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Workshop objectives
Our objectives for today are to:
• provide the most up-to-date perspective on the MRT and SHI packages
• highlight outstanding questions to be answered, including in particular areas of further investigation required to prove
up the best value combination of investments.
• Get GRG input on implications and next steps, including:
- getting wider partner and political input on the findings to date
- implications for stakeholder and community engagement.
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Programme Context
Timeline of activities to date
•
Late 2018 - prepared a Programme Business Case (PBC): a multimodal package of transport investments called the
Recommended Programme of Investment (RPI)
•
May 2019 - the government announced an Indicative Package (which contained most but not al the elements of the
RPI).
The Indicative Package modelled required capital investment at $3.7B delivered over 20 years, with a total
funding requirement over 30 years $6.4B (including net operating costs & financing payments, al P95
inflated).
•
2020-21 - the Programme, through the IBCs, is seeking to ful y evaluate the benefits and costs of the Indicative
Package, and what combination of projects wil deliver the greatest overall benefits for a given level of investment
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Changes/updates to assumptions since PBC
Work undertaken by partners and consultants has resulted in some revisions to key assumptions
•
Planning for Growth work now suggests growth preferred in south, west and north
– Kilbirnie and parts of Miramar less preferred due to resilience concerns.
•
Volume of trips to the airport reduced – future growth less certain post COVID
•
Benchmarking offshore MRT routes has shown that the assumed average speed of the PBC Baseline MRT route may
be optimistic.
•
Bus Priority Action Plan has confirmed dual spine required to meet bus/MRT capacity targets
•
Importance of integrating a new MRT with existing rail as part of the regional mass rapid transit system has become
increasingly apparent
•
Draft update to Regional Rail Plan shows that mode shift targets require significant investment in rail to reduce
network constraints, and enable service frequencies of 10 min by about 2030
– This will require more trains to provide the capacity and significant improvements in customer amenities to
improve the customer experience and access to the rail mass transit system
•
More detailed understanding of constraints around physical constructability and implementability.
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Our Vision for Mass Rapid Transit for Wellington
Deliver a step change
in public transport capacity, quality and performance
to drive mode shift
and support urban intensification.
Noting that the draft Government Policy Statement for Land Transport 2021 defines Rapid Transit as:
“A fast, frequent, reliable, and high capacity form of urban public transport that can move a large number of people. Rapid
transit vehicles run on permanent routes, and are largely separated from other traffic to avoid being delayed by congestion.
Examples include rail, light rail, and bus rapid transit systems.”
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Scope of the Mass Rapid Transit IBC
•
Develop an MRT system that contributes to the wider objectives of the LGWM programme
– Review the PBC Baseline route as a starting point for business case options development
– Develop route options and confirm a recommended route(s)
– Recommend an MRT mode or modes compatible with the recommended routes.
•
Demonstrate the viability of MRT with respect to cost, consentability, implementability and risk.
•
Demonstrate the interface with the wider transport system and Wel ington urban fabric.
•
Present a scope and management case for the next steps in the investigation, delivery and
staging.
•
Provide Project Partners with information needed to inform LTP, RLTP and NLTP processes.
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MRT System Options Development and Assessment
• Mass Rapid Transit is being planned as a system for the whole city.
• Current planning is focused on regional y important destinations as recognised in the
Baseline route, in three sections:
•
Section 1 - Wel ington Railway Station to the Hospital & Newtown
•
Section 2 - Route extension to the Airport and eastern suburbs
•
Section 3 - Route extensions, including future options, beyond Newtown to the
southern suburbs
• The design of the MRT system wil be future-proofed, to enable future extension to the
south, west (Karori) and/or to the northern suburbs if desired at some future date.
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Route Options: Section 1
• Section 1 of the Baseline route is general y wel supported.
• It provides a logical and relatively direct connection between the
city centre and Newtown, including Wel ington Hospital.
• Three options were shortlisted, plus a sub-option to completely
avoid the Basin Reserve.
• Section 1 to Newtown was assessed to determine if it could
operate as a standalone service. It was found to:
• be too short to be effective in attracting customers, and
• would stil require most of the bus network to continue to
operate, meaning the operational cost to run the service would
be additional to the existing cost rather than in place of, but
• would make sense as a first phase of construction of an MRT
system
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Route option summary
The route options recommended for investigation
as part of the IBC are:
• Option 1: the Baseline route, via a Mt Albert
tunnel to the airport
• Option 2: to Miramar North, Seatoun and the
airport, via the Mt Victoria tunnel
• Possible future route extension option south: to
Island Bay via Newtown and Berhampore
• Note: Both Option 1 and 2 could be combined
with a southern route extension
• Evaluating al of the options above wil provide
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SHI Scope – Draft Vision
People and goods are moved local y and regional y to, from, and through Wel ington using an
efficient strategic corridor that enables a city of attractive streets and places.
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Basin Reserve – Grade Separated
Grade Separated Arras Tunnel Extension options:
1. Effectively one road network solution.
2. Provides variable amenity, landscaping, and development opportunities.
3. Flexible to accommodate MRT options.
4. Flexible to interface with existing (Vivian St and Kent Tce) and potential future (Te Aro) southbound State Highway
alignments.
5. Similar to PBC option.
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9(2)(b)(ii), 9(2)(j)
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9(2)(b)(ii), 9(2)(j)
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9(2)(b)(ii), 9(2)(j)
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9(2)(b)(ii), 9(2)(j)
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Summary of findings to date
Overall
• Stronger than forecast growth in the north (already the highest volume corridor).
• Airport (at least in the short-medium term) less of a demand driver.
• Planning for Growth has noted there are a number of hazard issues for Kilbirnie and Lyal Bay relating to sea level
rise, flooding, ground shaking, liquefaction and tsunami. These may mean the 6-storey minimum building height
required by the NPS-UD is not appropriate across these areas.
Mass Rapid Transit
• Further design work underway to enable faster MRT speeds.
• Investigating ways to minimise requirements to transfer from local feeder buses to the MRT service.
• Significant intensification would need to be assumed to deliver required level of economic benefits.
• Options emerging:
–
railway station to Airport – route from PBC, or variation along Kent/Cambridge, with significant intensification
along the route
–
route that splits at/around Basin – one through Newtown, one to airport with variations potential y extending
coverage to wider Miramar Peninsula
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–
potential future extension from Newtown through Berhampore to Island Bay.
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Summarising the findings to date
Strategic Highways
• There are physical workable options for the Basin Reserve and additional Mt Victoria Tunnel, and
these can be physically integrated with different MRT options, however the performance of each of
these options is stil required to be assessed to confirm if they achieve the LGWM outcomes sought,
and detailed model ing is now underway.
• The options are ‘future-proofed’ to respond to possible future upgrades (particularly through Te Aro).
• Improvements at the Basin and Mt Victoria Tunnel wil primarily benefit those travel ing to/from the
South and East
• City Streets is an important Programme component – to encourage sufficient mode shift to reduce the
number of local trips on the state highways in combination with MRT
• Retaining the existing SH1 alignment on Vivian Street and Kent Terrace means that only minimal
improvements to PT or active mode safety and efficiency outcomes can be made for the high number
of north and south conflicts trips across SH1.
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Next steps: Transport performance evaluation
In the next phase of evaluation, outputs from the Wel ington transport/traffic model wil be used to understand how well the
physical options perform from a transport view. Broader evaluation of benefits and costs to fol ow. Some of the questions
we are seeking to answer are:
1. How do we best configure a new MRT system, together with investments into City Streets, such that sufficient trips are
taken out of the network to counteract the loss of lane capacity along the Quays?
2. How many trips are removed from the city network due to the investments proposed in the Strategic Highways IBC?
3. Do key regional trips see a reduction in total travel time?
4. How effective might a Parking Levy be as a tool on top of other measures to induce mode shift?
5. How effective are the options in reducing conflicts between modes, or between traffic travel ing north to south (the
dominant direction of travel in Wel ington) versus traffic travelling west to east?
6. What is the optimal usage of capacity through a new Mt Victoria tunnel?
7. What is the impact of changes to key assumptions, in particular impact of Covid, population growth changes and other
matters relating to the current or future network operation
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Questions / Discussion
General level of comfort with the shortlist options identified?
Guidance for how we engage with wider Councils?
Particular further information that you would like to see?
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