Nelson’s Southern Outlet Approved

Press, Volume CII, Issue 30264, 17 October 1963, Page 7

Nelson’s Southern Outlet Approved

(From Our Own Reporter)

WELLINGTON, October 16,

■Die route for an express southern outlet for Nelson was approved this afternoon by the NataonaJ Roads Board, It will be capable of ultimate development to a motorway through Nelson and on to south of Richmond.

The chosen route, which is the result of an investigation by the District Commissioner of Works and local authorities; was worked out after a rec-mmendaitaon by the National Roads Board Last June.

Going south from Nelson, the route wdH have one mile of widened city street, 9.3 miles of express route, 23 moles of aoJ-purpose highway, 0.7 miles of express route (Brightwateri, 3.1 males of ail-purpose highway, and 1.4 miles of express route < Wakefield >.

The route will be from Haven road. Nelson, along St. Vincent street ultimately capable of widening to a high - grade all - purpose route.

From die Totara street-St. Vincent street intersection to Bishopdale (1.2 miles of express route using the old railway).

From Bishopdale to the Richmond northern boundary, 4 j miles of express highway east of Enner Glynn through Annesbrook towards Nelson airport, then running along the coastline of Waimea inlet past the freezing works.

Through Richmond borough to State highway 60 (two miles of express route following the old railway).

State highway 60 to south of the ribbon development on State highway 6 (li miles of express route following the old railway). Following State highway 6 to Brightwater (2.3 miles of all-purpose highway). A deviation to the south of Brightwater (0.7 miles of express route). Following State highway 6 to Wakefield (3.1 miles of allpurpose highway). A three-stage deviation through Wakefield (li miles of express route using about a mile of the old railway. Coast Route Preferred Reporting to the board, the chief highways engineer (Mr F. A Langbein) said that between Amesbrook and the freezing works the coastal route was preferred to the railway line because it divided the Stoke residential area from the industrial area, unlike the railway route, which severed the residential area and would be more costly. Hie coastal route affected fewer houses.

Mr Langbein said that the District Roads Council and local authority were both strongly opposed to the railway route.

Local opinion favoured a direct route across Waimea inlet to Richmond, Mr Langbein said, but this would not allow the construction of a first-stage conveniently short Richmond deviation, which eliminated a mile of borstreet. Included in the proposals were If miles of express route from Haven street. Nelson, to Cemetery Point, eliminating li males of city street from Nelson’s northern access.

Mr Langbein said that the 9.3 males from St Vincent street to south of Richmond could ultimately be a motorway by tocomporating interchanges at Annesbrook,

Sanger street, Waimea freezing works, Richmond and State highway 00, phua on-and-off ramps from Vanguard street and to Kawai street at the Nelson end. The urgency in defining the route, Mr Langbein. said, was caused by the already long delay to the Waimea county district scheme review, in spite of prolonged pressure for advice on route location. Landowners were financially embarrassed by ■ the delay in completing plans. “A troublesome factor is that railway land is required,” Mr Langbein said. “A 1962 Cabinet decision was that this land may be released provided if and when it is required by the railways, it be handed back in the same oonditkm as when released or an alternative right ctf way is to be provided free of cost to the railway. “An alternative acceptable to railways would be a oomi mon reserve for highway I and railway, but this involves lan extra 31ft strip at land and difficulties which would > greatly increase cost and i land requirements at interchanges.” Mr Langbein said that unless the deviations were protected from other development, in due course some sections would be open, to future pressure to impose 30 males an hour restrictions on them and the main object of the new route would be defeated. AH the deviations must therefore have access limitations imposed.

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