Statement of Evidence of Adam Pekol (Transport and Traffic ......Adam Pekol is a Director Pekol Traffic and Transport and has 27 years of experience in traffic and transport throughout

Before a Board of InquiryMacKays to Peka Peka Expressway Proposal

Under the Resource Management Act 1991

In the matter of Notice of requirement for designation and resource consent applications by the NZ Transport Agency for the MacKays to Peka Peka Expressway Proposal

Applicant NZ Transport AgencyRequiring Authority

Statement of Evidence ofAdam Pekol

(Transport and Traffic Engineering)

Adam Pekol Evidence for Save Kapiti Submission 1

Contents

Qualifications and experience 3

Scope of Evidence 3

Executive Summary 4

Planning Process 5

Existing Transport Conditions 9

Transport Planning Principles 9

Gaps between existing and desired networks 10

Development of preferred solution 10

Summary of NZTA Recommended Proposal 14

Construction Traffic 14

Review of Statement of Evidence (Transportation) 17

References 19

AppendicesAppendix A - Curriculum Vitae Adam PekolAppendix B - Curriculum Vitae John Campbell


Qualifications and experience1. This report has been prepared by Adam Pekol whose curriculum vitae is included in Appendix A. Adam

graduated from the University of Queensland in 1984 with an Honours Degree in Civil Engineering and a

Masters of Engineering Science from the University of Queensland in 1989. In 2003 he completed a Graduate

Diploma in Technology Management through Deakin University. Adam Pekol is a member of the Institution of

Engineers Australia, a Fellow of the Institute of Transportation Engineers, a Fellow of the Urban Development

Institute of Australia and an Associate Professor at the University of Queensland. He is a Registered

Professional Engineer (Queensland).

2. Adam Pekol is a Director Pekol Traffic and Transport and has 27 years of experience in traffic and transport

throughout Australia and overseas. He spent four years with the Queensland Main Roads Department and six

with Ove Arup & Partners. He started his own consultancy in January 1995, specialising in transport planning,

traffic engineering and travel demand forecasting.

3. I am familiar with the “Code of Conduct for Expert Witnesses” contained in the Environment Court

Consolidated Practice Note 2006 and my evidence has been prepared in accordance with it. My evidence is

confined to matters within my area of expertise. I have not omitted to consider any material facts known to me

that might alter or detract from the opinions expressed in my evidence.

4. John Campbell has assisted with the review of documents. His curriculum vitae is included in Appendix B.

John graduated from the Queensland University of Technology in 1984 with a Bachelor of Civil Engineering.

He is a member of the Institution of Engineers Australia.

5. John Campbell has 27 years experience and has worked throughout Australia and overseas. He has worked

with Pekol Traffic and Transport for over two years. He worked for Brisbane City Council for 16 years

undertaking strategic transport planning. His experience includes transport network planning, strategic and

local area transport modelling and project assessment.

Scope of Evidence6. A number of project reports, background information and guidelines have been reviewed during the

preparation of this evidence. The full list of these documents is included in the Reference List at the end of this

document.

7. This assessment is based on a desk top review of documentation provided by Save Kapiti including:

a. Assessment of Environmental Effects Report, Chapter 12;

b. Technical Reports 32, 33 and 34 and Construction Traffic Management Plan;

c. Statements of Evidence for NZ Transport Agency; and

d. reports accessed from the NZTA and KCDC websites.


Executive Summary8. This evidence addresses transport planning and traffic engineering matters as they relate to determining an

optimal transport network, local traffic impacts of the Project and construction impact.

9. We consider that there is evidence that an upgrade to the SH1 is required particularly to facilitate economic

growth and improved road safety in the Kapiti Coast District. However, the process to determine the preferred

option did not adequately identify all reasonable options or fully assess them.

10. This evidence discusses the recommended planning approach and some shortcomings in the ranking adopted

by NZ Transport Agency. The evidence of Mr Dunn (Planning), Mr McIndoe (Urban Design) and Mr Pickford

(Economics) more specifically address the aspects of those fields that would be used in the assessment of the

alternatives. Furthermore, we recommend:

e. a broader consideration of possible options is required, coupled with the refinement of existing

options to identify the local networks necessary to support the expressway alignment options;

f. a more detailed cost analysis should be undertaken to minimise uncertainty;

g. the benefits of staging should be considered in terms of delaying some expenditure;

h. the preparation of longer term traffic forecasts to extend to the period of the economic analysis; and

i. economic and development benefits of the options should be considered in more detail as there is no

variance in MCA scores for this criteria.

11. We show that there are other combinations of use of the available corridors that may address planning issues.

12. Undertaking the transport assessment for the year 2026 (10 years past opening date) is too short a timeframe

for a project of this scale and lifespan. We recommend that at least 20 years, but preferably 30 years is the

appropriate timeframe for analysis. This will show how various options respond to growth in local, regional

and through traffic.

13. Construction traffic will have an impact on the local area, but this is generally considered to be manageable.

Materials are not to be sourced from the Elizabeth Street quarry, but if this is required then there are expected

to be impacts on the SH1/Elizabeth street intersection that will require mitigation. Correct monitoring and

review of traffic management plans is required to address any unexpected impacts.

14. It is surprising that only four intersections were assessed for construction impacts. We would expect that the

intersection of SH1 and Kapiti Road should also be assessed. The analysis of the SH1 / Otaihanga intersection

shows that an upgrade is required to meet the demands of construction traffic. The roundabout and intersection

options tested require further review and refinement as the analysis shows large delays and queues will be an

ongoing issue.

15. We question whether adequate interrogation of traffic models has been undertaken to confirm local circulation

is represented well. Project reporting only provides difference plots at the key interchanges which are


inadequate for this purpose. The documentation reviewed did not provide sufficient data to determine if the

transport models were appropriately specified and calibrated.

Planning Process16. The Australian Transport Council (ATC) provides a Framework for a decision support system. The aim is to

create a structured and transparent approach to complex decision making in transport by considering planning

levels. This can take into account the many competing objectives and assess quantifiable and unquantifiable

impacts. The Framework is not necessarily sequential and feedback is an important part of ongoing planning

and refinement. The NZ Transport Agency produces many manuals and guides but the focus of these is on

funding allocation.

17. Transport System planning levels from strategic to detailed are:

j. Network (eg SH network, Wellington);

k. Corridor / Area (eg Kapiti Coast);

l. Route (eg SH1); and

m. Link (SH1 Paraparaumu to Waikanae).


Table: Australian Transport Council Framework

18. The Framework can be adapted to needs of particular planning activities. The framework is intended for

Network and Area/Corridor assessments while Austroads (Guide to Road Transport Planning and Guide to

Project Evaluation 2005 Parts 1 to 8) provides processes more suited to Route and Link assessments. However,

the framework and processes are applicable to any planning level dependant on particular locational

requirements. The Framework also can be applied at a program level or project level as required.

19. The planning for SH1 is at the Area/Corridor level because it deals with parallel and competing routes and

there are complex interactions between intersecting routes, dispersed populations. It must be considered at this

level to ensure that appropriate consideration of benefits and impacts of various network elements so that the

optimum network can be found to balance trade-offs between achieving the higher roading objectives for NZ

and local amenity and growth.

20. The Land Transport Management Act (LMTA) requires that application of funding:


n. Assists economic development;

o. assists safety and personal security;

p. improves access and mobility;

q. protects and promotes public health; and

r. ensures environmental sustainability.

21. Kapiti SH1 Strategy Study – Technical Report includes objectives that developed and expanded from the

LMTA objectives. These are considered appropriate for an Area/Corridor Study. If these objectives were

achieved, the Technical Report objectives are:

s. improve the safety and efficiency of national and regional trips to strategic destinations (ports,

hospitals, airport etc) made using SH1;

t. develop SH1 so that it supports committed land-use proposals and agreed urban design aspirations;

u. maintain / improve access to local centres and passenger transport hubs in Waikanae, Paraparaumu

and Otaki for pedestrians / cyclists and bus users;

v. maintain / improve current levels of access for motorists travelling to railway stations;

w. reduce or maintain the current degree of severance experienced by communities living on either side

of State Highway 1; and

x. reduce the negative impact of State Highway 1 upon the air quality, ambient noise and public amenity

in the local centres of Waikanae, Paraparaumu and Otaki.

22. It is our contention that transport network alternatives have not been adequately assessed in the finding of the

preferred alignment. The relationship between the transport network, urban development potential and urban

amenity should be further investigated to inform network alternative development.

23. Phases 3 to 5 are the elements of the framework that are relevant to determining the form of the preferred

roading network for Kapiti Coast District (KCD). These involve understanding the issues, constraints (Phase

3), identifying initiatives (Phase 4) and Appraisal and Business Case development (Phase 5).

24. More transparent documentation of existing and future transport demands particularly in terms of local, inter-

regional and through demands would assist development of initiatives and subsequent assessments.

25. We find that the development of alternatives is limited.

26. The assessment of alternatives is too broad to adequately identify the optimal solution.


27. The ATC Framework includes a three stage appraisal process that applies filters to remove (and help refine)

options with each consisting of higher levels of analysis detail. We question the preferred development finding

based on limited Benefit Cost Ratio (BCR) and interpretation of the Multi-Criteria Analysis (MCA). We defer

to Mr Pickford for additional detail regarding the BCR process. The three stage filter process is shown below.

Figure: Australian Transport Council Three Stage Filter Process


Existing Transport Conditions28. We have familiarised ourselves with the local context related to the transport matter. The KCD is a linear area

bounded by the sea to the west and Tararua Range to the east. It is within the Wellington Regional Council

area. KCD is made up of a number of urban communities within a rural setting. The major urban areas are

approximately 50km north of Wellington CBD and 45 minutes by road and 60 minutes by rail. Therefore it is

potentially part of the catchment for Wellington CBD employment.

29. Travel to work data (2006) indicates that a third of work trips commencing in Kapiti are destined to the south.

Also, work trips to Kapiti are less than one fifth of those leaving. NZTA planning reports indicate that 70% of

traffic crossing the Waikanae River are local trips (one trip end within KCD).

30. State Highway 1 (SH1) passes through KCD connecting Wellington to other economic centres on the west

coast of the North Island. The SH1, within the KCD varies from 4 lanes median divided at 100km/h posted

speed limit and at various locations reduces to two lanes undivided with a posted speed of 50 km/h. Two 90

degree bends provide a crossing of the rail line.

31. Local networks provide connections between communities and SH1. This results in frequent at-grade

intersections as well as direct property access to SH1.

32. The North Island Main Trunk (NIMT) rail runs from Wellington through KCD with stations at Waikanae and

Paraparaumu. Services are:

y. 20-25minutes during week day peaks

z. 30 minutes during off-peak and weekends; and

aa. 60 minutes in the evening and night.

33. There are a number of local bus services that connect communities and centres with the rail stations. They are

typically 20 to 25 minute frequency in peaks and 60 minutes off-peak.

34. Cycling and walking facilities are provided within KCD. The Kapiti Coast District Coastal Cycleway map

shows a network of facilities that predominantly use local streets. There are two off-road facilities that provide

connections through undeveloped areas.

Transport Planning Principles35. The following principles provide high level guidance for planning network solutions for KCD and hence SH1.

36. Transport networks are provided to support community and business needs. Therefore they need to be planned

in an integrated approach with land use planning and urban design.

37. The provision of a state highway system that meets the needs of inter-regional movement will contribute to

economic prosperity. This system will have adequate capacity to meet the needs of key freight and business


travel at a regional scale for current and forecast demands. It will also have the characteristics of good level of

service and physical alignment consistent with motorway standards.

38. In practical terms, uncongested travel in peak periods that may exist at the time of opening cannot be expected

to last. Future year analysis should ensure that operation remains reliable and at a satisfactory speed during the

business day for continued economic growth. This may relate to reduced speeds due to higher traffic flow.

Flow breakdown (stop/start) should be avoided and safe design should limit incidents.

39. Network resilience is created by a logical hierarchy of local roads supporting the highway system. This would

be planned to limit the use of the state highway for shorter distance trips. Also, this network would add

alternative routes, if for example the state highway operation was reduced due to incidents or maintenance

needs.

40. The local transport networks should encourage sustainable mobility patterns for local residents. The local road

system should provide for efficient public transport service planning and connections to the rail networks. The

road hierarchy will also provide for pedestrian and cycle connections particularly to employment and

education opportunities.

Gaps between existing and desired networks41. The physical attributes described in the Existing Transport Conditions above are not compatible with the

principles for a sustainable network. Under this situation, objectives for community support and economic

development cannot be met. The following are key gaps between the existing situation and the desired

network:

ab. a hierarchy of roads is not provided where each element has a clear function;

ac. cross sections, alignments, intersection control and property access are not consistent with expected

operating conditions; and

ad. crashes and other incidents create additional congestion and unreliable travel times due to a lack of

alternate routes.

42. The conclusion from these principles is that intervention is required in the near future to provide the regional

function corridor to meet these needs which are also supported by a local road hierarchy. These local roads will

minimise shorter distance travel on the motorway and also provide for public transport and active travel needs.

Development of preferred solution43. This section discusses the Kapiti SH1 Strategy Study - Technical Report and subsequent Board meeting in

December 2009.

44. The Scoping Study provides Phase 3 of the framework providing principles and high level transport analysis

(undertaken on the Sandhills option through the Alliance).


45. The critical Phase 4 (Identifying initiatives) is reported in the Kapiti SH1 Strategy Study - Technical Report.

This is also the beginning of the Filtering process.

46. Three Scenarios are tested using combinations of the existing SH1, an upgraded SH1, and Western Link Road

(WLR) corridors with connections to local networks consistent with their intended function. This approach

assesses how the various corridors perform and adds understanding for more specific option development. This

analysis found that a local arterial plus realigned SH1:

ae. provides three points where motorists can cross the Waikanae River;

af. the new local arterial allows traffic to be more widely dispersed around the road network; and

ag. the total economic benefits achieved by building both the WLR and SH expressway is significantly

greater than the sum of benefits calculated by providing each as a standalone scheme.

47. Tangible benefits identified for these options assumed a 30 year return period and were estimated purely on

travel time and vehicle operating costs. It is uncertain how this could be adequately achieved without a

computer based network model for the 30 year period.

48. We note that the volumes on the existing SH1 drop to under 11,000 vehicles per day and the SH1 expressway

less than 19,000 by 2026. Both are manageable by two lane carriageways based on rules of thumb of capacity

of 15,000 to 20,000 depending on intersection treatment and management of mid-block access.

49. The option analysis was undertaken using the Kapiti SATURN Model. We have not had the opportunity to

review this model. However, its augmentation for the M2PP Expressway study did not highlight significant

shortcomings.

50. Forecast Transport Economic Efficiency Benefits North of Peka Peka - (Section 4.3) assumed traffic to

increase by rates of 2.2% pa to 2016 then 0.9% pa to 2026. This is significantly less than the 2% specified by

EEM vol 1 Table A2.5. This approach is undertaken for this section because the Kapiti SATURN model and

Wellington Strategic Transport Model (WSTM) are stated not to be able to accurately forecast traffic flows on

the SH1. From Appendix B - Forecast Growth Analysis, these growth rates appear to come from the Kapiti

SATURN Model. An average travel speed has been assumed irrespective of volume. This is optimistic and may

potentially lead to overestimating benefits if higher volumes introduce congestion. Note that this area is north

of the study area.

51. The Strategy Study (section 5) confirms the earlier Scoping Study conclusion that the SH1 and North Island

Main Trunk (NIMT) railway should be adjacent to provide a single barrier to east-west movement rather than

two. It also identifies another key aspiration is for the expressway to bypass town centres. Paraparaumu is

already planned to provide a town centre away from the existing SH1 alignment. There does not appear to be

such planning for Waikanae.

52. Four Options were then tested for the extent they met the aspirations of avoiding severance and passing

through town centres. This is the beginning of the second level of Filtering. These options no longer keep the


full local arterial as part of the option as found in the Scenario analysis. Therefore, potential network benefits

of better connected local roads has not been captured in the analysis. It was found that upgrading the existing

SH1 with the WLR provides a coherent road hierarchy. Chapter 5 does not recommend an option.

53. Section 7.3 discusses Forecast Transport Economic Efficiency Benefits. The benefits are derived from forecast

travel time savings and reduced vehicle operating costs. Crash cost savings have been estimated as an

additional 5% saving on total benefit. These have been identified as "indicative" BCR's. A much more rigorous

approach to estimating crash costs/savings is required.

54. Appendix C included for the BCR analysis of the section north at Peka Peka, however there is no transparent

information supporting the calculation of BCR for M2PP.

55. Section 9.1 (f) concludes that building the expressway so as to allow for both a western arterial (the proposed

Western Link Road) and an eastern arterial (the Old SH1) was desirable. This confirms our planning principle

that a logical hierarchy of roads is required that supports the existing and future land uses.

56. Section 9.1 (h)(i) states that some elements of the WLR must be built at the same time as (or even before) the

expressway. Removing local trips from the SH1 allows additional travel time savings for local traffic as well as

inter-regional traffic. Building the WLR first will provide an alternative route while the SH1 is being upgraded.

57. Section 9.1 (h)(ii) the expressway and WLR combined provides greater economic benefits than the two

individual projects. One reduces inter-regional travel time and the other reduced distance and travel time for

local trips.

58. Section 9.2 Options 3 (adjacent NIMT rail) and 4 (adjacent NIMT rail then following WLR from Otaihanga

north) states that benefit is derived from constructing the bridge over the Waikanae River.

59. Note that these Options carried forward do not include an expressway on the full WLR alignment.

60. Cost estimates and assumptions are contained in Appendix B. A parameter approach has been used which

values construction at broad rates such as road cost in $M/km, grade separated interchanges in $M per

interchange, bridges in $M per bridge. Professional services have been included as 15% of construction cost

and property costs have been included as land required for earthworks footprint multiplied by a factor to

account for whole property takes. This approach is applicable in cases where there is no design or quantities to

base estimates on or where an indicative cost is adequate. The Appendix notes that "Parameter rates should be

used with caution".

61. At this point, the development of options has not been broad enough to determine which options should go to

community consultation or provide sufficient detailed data to allow a preferred option to be determined at the

subsequent workshop. For example, Option 4 (also known as the Western Option) may perform better if the

proposed local road on the WLR is continued north of Kapiti Road to intersect with the realigned SH1 and then

connect back into the existing SH1 alignment. The key trade-off north of Waikanae River is the impact on the

Waikanae centre by the existing SH1 compared to the potential impacts of an expressway on the WLR which

will bisect future urban land. We refer to the Urban Design and Town Planning evidence for further discussion.


62. Three options were presented to the NZTA Board at a workshop on 8 December 2009. These are now referred

to as Sandhills (Expressway on WLR alignment), Western (previous option 4) and Eastern (previous option 3).

Note that the Sandhills option had not been carried forward from the Technical Study. This process is

considered to be part of the second filtering process.

63. The Multi-Criteria Assessment undertaken is questioned. Ignoring criteria that are based on cost (2 of 46) or

property (3 of 46) the Eastern option performs as well or better than the other options. Two other criteria where

the Eastern option did not score well are "crash rates" and "making the best use of existing infrastructure".

64. The MCA used BCA results as a measure for Economic Efficiency and Achieving Value for Money. Network

statistics provided in the Strategy Study - Technical Report are based on Options without full supporting local

networks. For example, Option 3 (follows rail corridor) does not include the WLR crossing of the Waikanae

River as a local arterial. This crossing is likely to significantly improve the network statistics for this option.

Also the traffic forecasts are for 2026 which is in the order of 10 years after construction. To be consistent with

the economic analysis of 30 year timeframe, the traffic projections should also be modelled for a similar time

period. Option 3 with a more connected network may perform better than other options into the future.

65. The Sandhills option would adversly impact on the long term plan for the development of Paraparaumu town

centre as set out in KCDC's Urban Management Strategy. Additionally, this option would bisect the planned

Waikanae North high quality residential development area.

66. The NZTA Board Briefing and Minutes of 11 December 2009 show that the Board has adopted the Sandhills

option. The reasons for choosing this option appear to be based on cost and to a lesser extent risk associated

with the Eastern option. The cost difference is in the order of 20 to 30%.

67. No detailed third level Filtering has been undertaken to determine the preferred option.

68. Our conclusions are:

ah. a broader consideration of possible options is required and refinement of existing options to identify

the local networks necessary to support the expressway alignment options;

ai. a more detailed cost analysis should be undertaken to minimise uncertainty;

aj. the benefits of staging should be considered in terms of delaying some expenditure;

ak. traffic forecasts are required cover the full period of the economic analysis; and

al. economic and development benefits of the options should be considered in more detail as there is no

variance in MCA scores for this criteria.

69. PTT are currently providing expert advice to the Queensland road authority for a motorway planning exercise.

The first phase of Filtering involved 25 options tested against 14 criteria. 4 options from this were then carried

forward to a detailed MCA analysis that was work-shopped over two days and included traffic assessment and


preliminary cost estimation based on 3-D engineering plans. This process is being further refined for two

options prior to a Business Case being commenced.

Summary of NZTA Recommended Proposal70. The proposal to locate the state highway in the middle of the urban area with the local arterial to one side is

likely to result in many local trips favouring the proposed state highway rather than the downgraded SH1.

Limited interchange opportunities on the proposed state highway will also concentrate activity at these

locations and also result in higher traffic volumes on the intersecting local roads. This is demonstrated in

Figures 12.3 and 12.4 of the Assessment of Environmental Effects report.

71. In contrast, an upgraded SH1 with central arterial is likely to better separate the local and through traffic

functions. The central arterial will be able to service the majority of the urban area with more connections than

the proposal. This will distribute local traffic and likely result in lower volumes than the Project. The central

facility may provide greater opportunities for public transport connections also. Local tourism may benefit

with a lesser order facility providing the north-south movement with more connections to east west links to

access the coast. The upgraded SH1 should be planned with minimum connections focused on the major

communities. Where possible, local connections should be combined and fed to the main interchanges.

72. It is noted that the BCR is quoted as a 30 year timeframe, but traffic modelling only considers 10 years beyond

the construction period. Traffic modelling for each network alternative is required to assess the benefits and

impacts. This should be undertaken for a longer timeframe (20 to 30 years) and reflect potential for growth and

particularly employment opportunities. Also, the change in accessibility due to new transport infrastructure

may make existing under developed land more attractive for development and result in changing land use

patterns in the short term. The documentation reviewed did not provide sufficient data to determine if transport

models were appropriately specified and calibrated.

Construction Traffic73. It is our experience that drivers modify behaviour to minimise impacts of major road construction. This can be

achieved by altering routes, changing time of travel, mode of travel, destination, or not travelling at all. For

example, The Clem 7 tunnel, Northern Busway and Airport Link have impacted northern Brisbane suburbs for

many years. While it is inconvenient, and sometimes frustrating, positive attitudes return once a successful

project commences. Part of airport Link included replacing a four lane motorway over an arterial roundabout

interchange with a three level interchange comprising a fast diamond, an arterial overpass and third level

motorway overpass. This was achieved while maintaining traffic flow to the Brisbane Airport and on main

north-south orbital motorway.

74. The effects of construction within the Western Link Road designation or upgrade to the existing SH1 are likely

to vary depending on the type of facility that is built. There are local aggregate and casting yards that would

provide materials for the project. Similarly, the WLR could be planned as a haul route during construction.

Therefore, the difference in impact is likely to be related to the volume of material that needs to be transported

and size of the vehicles required and the duration of construction. For example, wider and deeper pavements

will require more aggregate while longer bridge structures may require larger vehicles to deliver beams.


75. We have reviewed Technical Report 33 Assessment of Temporary Traffic Effects. This states that "the approach

proposed for addressing transport construction effects follows established precedent and practices from

previously approved NZ Transport Agency projects". Also "NZTA has considerable experience and a strong

track record of successfully managing the effects of construction on traffic that will be carried through the

MacKays to Peka Peka project". While this report discusses approaches, the report findings will be refined in

later Site Specific Traffic Management Plans once detailed construction planning is commenced.

76. The construction methodology Report (Technical Report 4, Volume 3) has not been reviewed.

77. The findings of the review of Technical Report 33 include:

am. general hours of operation are 7am to 7pm;

an. the scale of the project means that construction is expected to take place over a period of 4 to 5 years

and will be staged;

ao. construction vehicles will be required to use the major roads where possible, particularly the existing

SH1, to avoid residential streets and take extra care around sensitive areas;

ap. pedestrian and cycle facilities will be maintained where possible. If they can't then justification as to

why will be provided and mitigation measures suggested. Some existing informal routes will be

closed during construction. Impacts on bridleways will be notified prior to construction and impacts

mitigated where possible;

aq. bring forward maintenance costs are proposed on some roads due to heavy vehicles; and

ar. the project is to be monitored and managed in accordance with the Construction Traffic Management

Plan (CTMP). These can be refined during construction.

78. The remainder of the report discusses particular traffic management issues based on the construction sectors.

79. Major sources for materials are local to the study area and routes taken by construction vehicles are shown in a

diagram along with sensitive areas. A quarry exists on Elizabeth Street, Waikanae but this has not been

included as a source or a construction route shown to it. Instead material is sourced from Otaki to the north.

This could generate 40 individual movements per hour through Waikanae. This documentation states that the

impacts will be similar to the KiwiRail double tracking works. This is included as reference as we do not have

firsthand experience of this project.

80. There are 10 sensitive areas identified on the construction routes including child care, schools and medical

centres. Drivers will be required to take extra care around these areas. It would be ideal if schools could be

avoided at their peak start and end times and the monitoring processes should ensure that any school speed

zones are adhered to.


81. The impact of construction traffic on daily traffic volumes is tabulated. On the SH1 there will be less than 1

additional construction vehicle per minute. In the busier sections this equates to an increase of 1.5%. As stated

above, it is expected that people will adapt to the increase in traffic.

82. Traffic increases due to construction traffic on local roads are of a similar quantity but due to the lower daily

volumes the relative increases are higher. Streets that lead to the Paraparaumu quarry have increases of up to

38% but in this case the total daily volume will be less than 2,000 vehicles per day. Kapiti Road has the highest

existing daily traffic volume at 20,600 which is at the upper end of capacity for a two lane urban road. The

increase is estimated to be 150 vehicles per day or about 13 per hour. This is not expected to be a link based

capacity problem.

83. Intersection analyses were undertaken where the increase in turning movements was more than 25% and more

than 10 vehicles. It is interesting to note that these criteria did not select SH1/Kapiti Road intersection for

analysis. The only SH1 intersection analysed was that with Otaihanga Road which will be the access to the

main site office. At this intersection there will be a significant increase in delay and queue length due to

construction traffic.

84. Additional detail regarding the assessment of the SH1/Otaihanga Road intersection is included as an Appendix.

This shows the results of tests of roundabout and signalised upgrades. The intersection appears to provide a

better level of service than the roundabout solution. The roundabout solution does not achieve the same level

of improvement and shows excessive queue lengths. Further review of this intersection is required to

determine a layout that will operate adequately. Consideration of the type of treatment for the traffic

environment is required. For example, the south bound approach includes a reduction of speed from 100 to 80

kph with a left hand bend prior to the intersection. The formation of traffic queues in this location may create

safety issues. Based on this assessment, additional review of intersection operation is recommended including

Kapiti Road and SH1.

85. CTMP includes protocols and practices for planning, management, operation and monitoring of traffic control.

86. Section 5.1 General Traffic Management activities are appropriate.

87. While 10 "sensitive" areas have been identified along the route, the impact on these has not been specifically

identified. The reader can associate the sensitive use with the data in Tables 5.3 and 5.4

88. Pavement Maintenance - the report finds that three roads have a significant increase in heavy commercial

vehicle (HCV) volumes over the 25 year design life. This is dismissed as "these roads are expected to have

been designed to carry the quarry movements. The increases range from 21 to 46% which could result in up to

a third decrease in the life of pavements if they have not been designed for these elevated levels. Mitigation of

this has not been considered.

89. Peka Peka Road has been identified as being impacted but it is already identified for reconstruction as part of

the Project.


90. Otaihanga Road is identified as having a shortening of its pavement design life due to a 51% increase in HCV

volumes. A "Joint Assessment" is proposed to determine the reduction in the design life and the resulting costs

to bring forward maintenance costs.

91. Poplar Avenue Interchange -Leinster Avenue cut at SH1. Should traffic have to take alternate routes, the

increased length would be a maximum of 4.5km from Raumati Road.

Review of Statement of Evidence (Transportation)92. The NZ Transport Agency's transportation evidence by Mr Murray has been reviewed with comments

associated with the relevant paragraph numbers in brackets.

93. As we contend earlier, we do not agree that alternative options to meet the NZTA objectives for developing the

Roads of National Significance (RONS) have been appropriately considered (12).

94. The objectives for the works as stated in Vol 1 of the AEE, were provided to Pekol Traffic and Transport by

Save Kapiti. The objectives are specifically related to the planning of the preferred option and not determining

the optimal project solution. The evidence (17) confirms that Mr Murray was not involved in the development

or selection of alignment options or design. Further at (76) Project Objectives - 1. refers to a "cost optimised

new alignment". 2. refers to route and alignment selection. The Guiding Objectives for the Project Alliance

Board are related to the project, that is they are not outcomes focused (77). The objectives are:

as. to provide an alternative strategic link for Wellington that improves regional network security;

at. to assist in remedying the safety concerns of, and projected capacity problems on, the existing State

Highway 1 by providing a safe and reliable route between MacKays Crossing and Peka Peka in an

environmentally sustainable manner;

au. to assist in enabling wider national economic development by providing a cost- optimised route that

better provides for the through movement of freight and people; and

av. to assist integration of the land transport system by enabling the existing State Highway 1 to be

developed into a safe multi-functional district arterial road, that would provide an alternative route to

the proposed strategic link.

95. There are instances where the evidence refers to discussions with key stakeholders such as KCDC but does not

state if there was an outcome or agreement was reached - eg (18), (96) and (102).

96. The evidence describes the existing SH1, its operating conditions and mix of traffic functions (21-25). The

issues in (25) are the reasons why the WLR was proposed. That is, to separate local and through traffic,

improve pedestrian and cycling environments and connect the Kapiti community.

97. Annexure 1, referred to in (31) shows the WLR alignment, not the proposed route for the project.

98. Traffic growth rates are discussed at (66). The growth rate on SH1 is estimated to be 1% while the growth for

the whole study area is 2%. Therefore, the growth rate for local traffic will be higher. This supports our


argument that the needs of the various traffic functions should to be assessed separately in the development of

the optimal solution. A local arterial on the WLR alignment is likely to cater for the increased local traffic more

appropriately.

99. Higher crash rates are noted at (71) than similar sections of highway in New Zealand.

100. A Time horizon of 2026 for transportation modelling is confirmed at (87). This is inadequate to determine the

benefits and impacts of a project that will have a much longer operating life.

101. Weekend and holiday traffic is estimated from weekday traffic using an annualisation process (90). For the

purposes of estimating economic benefits, different values of time should be applied to business and non-

business travel. It is not clear if this has been done.

102. At (103), a growth rate to 2031 is mentioned but this is the only reference to this year. We question if this was

available from the WTSM, and if it is why it has not been used for other analysis?

103. Adjustments to traffic growth rates are discussed at (104). Local traffic growth was reduced because it was

considered that the level of growth would not occur by 2026, especially if new transport capacity was not

provided. This suggests a failure in the planning approach as objectives relate to economic growth. Initially,

planning should provide for the needs of future development. It is recognised that in an integrated approach,

location and type of land uses should also be considered with respect to the transport network. As stated

previously, a planning time frame of 20 or preferably 30 years would reduce the sensitivity of results to the

timing of individual developments. At (105), it is noted that KCDC requested "full growth" sensitivity tests.

The adjusted growth rates were between 33% and 35% (106) compared to 60%-74% in full growth.

104. Pedestrians, and cyclists and public transport are discussed (113) to (122). The WLR developed as a local

arterial would provide these benefits also but some grade-separated crossings may become at grade which

would be better for pedestrians and cyclists.

105. Mr Murray states that the Project will contribute to all of the community transport objectives of the KCDC

Sustainable Transport Strategy (158). While it is not denied that it will have some positive benefits, it may

not be the optimal solution and there are potential adverse impacts as described in the Urban Design

evidence.

106. When considering the KCDC Sustainable Transport Strategy, Mr Murray does not mention the action target

"Stages 1 and 3 of the Western Link are completed by 2011" confirming KCDC's commitment to the WLR as

the preferred transport network for sustainable transport.

107. When considering alternatives (200-219), the WLR is shown in 2026 to reduce traffic on the existing SH1 by

26% (204). The initial construction of the WLR will provide short term relief for the SH1 and provide an

alternative route while new sections of SH1 are being constructed. The new SH1 expressway will reduce

traffic on the existing SH1 further. In addition, (207) found that the WLR with Expressway performs best in

transport terms. The Workshop Paper 09/12/0300 SH1 Kapiti Expressway: MacKay's Crossing to Peka Peka -

Workshop Briefing also confirmed Option 3 had the least severance issue.


108. The summary of the WLR Consideration at (217) raises strategic issues that should be considered as part of a

value for money assessment of the project objectives. The proposed SH1 is to be 4-lane, divided, 100kph,

and limited access with grade separated interchanges. There may be scope to relax these criteria given the

urban environment and achieve a more cost effective and sustainable outcome while retaining many of the

transport benefits.

109. We have reviewed the detailed discussion regarding local traffic effects. It appears that the traffic model may

not adequately model local circulation and may under-estimate the effects of the limited connections to the

Project. Additional testing of select link analyses and paths between origin-destination pairs is required to

determine if the model is behaving correctly. This is also related to our earlier comments related to assessing

the local, regional and through traffic separately.

110. Submissions by KCDC and Kapiti Coast Airport Limited raise questions about uncertainty in modelling and

growth projections. These are elements that need to be resolved so that the scope of the Project is correct and

that it does not create short term impacts that will have to be addressed by KCDC.

Adam Pekol5 October 2012


ReferencesAustralian Transport Council National Guidelines for Transport System Management in Australia, 2006, ACT

Kapiti Coast: Choosing Futures, Towards a Sustainable Transport System, A strategy for Managing Transport on the

Kapiti Coast 2008

Economic Evaluation Manual (Volume 1) NZTA 2010

Kapiti SH1 Strategy Study - Technical Report, Opus International Consultants Limited, 2009 for NZTA

MacKays to Peka Peka Expressway Technical Report 32 Assessment of Traffic Effects, 2012

MacKays to Peka Peka Expressway Technical Report 33 Assessment of Temporary Traffic Effects, 2012

MacKays to Peka Peka Expressway Technical Report 34 Traffic Modelling Report, 2012


APPENDIX ACURRICULUM VITAEADAM PEKOL


APPENDIX BCURRICULUM VITAEJOHN CAMPBELL


Documents

Statement of Evidence of Adam Pekol (Transport and Traffic ......Adam Pekol is a Director Pekol Traffic and Transport and has 27 years of experience in traffic and transport throughout