QTS-028 · Business case chapter or appendix · 2020
Appendix B23 Technical Note 19: Scope Extension Beyond SH6/6A Intersection (with Appendix B24 Technical Note 40: Ladies Mile, Appendix B25 Queenstown Public Transport Network Options Multi Criteria Analysis, and Appendix B26 Technical Note 43: Frankton Pedestrian Crossings)
Part of: Rapid transit evidence →
This bundle contains four appendices to the 2020 NZUP Queenstown Detailed Business Case. TN19 (Final, 4 February 2020) recommends extending the Frankton to Queenstown SSBC scope to absorb the Grant Road to Kawarau Falls Bridge project for SH6 between the Kawarau Falls and Shotover bridges, with an extension to Ladies Mile. The reason given is that SH6A PT reliability depends on the Frankton Flats network, and PT must carry up to 60% of SH6A person trips by 2048. One scope item for the Frankton Bus Hub is to 'Determine options to incorporate future potential gondola station'. TN40 models SH6 Ladies Mile and Stalker Road bus lanes. TN43 assesses pedestrian and cycle crossing options at 11 SH6 Frankton locations. B25, 'Evidence for Queenstown PT Network Options MCA', is undated and unattributed. It sets out scoring scales and evidence for each criterion across Do Min, Bus Max, Trackless Tram, Trackless Tram Max, Mass rapid transit and the ferry option option networks. This includes modelled mode shares (mass rapid transit 10% at 2028, 15% at 2048) and mass rapid transit capex 'Information from Doppelmayr' ($134.83m Queenstown to Frankton). Mass rapid transit opex is $4.9m p.a. for Frankton to Queenstown. The pages state that mass rapid transit and the ferry option 'B options' were not yet modelled. No option scores appear on these pages.
What the document says
Context and purpose: This PDF bundles Appendices B23 to B26 of the Queenstown Transport Business Case (NZTA Contract 2018235). Author names are redacted under s 9(2)(a). Sign-off roles are Project Manager, Principal Transportation Engineer and Project Design/Integration Manager (p.8).
B23 TN19 (pp.2-8) updates a 5 November 2019 draft. Combined F2Q and QTC work indicated that 'a high proportion of person trips along SH6A must be by public transport in future years (up to 60% by 2048)' (p.2). PT level of service on SH6A depends on the SH6 links in Frankton Flats (pp.3-4). TN19 therefore recommends absorbing the Grant Road to Kawarau Falls Bridge (GR2KFB) DBC elements for SH6 between the two bridges, plus Ladies Mile westbound, into the F2Q SSBC (p.8). A scope table (pp.5-7) flags items as IN, PART, EXTEND or OUT. For the Frankton Bus Hub the EXTEND items include location, capacity, private coaches and 'Determine options to incorporate future potential gondola station' (p.5). TN19 notes the NZUP $90M Queenstown package (SH6A corridor, Ladies Mile, Frankton bus hub, SH6 Grant Road to Kawarau Falls). It records that Workshop 5 (18 March 2020) is a hold point and that NZUP elements may be split out for early delivery (pp.7-8).
B24 TN40 (pp.10-26, Final 14 October 2020) uses VISSIM modelling of a westbound SH6 Ladies Mile bus lane and a Stalker Road bus lane. Significant AM inbound savings are reported, for example Alec Robins Road to Shotover Bridge bus time at 2028 AM falls from 2069s to 925s (p.26). The Stalker Road lane has little benefit but should be monitored. Further inbound bus lanes may be needed by 2048 (p.26).
B25 PT Network Options MCA evidence (pp.27-36) sets Low/Medium/High scales and evidence for each criterion. The criteria are mode shift, fit for future, resilience (network events, natural hazards), reliability, journey time, Vision Zero, modal integration, operational flexibility, resident/visitor experience, capex, opex, urban design, environmental, access, construction impacts and masterplan alignment. Modelled AM-peak westbound SH6A PT mode shares are: Do-min 18% (2028) and 27% (2048); Bus Max 32%/47%; Trackless Tram 31%/44%; Trackless Tram Max 33%/51%; Mass rapid transit 10%/15%, plus bus 21%/28%; ferry option 8%/10%, plus bus 18%/30% (p.28). Capex evidence: Bus Max $110m excluding vehicles; Trackless Tram $212.3m (Do Min) and $312.3m (Do Max); Mass rapid transit Doppelmayr information $134.83m (Q-F), plus $122.48m (F-Ladies Mile), 'totalling $257.31 + $2 million for travellator'; 'Gondola B = $134.83 million F2Q + $10 million for airport trench'; 'Gondola A = $284.6 million'; Ferry A $51m (p.33). Opex: Bus Max $12.8m p.a.; Trackless Tram $11.6m; Mass rapid transit $18.8m including $10.2m connecting bus; Ferry $36.2m (p.34). Mass rapid transit journey time is 22 minutes at 18 km/h versus 16 for car (p.31). The page shows no option scores.
B26 TN43 (pp.38-50, Final 30 September 2020) recommends a crossing type at each of 11 SH6 locations for Option A (roundabouts) and Option B (conventional intersections). Examples are a zebra at Ross Street, an underpass east of SH6/6A and an overpass at Hardware Lane (Option A).
Mass rapid transit: TN19 scopes options to incorporate a 'future potential gondola station' at the Frankton bus hub (p.5). B25 assesses a mass rapid transit network option across all MCA criteria. Its points include: mass rapid transit unaffected by road congestion; less susceptible to low-probability, high-impact natural hazards (p.30); among the options 'most likely to provide close to 100% reliable travel times' (p.31); 'PPP potential – best option for private sector participation' (p.33); 'unparalleled town centre arrival experience' (p.36). Against this, it has the slowest journey time (p.31), worst connections pending 'B options' (p.31), visual and ONL impacts (pp.32, 35), and low modelled mode share. The evidence pages caution that 'B options for gondola & ferry not yet modelled' and 'Models tend to underpredict connective networks' (p.28). The mass rapid transit capex figures are sourced only to 'Information from Doppelmayr', and the $257.31m + $2m and $284.6m totals are not reconciled.
Key figures
- PT share of SH6A person trips needed up to 60% by 2048 (p.2)
- NZUP Queenstown package $90M (p.7)
- Modelled PT mode share 2028/2048: Do-min 18%/27%; Bus Max 32%/47%; Trackless Tram 31%/44%; Trackless Tram Max 33%/51%; Gondola 10%/15%; MRT Ferry 8%/10% (p.28)
- Gondola capex $134.83m Queenstown-Frankton + $122.48m Frankton-Ladies Mile = $257.31m + $2m travellator, 'Information from Doppelmayr' (p.33)
- Gondola B = $134.83m + $10m airport trench; Gondola A = $284.6m (p.33)
- Bus Max capex $110m excl. vehicles; 44 double-decker e-buses $35.2m (p.33)
- Trackless Tram total $212.3m (Do Min) / $312.3m (Do Max) (p.33)
- Ferry A $51m capex (p.33); Ferry opex $36.2m p.a. (p.34)
- Opex p.a.: Bus Max $12.8m; Trackless Tram $11.6m; Gondola $4.9m F2Q + $3.7m wider + $10.2m bus = $18.8m (p.34)
- End-to-end time BP roundabout to town centre: Gondola 22 min (18 km/h) vs car 16 min (p.31)
- 2028 AM bus time Alec Robins Rd to Shotover Bridge 2069s DM vs 925s NZUP (p.26)
Rapid transit
Mass rapid transit means light rail, gondola/cable car, bus rapid transit and similar dedicated rapid-transit technologies. It does not include ordinary bus services or ferries.
Substantive. Discusses, assesses, recommends or programmes mass rapid transit.
Assesses a mass rapid transit network as a multi-criteria option, with supplier-sourced costs; notes some variants were unmodelled; scopes a future mass rapid transit station at the Frankton hub. The ferry option in the same assessment is not mass rapid transit.
TN19 lists, under the Frankton Bus Hub, the extended-scope task 'Determine options to incorporate future potential gondola station' (p.5). B25 'Evidence for Queenstown PT Network Options MCA' covers Mass rapid transit alongside bus, trackless tram and ferry networks. Modelled mass rapid transit mode share is 10% at 2028 and 15% at 2048, with a larger bus share. The document cautions: 'B options for gondola & ferry not yet modelled. Models tend to underpredict connective networks & favour one-seat ride networks' (p.28). The mass rapid transit is 'unimpacted by road congestion' and 'less susceptible' to slips, flooding and seismic events (pp.29-30). Mass rapid transit and Trackless Tram Max are 'most likely to provide close to 100% reliable travel times' (p.31). The mass rapid transit is the 'slowest option at 22 minutes, due to its 18km/h speed' (p.31). Capex: 'Information from Doppelmayr has costs of $134.83 million for Queenstown to Frankton and an additional $122.48 m for Frankton to Ladies Mile'; 'Gondola A = $284.6 million' (p.33). Opex: $4.9m p.a. Frankton to Queenstown, $18.8m p.a. in total with the connecting bus network (p.34). The mass rapid transit 'has PPP potential – best option for private sector participation' (p.33) and 'creates an unparalleled town centre arrival experience' (p.36). Negatives recorded are privacy, breaking the Queenstown Hill ONL, and visual impact (pp.32, 35).
"Note: B options for gondola & ferry not yet modelled. Models tend to underpredict connective networks & favour one-seat ride networks (cf. Panmure in Auckland)." (p.28) | "Gondola & Trackless Tram Max the options most likely to provide close to 100% reliable travel times." (p.31) | "Ferry and Gondola have high terminal and landside infrastructure construction costs, but Gondola has PPP potential – best option for private sector participation." (p.33) | "Gondola: Information from Doppelmayr has costs of $134.83 million for Queenstown to Frankton and an additional $122.48 m for Frankton to Ladies Mile, totalling $257.31 + $2 million for travellator." (p.33) | "Gondola creates an unparalleled town centre arrival experience and reduces the number of buses needed in the town centre but significant mode shift needed to maximise these benefits through reducing traffic." (p.36) | "Determine options to incorporate future potential gondola station" (p.5)
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Actions recorded
Expand F2Q SSBC scope to incorporate GR2KFB elements for SH6 between the Kawarau Falls and Shotover bridges, with an extension to Ladies Mile.
Not assessed · NZTA · Within programme to draft business case 26 June 2020
This Technical Note recommends and expansion to the F2Q SSBC scope
Re-assess Frankton Bus Hub location, capacity, use, access, internal layout and private coach needs.
Not assessed
Re-assess location... Re-assess capacity... Consider requirements for private coaches Extend
Determine options to incorporate a future potential mass rapid transit station at the Frankton Bus Hub.
Not assessed · Relevant to rapid transit
Determine options to incorporate future potential gondola station Extend
Develop SH6 intersection layouts and bus priority options at Grant Road and Hawthorne Drive, and determine the SH6 corridor layout to Shotover Bridge (bus v HOV lanes).
Not assessed
Develop Intersection design layouts... Consider bus v HOV lanes Extend
Prepare a higher-level network control strategy for the Frankton network.
Not assessed
Provide higher level network control strategy
Integrate Ladies Mile HIF and RTI designs, future-proof for Ladies Mile park and ride and Howards Drive, and analyse how to achieve and monitor Ladies Mile mode share targets.
Not assessed
Analysis of Ladies Mile HIF mode share targets as determined by the NZTA Board August 2018
If needed for NZUP, split assessment and reporting of NZUP elements for early delivery after the Workshop 5 hold point.
Not assessed · After Workshop 5 (18 March 2020)
it may be necessary to split the further assessment and reporting of the NZUP elements
Monitor the need for a Stalker Road northbound bus lane as Frankton network demand grows.
Not assessed · Towards 2028 and beyond
the need for such a scheme should be monitored
Show all 10 actions
Consider extending SH6 inbound bus lanes to prevent buses being delayed by queues in the 2048 PM peak.
Not assessed · By 2048
extension of SH6 inbound bus lanes may be required
Adopt recommended pedestrian/cycle crossing types at 11 SH6 Frankton locations, e.g. Ross St zebra, underpass east of SH6/6A, Hardware Lane overpass (Option A).
Not assessed
Recommended solution for this option
Study cost
A study cost has been requested under the Official Information Act or LGOIMA. No figure has been received.
Citation
NZTA (Waka Kotahi). Appendix B23 Technical Note 19: Scope Extension Beyond SH6/6A Intersection (with Appendix B24 Technical Note 40: Ladies Mile, Appendix B25 Queenstown Public Transport Network Options Multi Criteria Analysis, and Appendix B26 Technical Note 43: Frankton Pedestrian Crossings) (2020). NZTA Contract 2018235 - F2Q SSBC & QTC DBC; Technical Notes #19, #40, #43.