Wakatipu Transportation Strategy

Context and purpose. The Wakatipu Transportation Strategy (November 2007) is the outcome of the Wakatipu Transportation Study, undertaken in partnership by Queenstown Lakes District Council (QLDC), Transit New Zealand (a predecessor of NZTA (Waka Kotahi)) and Otago Regional Council (ORC) (p.4). It responds to rapid growth: the usually resident Wakatipu population is forecast to rise from 14,148 (2006) to 31,443 (2026), peak day population from 46,354 to 86,781, and employment from 6,494 FTEs (2005) to 16,101 (p.3). It traces its direction to the Future Link Strategy 2005 and aims for a strategy 'based on strong support for passenger transport' (p.4).

Method. The study ran in four stages: problem identification, assessment of individual options, a combined draft strategy consulted on in May 2007, and completion of the strategy (p.4). A 'do nothing' scenario is included for context only: by 2026 Frankton Road would have bumper-to-bumper traffic averaging 20 km/h, with major intersection delays (pp.1, 4). Risk management principles include staging 'big ticket/no going back' items, monitoring, retaining options for future generations and periodic review (p.4).

The strategy. Four complementary measures are proposed (p.5). (A) Travel demand management: school, business and event travel plans and promotion of alternatives to the car (p.8). (B) Roading: Frankton Road as a 'people corridor' with bus priority lanes in each direction and an access management plan (pp.5, 8); investigation and protection of a new route on the west bank of the Shotover River linking Tuckers Beach Road and Hansen Road to Gorge Road, which also offers a hazard-management role (p.8); Kelvin Heights access improvements (p.9); a Frankton Flats arterial network and seven upgrade projects including the Kawarau Falls Bridge replacement, SH6/SH6A, Glenda Drive and Grants Road intersections and Humphrey Street (p.9); and protection of a Boyd Road link for construction after 2026 (p.10). (C) Passenger transport: 'A bus system is recommended due to its ability to respond to changing demands and cost effectiveness compared to other types of systems' (p.10), with buses about every four minutes on Frankton Road when fully implemented (p.10), supported by ferry services and park-and-ride (pp.5-7). (D) Parking: legibility, better short-stay management and long-stay (commuter) constraint once high-quality passenger transport is in place, including completing Man Street and Gorge Road parking (1,250 spaces), a CBD parking strategy, a residential parking scheme and park-and-ride at Gorge Road, Frankton Flats and Kelvin Heights; these are estimated to transfer about 20% of car trips to passenger transport by 2026 (p.12).

Timing and implementation. The short term focuses on low-cost measures and feasibility of major projects such as SH6A bus priority; passenger transport projects proceed in the medium term; the eastern route and Boyd Road are protected for construction after 2026 (p.7). The document notes 'strong potential' for private enterprise to bring forward bus and ferry services and some roading links (p.7). Implementation is led by QLDC, ORC and Transit New Zealand, with a colour-coded implementation plan (pp.12-13): Transit leads SH6A and state highway components, QLDC/ORC jointly lead passenger transport initiatives, and QLDC leads TDM, parking, the eastern route, Frankton Flats arterials and Kelvin Heights. The plan schedules partial then full public transport priority on SH6A, buses at 10-minute frequency in 2011-2015 rising gradually to four minutes in 2016-2026, and ferry facilities and services (p.13). No costs, benefit-cost ratios or patronage forecasts are given.

Mass rapid transit: The document does not mention mass rapid transit. Its passenger transport recommendation is a high-frequency bus system with bus priority on Frankton Road, chosen for flexibility and cost effectiveness 'compared to other types of systems' (p.10); those other systems are not named or assessed in this summary document.