side as the Kindacare preschool near Milton Street.

5.7.3   Roker Street and Strauss Place – A greenway treatment is planned where motorists and cyclists share the road space.

5.7.4   Frankleigh Street – A two way separated cycleway on the south side.

5.7.5   Sparks Road – A two way separated cycleway on the south side until Henderson’s Road. From Henderson’s Road it becomes a shared path for cyclists and pedestrians  on the north side until Miln’s reserve

5.7.6   Miln’s Reserve to James Hight Drive -  A shared path between cyclists and pedestrians

5.7.7   James Hight Drive – A greenway with motorists and cyclists sharing the road space.

5.7.8   Halswell Domain – A shared path for pedestrians and cyclists

5.7.9   Halswell Road – A separated cycleway on the southern side of the highway.

6.   Option 1 – Post Consultation Option (preferred)

Option Description

6.1       Following consultation a scheme was developed that balanced community feedback from affected stakeholders but maintained a safe, useable and attractive facility for cyclists. The route is unchanged from the consultation route, but minor changes have been made to the consulted design.

Significance

6.2       The level of significance of this option is medium consistent with section 2 of this report.

6.3       Engagement requirements for this level of significance are to consult with stakeholders on the project need, alternatives, opportunities and solutions so that any concern, alternatives and aspirations are understood and considered.

Impact on Mana Whenua

6.4       This option does not involve a significant decision in relation to ancestral land or a body of water or other elements of intrinsic value, therefore this decision does not specifically impact Ngāi Tahu, their culture and traditions.

Community Views and Preferences

6.5       Adjacent residents and businesses are specifically affected by this option due to the new cycleway being adjacent to their properties and changes to the street layout and parking.  Their views are contained in Attachment 1.

6.6       Consultation on the Quarryman’s Trail proposed route was undertaken from the 10th October to the 10th November 2016.

6.7       2500 consultation booklets were hand delivered to properties along the route. 319 were posted to absentee property owner and another 130 delivered to other key stakeholders. They were also delivered to Council service centres and libraries. Approximately 4800 flyers were delivered to other nearby properties.

6.8       Three formal drop in sessions were held at Hagley Avenue netball centre, South West Baptists and Te Hapua. Three informal sessions were held with the Hoon Hay School Board of Trustees, the OLA principal and Roker street residents in the cul-de-sac end to discuss the potential path design. At the drop in sessions, the project team presented details of the proposed cycleway scheme followed by group discussions centred on large plans of the proposed schemes.

6.9       At the close of consultation, 466 submissions were received. These were analysed as a whole and also according to specific sections of the route.

6.10    Of the total number of respondents, 61% supported the proposals, 29% supported the cycleway but has specific concerns on aspects of the project, 8% did not support the cycleway and 2% did not indicate either support or opposition.


 

6.11    The key issues identified in the consultation were concerns about safety along the route, removal of onstreet parking, land purchase and house demolition and changes to the road network (new signalised intersections and Rydel Street changes). 22% of the submissions had alternative routes suggested. The detail of the consultation feedback is shown in Attachment A.

Alignment with Council Plans and Policies

6.12    This option is consistent with Council’s Plans and Policies

Financial Implications

6.13    Cost of Implementation – The cost of implementation is budgeted in the 2015-2025 LTP. The section between Moorhouse Avenue and Hoon Hay Road has UCP funding.

6.14    Maintenance / Ongoing Costs – The maintenance and ongoing costs will increase to clean the separated facility but these additional costs have been allowed for in future maintenance budgets.

6.15    Funding source – The project is funded through the Council’s capital programme of the 2015-2025 Long Term Plan and has funding from the National Land Transport Fund and the Urban Cycleway Fund from Moorhouse Avenue to Hoon hay Road. The project has funding of $15.5million.

Legal Implications

6.16    All decisions associated with projects associated with the Major Cycleway Programme were previously delegated to the Infrastructure, Transport and Environment Committee prior to the election. Currently the decision making decision making responsibility rests with full Council.

Risks and Mitigations   

6.17    Risk Mitigation was applied by the project team throughout the project development. The routes were analysed via a multi-criteria analysis and a risk workshop held to identify and rank project risk and develop risk mitigation strategies. Ongoing reviews of the project risks will continue until the end of the project.

The key risks identified to the project were project delays affecting the funding agreement, impacts on businesses, schools and the community and construction resources.

Implementation

6.18    Implementation dependencies - Staff will work with An Accessible City (AAC) to ensure co-ordination of the Moorhouse / Antigua interface and with the MCR teams working on the Southern Lights and NorWest Arc MCR routes that intersect with the Quarryman’s Trail route.

6.19    Implementation timeframe – The timeframe for implementation of the cycleway has a scheduled construction start of June 2017 with a 12 month construction timeframe between Moorhouse Avenue and Hoon Hay Road. Hoon Hay Road to Te Hapua is not programmed to commence until July 2018, but could be started from June 2017 if funding is available.

Option Summary - Advantages and Disadvantages

6.20    The advantages of this option include:

·   Achieves a good balance between the need to provide a high quality facility and minimising the impacts on the community and businesses along the route. For the majority of the route, the proposed cycleway is separated from traffic.

·   The proposed scheme has been independently reviewed by the Safety and Network Functionality review team and they have supported the proposed scheme.

·   The scheme maintains parking adjacent to Hoon Hay and Our Lady of Assumption schools and provide a safer signalised crossing for pupils. The route is also directly opposite the school so will provide a safe route for pupils that wish to bike to school.

·   The removal of the current small roundabouts and signalisation of the Frankleigh / Lyttelton, Hoon Hay / Sparks and Sparks / Henderson’s Road intersections will improve the functionality of the road network for motorists as well as improving safety for pedestrians. The traffic signals were programmed for Frankleigh / Lyttelton in 2010 but this project was removed after the earthquakes. These signals will address significant peak hour congestion at all of the intersections mentioned.

·   The scheme maintains some parking for residents and short term parking near high turnover businesses such as diaries and food outlets.

·   The route connects with existing cycle paths in Addington cemetery and Bradford Park.

·   The route connects with the planned AAC separated cycleway in Antigua Street adjacent to Metro Sport, so provides a safe route to this important community facility in the CBD. It also connects with the proposed Southern Lights and NorWest Arc MCR facilities planned.

·   The proposed route avoids the impacts on the businesses and residents on Milton Street, where full removal of on-street parking was required to accommodate the alternative route design using a separated cycleway (option 2 as below).

6.21    The disadvantages of this option include:

·   Property purchase is required to form a shared path link between Barrington Street and Roker Street. 2 properties are required to construct this path.

·   Cycle path widths are narrower than the desirable widths in the MCR Cycle Guidelines to retain on-street parking on Antigua Street, Strickland Street and Sparks Road, but the widths are not below the minimum widths allowed.

7.   Option 2 – Milton Street

Option Description

7.1       The option is the same as the preferred route except that rather than having the cycleway on Roker Street and Strauss Place, the cycleway would travel along Milton Street between Strickland Street and Frankleigh Street, and Frankleigh Street between Milton Street and Strauss Place. This option would have separated one way cycleway on each side of the road and would require the removal of all on street parking along its length, including outside the businesses on the corner of Milton/Barrington unless properties were purchased and demolished to provide additional width to retain some on street parking near the intersection.

Significance

7.2       The level of significance of this option is medium consistent with section 2 of this report

7.3       Engagement requirements for this level of significance are the same as the preferred option outlined in section 6.2.

Impact on Mana Whenua

7.4       This option does not involve a significant decision in relation to ancestral land or a body of water or other elements of intrinsic value, therefore this decision does not specifically impact Ngāi Tahu, their culture and traditions.

Community Views and Preferences

7.5       Adjacent residents and businesses are specifically affected by this option due to due to the road layout changes and the impacts on parking.  Although we did not specifically consult on this option, some business owners have submitted on this route as part of the consultation on the Roker street option and this is included in Attachment A.

Alignment with Council Plans and Policies

7.6       This option is consistent with Council’s Plans and Policies

Financial Implications

7.7       Cost of Implementation – The cost of implementation of this route is approximately $2.6million higher than the preferred option due to the added costs of constructing separator’s on both sides of the road. This excludes any property purchase costs associated with maintaining some on street car parking.

7.8       Maintenance / Ongoing Costs – Maintenance / Ongoing costs will increase to clean the separated facility but these additional costs have been allowed for in future maintenance budgets.

7.9       Funding source – The project has funding of $15.5million within the LTP.

Legal Implications

7.10    All decisions associated with projects associated with the Major Cycleway Programme were previously delegated to the Infrastructure, Transport and Environment Committee prior to the elections. Currently decision making ability rest with Council.

Risks and Mitigations    

7.11    Risk Mitigation was applied by the project team throughout the project development. The routes were analysed via a multi-criteria analysis and a risk workshop held to identify and rank project risk and develop risk mitigation strategies. Ongoing reviews of the project risks will continue until the end of the project.

7.12    The key risks identified to the project were project delays affecting the funding agreement, impacts on businesses, schools and the community and construction resources.

Implementation

7.13    Implementation dependencies - Staff will work with An Accessible City (AAC) to ensure co-ordination of the Moorhouse / Antigua interface and with the MCR teams working on the Southern Lights and NorWest Arc MCR routes that intersect with the Quarryman’s Trail route.

7.14    Implementation timeframe – The timeframe for implementation of the cycleway has a scheduled construction start of June 2017 with a 12 month construction timeframe between Moorhouse Avenue and Hoon Hay Road. Hoon Hay Road to Te Hapua is not programmed to commence until July 2018, but could be started from June 2017 if funding is available.

Option Summary - Advantages and Disadvantages

7.15    The advantages of this option include:

·   This option avoids Roker Street and Strauss Place and the need to purchase properties for the shared path connection.

7.16    The disadvantages of this option include:

·   The construction cost is approximately $2.6million higher than the Roker Street excluding land purchase costs in Roker Street.

·   Milton Street is a busy arterial road and not as attractive or pleasant to use for cyclists as Roker Street.

·   Milton Street would require separated cycleways each side and this would require removal of 100% of the on street parking along the length of the cycleway. If parking was required outside the businesses near Barrington/Milton property purchase would be required to gain additional width.

·   The right turn for cyclists from Strickland into Milton would require additional signal time and would impact on the efficiency of the intersection and the Milton Street corridor for general traffic due to the reduced time available for the green phases.

·   Cyclists would need to pass through the Barrington/Milton traffic signals. The additional time required for the cycle phase would reduce the efficiency of these traffic signals and lead to increased congestion at the intersection.

8.   Option 3 – Bletsoe, Barrington Park, Wychbury and Lyttelton Street

Option Description

8.1       This option has separated cycleways on Antigua and Strickland Street, then turns into Bletsoe Avenue (Strickland to Simeon), Barrington Park, Wychbury Street and Lyttelton (Wychbury to Frankleigh). Wychbury and Lyttelton would be separated one way cycleways.

Significance

8.2       The level of significance of this option is medium consistent with section 2 of this report Engagement requirements for this level of significance are the same as the preferred option outlines in section 6.2.

Impact on Mana Whenua

8.3       This option does not involve a significant decision in relation to ancestral land or a body of water or other elements of intrinsic value, therefore this decision does not specifically impact Ngāi Tahu, their culture and traditions.

Community Views and Preferences

8.4       Adjacent residents and businesses are specifically affected by this option due to due to the road layout changes and the impacts on parking.  Although we did not specifically consult on this option, a residents group have submitted on this route as part of the consultation on the Roker street option and this is included in Attachment A.

Alignment with Council Plans and Policies

8.5       This option is consistent with Council’s Plans and Policies

Financial Implications

8.6       Cost of Implementation – The cost of implementation of this route is approximately $6.6million higher than the preferred option due to the added costs of constructing separator’s on both sides of the road along Wychbury Street and Lyttelton Street. Wychbury Street has deep dish channel so a street renewal is required to accommodate the cycleway, slow traffic and remove the deep dish. Additional crossing traffic signals are required at Bletsoe, Barrington Street, Lyttelton and Simeon Streets.

8.7       Maintenance / Ongoing Costs – Maintenance / Ongoing costs will increase to clean the separated facility but these additional costs have been allowed for in future maintenance budgets.

8.8       Funding source – The project has funding of $15.5million within the LTP.

Legal Implications

8.9       All decisions associated with projects associated with the Major Cycleway Programme were previously delegated to the infrastructure, Transport and Environment Committee prior to the elections. Currently decision making ability rests with Council.


 

Risks and Mitigations    

8.10    Risk Mitigation was applied by the project team throughout the project development. The routes were analysed via a multi-criteria analysis and a risk workshop held to identify and rank project risk and develop risk mitigation strategies. Ongoing reviews of the project risks will continue until the end of the project.

8.11    The key risks identified to the project were project delays affecting the funding agreement, impacts on businesses, schools and the community and construction resources.

Implementation

8.12    Implementation dependencies - Staff will work with An Accessible City (AAC) to ensure co-ordination of the Moorhouse / Antigua interface and with the MCR teams working on the Southern Lights and NorWest Arc MCR routes that intersect with the Quarryman’s Trail route.

8.13    Implementation timeframe – The timeframe for implementation of the cycleway has a scheduled construction start of June 2017 with a 12 month construction timeframe between Moorhouse Avenue and Hoon Hay Road. Hoon Hay Road to Te Hapua is not programmed to commence until July 2018, but could be started from June 2017 if funding is available.

Option Summary - Advantages and Disadvantages

8.14    The advantages of this option include:

·   The proposed route is via Bletsoe and Wychbury has lower volumes than Milton Street and connects closer to Barrington Mall.

·   The route passes West Spreydon School so would provide a safe cycle route for some pupils.

·   The proposed crossing signals on Barrington Street would provide safe pedestrian movements for sport in the weekends. Barrington Park is heavily used in the weekends.

8.15    The disadvantages of this option include:

·   The route cost is approximately $2million higher than the Milton Street option and $6.6million higher than the Roker Street (excluding Roker Street property purchase costs) option due to the need to reconstruct Wychbury Street, the additional traffic signals, the construction of separators in Wychbury and Lyttelton street and the longer length of the route.

·   The parking outside West Spreydon School would be removed with one way cycleways each side of Lyttelton Street. West Spreydon School has no alternative road frontage so the impact on the school would be significant.

·   The proposed traffic signals at Lyttelton/Frankleigh would require an exclusive right turn cycle phase which is longer than the phase if cyclists travel straight through the intersection as proposed in the Roker street option. This additional time will result in more congestion at the intersection for general traffic as less time will be available for other traffic movements.

·   The route is not as direct as the Milton or Roker Street routes and some cyclists may choose to continue along Milton Street

 

Attachments

No.

Title

Page

a

Quarrymans Trail Consultation Analysis

15

b

Quarrymans Trail Revised Scheme Plans Sheets 1-7

27

c

Quarrymans Trail Revised Scheme Plans Sheets 7-27

33

 

 

Confirmation of Statutory Compliance

Compliance with Statutory Decision-making Requirements (ss 76 - 81 Local Government Act 2002).

(a) This report contains:

(i)  sufficient information about all reasonably practicable options identified and assessed in terms of their advantages and disadvantages; and

(ii) adequate consideration of the views and preferences of affected and interested persons bearing in mind any proposed or previous community engagement.

(b) The information reflects the level of significance of the matters covered by the report, as determined in accordance with the Council's significance and engagement policy.

 

Signatories

Author

Brendan Bisley - Project Manager

Approved By

Lynette Ellis - Manager Planning and Delivery Transport

Peter Langbein - Finance Business Partner

David Adamson - General Manager City Services

  


Major Cycleway Routes Committee

14 December 2016

 

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Major Cycleway Routes Committee

14 December 2016

 

 

5.        Northern Line Major Cycleway Route

Reference:

16/1310550

Contact:

Brendan Bisley

brendan.bisley@ccc.govt.nz

941 8385

 

 

1.   Purpose and Origin of Report

Purpose of Report

1.1       The purpose of this report is for the Major Cycleway Routes Committee to approve the Northern Line Major Cycleway scheme for design and construction and to provide information on the outcomes of the consultation process.

Origin of Report

1.2       This report is staff generated.  This project is a specifically identified and funded project within the 2015-2018 Long Term Plan.

2.   Significance

2.1       The decisions in this report are of medium significance in relation to the Christchurch City Council’s Significance and Engagement Policy.

2.2       The level of significance was determined by using the engagement significance matrix.

2.3       The community engagement and consultation outlined in this report reflect the assessment.

 

3.   Staff Recommendations

That the Major Cycleway Routes Committee:

1.         Approve the Northern Line scheme for detailed design and construction as shown in Attachment B Northern Line Drawings 1-14 inclusive, subject to KiwiRail final approval of the design at the end of the detailed design phase.

2.         Approve removal of vegetation and identified trees to allow implementation of the proposed scheme.

3.         Request that the detailed traffic resolutions required for the implementation of the route are brought back to the relevant Committee for approval at the end of the detailed design phase.

4.         Approve the negotiation of access agreements with KiwiRail for the level crossings altered by the proposed scheme

 

4.   Key Points

4.1       This report supports the Council's Long Term Plan (2015 - 2025):

4.1.1   Activity: Major Cycleways

·     Level of Service: 10.5.3 Increase the number of cycling trips

4.2       The following feasible options have been considered:

o Option 1 – The scheme consulted on (preferred option)

o Option 2 – The alternative route if Council are unable to agree use of the land required with KiwiRail.

4.3       Option Summary - Advantages and Disadvantages (Preferred Option)


 

§ The advantages of this option include:

·     The proposed cycleway is a direct route and has minimal impact on the adjacent roading network. The alternative route was not direct and required parking removal on local roads.

·     The proposed route extends the current Northern Line cycleway constructed approximately 15 years ago and provides cyclists with a consistent facility

·     The proposed route is used regularly by pedestrians and cyclists as a shortcut, so the formation of the cycleway will improve safety for the public who use the rail corridor anyway.

·     The formation of the cycleway will reduce maintenance issues for KiwiRail on the corridor and improve safety with the installation of lighting and fencing.

·     The proposed changes in Barnes Reserve will increase safety due to the added lighting and widening of the existing path.

·     The proposed changes will improve safety where the railway crosses Harewood Road, Sawyers Arms Road, Northcote Road and Tuckers Road.

·     The proposed cycleway joins the Uni Cycleway, South Express, Papanui Parallel, Wings to Wheels and NorWest Arc routes to provide a radial connection between them.

§ The disadvantages of this option include:

·     The proposed facility has limited connection points due to the rail corridor only being accessible at the roads it crosses

·     Council are not able to purchase the land and will need to negotiate a lease with KiwiRail. This could result in the facility needing to be removed at a future date if KiwiRail needed the land for alternative purposes such as double tracking.

·     Some sections of the rail corridor are already leased to adjacent properties so some areas will need reduced widths until the land becomes available in the future.

·     The proposed route will impact on parking adjacent to the Papanui Railway Station.

 

5.   Context/Background

MCR Programme

5.1       The Northern Line is one of the 13 projects in the major Cycleways Route (MCR) programme. The MCR programme has Urban Cycleways Programme (UCP), CCC and National Land Transport Programme (NLTP) funding attached to it and the Northern Line project is in the Long Term Plan as one of the identified MCR projects.

5.2       The Northern Line is one of the first five priority routes and has UCP funding for the Blenheim Road to Mona Vale section.

5.3       The scheme consulted on is for the route from Blenheim Road to Belfast Road, but the length from Main North Road along the rail corridor to Belfast Road needs to be built once the adjacent land development is further advanced and the impacts of the Northern Arterial on Main North Road traffic volumes are known.

Route Selection

5.4       To develop a preferred route, the following constraints were used:

·    The start point was Blenheim Road

·    The end point was Belfast Road

·    The route needed to join onto the existing Rail Corridor cycleway at Mona Vale and Tuckers Road and fill in the current gap from Harewood Road to the Papanui Train Station

·    If the rail corridor was used, we needed an alternative route if we were unable to secure a lease over the rail corridor due to KiwiRail operational requirements.

5.5       A number of routes were developed along the corridor and used existing road space, routes through parks and lanes and along the rail corridor. Each of the routes was put through a Multi-Criteria Analysis (MCA) which considered cyclists (55%), Community and Business interests (25%) and network and Property Issues (20%).

5.6       The preferred route from the MCA analysis was to use the rail corridor as it had minimal impact on the surrounding transport network and businesses and residents. It also provides a direct route compared to using the surrounding roading network.

5.7       The preferred route has a two way cycleway on the west side of the rail corridor from Blenheim Road to the existing cycleway at Matai Street.    At Harewood Road, a new signalise crossing will be installed with a new two way path in Restell Street connecting to the existing path adjacent to the rail lines on the east side. At Tuckers Road a new two way cycleway will be built on the western side to Main North Road where the current footpath is widened on the west side to Northwood to provide the connection into the Northwood subdivision. The section along Main North Road is not on the main carriageway.

6.   Option 1 – Rail Corridor (preferred)

Option Description

6.1       The preferred scheme is to extend the current railway cycleway that exists from Matai Street to Tuckers Road south to Blenheim Road and north to Main North Road where it would then be  a shared path on the West side of Main North Road to Northwood.

Significance

6.2       The level of significance of this option is medium consistent with section 2 of this report.

6.3       Engagement requirements for this level of significance are to consult with stakeholders on the project need, alternatives, opportunities and solutions so that any concerns, alternatives and aspirations are understood and considered.

Impact on Mana Whenua

6.4       This option does not involve a significant decision in relation to ancestral land or a body of water or other elements of intrinsic value, therefore this decision does not specifically impact Ngāi Tahu, their culture and traditions.

Community Views and Preferences

6.5       Adjacent residents and businesses are specifically affected by this option due to the proposed cycleway being adjacent to their properties.  Their views are contained in Attachment 1.

6.6       KiwiRail are a specific stakeholder as the proposed route is to be built on their land. Staff have been in ongoing discussions with KiwiRail and proposed plans have been reviewed by kiwiRail as the design have developed. KiwiRail have indicated the following via email on the 24/11/2016 “I can confirm that KiwiRail is happy for the cycleway to proceed to detailed design. We believe the proposals the council has provided to date are feasible”. Under the KiwiRail approval process, this signifies acceptance of the route being constructed on the rail corridor with further review required around specific elements of the design ( separating fence, clearances around equipment and signal gear and the specific design of the road rail interfaces ).

6.7       800 consultation booklets were hand delivered to properties along the route and key stakeholders and 143 posted to absentee property owners. They were also delivered to Council service centres and libraries. Approximately 2200 flyers were hand delivered to the wider community in the vicinity of the route. An additional 560 booklets were hand delivered to properties that were affected by the alternatives route proposed if we were unable to utilise the rail corridor.

6.8       Two drop in sessions were held at the Girls High Library in Matai Street and at the Belfast Primary School in Prestons Road. The project team presented details of the proposed cycleway scheme followed by group discussions centred on large plans of the proposed schemes. Both the preferred and alternative routes were shown at this meeting.

6.9       154 submissions were received from the community and stakeholders. In addition 2 petitions were received regarding the proposed options. The consultation feedback is detailed in Attachment A.

6.10    The key issues raised were the width and condition of the already constructed cycleway between Matai Street and Tuckers Road, the safety of the alternative on-road option, the layout of the Restell Street cycle path and the proposed narrow width at the southern end where some KiwiRail land is already leased.

6.11    The consultation results showed a clear preference for the rail corridor option over the alternative option.

Alignment with Council Plans and Policies

6.12    This option is consistent with Council’s Plans and Policies

Financial Implications

6.13    Cost of Implementation – The cost of implementation is approximately is budgeted in the 2015-2025 LTP with UCP funding for Section 1 (Blenheim Road to Matai Street).

6.14    Maintenance / Ongoing Costs – Maintenance / Ongoing costs will increase to maintain and sweep the new facility but these additional costs have been allowed for in future maintenance budgets.

6.15    Funding source – This project is funded through the Councils capital programme of the 2015-2025 Long Term Plan and has funding from the National Land Transport Fund and the National Urban Cycleways Fund. The project has funding of $9.3million with funding spread across financial years to FY20.

Legal Implications

6.16    All decisions associated with the major Cycleway programme were delegated to the Infrastructure, Transport and Environment Committee by Council prior to the elections. Currently the decision making responsibility rests with full Council.

Risks and Mitigations    

6.17    Risk Mitigation was applied by the project team throughout the project development. The routes were analysed via a multi-criteria analysis and a risk workshop was held to identify and rank project risks. A safety in design workshop was also held to identify any risks that could be addressed through design.

6.18    The key risks identified were the ability to utilise the rail corridor due to potential operational requirements KiwiRail has for the corridor, delays on the project affecting the funding agreement and the impact of the alternative route on the affected properties.

Implementation

6.19    Implementation dependencies - Staff are working closely with KiwiRail regarding the implementation of the proposed cycleway along the rail corridor. The intersections with other MCR routes will be carefully designed to ensure a consistent treatment and the timing is appropriate for each route to avoid clashes of construction space.

6.20    Implementation timeframe – The timeframe for implementation of the cycleway has a scheduled construction start of May 2017 for the section from Blenheim Road to Matai Street and the section around the Papanui Rail Station. The section from Tuckers Road north to Northwood subdivision is not scheduled to commence until 2018, but could be constructed earlier if funding becomes available.

Option Summary - Advantages and Disadvantages

6.21    The advantages of this option include:

·    The proposed facility is consistent with the previously built railway cycleway and extends the previous route.

·    The proposed route connects with the South Express MCR, the Uni Cycleway MCR, Norwest Arc MCR, Papanui Parallel MCR, Wings to Wheels MCR and will ultimately connect to a planned cycleway adjacent to the Northern Arterial and a potential cycleway to Kaiapoi providing a good arterial route south west to northwest parts of the city.

·    The use of the rail corridor has minimal impact on the adjacent roading network and minimal impact on properties along the route.

·    The route is direct and does not have traffic adjacent making it more pleasant for less confident cyclists.

·    The proposed connection at Harewood Road and along the front of the former Papanui train station will resolve a current safety issue with no formal crossing point.

·    The proposed route formalises a well-worn track that already shows a high number of cyclists and pedestrians that utilise the corridor. The proposed cycleway will separate the cyclist and pedestrians by a fence.

·    The cycleway will reduce the maintenance requirements for KiwiRail along the corridor. KiwiRail have indicated where the current sections are already constructed they have less maintenance issues as adjacent residents do not dump household rubbish and garden waste over the back fence and they have less tagging and damage to their infrastructure as there are more people using the corridor.

·    The proposed changes in Barnes Reserve will increase safety due to the added lighting and widening of the existing path. The area is currently poorly lit.

·    The proposed changes will improve safety where the railway crosses Harewood Road, Sawyers Arms Road, Northcote Road and Tuckers Road.

·    The route is a commuter route with good connections to business parks and other commercial activity areas such as Northwood, Northlands Mall, Casebrook, and the business area around Mandeville Street and Tower Junction. It is also a popular recreational ride and is well used by school students to get to Girls High, Boys High, Papanui High, St Andrews etc and other schools along the route.

6.22    The disadvantages of this option include:

·    The proposed facility has limited connection points due to the rail corridor only being accessible at the roads it crosses

·    Council are not able to purchase the land and will need to negotiate a lease with KiwiRail. This could result in the facility needing to be removed at a future date if KiwiRail needed the land for alternative purposes such as double tracking. There is also an annual lease cost to use the underlying land.

·    Some sections of the rail corridor are already leased to adjacent properties so some areas will need reduced widths until the land becomes available in the future.

·    The proposed route will impact on parking adjacent to the Papanui Railway Station.


 

7.   Option 2 – Alternative Route not using the rail corridor

Option Description

7.1       If the rail corridor was not available due to operational requirements from KiwiRail (double tracking or maintenance access etc), an alternative option was developed that connected the start and end points of the route, but used the local road network as an alternative.

7.2       This alternative joined onto the previously built cycleway constructed between Matai Street and Tuckers Road.

7.3       At the southern end, the alternative route travelled along an existing shared path from Blenheim Road to an existing cycle crossing at Deans Avenue, north along a widened existing path along the western side of Hagley Park before joining onto the Uni Cycleway in Matai Street to join the existing cycleway. At the northern end, it will start at Tuckers Road, head south to Farnswood Place, through Redwood Park, north on Sturrocks Road to Barnes reserve where it will travel parallel to the rail corridor until it comes out at Primrose Hill lane and then travels along Regents Park Drive, onto Styx Mill Road before being on the west side of Main North Road to Northwood subdivision. This would be a mixture of shared paths, separated facilities and widened existing footpaths and will impact on car parking.

Significance

7.4       The level of significance of this option is medium consistent with section 2 of this report

7.5       Engagement requirements for this level of significance are the same as the preferred option and outlined in Section 6.2 of the report.

Impact on Mana Whenua

7.6       This option does not involve a significant decision in relation to ancestral land or a body of water or other elements of intrinsic value, therefore this decision does not specifically impact Ngāi Tahu, their culture and traditions.

Community Views and Preferences

7.7       Adjacent residents and businesses are specifically affected by this option due to the road layout changes.  Consultation was undertaken on this alternative option and the views of the community are included in Attachment A.

Alignment with Council Plans and Policies

7.8       This option is consistent with Council’s Plans and Policies

Financial Implications

7.9       Cost of Implementation – The cost of implementation is approximately is budgeted in the 2015-2025 LTP, with Section 1 (Blenheim Road to Matai Street having UCP funding).

7.10    Maintenance / Ongoing Costs – Maintenance / Ongoing costs will increase to clean the cycleway facilities and these additional costs have been allowed for in future maintenance budgets.

7.11    Funding source - This project is funded through the Councils capital programme of the 2015-2025 Long Term Plan and has funding from the National Land Transport Fund and the National Urban Cycleways Fund. The project has funding of $9.3 million.

Legal Implications

7.12    All decisions associated with the major Cycleway programme were delegated to the Infrastructure, Transport and Environment Committee by Council prior to the elections. Currently the decision making responsibility rests with full Council.

Risks and Mitigations    

7.13    Risk Mitigation was applied by the project team throughout the project development. The routes were analysed via a multi-criteria analysis and a risk workshop was held to identify and rank project risks. A safety in design workshop was also held to identify any risks that could be addressed through design.

7.14    The key risks identified were the ability to utilise the rail corridor due to potential operational requirements KiwiRail has for the corridor, delays on the project affecting the funding agreement and the impact of the alternative route on the affected properties.

Implementation

7.15    Implementation dependencies - Design and construction staff will work closely with those involved on intersecting MCRs to ensure safe facilities and to ensure the designs are consistent between routes.

7.16    Implementation timeframe - The timeframe for implementation of the cycleway has a scheduled construction start of May 2017 for the section from Blenheim Road to Matai Street and the section around the Papanui Rail Station. The section from Tuckers Road north to Northwood subdivision is not scheduled to commence until 2018, but could be constructed earlier if funding becomes available.

Option Summary - Advantages and Disadvantages

7.17    The advantages of this option include:

·    The route is located on the surrounding road network so has more available connection points for residents to access the cycleway.

·    The route can remain permanently so is not subject to future decisions on land use by KiwiRail that would require it to move.

·    There are no ongoing lease costs associated with this option as it is onroad. The KiwiRail corridor has an annual lease cost to use the corridor.

7.18    The disadvantages of this option include:

·    This option has impacts on residents and businesses on street parking

·    The route is not direct and will require cyclists to deviate at right angles to their desired direction of travel to continue south or north. This may result in some cyclists and pedestrians continuing to use the existing tracks that are worn into the area beside the rail line.

·    The route is longer so will cost more to construct and long term maintenance costs will be higher due to the increased length.

·    Modelling shows this option will reduce the number of cyclists using the route. This is due to the increased length and less direct route available. At the Blenheim Road to Matai Street end, the projected numbers reduce by 50% over the rail corridor option.

 

Attachments

No.

Title

Page

a

Northern Line Consultation Summary

65

b

Northern Line Revised Scheme Drawings

71

 

 

Confirmation of Statutory Compliance

Compliance with Statutory Decision-making Requirements (ss 76 - 81 Local Government Act 2002).

(a) This report contains:

(i)  sufficient information about all reasonably practicable options identified and assessed in terms of their advantages and disadvantages; and

(ii) adequate consideration of the views and preferences of affected and interested persons bearing in mind any proposed or previous community engagement.

(b) The information reflects the level of significance of the matters covered by the report, as determined in accordance with the Council's significance and engagement policy.

 

Signatories

Author

Brendan Bisley - Project Manager

Approved By

Lynette Ellis - Manager Planning and Delivery Transport

Peter Langbein - Finance Business Partner

David Adamson - General Manager City Services

  


Major Cycleway Routes Committee

14 December 2016

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Major Cycleway Routes Committee

14 December 2016

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Major Cycleway Routes Committee

14 December 2016

Title: 2ndlastone

 

 

6.    Resolution to Exclude the Public

Section 48, Local Government Official Information and Meetings Act 1987.

 

I move that the public be excluded from the following parts of the proceedings of this meeting, namely items listed overleaf.

 

Reason for passing this resolution: good reason to withhold exists under section 7.

Specific grounds under section 48(1) for the passing of this resolution: Section 48(1)(a)

 

Note

 

Section 48(4) of the Local Government Official Information and Meetings Act 1987 provides as follows:

 

“(4)     Every resolution to exclude the public shall be put at a time when the meeting is open to the public, and the text of that resolution (or copies thereof):

 

             (a)       Shall be available to any member of the public who is present; and

             (b)       Shall form part of the minutes of the local authority.”

 

This resolution is made in reliance on Section 48(1)(a) of the Local Government Official Information and Meetings Act 1987 and the particular interest or interests protected by Section 6 or Section 7 of that Act which would be prejudiced by the holding of the whole or relevant part of the proceedings of the meeting in public are as follows:


Major Cycleway Routes Committee

14 December 2016                                                                                                                                                 

 

 

ITEM NO.

GENERAL SUBJECT OF EACH MATTER TO BE CONSIDERED

SECTION

SUBCLAUSE AND REASON UNDER THE ACT

PLAIN ENGLISH REASON

WHEN REPORTS CAN BE RELEASED

7

Quarryman's Trail  - Part 2

s7(2)(a), s7(2)(i)

Protection of Privacy of Natural Persons, Conduct Negotiations

Property purchase will be required for the Quarryman's Trail to allow construction of the Roker street option

5 years after property purchase completed

8

Northern Line  - Part 2

s7(2)(i)

Conduct Negotiations

Council will need to negotiate a lease with KiwiRail if elected members approve the Northern Line scheme

Completion of KiwiRail lease term