QTS-053 · Design and engineering report · 2020Draft
Appendix C4 Queenstown Town Centre Preliminary Design Philosophy Statement (with Appendix C5 Frankton Preliminary Design Philosophy Statement and Appendix C6 Preliminary Pavement Design Report)
Part of: Rapid transit evidence →
This bundle contains three technical design appendices to the 2020 Queenstown Transport Business Case, prepared for NZTA (Waka Kotahi) by the Stantec-led consortium. C4 sets the concept design philosophy for 28 Queenstown Town Centre streets and the arterials. It covers street functions, cross sections, intersections, lighting, pavement, structures, utilities and landscaping, and lists further technical work for detailed design. C5 sets the design philosophy for SH6A Frankton Road and SH6 Frankton/Ladies Mile. Full-length bus lanes on Frankton Road were rejected because of topographical, geotechnical and property constraints (approx. $400M of impacts). The adopted approach is physical bus priority on SH6 in Frankton, the SH6/6A intersection used as a 'valve' to hold SH6A traffic at free-flow levels, and virtual and targeted priority along SH6A. C5 states that the overall response is to increase on-road PT capacity and 'then provide an off-line system (likely a gondola) once the SH6A corridor has reached capacity'. It also reproduces the TDM programme and sets construction sequencing around the SH6/6A intersection. C6 gives preliminary pavement designs, including a trackless tram pavement.
What the document says
Context and purpose: These are supporting design documents for the Queenstown Town Centre DBC and the Frankton to Queenstown and Frankton SSBCs (NZTA Contract 2018235). Named personnel are redacted under s 9(2)(a). C4 lists 'Various Authors' (p.3).
C4 Queenstown Town Centre PDPS (pp.1-76): This records concept design for 28 town centre streets and the arterials (pp.11-13). Designs are based on a Movement and Place framework, and the investment objectives are restated (p.14). The document gives typical cross sections (XA-XD), arterial cross sections by stage (pp.17-19), mid-block crossings and intersection designs including Gorge Road/Shotover/Henry Street (pp.23-31), and street-by-street layouts (pp.32-58). Brecon Street references access to the existing Skyline Gondola, a tourism attraction, not a transit proposal (p.36). The remaining sections cover pavement, lighting, geotechnical (none undertaken; p.70), structures including an overpass (pp.71-72), stormwater, landscaping, and a note that construction methodology has not been considered in detail (p.76).
C5 Frankton and Frankton to Queenstown PDPS (pp.77-103): The physical widening needed for bus lanes along all of Frankton Road would have 'significant social..., environmental, and financial (approx. $400M) impacts' (p.85). The philosophy is therefore physical bus lanes on SH6 in Frankton, with the SH6/6A intersection as a 'valve' to cap SH6A traffic, and virtual and targeted bus priority on SH6A (p.85). Figure 2-3, 'Response to travel demand', shows people movements growing 6.1% p.a. to 2028 and 1.6% p.a. beyond. It shows bus spare capacity, then 'HCPT Spare Capacity' from about 2030, illustrated with trackless tram and mass rapid transit icons (p.86). C5 refers to Technical Note #30 High Capacity Public Transport (p.87). It sets out walking and cycling philosophy, design standards and typical sections, environmental screening by option (Do Min, Virtual Priority, Trackless Tram, 4 Laning) (pp.95-96), and the Queenstown TDM programme (Table 3-6) with responsible organisations (pp.96-100). It also covers maintenance (17 new signal sets; operation by Wellington TOC; p.100-101) and construction sequencing (pp.101-102).
C6 Preliminary Pavement Design (pp.104-138): This gives feasibility-level pavement designs for the arterials, bus lanes, SH6/6A and Frankton bus hub (pp.109-114). It includes a trackless tram pavement for a 51-tonne three-car set, requiring about 200 mm structural asphalt over stabilised or granular layers, with information from CRRC (p.115). Modelling outputs follow (pp.118-137).
Mass rapid transit: C5 states that the design response to future demand is to grow on-road PT capacity 'and to then provide an off-line system (likely a gondola) once the SH6A corridor has reached capacity' (p.86). Figure 2-3 depicts high-capacity PT capacity from about 2030 (p.86). C6 provides a preliminary trackless tram pavement design (p.115). Neither C4 nor C5 includes design provisions or corridor protection for an offline mass rapid transit. C4's Brecon Street references are to the existing Skyline Gondola only.
Key figures
- Full-length SH6A bus lane widening impacts approx. $400M (p.85)
- People movement growth 6.1% p.a. to 2028, 1.6% p.a. beyond 2028 (Figure 2-3, p.86)
- 17 new sets of traffic signals for Frankton and Frankton to Queenstown (p.100)
- Trackless tram pavement: 51 t three-car set; ~200 mm structural AC (p.115)
- Town Centre scope: 28 streets (p.11)
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.
On-road public transport first, then off-line mass rapid transit once SH6A reaches capacity; the drawings include no mass rapid transit design.
The C5 Frankton design philosophy statement explains that full-length bus lanes on SH6A were rejected because widening would have 'significant social (loss of housing and property), environmental, and financial (approx. $400M) impacts' (p.85). It then states: 'Overall, the design response to increased travel and public transport demand in the future is to increase the capacity of on road public transport and to then provide an off-line system (likely a gondola) once the SH6A corridor has reached capacity' (p.86). Figure 2-3 'Response to travel demand' shows forecast people movements exceeding car plus bus capacity. The gap is labelled 'HCPT Spare Capacity' from about 2030 and illustrated with trackless tram and mass rapid transit images (p.86). The document cross-references Technical Note #30 High Capacity Public Transport (p.87). C6 includes a preliminary pavement design for trackless trams (p.115). The town centre PDPS (C4) mentions only the existing Skyline Gondola on Brecon Street (p.36). No design element, terminal or corridor protection for an offline mass rapid transit appears in these documents.
"The physical widening required to accommodate bus lanes over the full length of Frankton Road would result in significant social (loss of housing and property), environmental, and financial (approx. $400M) impacts." (p.85) | "Overall, the design response to increased travel and public transport demand in the future is to increase the capacity of on road public transport and to then provide an off-line system (likely a gondola) once the SH6A corridor has reached capacity." (p.86)
Files
- Open Main document (PDF, 9.3 MB) Opens in a new tab.
Main document
Actions recorded
Complete the SH6/6A intersection before signalising SH6A Frankton Road, in particular the Marina intersections.
Not assessed
needs to be completed prior to the signalising of SH6A Frankton Road
Build the new SH6A Marina West intersection before installing signals at Sugar Lane/Marina Heights.
Not assessed
will need to be completed before the SH6A Sugar Lane/Marina Heights intersection signals can be installed
Prepare a thorough Network Operating Plan for Queenstown so the Wellington Traffic Operations Centre can operate and optimise the signals.
Not assessed
it is essential that a thorough Network Operating Plan (NOP) is prepared
Discuss sustaining local traffic signal technical and maintenance skills with Aspiring Highways.
Not assessed
this should be discussed further with Aspiring Highways
Undertake further technical assessments (ecological, heritage, noise, contamination, landscape, lighting, geotechnical) as the project advances.
Not assessed · As the project advances
the following technical assessments will be required as the project advances
Undertake detailed pavement design, test pits and materials testing in pre-implementation; confirm trackless tram parameters with manufacturers.
Not assessed · Pre-implementation
Detailed pavement design including pavement test pits... will be required during the pre-implementation phase
Establish a Transport Management Association to deliver the TDM programme (set-up, business plan, programmes, advocacy).
Not assessed · Years 1-3 (per Table 3-6)
4 Transport Management Association (TMA) 4.1 Set up
Deliver QLDC-led TDM measures including a park and ride study, travel plans for developments and events, parking charging, freight management plan and car-free areas.
Not assessed · QLDC · Years 1-3 (per Table 3-6)
1.2 Park and ride study QLDC... 1.6 Charging for parking that is currently free or cheap
Show all 9 actions
Carry out an Airport Access Study and travel plan.
Not assessed · QLDC · Per Table 3-6
1.11 Airport Access Study and travel plan Queenstown Airport, QLDC
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 C4 Queenstown Town Centre Preliminary Design Philosophy Statement (with Appendix C5 Frankton Preliminary Design Philosophy Statement and Appendix C6 Preliminary Pavement Design Report) (2020). Stantec Project No. 310201227; NZTA Contract 2018235.