Hi Moana, Liam, I’ve attached Adam McCutcheon’s summary of statistics on Cable Car, Johnsonville line, and a range of bus routes including Route 1. In his view, having a roadside bus lane along some of the route, some of the time, does not meet the criteria of “largely separated from other traffic”.
The LGWM Mode Report for the Mass Rapid Transit IBC (still classified), states that rapid transit needs a high level of segregation (exclusive lanes) to maximise journey time reliability and travel time competitiveness, and a high quality running surface. This would mean either Right of Way A, or Right of Way B+ (exclusive). B (semi-exclusive or RoW C (mixed traffic) would not be included:
The One Network Framework is the new national classification system for transport corridors. As the ONF is a non-statutory document, it will not have decisive legal weight; decision makers will need to have regard to it. I’m checking whether this is the text in the final ONF.
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Class |
Public Transport Service Level descriptor |
Strategic significance (Role in Public Transport Network) |
Indicative capacity –Vehicle Volume (at peak) |
Indicative Capacity –People Movement (indicative)(bi-directional) |
Description |
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PT1 |
Dedicated |
Corridors where ‘rapid transit’ services are operated, providing a quick, frequent, reliable, and high-capacity service that operates on a permanent route (road or rail) that is dedicated to public transport or largely separated from other traffic. |
All metro rail corridors and dedicated corridors for non-rail public transport: all services Buses and other non-rail public transport on largely separated corridors >12 services per hour |
>3000 per day |
Dedicated or largely separated public transport corridors provide for the fast and efficient movement of people by rapid transit. By definition, they include dedicated busways and all metro rail lines. They only service public transport (excepting rail lines that can also provide a goods movement function under the freight mode). |
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Andrew Wharton
(he/him) |
From: Moana Mackey <[email address]>
Sent: 21 June 2021 10:02 AM
To: Andrew Wharton <[email address]>
Subject: FW: Criteria for MRT
FYI – do we have something we can send Cr Condie on this?
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Moana Mackey Wellington City Council |
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From: Councillor Jenny Condie <[email address]>
Sent: Monday, 21 June 2021 9:05 am
To: Moana Mackey <[email address]>
Cc: Liam Hodgetts <[email address]>
Subject: Criteria for MRT
Kia ora Moana
I was talking to Liam last week about want to compare the number of people who can be moved per hour during current peak schedules across the Johnsonville train line, cable car, and number 1 bus from the hospital stop.
The reason I selected these three is that they all meet the NPS-UD criteria for being primarily separated from other traffic, as there are bus lanes along Adelaide Rd and Cambridge Tce, and now planned bus lanes for the rest of the golden mile. Therefore if Johnsonville line train is MRT (which I believe is correct) then there must be other reasons why the cable car and #1 bus from the hospital stop are not classed as such.
I was looking at the schedules over the weekend and there are 11 services on the Johnsonville line between 6am and 9am, 14 services on the #1 bus, and for comparison 11 services from the Tawa stations of the Kapiti line in the same time period. The cable car runs every 10 minutes, which means there are 18 services in the same time. If the Kapiti line is setting the standard for frequency, then clearly all of these services also meet that standard.
As such all three of these meet the criteria for rapid - there are frequent services that run separated from other traffic. So the main difference must be "mass" or the capacity of these PT services per hour during peak.
Keen for this comparative information since classing the Johnsonville line as MRT in the spatial plan continues to raise questions among some constituents.
Cheers
Jenny