Heavy traffic bypass proposal

Three options outlined in report.

Three options outlined in report.

BYPASS ROUTE: The heavy black line is the suggested route for a heavy traffic bypass in a feasibility report commissioned by Gisborne Holdings Limited. Map supplied

A proposed $142 million to $207m heavy traffic bypass aimed at taking trucks out of the city centre might shift the problem but not eliminate it, a Gisborne District Council meeting has been told.​

District councillor Shannon Dowsing said “the majority of the (proposed) bypass would essentially be on people’s doorsteps again anyway”.

He was speaking after councillors received a noting report outlining a Gisborne Holdings Ltd-commissioned feasibility report into a heavy traffic bypass, which would not be funded by ratepayers.

The report by Holmes Consulting LP identified a route (west to east) that would include a new intersection on Awapuni Road (SH35) at the southern end of the airport, use of a paper road, new intersections and include either a high-level or low-level crossing across the Turanganui River, or a tunnel, and follow the coastline from Kaiti Beach to join Wainui Road (SH35) at the current intersection with Sponge Bay Road.

The report costed three options.

Option 1: With a high-level river crossing - $147m to $207m.

Option 2: With a low-level river crossing - $142m to $205m

Option 3: With a tunnel - $713m to $867m.

The report described Option 2 as the most economical, with less visual impact than Option 1.

The bypass would enhance tourism and improve access and areas for land development, and there would be less road maintenance, it said.

“Traditional transportation economics alone may not yield an acceptable benefit cost ratio. Therefore it will be important to consider wider economic, social and environmental benefits in the assessment of viability of the proposal.”

Any new bypass costs would be met through third agencies such as the New Zealand Transport Agency or the Provincial Growth Fund (PGF) and borrowing, but not through rates.

Borrowing could be paid for via tolling similar to the Te Puke bypass.

Environmental effects had not been studied in detail.

The report warned that the PGF and low interest rates would not last forever.

A letter to councillors by GHL chairman Rob Telfer said GHL had initiated the feasibility study “due to potential for both commercial and community opportunity”.

GHL would be happy to support a business case if the council believed a bypass was desirable.

During the debate by councillors, Amber Dunn said reading the national media on such issues made her think “what could be our aspirational infrastructure project”?

“It would have to be something about a heavy transport bypass for the region. It doesn’t hurt us to be thinking aspirationally about core infrastructure projects. This is an example. It might not be the right solution but it’s in the right direction.’’

Meredith Akuhata-Brown said she was grateful for the bypass research. It was a time to consider what was required.

”I live on a very busy road and haven’t had a good sleep for a long time.”

Mr Dowsing said the bypass would not bypass anything. Essentially the bypass was just a new road

“What did the bypass achieve? Not a lot apart from relocating the problem.

Mayor Meng Foon said Gisborne was not like Auckland. It took only eight or 10 minutes to drive from Poverty Bay Golf Club to the port.

A letter from Ngati Oneone hapu chairwoman Charlotte Gibson objecting to the bypass assessment conducted by Homes Consulting was tabled at the meeting.

"As mana whenua of the area from Te Toka a Taiau through to Pouawa stream, we were not consulted on any part of the assessment and therefore regard the document to be culturally flawed. After ‘skimming’ through the document we also note that it lacks Ngati Oneone social, environmental and economic aspirations for the area and the people."

The bypass alignment proposal (from west to east) includes the following —

  • A new intersection on Awapuni Road (SH35) at the southern end of the Airport (assumed to be a single-lane roundabout).
  • Route follows alignment of paper road north to railway line.
  • Route follows Waikanae Stream alignment before connecting into Parkinson Street at the intersection of Lytton Road (assumed to be a single-lane roundabout).
  • Route follows Parkinson Street and Innes Street (intersection of Parkinson Street and Innes Street reconfigured to provide priority to route).
  • New intersection of Innes Street and Stanley Road (assumed to be a single-lane roundabout).
  • Route follows railway line from Stanley Road to Grey Street (crossing Waikanae Stream parallel to existing railway bridge).
  • New intersection of proposed route and Grey Street (assumed to be signals given proximity to railway line, adjacent intersection of Awapuni Road and Grey Street also converted to signals due to proximity to new intersection).
  • The route and connections between Customhouse Street and Kaiti Beach Road across the Turanganui River are dependent on the option considered.
  • Route follows Kaiti Beach Road (road assumed to be upgraded from southern entrance to port/log yards to current road end, including reconfiguring access to properties and beach areas along length).
  • Follow coastline from Kaiti Beach Road end to end of beach area.
  • Climb up escarpment following contours where applicable to join Wainui Road (SH35) at current intersection with Sponge Bay Road (assumed to be a single-lane roundabout).

A proposed $142 million to $207m heavy traffic bypass aimed at taking trucks out of the city centre might shift the problem but not eliminate it, a Gisborne District Council meeting has been told.​

District councillor Shannon Dowsing said “the majority of the (proposed) bypass would essentially be on people’s doorsteps again anyway”.

He was speaking after councillors received a noting report outlining a Gisborne Holdings Ltd-commissioned feasibility report into a heavy traffic bypass, which would not be funded by ratepayers.

The report by Holmes Consulting LP identified a route (west to east) that would include a new intersection on Awapuni Road (SH35) at the southern end of the airport, use of a paper road, new intersections and include either a high-level or low-level crossing across the Turanganui River, or a tunnel, and follow the coastline from Kaiti Beach to join Wainui Road (SH35) at the current intersection with Sponge Bay Road.

The report costed three options.

Option 1: With a high-level river crossing - $147m to $207m.

Option 2: With a low-level river crossing - $142m to $205m

Option 3: With a tunnel - $713m to $867m.

The report described Option 2 as the most economical, with less visual impact than Option 1.

The bypass would enhance tourism and improve access and areas for land development, and there would be less road maintenance, it said.

“Traditional transportation economics alone may not yield an acceptable benefit cost ratio. Therefore it will be important to consider wider economic, social and environmental benefits in the assessment of viability of the proposal.”

Any new bypass costs would be met through third agencies such as the New Zealand Transport Agency or the Provincial Growth Fund (PGF) and borrowing, but not through rates.

Borrowing could be paid for via tolling similar to the Te Puke bypass.

Environmental effects had not been studied in detail.

The report warned that the PGF and low interest rates would not last forever.

A letter to councillors by GHL chairman Rob Telfer said GHL had initiated the feasibility study “due to potential for both commercial and community opportunity”.

GHL would be happy to support a business case if the council believed a bypass was desirable.

During the debate by councillors, Amber Dunn said reading the national media on such issues made her think “what could be our aspirational infrastructure project”?

“It would have to be something about a heavy transport bypass for the region. It doesn’t hurt us to be thinking aspirationally about core infrastructure projects. This is an example. It might not be the right solution but it’s in the right direction.’’

Meredith Akuhata-Brown said she was grateful for the bypass research. It was a time to consider what was required.

”I live on a very busy road and haven’t had a good sleep for a long time.”

Mr Dowsing said the bypass would not bypass anything. Essentially the bypass was just a new road

“What did the bypass achieve? Not a lot apart from relocating the problem.

Mayor Meng Foon said Gisborne was not like Auckland. It took only eight or 10 minutes to drive from Poverty Bay Golf Club to the port.

A letter from Ngati Oneone hapu chairwoman Charlotte Gibson objecting to the bypass assessment conducted by Homes Consulting was tabled at the meeting.

"As mana whenua of the area from Te Toka a Taiau through to Pouawa stream, we were not consulted on any part of the assessment and therefore regard the document to be culturally flawed. After ‘skimming’ through the document we also note that it lacks Ngati Oneone social, environmental and economic aspirations for the area and the people."

The bypass alignment proposal (from west to east) includes the following —

  • A new intersection on Awapuni Road (SH35) at the southern end of the Airport (assumed to be a single-lane roundabout).
  • Route follows alignment of paper road north to railway line.
  • Route follows Waikanae Stream alignment before connecting into Parkinson Street at the intersection of Lytton Road (assumed to be a single-lane roundabout).
  • Route follows Parkinson Street and Innes Street (intersection of Parkinson Street and Innes Street reconfigured to provide priority to route).
  • New intersection of Innes Street and Stanley Road (assumed to be a single-lane roundabout).
  • Route follows railway line from Stanley Road to Grey Street (crossing Waikanae Stream parallel to existing railway bridge).
  • New intersection of proposed route and Grey Street (assumed to be signals given proximity to railway line, adjacent intersection of Awapuni Road and Grey Street also converted to signals due to proximity to new intersection).
  • The route and connections between Customhouse Street and Kaiti Beach Road across the Turanganui River are dependent on the option considered.
  • Route follows Kaiti Beach Road (road assumed to be upgraded from southern entrance to port/log yards to current road end, including reconfiguring access to properties and beach areas along length).
  • Follow coastline from Kaiti Beach Road end to end of beach area.
  • Climb up escarpment following contours where applicable to join Wainui Road (SH35) at current intersection with Sponge Bay Road (assumed to be a single-lane roundabout).
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Winston Moreton - 2 months ago
Did no councillor ask the obvious question . . . . Why not use that railway line for trains? Why turn it into a log-truck route, when most (excluding ECT and hangers-on) support rail? Huge cost savings and community benefits if rail used.

Rus Holland - 2 months ago
A great idea - let's take this to the next level of exploration now...!

Not sure why Shannon says it just transfers the problem - from Google maps:-

The current situation:-
247 Awapuni Road to 40 Awapuni Road - 207 residences, 1 school, 1 petrol station and several retailers, motorhome caravan park, sports ground, park.

Awapuni Road / Customhouse Street - 2 accommodation providers, 2 residential complexes, 1 large mall and several other retail outlets.

52 Wainui Road to 620 Wainui road - 568 residences, 1 school, 2 petrol stations, one large shopping mall and several small retailers, the YMCA and two parks

vs the proposed route:-

84 to 104 Kaiti Beach road - actually only 12 residences....

Maybe add 2 to 32 Anzac Street - 30 residences and 1 school crossing

Seems like a no-brainer to me - as long as the train tracks can also still be used for GCVR and freight too . . .

Rus Holland - 2 months ago
And make trucks from the North and West of the city travel through Makaraka and the Jolly Stockman hotel corner (so not Ormond Road) and then add:-

1 to 444 Ormond Road - 400 residences, 2 schools, 2 pre-schools, 2 shopping precincts, 2 churches, Funeral Home

9 residences on the Esplanade..

;-)

Shannon Dowsing - 2 months ago
Hi Rus, I was not quoted in full but my comment was that the spatial plan has included discussion that the Awapuni light commercial area is one of the most desirable locations for development. It is possible that as our city grows this area, with its excellent proximity to infrastructure and amazing location between city and beach, could become housing. Therefore the bypass is simply moving the problem from one side to the other. Yes I agree that currently it is a great outcome but we can't look at this in seclusion and ignore our need for more residential development.

Likewise I commented on the lack of technical solutions, by this I meant electric trains or trucks, perhaps driverless, the former certainly being the cheaper of the two. I see the need for lower-impact transportation as an outcome that is just as valuable, reducing vibration, noise, emissions etc.

Regarding trains, my basic tonnage calculations and conversations on the logistics you would need bi-directional rail to keep a controlled flow of timber and dictate arrival schedule of various grades. Therefore as it stands a single line would not have the capacity. Unfortunately it doesn't seem as simple as landing a massive long train on the wharf.

Regarding Wainui road, I prefer some of the concepts discussed previously with all timber finding an alternative inland route, bypassing this area entirely. Chris Shaw presented options a few months ago and it directed all of our incoming flow via the wood cluster.

I will continue to give this a great deal of thought and look forward to information and contributions to the conversation. I don't think we have the answer yet but as Councillor Dunn mentioned, it will need to be aspirational.



Peter Millar - 2 months ago
What if any consideration has been given to access beyond the "bridge" and to the Marina and public boat ramp? Yacht masts range from 10 to 20 metres high, is that considered low level or high? Some of the larger launches also have high structures, perhaps even some of the fishing fleet.
Additional, the below from The Gisborne Herald August 10, 2017:
"In 2015, the house at 1 Wallis Road had to be demolished because of the slip and land stability issues.
"New large crevices have opened in the ground at the top of the hill and mud is flowing on to Kaiti Beach at the bottom of the slip.
"Engineering assessments by Tonkin and Taylor for the Earthquake Commission at the time determined that the landslide is a naturally-occurring failure and that the area is on a fault line."
This is where the proposed road is shown.

Peter Millar

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