QTS-058 · Business case chapter or appendix · 2020
Queenstown Business Case – Preferred Option Assessment
Part of: Rapid transit evidence →
The Preferred Option Assessment (Final, 16 November 2020; Stacey Lloyd) describes the Queenstown Programme that emerged from optioneering and engagement. The programme has four elements: committed activities (NZUP $90m, CIP $85m), a recommended option, supporting activities and other activities. It sets an eight-phase roll-out from the 2024 Do Minimum to Phase 8, a 'future off-line gondola connection' timed '2050+'. It lists interventions by area (Ladies Mile, Frankton, SH6A, Town Centre) with phase numbers. It sets out wider strategies: a TDM programme with agency responsibilities, ITS (WTOC, VMS, parking technology), a road-based BRT network of five bus routes and one ferry route building on 'Bus Max', urban realm typologies and parking. The programme rates High for GPS results alignment, with a Low BCR bracket and priority order 5. It records social, environmental, planning and property impacts, noting the mass rapid transit option 'could give rise to high levels of visual and landscape effects'.
What the document says
Context and purpose: The report builds on the Options Assessment to define the preferred programme. It covers its alignment with customer needs and investment objectives, its GPS/IAF assessment profile and its wider impacts (p.5). Its four elements are committed activities, recommended option, supporting activities (re-evaluation in 24-27 or 27-30) and other activities (re-evaluation beyond 2030) (p.6).
Programme: Table 1 (p.8) summarises interventions. They comprise a Stanley Street hub, Arterials Stage 1 and town centre upgrades; SH6A targeted bus lanes and signalised intersections; Ladies Mile bus lanes and the Howards Drive roundabout; and Frankton hub and SH6 bus lanes. Other measures are fleet upgrade towards bi-articulated 'trackless tram' style vehicles, TDM, technology and ferries. A 'Future suite' covers Arterials Stages 2 and 3, further hub upgrades, connector services and a 'Future offline public transport service, such as a gondola'. Funding is CIP $85m and NZUP $90m (p.9). Table 2 phases the roll-out as follows: Phase 1 Do Minimum 2024; 2 PT services 2025; 3 Stanley/Shotover 2026; 4 Town Centre Stage Two 2027; 5 Arterial Stage Two 2027; 6 hub upgrades 2029; 7 Arterial Stage Three 2033+; 8 future offline PT 2050+ (p.10). Tables 3-6 give intervention IDs and phases (pp.12-17). The FF2 Frankton Bus Hub (Phase 6) is to cater 'for growing PT demand and operations including MRT' (p.13).
Wider strategies: The TDM programme has four areas: policy, travel planning, wayfinding and a Transport Management Association. Table 7 assigns organisations, mostly QLDC (pp.18-22). ITS recommends continued WTOC operation and permanent VMS (pp.23-24). The PT strategy is a road-based BRT network building on Bus Max (HCPT TN, Appendix C12), with five core routes and one ferry route. It is expected to make NZUP benefits last 'a predicted 30 years' (pp.25-26). Urban realm typologies and the parking strategy follow (pp.26-28).
Alignment: By 2028, 40% of trips are expected by alternative modes and 60% by 2048 (p.29). The assessment profile gives High results alignment (GPS 2018), a Low BCR bracket estimate and priority order 5. Car mode share falls from 77% to 40% by 2048 (pp.40-41).
Impacts: The report covers social and environmental effects (pp.42-43), planning considerations and property via the Public Works Act (pp.44-45), and further technical assessments (p.46).
Mass rapid transit: Phase 8 'consists of a future off-line gondola connection', timed 2050+ (p.10). The PT strategy table states the road-based network 'Will accommodate demand growth to around 2051. An offline corridor can provide an additional step-change in capacity on the core spine when needed' (p.37). It adds that 'The longer-term offline option removes crash risk from SH6A entirely' (p.37). Hubs can accommodate additional long-term capacity 'through an offline gondola system' (p.38). The addition of mass rapid transit 'would deliver a unique experiential element to the PT network' (p.38). Its potential visual and landscape effects are flagged (p.43). Customers are told there is 'potential for an offline high capacity public transport option to be introduced in the long term' (p.29).
Key figures
- CIP $85m (streetscape $35m, Arterials Stage One $50m); NZUP $90m (p.9)
- Phase timing: 1 Do Min 2024; 2 PT services 2025; 3 2026; 4 2027; 5 2027; 6 2029; 7 2033+; 8 offline gondola 2050+ (p.10)
- BRT network: five core bus routes + one ferry route; NZUP benefits to last a predicted 30 years (pp.25-26)
- Mode share: 40% alternative modes by 2028, 60% by 2048 (p.29); car share 77% to 40% by 2048; active 2% to 5% (p.40)
- IAF profile: Results alignment High; BCR bracket Low; priority order 5 (p.41)
- Road-based PT accommodates growth to around 2051 (p.37)
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.
Includes further off-line mass rapid transit as Phase 8 (2050+), after road-based bus rapid transit capacity runs out around 2051.
Table 1 lists, under longer-term measures, a 'Future offline public transport service, such as a gondola, that provides a further step change in capacity along with additional resilience and amenity benefits' (p.8). Table 2 Phase 8 states: 'Road based public transport services will eventually reach capacity. Therefore a "future offline PT" package has been included to demonstrate the benefits associated with providing additional capacity on the Franklin [sic] to Queenstown corridor. This consists of a future off-line gondola connection', timed '2050+' (p.10). The Frankton Bus Hub (FF2, Phase 6) is to cater for 'operations including MRT' (p.13). The road-based PT network 'Will accommodate demand growth to around 2051. An offline corridor can provide an additional step-change in capacity on the core spine when needed' (p.37). When bus bunching becomes critical, capacity 'can be accommodated in the hubs through an offline gondola system' (p.38). Table 22 notes 'The gondola option could give rise to high levels of visual and landscape effects depending on alignment' (p.43).
"Road based public transport services will eventually reach capacity. Therefore a "future offline PT" package has been included to demonstrate the benefits associated with providing additional capacity on the Franklin [sic] to Queenstown corridor. This consists of a future off-line gondola connection." (p.10) | "Will accommodate demand growth to around 2051. An offline corridor can provide an additional step-change in capacity on the core spine when needed." (p.37) | "The addition of an offline corridor such as a gondola, in the future, would deliver a unique experiential element to the PT network." (p.38) | "The gondola option could give rise to high levels of visual and landscape effects depending on alignment." (p.43)
Files
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Main document
Actions recorded
Phase 1 Do Minimum: Arterial Stage One (CIP), ITS package, Town Centre Upgrades Stage One, TDM package and NZUP-funded PT infrastructure.
Not assessed · 2024
1 Do Minimum Includes:... 2024
Phase 2: NLTF-funded PT service improvements – Bus Max core network, new bus fleet, new bus depot, bus lane enforcement.
Not assessed · 2025 (and ongoing)
2 NLTF Enabling Public Transport Services... 2025 (and ongoing)
Phase 3: Targeted improvements to Stanley and Shotover Streets, paving way for SH6A revocation and upgraded hub.
Not assessed · 2026
3 Targeted improvements to Stanley Street and Shotover Street... 2026
Phase 4: Town Centre Upgrade Stage Two (Camp, Earl, Church Streets, Mall, Cow Lane, Lake Esplanade, Ballarat St).
Not assessed · 2027
4 Town Centre Upgrade – Stage Two... 2027
Phase 5: Queenstown Arterial Stage Two (Gorge Road to Hay Street) and Brecon Street steps.
Not assessed · 2027
5 Queenstown Arterial – Stage Two... 2027
Phase 6: Final upgrades to Queenstown (Stanley St/Athol St) and Frankton bus hubs.
Not assessed · 2029
6 Upgrades to the Bus Hubs in Queenstown and Frankton... 2029
Phase 7: Queenstown Arterial Stage Three, Glasgow Street to One Mile Roundabout.
Not assessed · 2033+
7 Queenstown Arterial – Stage Three... 2033+
Phase 8: Future offline PT package – a future off-line mass rapid transit connection adding capacity between Frankton and Queenstown.
Not assessed · 2050+ · Relevant to rapid transit
This consists of a future off-line gondola connection. 2050+
Show all 17 actions
Develop a Single Stage Business Case for TDM with an implementation plan, as recommended in Waka Kotahi's Mode Shift Plan.
Not assessed
a recommendation has been made to develop a Single Stage Business Case for TDM
Introduce charging for parking that is currently free or cheap.
Not assessed · QLDC · Year 1-3 programme
1.6 Charging for parking that is currently free or cheap | QLDC
Undertake a park and ride study.
Not assessed · QLDC · Year 1-3 programme
1.2 Park and ride study | QLDC
Require travel plans for new developments, large employers and significant trip generators.
Not assessed · QLDC · Year 1-3 programme
1.3 Require travel plans for new developments... QLDC
Advocate travel plans for tourist destinations including the Gondola.
Not assessed · NZTA · Year 1-3 programme
Advocate for travel plans for tourist destinations eg... the Gondola | QLDC, ORC, Waka Kotahi
Establish a Transport Management Association to coordinate TDM (business plan, membership, programmes).
Not assessed · Year 1-3 programme
4.1.1 Establish itself (mission, values, brand, set up Incorporated society
Continue WTOC oversight of Queenstown traffic operations.
Not assessed · NZTA
it is recommended that the WTOC continues to oversee Queenstown traffic operations
Introduce permanent fixed variable message signs at key network locations, scoped with the operating TOC.
Not assessed
it is recommended, permanent, fixed signs be introduced at appropriate locations
Deliver a BRT network of five core bus routes and one ferry route, with staged fleet upgrade and new depot.
Not assessed · Over 30 years
The proposed BRT network for Queenstown is made up of five core bus routes and one ferry route
Study cost
Costed with the parent document.
Citation
Way to Go partnership, NZTA (Waka Kotahi), QLDC, ORC. Queenstown Business Case – Preferred Option Assessment (2020).