Queenstown Integrated Transport Programme Business Case (2018 presentation)

Context. This 21-slide deck by Abley, with contact details for Dave Smith (p.21), presents the Queenstown Integrated Transport Programme Business Case (QITPBC). The footer dates it 21 March 2018, nine months after the business case (Version 4, 16 June 2017). Slide 3 lists the PBC partners as NZTA, QLDC, ORC and QAC; the audience and venue are not stated.

Evidence base. Problems and benefits are restated: growth causing trip unreliability and worse customer experience (67%) and car dominance affecting liveability (33%) (p.4). A traffic table shows 2012 to 2016 AADT growth, e.g. SH6A west of Frankton about 17,863 to 23,925 vehicles per day (p.5). Further slides show airport passenger and tourism spend trends (p.6), SH6A and SH6 traffic against theoretical capacity (pp.7-8), projected households and jobs to 2045 (p.9), Thinkplace survey findings that journey times are unpredictable and public transport is 'expensive, unreliable and infrequent' (p.10), 7am-11am mode share to the town centre (overall about 77% car occupants and 13% public transport) and 2016 parking occupancy of about 87-92% at midday (p.11).

Programme development. Nine programmes were developed, from Do Minimum to Do Maximum (p.12); a programme assessment slide traces Balanced 1 to the selected 'Balanced PT & Active Modes Focus' (p.13). A map shows the recommended programme, with an 'MRT Corridor (Indicative)' between Frankton and the town centre labelled 'Beyond 2027' (p.14). An SH6A peak hour demand versus capacity chart (persons per hour, 2016-2048) shows road, PT, water taxi and MRT capacity against low, expected and high growth, with 'Water Taxis 2019', 'PT Stage 2 and Water Ferries 2023' and 'MRT 2040' (p.15). The recommended programme timeline places the MRT corridor at '2027 or beyond' (p.16). A version of the chart adds a line annotated '5% growth per annum?!' (p.17), and a further slide is headed 'Recommended Programme delivered earlier' (p.18). Stated outcomes are 30% alternative mode share (up from 15%), a 16-minute travel time reduction between Queenstown and Frankton and 3-minute variability in the 2045 AM peak (p.19).

Conclusions (p.20): partner commitment is critical; 'Potential role of alternative funding mechanisms (e.g. MRT)'; the key risk is that the reduction in private vehicle use is not achieved; agencies must integrate and align; and the PBC provides a foundation for district transport planning (e.g. the GR2KB DBC).

Mass rapid transit: The deck shows an indicative MRT corridor from Frankton to the town centre 'Beyond 2027' (p.14), MRT capacity added to SH6A in 2040 (p.15), and MRT as an example of alternative funding (p.20). Slides 17-18 suggest that faster growth (5% a year) would bring the need, and the programme, forward, but the deck gives no explanation in text.