Regional Public Transport Plan Otago 2014 - Addendum: Wakatipu Basin Public Transport

Context and purpose. Otago Regional Council (ORC) adopted its Regional Public Transport Plan (RPTP) in December 2014 and signalled a review of Wakatipu Basin services, which also aligned with the need to contract services under NZ Transport Agency's Public Transport Operating Model (PTOM) (p.4). This May 2017 addendum implements the outcome of the Wakatipu Basin Public Transport Network Review and feedback from strategic partners QLDC, NZ Transport Agency and Queenstown Airport (p.4). Table 1 lists 14 amendments to specific RPTP pages (p.4).

Problems. Patronage is declining; barriers include network complexity, poor integration with other modes, cost, an over-supply of relatively cheap car parking and a dominant car culture (p.10); bus travel is far slower than car travel because of congestion, meandering routes and low frequency (p.11).

The new network (stage one). The objective is a core network that helps address congestion on key corridors, with affordable, direct, regular services and a simple fare structure, contributing to 'the wider objectives of a 20 percent mode share for public transport, walking and cycling in Queenstown', a target footnoted as set through the Wakatipu Transport Strategy 2007 (p.13). Design principles include direct routes, coordinated timetables, few transfer points at Frankton and Queenstown, and investigating integration of water ferry/taxi services (p.14). Stage one simplifies routes, reduces fares and coordinates school transport with the Ministry of Education (p.15). Four routes are proposed (p.15) with initial frequencies of 15 minutes (Sunshine Bay-Remarkables Park), 30/60 minutes peak/off-peak (Arrowtown-Arthurs Point and Lake Hayes-Jacks Point) and 60 minutes (Five Mile-Kelvin Heights), and desirable minimum frequencies of 15-30 minutes, organised into two PTOM units (pp.17, 20). The network was expected to commence in the third quarter of 2017 (p.15). Supporting investment includes bus priority at key points, encouraging QLDC to reduce low-cost parking, a new ticketing system, journey planner, timetable information, bike racks, and bus shelters and stops with QLDC and NZTA (p.16).

Fares and funding. A flat fare for GoCard customers and a three-zone cash fare are introduced; concessions are limited to GoCard, child and SuperGold off-peak (pp.5, 17). Fares are to be set through ORC's Annual Plan 2017/18 (pp.18, 21). ORC targets 50% farebox recovery over the long term, acknowledging this may not be achievable in the short to medium term (pp.11, 18). The first phase prioritises everyday local trips; its success 'relies on QLDC addressing the availability of low cost parking', and a QLDC financial contribution to public transport is assumed (p.7). Implementation requires funding approval from NZTA and the ORC and QLDC Annual Plans 2017/18 (p.23).

Relationship to other work. A short-term business case is being developed, and the medium to long term investment programme is being developed through the Queenstown Integrated Transport Programme Business Case (QITPBC), described as an umbrella for transport business cases by ORC, NZTA and QLDC; future public transport projects are to come from the QITPBC (p.19).

Mass rapid transit: The addendum says nothing about mass rapid transit or any offline public transport between Frankton and the Town Centre. It is a bus network plan (with ferry/water taxi integration to be investigated) and defers medium to long term public transport projects to the QITPBC (p.19).