Waimāero

Fendalton-Waimairi-Harewood Community Board

Extraordinary Agenda

 

 

Notice of Meeting:

An Extraordinary meeting of the Waimāero/Fendalton-Waimairi-Harewood Community Board will be held on:

 

Date:                                    Saturday 17 August 2019

Time:                                   9am

Venue:                                 Boardroom, Fendalton Service Centre,
Corner Jeffreys and Clyde Roads, Fendalton

 

 

Membership

Chairperson

Deputy Chairperson

Members

Sam MacDonald

David Cartwright

Aaron Campbell

Linda Chen

James Gough

Aaron Keown

Raf Manji

Shirish Paranjape

Bridget Williams

 

 

12 August 2019

 

 

 

 

 

Maryanne Lomax

Manager Community Governance, Fendalton-Waimairi-Harewood

941 6730

maryanne.lomax@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:
https://www.ccc.govt.nz/the-council/meetings-agendas-and-minutes/

 


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

 


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

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.        Harewood Road/Gardiners Road/Breens Road Intersection Improvements......... 5

 

 

 


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

 

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 and 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

3.1

Harewood Road/Gardiners Road/Breens Road Intersection Improvements

Connie Christensen will address the Board on behalf of Go Cycle Christchurch, in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report (Item 5 refers.)

 

3.2

Harewood Road /Gardiners Road/Breens Road Intersection Improvements

Vince Eicholtz, local resident, will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report.  (Item 5 refers.)

 

3.3

Harewood Road/Gardiners Road/Breens Road Intersection Improvements

Simon Britten, local resident, will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report.  (Item 5 refers.)

 

3.4

Harewood Road/Gardiners Road/Breens Road Intersection Improvements

Glenda Hicks, local resident, will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report.  (Item 5 refers.)

 

3.5

Harewood Road/Gardiners Road/Breens Road Intersection Improvements

Merav Benaia, local resident will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report.  (Item 5 refers.)

 

3.6

Harewood Road/Gardiners Road/Breens Road Intersection Improvements

Richard and Ros Huppert, local residents, will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report.  (Item 5 refers.)

 

3.7

Harewood Road /Gardiners Road/Breens Road Intersection Improvements

Connie Christensen, a local resident, will address the Board in relation to the Harewood Road/Gardiners Road/Breens Road Intersection Improvements report. (Item 5 refers.)

 

 

 

  


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

 

5.     Harewood Road/Gardiners Road/Breens Road - Intersection Improvements

Reference:

19/571934

Presenter(s):

Brendan Bisley, Senior Project Manager

 

 

1.   Purpose of Report

1.1       The purpose of this report is to advise on the outcomes of the recent consultation on two options presented to the community on the Harewood Road/Gardiners Road/Breens Road intersection and to recommend an option to progress to detailed design and construction when budgets are available.

2.   Executive Summary

2.1       Council consulted with the community on two options, a left in / left out option and a traffic signal option. This consultation was undertaken in May and June 2019. Two consultation meetings were undertaken with the community.

2.2       Council received 1,085 submissions. These submissions showed a strong preference for the traffic signal option.

2.3       The key issues raised were:

·   Safety at the intersection for users and pedestrians

·   The adequacy and safety of the U-turn slots

·   Inconvenience if the median was closed

·   Rat running of local streets if the median is closed

·   The money should be found to achieve a safe solution

2.4       Council engaged an independent review of the options proposed in this report. This review is included in Attachment B.

2.5       The review found that the safest option is the revised left in / left out option (refer Attachment A). Traffic signals is the least safe option.

2.6       Due to the increased safety risk associated with the traffic signals and the increased chance of a serious or fatal accident occurring, staff are not recommending this solution.

2.7       The recommended option is the modified version of the left in/left out option that addresses the issues raised about the consulted left in/left out option in the original consultation. This provides for the safety concerns and improved pedestrian crossing facilities.

2.8       Of the options consulted on, the revised left in / left out option is a lower cost and provides the best value for money solution to address the key issues at this intersection.

 

3.   Staff Recommendations 

That the Waimāero/Fendalton-Waimairi-Harewood Community Board recommend that the Infrastructure, Transport and Environment Committee recommend to the Council:

1.         The Preferred Option: Revised left in / left out with signalised pedestrian crossing, as shown in Attachment A of this report.

2.         To request staff to investigate funding opportunities for the preferred option.  If funding cannot be found from project savings over the next 12 months, then request that staff include the project in the next Annual Plan. 

 

4.   Background

4.1       The intersection of Harewood Road, Gardiners Road and Breens Road has been of interest with the local community for a number of years. Submissions to the Long Term Plan have requested traffic lights at the intersection to improve safety.

Current State

4.2       The current intersection is an uncontrolled cross junction with Stop signs on the Breens Road and Gardiners Road approaches. Harewood Road is a four lane median divided arterial road with right turn slots into both Breens Road and Gardiners Road. As a result, traffic crossing from Gardiners Road to Breens Road has to cross six lanes of traffic. This gives 32 potential conflict points for vehicles using the intersection.

4.3       Traffic counts indicate that few vehicles attempt the straight through or right turn manoeuvre in the peak hours due to the difficulty. Less than 10% of the traffic on Gardiners Road or Breens Road attempt these movements with 90% choosing to turn left at the intersection in the peak hours.

4.4       There are no safe pedestrian crossing facilities at the intersection currently, with pedestrian crossing slots approximately 60 metres either side of the intersection. Students at local schools have been crossing the road at the intersection, rather than walking to the crossing slots, and then standing on a narrow median before crossing to the other side.

4.5       The wider area surrounding the intersection is well-established residential use. Copenhagen Bakery is located just north of the intersection on the western side of Harewood Road. This is both a factory and retail operation and has a limited number of onsite carparks. Customers currently park both sides of Harewood Road and a number of submitters highlighted the congestion this creates near the U-turn slot.

4.6       Further along Harewood Road, closer to the airport, there are future proposals for new large commercial developments near Russley and John’s Roads along with a new link road connecting these to Sawyers Arms Road. The timing for these proposals are unknown at this stage and will be dependent upon private landowners.

4.7       In the longer term, traffic volumes on Harewood Road are expected to decrease as key changes to the Northcote Road and Sawyers Arms Road and the intersections along each will make this route more attractive for traffic than Harewood Road.

4.8       Submitters that live on Gardiners Road have indicated that traffic increased noticeably on Gardiners Road after the traffic lights were installed at the intersection of Gardiners Road/Sawyers Arms Road as it became a more desirable through route.

4.9       Traffic signals were installed at the Sawyers Arms Road / Gardiners Road intersection to address a perceived safety issue after two serious injury accidents had occurred in the previous four years. Since the traffic signals were installed in 2014, there have been a further two serious injury accidents (2016 and 2018) so the traffic signals have not reduced the occurrence of serious injury accidents.

Strategic Alignment

4.10    Intersections across the city are analysed two yearly to assess their safety and to develop a priority list of the 100 worst intersections. The analysis looks at the number of recorded accidents and the severity of the accidents. Those with the highest number of fatal and serious injury accidents sit higher than those with minor and non-injury accidents. This work is undertaken in a programme called KiwiRAP.

4.11    Based on the 2016 KiwiRAP analysis, the intersection was the 62nd worst in the city for Council intersections and therefore sits outside the 10 year funding window of the LTP which funds only the top 20 in each 10 year period.

4.12    In relation to other intersections nearby, Harewood Road/Greers Road intersection was 21st worst in the city and Sawyers Arms Road/Gardiners Road intersection was ranked as the 4th worst. Both of these are signalised.

4.13    In the 2014-2018 KiwiRAP, the intersection is no longer inside the top 100 as it is assessed as having a low collective risk and a medium personal risk. Sawyers Arms/Gardiners is assessed as high risk due to the severity of the accidents still occurring at the intersection even with the traffic signals installed but also does not sit inside the top 100 intersections.

4.14    This report addresses the Council's Long Term Plan (2018 - 2028):

4.14.1 Activity: Traffic Safety and Efficiency

·     Level of Service: 10.0.6.1 Reduce the number of casualties on the road network. - <=124 (reduce by 5 or more per year)

History

4.15    The intersection has an ongoing accident history but had a particularly poor accident history for the two years when the construction on Johns Road was underway. These roadworks resulted in an increased volume of traffic trying to avoid the construction works and using the intersection of Harewood Road/Gardiners Road/Breens Road to cross to Wairakei Road. There was also a similar accident spike at the Sawyers Arms Road/Gardiners Road intersection.

4.16    In the two years after those works were complete, there were no recorded accidents at Harewood Road/Gardiners Road/Breens Road intersection before accidents have returned to its historical norm of one to two recorded accidents per year.

4.17    Accidents at the site are typically non-injury or minor injury with the predominant accident type being a vehicle crossing from Gardiners Road being hit by vehicles on Harewood Road.

4.18    The accident history in a typical year is similar to other uncontrolled intersections around the city with minor and non-injury accidents occurring as a result of vehicles failing to give way or trying to take a gap that is too small.

4.19    The intersection was not included initially in the 10 year Long Term Plan for any works. The Long Term Plan only has funding for the top 20 intersections in each 10 year period. $300,000 from the minor safety programme was allocated as part of the Annual Plan review for works at the intersection.

4.20    Prior to the 2010 earthquakes, Council proposed reducing Harewood Road between Highsted Road and Crofton Road to a single lane in each direction through remarking of the existing pavement and installation of on road cycle lanes. This was consulted with the community and approved by Council on the 26 August 2010 but never implemented due to the earthquake sequence that occurred a week later and in February the following year.

4.21    In this scenario, the intersection at Harewood/Gardiners/Breen’s was left as an uncontrolled cross junction, but traffic would only need to cross a single oncoming lane in each direction.  Depending on the decision of Council regarding this report, the 2010 decision may need to be rescinded. 

4.22    Traffic signals were installed at Sawyers Arms Road/Gardiners Road in 2014 following a serious injury accident. Since this time there have been two further serious injury accidents in 2016 and 2018.

Summary of Independent Safety Review

4.23    Council engaged Abley Transportation Consultants to undertake an independent review of the options proposed in this report. Their review is included in Attachment B. A summary of the key findings are:

·   The independent review has assessed the safety of the main options included on this report.

·   This assessment concludes the safest option is the modified left in/ left out option which is four times safer than traffic signals.

·   The Harewood Road single lane option consulted with the community in 2010 is 30% safer than the existing layout and three times safer than the traffic signals.

·   Leaving the intersection as currently configured is two times safer than installing traffic signals.

·   Traffic Signals is the least safe option at the intersection.

4.24    The report discusses various intersection treatment types and the inherent accident characteristics. Examples include failing to give way at T intersections, right turn opposed at cross junctions (this is the predominant accident type at Harewood Road/Gardiners Road and Breens Road) and either right turn opposed or rear end collisions at signalised intersections.

4.25    Intersections also have typical accident rates for each type. These are derived from analysing long term accident data at intersections over a number of years and then calculating the typical accident rate each year at each type. The accident types can be broken down into the overall number of accidents and then the typical rate of serious and fatal crashes within that overall number. The typical accidents rates for the various intersection options considered are shown below:

Intersection Configuration

Expected # Injury Crashes per annum

Expected # Fatal and Serious Crashes per annum

Left-in Left-out with RT to Gardiners

0.35

0.09

Remove one through lane

0.54

0.13

Signalise existing

0.75

0.37

Existing Intersection layout (no nothing)

0.54

0.18

 

4.26    What the above analysis tells us is that the existing arrangement is expected to generate around three injury crashes every five years.  This could be expected to increase to four if the intersection is signalised and reduce to two if the left-in, left-out option is proceeded with. 

4.27    When the severity component is added into the overall risk, signalising the intersection can be expected to double the number of fatal and serious crashes, whereas the left-in, left-out option is expected to have half the number compared to the existing intersection. 

4.28    When the two are combined, the left-in, left-out option is around four times safer than the signalised option. 

4.29    The reason that the chances of serious and fatal accidents increase at traffic signals relates to the vehicles speeds. At the current intersection, vehicles typically stop at either Gardiners or Breen’s before trying to drive into the intersection to go straight ahead or right turn. As a result one of the vehicles would be travelling below 20km/h when involved in an accident.

4.30    With traffic signals, accidents typically occur with both vehicles travelling at 50 to 60km/h especially if one of the vehicles is running the amber or red light. The accident severity directly relates to the energy involved in the collision and absorbed by the passengers and this is significantly larger with higher traffic speeds.

4.31    As an example of this, the intersection at Sawyers Arms and Gardiners had traffic signals installed in 2014 to address an accident history including two serious injury accidents.

4.32    Since the traffic signals have been installed there have been a further two serious injury accidents at the intersection (2016 with one serious and two minor injuries and 2018 with one serious injury). Both accidents were vehicles undertaking opposed right turn movements.

New Zealand Transport Agency Funding

4.33    Council are able to obtain subsidy from the New Zealand Transport Agency for eligible projects that meet their funding criteria. The funding is allocated on a project achieving a good alignment with strategic goals and an appropriate benefit/cost ratio. The benefits consider accident savings, accident severity reduction and vehicle travel time.

4.34    A benefit/cost ratio above 1.0 indicates there are more savings than the costs being spent to build the infrastructure.

4.35    The indicative ratio for the traffic signals is 0.08 which indicates the intersection only creates 8 cents of savings for every dollar spent in construction. This option is unlikely to receive NZTA subsidy.

4.36    The indicative ratio for the left in / left out is 0.98. As the cost is less than $1million, implementation can be delivered through the NZTA low cost / low risk programme, which would likely attract subsidy.

Decision Making Authority

4.37    In September 2018, Council considered the project as part of a Part A report from the Waimāero/Fendalton-Waimariri-Harewood Community Board. In the Council decision, resolution 4. was:

·   The outcome of consultation be reported from the Community Board as a recommendation to the Infrastructure, Transport and Environment Committee for final recommendation to Council.

4.38    The Council have the final decision on the preferred treatment for the intersection and the recommendation from the Community Board is sent to the Infrastructure, Transport and Environment Committee who then make their recommendation to Council for the final decision.

Previous Decisions

4.39    On the 26 August 2010, Council resolved to convert Harewood Road from Highsted Road to Crofton Road to a single lane carriageway and install cycle lanes. This was to be achieved by remarking the existing carriageway to form the single lane rather than the current two lane arrangement. Gardiners/Breens remained an un-signalised cross road intersection.  The plans for this option are appended to this report.

4.40    The resolution was not implemented as the 4 September 2010 earthquake sequence started the following week and continued through to the February 2011 events. Works across the city were reprioritised at the time. The work was dropped from the Long Term Plan in this process and has not since been reinstated. The resolution for this option may need to be rescinded depending on the decision of Council regarding this report. 

Assessment of Significance and Engagement

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

4.42    The level of significance was determined by the high level of interest in the scheme, but within a defined area. The impact of the changes to the intersection are not citywide and predominately affects those in the Bishopdale area.

 

5.   Options Analysis

Options Considered

5.1       The following reasonably practicable options have been considered and are assessed in this report. This are listed in the order of analysed safety:

·   Revised left in/left out (Consultation Option 1) incorporating changes from the consultation feedback

·   One lane conversion of Harewood Road as resolved by Council in August 2010.

·   Traffic Signals (Consultation Option 2)

·   Do Nothing

Options Descriptions

5.2       Preferred option: Revised left in/left out with signalised pedestrian crossing

5.2.1   Option Description: This option is similar to the Option 1 consulted on, but has been amended to:

·     Allow right turns from Harewood Road into Gardiners Road for all vehicles as requested by a number of submitters.

·     The U-turn slots and adjacent lanes on Harewood Road have been amended to create stacking room for vehicles and improve safety for users. 

·     The increased space for the U-turn slots has been achieved by making Harewood Road one lane from Breens Raod to Crofton Road and to the U-turn slot south of Gardiners Road and installing cycle lanes in this section.

·     The one lane changes on Harewood Road improves delineation through the intersection and better guidance for vehicles travelling along Harewood Road.

·     Painted cycle lanes are proposed where Harewood Road is changed to one lane.

·     Some on street carparks have been removed outside Copenhagen bakery to accommodate the extra space for the U-turn slots and to address safety concerns raised by submitters about the conflicts between vehicles entering and exiting the bakery site along with vehicles trying to use the on street carparks.

5.2.2   Option Advantages

·     Of the options consulted on, this option is the lowest cost option and addresses the issues raised at the intersection, therefore provides the best value for money.

·     The expected number of accidents at this intersection is lower than all other options. This option is four times safer than the alternative signalised intersection consulted on.

·     The provision of the right turn from Harewood Road into Gardiners Road addresses concerns raised in the consultation about the current U-turn slots and creates a safe facility for the limited number of vehicles and buses that wish to travel between Gardiners Road and Harewood and Northwood.

·     The changes to the road layout on the approaches improves the usability and safety of the U-turn slots and creates sufficient stacking room for turning vehicles.

·     Traffic wishing to travel from Gardiners Road to Breens Road or vice versa, can still make this movement via the use of the improved U-turn slots.

·     The signalised crossing for the pedestrians minimises conflicts between pedestrians and vehicles making this the safest option for the pedestrians.

·     This option has minimal delay for Harewood Road traffic as the crossing only activates when pedestrians push the call button and addresses existing safety concerns from residents regarding the U-turn slots.

·     The changes to the approaches to Harewood Road from both Gardiners Road and Breens Road will be safer and will slow vehicles prior to entering the intersection.

·     This option does not encourage additional traffic to use Breens Road past Breens Intermediate and the local pre-school.

·     With no increase in traffic on Breens Road, it is not expected that accident migration to occur at the Wairakei/Breens intersection.

·     The median changes allow further trees to be planted along Harewood Road.

·     The reduction to Harewood Road to a single lane and installation of cycle lanes will assist with slowing traffic past the intersection which will improve pedestrian and cycle safety.

·     This option is compatible with future planned work along Harewood Road, including new cycleway infrastructure if Harewood Road is the agreed route.

·     Given the value for money calculation for this option, it is likely that NZTA will subsidise the costs.

·     The left in/left out options has no impact on Harewood Road and the left turners from Gardiners Road and Breens Road. In a typical peak hour this means 2320 vehicles are not impacted (97%).

·     The left in/left out option affects 3% (approximately 80 vehicles an hour) of the traffic using the intersection in the peak periods, so the impact on the local network from the traffic that would need to use alternative routes is minor. With traffic signals, 10% (approximately 200 vehicles an hour) of the existing traffic on Harewood Road would divert and rat run the local network and 900 vehicles on Harewood Road would be stopped by the traffic signals red phase in the same period (10 times the volume affected by the left in/left out option). These vehicles are currently not stopped at all.

5.2.3   Option Disadvantages

·     Traffic that wishes to travel from Gardiners Road to Breens Road will need to use the U-turn slots or find an alternative route. Based on traffic counts this equates to approximately 80 vehicles an hour, out of the 2,400 that use the intersection in the evening peak. This equates to approximately 3% of the traffic that uses the intersection in peak hours.

·     Harewood Road traffic would be delayed when the pedestrian signals activate.

·     To accommodate the revised U-turn slots and improve pedestrian safety, nine on street carparks will need to be removed from outside Copenhagen Bakery.

5.3       One lane conversion of Harewood Road as resolved by Council in August 2010

5.3.1   Option Description: This option involves a re-allocation of the existing road space using paint markings to reduce Harewood Road to a single lane from the roundabout at Highsted Road to Crofton Road.

5.3.2   A buffer zone is painted adjacent to the central median and then a cycle lane is painted adjacent to the existing carparks to utilise the road space available with only a single lane.

5.3.3   New pedestrian crossing slots are created closer to the intersection of Gardiners Road and Breens Road, but these are not signalised.

5.3.4   Option Advantages

·     The reduction to a single lane on Harewood Road is 30% safer than the existing intersection layout and three times safer than the signalised intersection proposed in the consultation option.

·     This option provides marked cycle lanes on Harewood Road in the length converted to a single lane.

·     The installation of a buffer against the central median creates a wider U turn slot and stacking room, improving safety.

·     Traffic crossing from Gardiners Road to Breens Road (or vice versa) only need to cross two lanes rather than the current four lanes, reducing the number of potential conflicts points from 32 to 24.

·     The works are predominately road marking related and can be implemented quickly with minimal inconvenience to residents or users of Harewood Road.

·     The pedestrian crossing areas are moved closer to the intersection where the desire line for pedestrians currently exists. 

5.3.5   Option Disadvantages

·     The pedestrian crossing is not signalised.

·     Traffic crossing from Gardiners Road to Breens Road (or vice versa) are not provided with the protected movements that traffic signals provide.

5.4       Traffic Signals (Consultation Option 2)

5.4.1   Option Description: This option is the same as that shown in the consultation booklet and proposes traffic signals at the intersection.)

5.4.2   Option Advantages

·     Pedestrians are provided signalised crossings on all four approaches to the intersection.

·     Traffic is able to cross directly from Gardiners Road to Breens Road on a green signal phase.

5.4.3   Option Disadvantages

·     This is the highest cost option proposed and will not address all the safety concerns at the intersection, therefore does not provide value for money. 

·     The traffic signals will cause delay to Harewood Road traffic, with traffic expected to backup to Crofton Road in the morning peak. The modelling shows that this will cause up to 10% of the Harewood Road traffic to rat run through the local network to avoid the delay.

·     Traffic signals are four times more likely to result in a fatal or serious injury accident than the left in left out option.

·     Traffic volumes are expected to increase by 30% on Breens Road in the evening peak. It is anticipated this will lead to an increase in accidents at Wairakei Road/Breens Road.

·     The signalised pedestrian crossing proposed on Harewood Road is a filter turn meaning right turn vehicles could conflict with pedestrians. This is less safe than the preferred option.

·     Given the low value for money calculation for this option, it is unlikely that NZTA will subsidise the costs.

5.5       Do Nothing

5.5.1   Option Description: This option leaves the intersection as it is currently.

5.5.2   Option Advantages

·     Council does not need to spend any additional funds at the intersection.

·     Doing nothing means the intersection does not jump the priority order established by the KiwiRap assessment.

5.5.3   Option Disadvantages

·     There are no safety improvements for pedestrians and motorists using the intersection.

·     Accidents are likely to continue to occur at the intersection due to the complexity of the layout.

·     This option does not address significant community concerns.

 

Analysis Criteria

5.6       The options proposed have been assessed against the following criteria:

a.         Safety for motorists, pedestrians and cyclists

b.         Network and residential impacts

c.         Cost to implement

d.         Compatibility with future works

5.7       Safety was given the highest priority in deciding the preferred option and an independent assessment was commissioned from Abley Transportation Consultants to assess the safety of all the options discussed in this report. Their review is attached in Attachment B.

5.8       The network and residential impacts relates to the impact of the various options on the surrounding network and how much traffic would divert to other streets and at what times of the day this would occur.

Options Considerations

5.9       Although favoured by the community, traffic signals are not the safest option for intersections and have a higher probability of serious or fatal accidents occurring. Traffic signals would be four times more likely to have this outcome than the left in left out option proposed.

5.10    The current funding available is insufficient to construct the traffic signals option. If that option is preferred, works could not commence until funds are available.

5.11    The traffic signal option does not meet current NZTA funding criteria and is unlikely to receive NZTA subsidy.

6.   Community Views and Preferences

6.1       Consultation with the community was undertaken in May. Council resolved specific requirements for the consultation material and the consultation booklet had a preferred option (Left in/Left Out) and an alternative option (Traffic Signals). Each option was detailed with advantages and disadvantages as per the Council resolution.  (Refer Attachment C.)

6.2       The consultation analysis and submissions received are attached to this report (refer Attachment D). Also attached is the communications and media report that outlines the other communications that Council undertook to try and ensure the community was well informed of the project (refer Attachment E).

6.3       1085 submissions were received from the community with 199 (18%) preferring Option 1 Left In/ Left Out, 834 (77%) preferring Option 2 Traffic Signals and 52 (5%) preferring the intersection is left as is.

6.4       The key issues raised by submitters were:

Option 1 Left in/left out with signalised pedestrian crossing

·   Support this option

·     Quickest solution to the problem and most cost-effective/ keeps the Harewood Road flow/gets the job done/least disruptive (40 comments)

·     Safer for pedestrians, especially school children (28 comments)

·     Need to make the U-turn bays longer so they are safer to use (22 comments)

·   Against this option

·     Do not want to use the U-turn bays  (especially outside Copenhagen Bakery) with long queues as they are dangerous – worse alternative to traffic lights (156 comments)

·     Traffic will short cut down the side streets – in particular Cotswold Avenue which will impact on Cotswold School (25 comments)

·     Closing the intersection would be an inconvenience to residents, further to travel to access their property, block school access, impact on community connectivity and the north/south traffic movement and reduce access to local facilities (37 comments)

Option 2 Traffic Signals

·   Support this option

·     Safest and most efficient option/witnessed many near misses or had near misses/ increase in traffic through this intersection from development in the wider area/avoid using this intersection (307 comments)

·     Safety of pedestrians/children crossing the road (91 comments)

·     Need right turning arrows (30 comments)

·     Costs should not be put ahead of safety, money should be found and do it now (51 comments)

·     Works well at Sawyers Arms/Gardiners and if they can go in there they can go in here/money was found for this project/good connection between intersections (51 comments)

·   Against this option

·     Will increase safety risk at Breens/Wairakei (7 comments)

·     Traffic lights will slow traffic and cause congestion on Harewood Road (5 comments)

·     Will create shortcut on Gardiners Road/make it even busier (4 comments)

Comment was also received on two options that were not formally consulted on in 2019:

Leave the intersection as is

·     Make Harewood Road single lane (5 comments)

Roundabout Option

·     Have Council considered a roundabout (24 comments)

6.5       Some members of the community have questioned why Council had not implemented the scheme that was consulted on and approved by Council in August 2010. This proposal reduced Harewood Road to a single lane between Highsted Road and Crofton Road and installed cycle lanes and created a buffer zone against the existing median to use up the road space. The intersection at Harewood/Gardiners/Breens remained an uncontrolled intersection.

7.   Legal Implications

7.1       There is not a legal context, issue or implication relevant to this decision

7.2       This report has not been reviewed and approved by the Legal Services Unit

8.   Risks

8.1       The traffic signals option is unlikely to be eligible for New Zealand Transport Agency subsidy as the left in/left out options resolves the safety issues at a significantly lower cost. This will likely require the Council to fund 100% of the project cost with the associated rates impact.

8.2       If Traffic Signals were the recommended option, funds would need to be requested in the Long Term Plan process to be able to fund the construction works.

9.   Next Steps

9.1       Under the Council resolutions, the Community Board recommendation will need to be considered by the Infrastructure, Transport and Environment Committee for final recommendation to Council.

 


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

10. Options Matrix

 

Issue Specific Criteria

Criteria

Revised left in/left out with signalised pedestrian crossing

 Harewood Road one lane

Traffic Signals

Do Nothing

Financial Implications

Cost to Implement

$500,000

$200,000 estimate

$1.2million

$0

Maintenance/Ongoing

Maintenance costs are similar to the existing intersection once the project is implemented. There will be additional costs for electricity and maintenance of the signalised pedestrian crossing which would be approximately $5,000 per annum. This would need to be planned for in future Long Term Plans.

Maintenance costs are similar to the existing intersection once the project is implemented

 

 

Maintenance costs are similar to the existing intersection once the project is implemented. There would be minor changes due to the extra road marking associated with the traffic signals. The increased costs for the electricity and maintenance of the traffic signals would be approximately $7,500 per annum. This would need to be planned for in future Long Term Plans.

 

As no changes are made to the intersection with this option, maintenance costs are unchanged.

Funding Source

Council has allocated $300,000 to undertake the safety improvements. The shortfall in funding will need to be secured before the project can proceed to construction.

This could be funded from the budget allocated in the annual plan for the intersection improvements

 

 

Council has allocated $300,000 to undertake the safety improvements. The shortfall in funding will need to be secured before the project can proceed to construction.

n/a

Impact on Rates

This option is likely to be eligible for NZTA subsidy so Council would need to fund approximately 50% of the cost.

The extra $0.2 million can be accounted for in current financial budgets so there would be no further impact on rates.

 

The additional operating and maintenance costs would have a negligible impact on rates.

Nil

This option is unlikely to be eligible for NZTA subsidy so would need to be entirely funded by Council.

Without substituting another funded project, the additional $0.9 million in borrowing would cause a 0.01% increase in rates. The added borrowing and rates impact would need to be budgeted for in a future annual planning process.

 

The additional operating and maintenance costs would have a negligible impact on rates.

n/a

 Criteria 1 Climate Change Impacts

The CO2 emissions will increase slightly due to the traffic being periodically stopped for the signalised pedestrian crossing.

There is no change from the existing CO2 emissions

This option will have higher CO2 emissions as more cars are delayed by red lights. It also increases the number of vehicles that will rat run the local network to avoid the delay with approximately twice as many rat running as option 1.

There is no change from the existing CO2 emissions.

Criteria 2 Safety Impacts

This option has the lowest risk for accidents

This option is 30% safer than the existing intersection layout and three times as safe as the traffic signals

 

This option is four times as likely to have serious of fatal injury accidents occur if traffic signals are installed.

This option is a lower risk of serious and fatal injury accidents than option 2, but less safe than option 1.

 

 

Statutory Criteria

Criteria

Revised left in / left out with signalised pedestrian crossing

Harewood Road one lane

Traffic Signals

Do Nothing

Impact on Mana Whenua

This option does not involve a significant decision in relation to ancestral land or a body of water or other intrinsic value. Therefore the decision does not specifically impact Ngai Tahu, their culture or traditions.

This option does not involve a significant decision in relation to ancestral land or a body of water or other intrinsic value. Therefore the decision does not specifically impact Ngai Tahu, their culture or traditions.

This option does not involve a significant decision in relation to ancestral land or a body of water or other intrinsic value. Therefore the decision does not specifically impact Ngai Tahu, their culture or traditions.

This option does not involve a significant decision in relation to ancestral land or a body of water or other intrinsic value. Therefore the decision does not specifically impact Ngai Tahu, their culture or traditions.

Alignment to Council Plans & Policies

This option is consistent with Council policies and provides significant improvement to safety for vehicles, pedestrians and cyclists.

This option is consistent with Council policies and provides significant improvement to safety for vehicles, pedestrians and cyclists.

This option is the least safe of the options contained in the report, so may not address Council’s policies regarding accident reduction

This option provides no change to the existing intersection safety for vehicles, pedestrians and cyclists

Meet NZTA subsidy criteria

Yes

Yes

Unlikely

n/a


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

 

 

Attachments

No.

Title

Page

a

revised left in / left out option

22

b

Abley - CCC Breens-Gardiners-Harewood Safety Assessment Report (Final)

23

c

Intersection Improvements_A4_Booklet_PRINT

45

d

Harewood Gardiners Breens consultation report

61

e

Harewood Gardiners Breens communications and media evaluation

74

 

 

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 - Senior Project Manager

Approved By

Lynette Ellis - Manager Planning and Delivery Transport

Peter Langbein - Finance Business Partner

Richard Osborne - Head of Transport

David Adamson - General Manager City Services

  


Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

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17 August 2019

 

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17 August 2019

 

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Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019

 

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Waimāero/Fendalton-Waimairi-Harewood Community Board

17 August 2019