Chronology
Last updated:
Published studies, most recent first. A compendium’s documents sit with that volume, in their own order.
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.
240 studies
No published studies match those filters.
QTS-163
NZTA project page for the SH6 and Howards Drive intersection, captured on 18 October 2026. It describes a signalised intersection expected by summer 2027/28.
Shown because a document in this compendium matches the filter.
QTS-164
NZTA project page for the Queenstown Package, captured on 18 October 2026. It describes the Frankton construction programme and estimated funding of $250 million.
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QTS-226
NZTA (Waka Kotahi) response of 16 October 2026 to an Official Information Act request from a requester (name withheld) about the NZ Upgrade Programme Queenstown Package and the Queenstown Strategic Network Plan. It states that no Treasury Gateway reviews and no IQA of the reduced-scope package exist, that monetised benefits were not re-evaluated when the scope was reduced, and explains the $107.6m, $115m, $130m and $250m figures, including a breakdown of the $250m budget. On the QSNP it states 'there has been no consideration to protecting or designating corridors' and that new delivery, funding and financing approaches 'have not been investigated'.
Shown because a document in this compendium matches the filter.
QTS-138
Minister of Transport media release, 6 October 2026, on publication of the Queenstown Strategic Network Plan. It names early priorities at Frankton Flats, Ladies Mile, the Southern Corridor, the town centre bus hub, walking and cycling, and replacement of Edith Cavell Bridge.
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QTS-139
The signed Otago Central Lakes Deal, 6 October 2026. Outcome 7 covers reliable transport, including the Whakatipu network plan, public transport and local road projects.
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QTS-206
Two-page QLDC infographic summarising the January–March 2026 transport monitoring results for the Climate and Biodiversity Plan: active travel growth, bus and ferry patronage, traffic patterns including a March fall linked to fuel prices, and the new Arthurs Point–Malaghans Road travel-time monitoring.
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QTS-141
August 2026 works notice from the Kā Huanui a Tāhuna alliance for the Queenstown Package.
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QTS-162
Joint statement, 27 August 2026, from the Central Otago and Queenstown Lakes mayors and the Otago Regional Council chair. The councils paused signing the Regional Deal so the accommodation-levy wording could be discussed again.
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QTS-151
Agenda for the Otago Regional Council meeting of 26 August 2026. It includes 2025/26 public transport performance, the Queenstown transport reserve, and a Central Lakes public transport investment case.
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QTS-207
Report by economist Benje Patterson for the South Island Regional Transport Committee Chairs Group comparing the South Island's and each region's shares of population, GDP, exports, visitor spending and vehicle kilometres travelled with their shares of National Land Transport Fund (NLTF) spending. It finds the South Island had 27% of national VKT in the June 2025 year but received 11% of NLTF road expenditure (12.0% over three years). Otago had 5.7% of national VKT and received 2.9% of NLTF expenditure, while accounting for 21.2% of international visitor spending.
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QTS-224
The six-slide QSNP summary attached to the August 2026 Board paper. It sets out the key challenges, including 2055 demand forecast at 2.5–3.0 times capacity and 95th-percentile SH6A travel times up 97% between 2021 and 2025, the three-part strategic approach, and a three-stage intervention sequence ending with Frankton–Queenstown and Frankton–Ladies Mile offline public transport and a new Kawarau River crossing. It lists interventions tested but not progressed: a Queenstown Hill back road, SH6A tunnelling or double-decking, high-capacity ferries and a Malaghans Road alternative route.
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QTS-223
NZTA management paper asking the Board on 12 August 2026 to endorse the Queenstown Strategic Network Plan. It states that in 2025 demand exceeded 85% of network capacity for up to 6.5 hours a day and peak SH6A journeys exceeded 80 minutes, and that peak-day population is forecast to grow from 83,000 to more than 143,000 by 2055. The plan identifies $1.4–2.6b of potential capital activities over 30 years plus $11–25m a year in public transport operating costs, and does not seek funding for a specific programme. The paper says an off-line public transport system will be required, with technology to be settled in a later investment case, and describes private gondola proposals, including a market-led cable car proposal.
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QTS-225
Excerpt from the minutes of the NZTA Board meeting of 12 August 2026, recording that 'The Board endorsed the Queenstown Strategic Network Plan'. The discussion noted that 'the landscape is moving, with various alternative proposals, including gondolas', that 'the plan signals that we will engage with private sector options', and NZTA's approach 'to get ready to participate in the assessment of the gondola proposals'. It also noted work with the Council on the only alternative access bridge and the importance of communicating the plan to the community.
Shown because a document in this compendium matches the filter.
QTS-131
A four-page NZTA information sheet summarising the final Queenstown Strategic Network Plan. It explains why the plan is needed, its three pillars, the four network challenges and the staged package of improvements, from early Frankton Flats and corridor works to longer-term offline high-capacity public transport and a new Kawarau River crossing. It notes the plan is not a funded programme.
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QTS-130
NZTA's final 30-year Queenstown Strategic Network Plan, published August 2026 and released publicly on 6 October 2026. It covers SH6 (Arrow Junction to Drift Bay) and SH6A (Frankton to Steamer Wharf) and sets a staged approach built on making best use of existing infrastructure, moving more people in less space and actively managing demand. It is not a funded programme; it identifies corridor activities, a trigger-based sequence and immediate development priorities, including an investment case for offline public transport between Frankton and Queenstown.
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QTS-135
A one-page NZTA diagram summarising the Queenstown Strategic Network Plan's three-part strategic response and two-part delivery strategy. It lists the actions under each priority, including a later step-change to offline public transport between Frankton and Queenstown, and principles for trigger-based sequencing and alternative funding and delivery.
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QTS-136
A map from the NZTA Queenstown Strategic Network Plan showing the preferred strategic approach. It shows an indicative offline public transport connection from Frankton to Queenstown Town Centre, expanding in future towards Ladies Mile, alongside bus priority on SH6, Frankton Road access improvements, a new Kawarau crossing, park and ride and network-wide measures. Locations are marked as indicative only.
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QTS-132
A map from the NZTA Queenstown Strategic Network Plan showing Queenstown's current state highway network, the main user groups and the points where the network is constrained. It highlights the SH6 Eastern and Southern growth corridors converging on Frankton and an inset of key visitor destinations.
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QTS-134
A map from the NZTA Queenstown Strategic Network Plan showing 2025 daily vehicle counts on SH6 and SH6A alongside planned and proposed growth areas. It shows counts ranging from 18,600 vehicles a day on the Southern Corridor to 30,400 between Frankton and the Shotover.
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QTS-133
A map from the NZTA Queenstown Strategic Network Plan showing its geographical scope. It places the Queenstown Basin focus area within the regional state highway network and identifies the local strategic network, including Malaghans Road and Hawthorne Drive.
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QTS-127
Report by Shaping Our Future Charitable Trust, dated August 2026, on an independent district-wide community survey run in early 2026 across Queenstown Lakes and Upper Clutha. There were 385 participants and 342 written responses (p3). Respondents could choose up to five concerns. The top five were transport (parking, congestion and roadworks) at 48% (184 responses), population growth 42%, cost of living 39%, town planning and urban design 38%, and wastewater treatment 33%. Public and active transport and ride sharing were selected by 19% (74 responses) (pp5, 7). Written comments describe congestion affecting daily life, not just peak tourism periods, and concern that infrastructure has not kept pace with growth. One quote describes bus services that 'more than double' journey times (p7). The report groups concerns into transport, growth and urban design, cost of living and housing, wastewater, and health services, and finds these pressures compound one another (pp7-13). It notes that 82% of respondents were aged 40 or over and that participation was voluntary, so some groups are under-represented (p4). It compares themes with the trust's 2021 wellbeing forums (135 respondents) but cautions that the results are not statistically comparable (p14). The survey questionnaire is appended (pp17-21). The report does not mention mass rapid transit.
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QTS-161
Queenstown Lakes District Council media release, 31 July 2026, announcing a mayoral transport taskforce to work for three to six months on practical transport actions.
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QTS-205
Summary version of QLDC's April–June 2026 transport monitoring report, covering active travel year totals, Orbus bus patronage and reliability, NZTA state highway traffic counts and SH6/SH6A and Arthurs Point–Malaghans Road travel times.
Shown because a document in this compendium matches the filter.
QTS-204
QLDC's full quarterly transport monitoring slide pack for April–June 2026, the last quarter of 2025/26. It reports year totals for active travel, Orbus bus patronage by quarter and reliability, NZTA traffic counts at 10 Whakatipu and 4 Upper Clutha sites, and monthly Bluetooth travel-time charts for SH6/SH6A and the Arthurs Point–Malaghans Road route, with less frequently updated data carried over.
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QTS-124
A ten-slide NZTA (Waka Kotahi) briefing to Otago Regional Council on 15 July 2026, presenting the emerging direction of the Queenstown Strategic Network Plan (QSNP). The plan sets a 30-year strategy for Queenstown's strategic network; it is 'not an investment plan', and no funding, planning or delivery decisions were sought (pp2-3). It describes extreme pressure on the network: 84% traffic growth at SH6/SH6A since 2012; peak travel times on SH6A over 80 minutes, about ten times free flow; and 2055 demand forecast at 250-300% of bridge capacity (p4). Of the strategic approaches tested, 'Balanced multi-modal' is preferred; road-led expansion and do nothing are ruled out. Optimisation, bus-focused variants and an 'Offline PT spine' are treated as enabling layers. High-capacity ferries, a Queenstown Hill back road, SH6A tunnelling or double-decking, and the Malaghans Road alternative were not taken forward (p5). For Frankton to Town Centre the response is short-term bus, access and safety improvements, with 'offline PT as the viable capacity option' in the long term (p7). Thirteen interventions are sequenced in three stages. Frankton-Queenstown and Frankton-Ladies Mile offline PT and a new Kawarau crossing fall in Stage 3, 'when triggered', with projects 'in the high hundreds of millions' (pp8-9). Next steps include advancing investigations of offline PT (p10). Published by ORC on its public event page.
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QTS-125
NZTA (Waka Kotahi)'s 'Emerging Direction' briefing deck to Otago Regional Council on 15 July 2026. It is a ten-slide partner briefing on the direction then emerging for Queenstown's strategic network. It is not the Queenstown Strategic Network Plan published in August 2026, and it is not a draft of that plan. The deck describes pressure on SH6 and SH6A, a preferred balanced multi-modal approach, and offline public transport as the long-term capacity option between Frankton and the town centre. No technology is named.
Shown because a document in this compendium matches the filter.
QTS-137
Video recording of NZTA's presentation to an Otago Regional Council public workshop on the emerging Queenstown Strategic Network Plan, followed by councillors' questions. The recording is held by ORC.
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QTS-123
QLDC staff briefing to a Council workshop on 14 July 2026, presented by the Strategy Planning Manager (Transport). Part A covers the Otago Central Lakes Transport Network Plan (TNP), a consolidated all-mode plan for the sub-region due in early September 2026, and how it relates to NZTA (Waka Kotahi)'s Strategic Network Plan (SNP), the proposed Regional Deal and ORC public transport planning. The SNP is described as limited to the state highway network around Frankton, and both plans are said to recognise that major transport projects have not attracted committed funding. A slide on 'Offline Mass Rapid Transport' states that Whakatipu will need either more road capacity for public transport vehicles or an off-line system, and lists QLDC's requirements for it. Part B sets out the transport section of the Infrastructure Strategy: significant issues, objectives, an enabling toolkit (travel demand management, parking management, network planning, ITS), area programmes for Wānaka ($53M short term), Queenstown Town Centre ($60M short term; $346M medium term) and Whakatipu ($73M medium term), and three investment pathways (Reactive $120M; Progressive and Aggressive $650M each), on top of about $300M of continuous low-cost programmes over ten years. Alternative funding (development contributions, IFFA levies, time-of-use charging, tolls) is said to be needed.
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QTS-222
Excerpt from the minutes of NZTA's Value, Outcomes & Scope Committee of 9 July 2026, which recommended that the Board endorse the Queenstown Strategic Network Plan. The committee supported the balanced multi-modal direction, including provision for a future offline public transport solution, and noted order-of-magnitude costs of $1.5–2.5 billion over 30 years. It recorded assurance feedback seeking stronger integration of land-use levers, clearer evidence of effectiveness and a more robust rationale for sequencing, and asked that Board material include indicative investment ranges and stage timing.
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QTS-143
July 2026 notice that the SH6 Ladies Mile / Howards Drive intersection is being rebuilt as traffic signals, with a shared path, over about 18 months.
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QTS-142
July 2026 works notice from the Kā Huanui a Tāhuna alliance for the Queenstown Package.
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QTS-122
The Blue Green Network (BGN) Plan, dated July 2026, is a strategic, long-term framework for protecting and integrating water systems ('blue'), land-based ecosystems and open space ('green'), and community networks such as parks, trails and civic spaces across Queenstown Lakes District's urban areas. It was developed by QLDC with the other Grow Well Whaiora partners (Kāi Tahu, ORC and the New Zealand Government), with Boffa Miskell and Kāi Tahu entities Aukaha and Te Ao Mārama Inc. Building on the 2021 Queenstown Lakes Spatial Plan, it identifies 21 BGN Focus Areas, clustered into eight, and sets out a Local Blue Green Plan for each, listing numbered projects such as riparian restoration, new parks, ecological corridors and active travel routes. The plan does not add regulation to private land. It is based on data up to July 2024, is described as an initial version, and is to be monitored and reviewed. Implementation actions (0.01-0.16) align QLDC strategies, structure plans, the District Plan, development contributions, asset management and the W2G 'Better Ways to Go' mode shift plan with the BGN, and seek funding through ORC and QLDC Annual and Long Term Plans. Projects are to be scheduled in a separate QLDC BGN Action Plan. The plan does not address mass rapid transit.
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QTS-219
Cover paper for the NZTA Board's 12 June 2026 strategic transport plans workshop. For Queenstown, management sought Board support for the recommended strategic approach and a mandate to engage local elected members, as the basis for NZTA's position in Regional Deal negotiations. It says recent work shows 'it is neither practical nor feasible to provide enough network capacity for private vehicles'.
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QTS-220
Slides used at the NZTA Board's June 2026 strategic transport planning workshop, covering Queenstown's challenges, the preferred strategic approach (best use of infrastructure, moving more people in less space, active demand management, and innovative funding and delivery) and phasing. The two-corridor slide states 'Long term: Offline PT (e.g. gondola) is the only remaining viable option' for the Frankton to Town Centre corridor, and the phasing slide notes modelling that time-of-use charging could reduce volumes by 10–15%.
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QTS-218
The Queenstown section of the pre-read pack for the NZTA Board's 12 June 2026 strategic transport planning workshop. It sets out Queenstown's challenges, a 'balanced hybrid' preferred strategic approach and phasing. For the Frankton to Town Centre corridor it states 'Long term: Offline PT (e.g. gondola) is the only remaining viable option'. It estimates the GDP and tax impact of a 0.5% a year reduction in visitor growth at NPV $5.4b over 40 years.
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QTS-221
The QSNP team's final technical memo on how strategic approaches and 'fundamental interventions' were developed and assessed. Strategic approaches, including an offline public transport spine, bus-based options, road capacity expansion and a balanced multi-modal approach, were scored by multi-criteria assessment, with the balanced multi-modal approach preferred. The memo finds road-led approaches perform poorly because of downstream SH6A constraints, and describes offline public transport as 'the most credible long-term way of increasing capacity on the Frankton to Queenstown corridor', with no technology specified. Indicative costs are $500m–1.0bn for an offline public transport spine within a total capital programme of about $1.4–2.6bn.
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QTS-159
Queenstown Lakes District Council's June 2026 summary of decisions on the Annual Plan 2026–27 consultation, including the adopted average rates increase.
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QTS-158
Queenstown Lakes District Council annual plan for 2026–27, year 3 of the Long Term Plan 2024–34, including Whakatipu transport projects budgeted at $500,000 or more.
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QTS-147
Minister of Transport media release, 9 May 2026, announcing $12.6 million for the Pūāhuru walking and cycling bridge on SH6, with completion by the end of 2027.
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QTS-177
ORC Annual Plan 2026-27, adopted 29 April 2026. Queenstown PT targeted rate rises 23.1%; Queenstown ferry service expansion not proceeding after NZTA declined co-funding.
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QTS-203
Summary version of QLDC's January–March 2026 transport monitoring report. It sets out active travel counts, ORC-reported Orbus bus patronage, reliability, child-concession trends and ferry patronage for the first half of 2025/26, NZTA traffic counts for the quarter, travel times, Quality of Life survey transport results and visitor mode of transport.
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QTS-202
QLDC's full quarterly transport monitoring slide pack for January–March 2026. It covers active travel counts, Orbus bus and ferry patronage, reliability and route changes (ORC data presented 25 March 2026), NZTA daily traffic counts, SH6/SH6A travel times and, for the first time, travel times on the Arthurs Point–Malaghans Road route, plus survey, visitor and parking data carried over from earlier reports.
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QTS-118
QLDC's year-to-date capital project report to April 2026 shows total capital of $93.78m against a $111.89m year-to-date budget (84%), with a $146.36m full-year adjusted budget and a $125.54m forecast. Transport lines show Arterial Stage 1 at practical completion (September 2025), Stanley Street site works and temporary parking complete in late December 2025 ($1.6m of $2.0m), Whakatipu bus stop improvements under way for June 2026, Gorge Road/Robins Road active travel at $0 of a $300k year-to-date budget with 'Bulk of spend now anticipated 26/27', and the transport model replacement continuing into 2026/27. No mass rapid transit reference.
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QTS-156
Redacted final draft of a business case for a Queenstown electric bus depot, prepared for Otago Regional Council by Rationale and released on 6 March 2026.
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QTS-157
Otago Regional Council media release, 6 March 2026. ORC will not lead an electric bus charging depot in Queenstown and will leave depot and charging facilities to the market.
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QTS-117
Te Waihanga's 2026 National Infrastructure Plan sets a 30-year framework for planning, funding and delivering New Zealand's infrastructure, prepared under statutory requirement and provided to the Minister for Infrastructure in December 2025 (p.2). It finds New Zealand spends around 5.8% of GDP on infrastructure but ranks near the bottom of the OECD for efficiency (p.10), and that the National Infrastructure Pipeline holds 11,925 projects worth $275 billion, more than can be afforded (p.11). It sets out four themes, 16 recommendations and ten priorities for the decade (pp.14-15), including Forward Guidance on sustainable sector investment (land transport moderating from 1.3% to 1.0% of GDP, p.12), time-of-use charging and road user charges (p.62), sequencing major road and rapid transit projects by demonstrated demand and cost benchmarks with low-cost improvements first (p.66), upzoning around transport corridors (p.116), and reform of land transport funding and oversight (p.71). Queenstown appears as one of five centres with concentrated congestion pressure for joint pricing design (p.63), in a chart estimating when the 'Queenstown PT package' bus-lane capacity could be exceeded (around the 2040s, p.67), and in the list of IPP endorsements ('Queenstown Transport', multiple applicants, Stage 1; QLDC Arthurs Point Crossing, Stage 1) (p.102).
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QTS-115
Agenda for the combined Otago and Southland Regional Transport Committees (RTCs) meeting of 23 February 2026, the first of the 2025-2028 triennium. It includes the 28 July 2025 minutes and action register, an induction briefing on RTC functions under the Land Transport Management Act 2003, a Terms of Reference review, ministerial correspondence (KiwiRail representation, policy and funding certainty, South Island passenger rail), a road safety update, NLTP expenditure to December 2025 and an NZTA update. The central item (8.4) reports on development of the Otago Southland Regional Land Transport Plan (RLTP) 2027-2037: a proposed structure including a 'Tourism and Growth Story' for Queenstown Lakes and Central Otago, and a revised draft vision, five objectives and 17 policies, including P4.1 'maximising the use of the existing transport system before investing in new infrastructure' (p46). Committees are asked to confirm the early engagement approach and comment on the draft framework. Attachment 2 summarises early engagement feedback. Queenstown Airport said the Queenstown PT network needs greater frequency and longer hours, network capacity issues require significant mode shift, and 'Any future proposals such as a PT gondola in Queenstown should align with transport planning and investment and integrate with the existing network' (p53).
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QTS-201
QLDC's summary quarterly transport monitoring pack for October–December 2025. It reports active travel counts, Orbus bus patronage for the first half of 2025/26 (ORC data), bus reliability, NZTA state highway traffic counts and SH6/SH6A travel times. Traffic counts are reported as continuing to rise, especially at SH6 between the BP roundabout and the airport, Kawarau Falls Bridge and SH6 south of Peninsula Road.
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QTS-187
ORC Council briefing slides, February 2026, on the draft Annual Plan 2026-27 (revised LTP year 3), including PT Whakatipu revenue by type.
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QTS-114
Draft working compilation of Queenstown Lakes District Council's parking management documents: the Parking Strategy (developed in 2024), the Parking Guidelines with technology, cost and implementation appendices, and Parking Management Plans for Frankton, Queenstown and Wānaka. The initial work was by Stantec on behalf of QLDC, with later updates by QLDC. The strategy sets five objectives, from prioritising access by user need to quality, people-focused urban environments. It notes that parking availability and cost are among the most significant factors in how people choose to travel, and that parking changes need to be paired with better public transport, walking and cycling. The guidelines set out restrictions, pricing, permits, enforcement, technology and monitoring, and say increasing supply does not align with the strategy. The area plans propose expanded paid parking and time limits by precinct (e.g. $6.50/hour in Queenstown's historic core, rising to $7.50 by 2027/28), resident permit schemes for Queenstown and Frankton, coach, campervan, loading, mobility, bike and motorcycle parking changes, and real-time parking information. Frankton's public parking remains free, with 48-hour limits on 90% of on-street spaces. Queenstown expects 548 extra publicly available off-street spaces in 2024/25. Dedicated park and ride is described as not yet viable. The document does not refer to mass rapid transit; 'gondola' refers only to the Skyline tourist gondola and its car park.
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QTS-113
NZTA (Waka Kotahi) response to an Official Information Act request from a requester (name withheld) about the cost overrun on the NZ Upgrade Programme (NZUP) Queenstown Package. It states the project budget was originally approved at $107.6 million in 2020 (a high-level estimate using national construction rates), revised to $115 million to include NZTA core costs and earlier project costs. After Alliance investigations and independent parallel pricing, a reconciled delivery price of $329.97 million (excluding several cost categories) was reached. The scope was consolidated as the Roads of Regional Significance (RoRS) Queenstown package with a $250 million budget. Of seven original scope items (a-g), only a (five Frankton signalised intersections), b (Frankton bus hub) and c (Howards Drive roundabout) were funded to construction in 2024; items d-g were designed but not progressed and have no robust cost estimates. The letter lists cost drivers (COVID-19 escalation, local rates, utilities, short construction season, labour and materials, 36,000 vehicles per day, no night works, enlarged intersection). It releases 13 documents (schedule p5), withholds information under s 9(2)(a) and s 9(2)(i), removes out-of-scope material, quotes a 27 September 2023 Board extract stating the package was unaffordable within $130 million, and withholds the Alliance contract in full under s 9(2)(i).
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QTS-112
No separate January 2026 capex projects report (Attachment B) was located. The January 2026 Finance Management Report (Attachment A) reports year-to-date capital of $60.0m, 89% of budget, and a full-year forecast of $136.0m, 93% of budget. Transport commentary records a forecast $2.1m underspend on Arterial Stage One (offsetting a $1.9m 2024/25 overspend), $0.5m of road metalling budget ringfenced to carry forward to 2026/27 for rehabilitation, and an expected $0.6m carry-forward for unsubsidised Whakatipu minor improvements. No mass rapid transit or mass transit reference.
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QTS-140
NZTA brochure, December 2025, on the Queenstown Package works at Frankton, including the temporary roundabout and the bus hub.
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QTS-200
QLDC's full quarterly transport monitoring slide pack for July–September 2025. It reports active travel counter totals, Orbus bus and ferry patronage and reliability for 2024/25 (as reported by ORC on 3 September 2025), NZTA state highway daily traffic counts at Whakatipu and Upper Clutha sites, Bluetooth travel times on SH6/SH6A, visitor mode share, e-scooter trips, EV chargers, crash (DSI) data, regional emissions, Census mode share, Quality of Life survey results, parking occupancy and vehicle occupancy.
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QTS-190
ORC LGOIMA response SR.5793 on PTOM unit patronage, fare revenue and costs 2020/21–2023/24, with a revised spreadsheet and a Council agenda extract on Q1–Q2 2025/26 PT performance.
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QTS-152
Otago Regional Council annual report for 2024/25, including Queenstown public transport results and the Queenstown transport reserve.
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QTS-192
ORC media release: expanded Queenstown Ferries service under new operator Watersports Ltd.
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QTS-149
Agenda for Otago Regional Council's Public and Active Transport Committee on 3 September 2025, including Queenstown bus and ferry patronage and the public transport business case.
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QTS-186
ORC Finance Committee agenda, 28 August 2025, Quarterly Finance Report to 30 June 2025.
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QTS-189
ORC Council minutes, 23 July 2025. The award of the Lake Whakatipu Ferry Service Contract was taken in public-excluded session.
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QTS-109
QLDC's transport procurement strategy for 2025-28 (v2.1, July 2025), endorsed by NZTA on 18 July 2025 until 18 July 2028, sets out how the Council will procure its land transport programme. It describes an LTP 2024-34 'set in a financially constrained environment and focused on a baseline approach', with building defect and weathertightness claims producing 'a significant de-escalation of the proposed programme' (pp.7, 21). Transport capital is $411.7m and operating $127.1m over ten years (p.22), and NLTP approved funding fell $39m short of the request (p.21). The next three years focus on 'key pre-implementation activities, behaviour change through travel demand management and planning' (p.5). It notes in passing that 'The conversation around mass rapid transport become key solutions which are being explored' (p.20).
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QTS-108
QLDC's 2025/26 Annual Plan, year two of the 2024-2034 Long Term Plan, reduces transport capital by $6.1m, to $23.6m against $29.6m in the LTP, 'to align with subsidised transport budgets approved by NZTA and re-prioritise non-subsidised 'local share' budgets' (pp.16, 37). Named transport capital projects of $500k or more are mostly renewals, plus Arterial Stage One ($958,622), Crown Range resilience ($685,501) and Transport Model Replacement ($567,861) (p.18). Public transport is left to Otago Regional Council, which is increasing bus frequency and adding a route (p.9). No mass rapid transit reference was found.
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QTS-153
Otago Regional Council annual plan for 2025–26, including the Whakatipu public transport targeted rate and a $1.2 million increase in Queenstown public transport costs.
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QTS-154
Otago Regional Council long-term plan 2024–34, including the Whakatipu public transport targeted rate and the Queenstown public transport business case.
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QTS-197
QLDC submission on ORC's draft Regional Public Transport Plan (April 2025), including its position on fares and farebox recovery.
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QTS-255
These documents cover the Homestead Bay fast-track application's transport reports, comments and the February 2026 decision. They address the State Highway 6 access, bus services, walking and cycling, and the conditions the panel set. Comments from NZTA, QLDC and the Otago Regional Council sit with the applicant's assessment.
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QTS-106
Agenda for Otago Regional Council's (ORC) Public and Active Transport Committee meeting of 5 March 2025 in Dunedin. It contains the 6 November 2024 minutes and four staff reports: (9.1) Transport Operating Environment, covering bike racks on buses, the second Emissions Reduction Plan (including possible time-of-use charging to support public transport in Queenstown), the new Minister of Transport, GTFS and early Queenstown Public Transport Business Case service changes, and Ministry of Education school bus withdrawals; (9.2) the public transport 6-month performance report for July-December 2024 (Queenstown bus patronage 975,520 trips, +5%; Queenstown ferry 32,119, -12%); (9.3) Updates on the Regional Public Transport Plan, which attaches the draft RPTP 2025-2035 (pp31-170) and recommends Council approve it for consultation from 24 March to 2 May 2025 and set the hearings panel composition; and (9.4) SuperGold concessions on Dunedin Route 1. The staff reports do not discuss mass rapid transit. The attached draft RPTP contains ORC's statement of support for 'the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p88).
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QTS-107
Minutes of Otago Regional Council's (ORC) Public and Active Transport Committee meeting on 5 March 2025, chaired by Cr Alexa Forbes. The Committee noted the transport operating environment report and, by resolution PAT25-102 (Cr Mepham and Cr Somerville against), recommended that Council write to the Minister of Transport seeking legislative change to give public transport priority on the roading network. It noted the 6-month public transport performance report (PAT25-103). Under PAT25-104 it received the draft Regional Public Transport Plan 2025-2035, recommended that Council release it for public consultation, recommended a hearings panel of three Regional Councillors only (amended recommendation 4), and delegated minor editorial changes to the Chief Executive. Under PAT25-105 it recommended that the SuperGold concession continue on the afternoon City-Palmerston and City-Warrington services pending final RPTP decisions, reversing the staff recommendation. The minutes do not record any discussion of mass rapid transit or offline public transport.
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QTS-105
Consultation draft of Otago Regional Council's (ORC) statutory Regional Public Transport Plan (RPTP) for 2025-2035, prepared under the Land Transport Management Act 2003 in collaboration with Otago's territorial authorities and NZTA (Waka Kotahi) (p7). It sets policies and actions under five focus areas: passenger experience, building trust, environmental sustainability, a connected and integrated network, and value for money, plus implementation and monitoring. For Queenstown it plans progressive service increases: a direct Queenstown-Arrowtown connection and 30-minute peak connector frequencies in 0-3 years; coordinated 7.5-minute Queenstown-Frankton frequency, extension to Homestead Bay and articulated buses in 3-6 years; and network-wide frequent services in 6-30 years (pp64-66). It supports a long-term electric bus depot in Queenstown (p80), a replacement for the Stanley Street hub (p76), parking management that supports public transport (p81) and a possible zone fare structure (pp98-99). The draft states 'No current plans to implement full rapid service' but 'We support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p58), and shows a 'Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)' in the 6-30 year horizon (p66). Several front-matter items are placeholders (foreword in placeholder text, p5; 'References to go here', p2).
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QTS-104
Stantec's summary of a travel demand management (TDM) policy review for Queenstown Lakes District Council. It screened 23 QLDC and regional policies and plans, interviewed 32 QLDC staff from 18 teams and three Way2Go representatives, and set out prioritised recommendations to strengthen TDM, with detail in a Decision Issue and Resolution Tracker (DIRT) provided separately. It finds that the Spatial Plan and District Plan contain relatively strong TDM objectives, but these are not carried into rules, consent conditions, the Code of Practice or delivery documents. Behaviour change messaging is weak. Parking pricing is the only TDM pricing strategy in the documents reviewed, and it applies only to 'a small area of Queenstown CBD'. The Mode Shift Plan 'lacks a funded implementation plan'. The persistent funding shortfall for public transport and active modes is described as perhaps the most significant barrier, and staff were reluctant to adopt TDM 'sticks' without good alternatives in place. Recommendations include: costing network gaps and funding them through development contributions, parking revenue and advocacy for fuel tax and time-of-use charging; establishing a Transport Management Association; rebranding the Mode Shift Plan as a funded TDM Strategy; reviewing the Parking Strategy, Code of Practice, development contributions policy and Minor Improvements Policy; a TDM plan change; and annual monitoring. The report does not refer to mass rapid transit.
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QTS-103
Final Otago Regional Public Transport Plan (RPTP) 2025-2035, Otago Regional Council's (ORC) statutory ten-year plan for public transport services, information and infrastructure, prepared with Otago's territorial authorities and NZTA (Waka Kotahi) (p7). The ORC Chair's foreword highlights Motu Move ticketing from 2026, a fully electric fleet in Dunedin and Queenstown, higher Queenstown bus frequencies and support for community transport, while noting Government expectations to recover more costs through fares (p5). For Queenstown the plan sets staged service increases: a direct Queenstown-Arrowtown connection and 30-minute peak connectors (2025-2028); a coordinated 7.5-minute Queenstown-Frankton frequency, Homestead Bay extension and articulated buses (2028-2031); additional peak services and Wānaka/Alexandra links (2031-2035); and network-wide frequent services (2035-2055) (pp63-66). It supports an electric bus depot in Queenstown (p82), a replacement for the Stanley Street hub (p78) and parking management that supports public transport (p83). It retains the draft's statement 'we support the future study of an “off-line” rapid service in Queenstown, likely using ropeway technologies' (p56), and adds 'cable/rope technologies' to the mode-neutrality policy (SD P5, p52). The 'Potential for rapid off-line service between Queenstown and Homestead Bay (not shown)' now sits in the 10-30 year (2035-2055) horizon rather than the draft's 6-30 years (p66).
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QTS-101
QLDC's 2024/25 Annual Report, year one of the 2024-2034 Long Term Plan, reports that arterial Stage One, 'linking Melbourne and Henry streets was officially opened in January 2025' (p.10), improving access for public transport. The Arthurs Point to CBD bike path and McChesney Bridge-Arthurs Point-Queenstown shared pathway were completed and the Wānaka Schools to Pool footpath upgrades finished in September 2024 (pp.10, 25). Capital totals and the transport section were not in the text returned. No mass rapid transit reference was found.
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QTS-160
Queenstown Lakes District Council report, 12 December 2024, on transport funding options after the 2024–27 National Land Transport Programme allocation.
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QTS-144
NZTA update, December 2024, on the Queenstown Package.
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QTS-100
QLDC's year-to-date capital project report for July-December 2024 shows total capital of $60.7m against a $70.0m year-to-date budget (87%), a $152.5m full-year adjusted budget and a $144.3m forecast. Transport lines include arterial Stage 1 within the Crown Infrastructure Partners programme ('opening scheduled for 30 January 2025'), Public Transport Assets - Whakatipu 'placed on hold pending decision on local share allocation of transport budgets', Arthurs Point to CBD active travel close-out, Wānaka Pool to School active travel, Stanley Street site works and temporary parking (final sealing October 2025) and $100k unsubsidised to update the Arthurs Point Bridge business case. No mass rapid transit reference.
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QTS-148
Mid-term review of the Otago Southland Regional Land Transport Plan 2021–31, published November 2024. It lists Queenstown state highway and public transport activities for the rest of that plan.
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QTS-099
QLDC's Long Term Plan 2024-2034, adopted 19 September 2024 with a ten-year capital programme of about $2.4b (p.21), was set in a financially constrained environment. It names 'Enhance the performance of the transport network' as a strategic priority (p.15) and records that confirmed NLTP funding is about $14.8m short over three years, requiring Council to 'reprioritise various expenditure programmes' (p.24). The Summary of Decisions records reduced active travel funding, arterial Stage 1 costs moved to the Whakatipu roading rates, central Queenstown carparking (including possibly advancing Stanley Street) deferred for further review, and the A7 Jacks Point-Frankton route unlikely to proceed in the 2024-27 NLTP. Transport capital of $411.7m over ten years is also stated in the 2025-28 Transport Procurement Strategy. No mass rapid transit reference was found in the portion read.
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QTS-090
QLDC's 30-year Infrastructure Strategy for 2024–2054, the final strategy adopted with the Long Term Plan 2024–2034 on 19 September 2024 to meet section 101B of the Local Government Act 2002. It covers three waters, transport, waste and, for the first time, social infrastructure. It identifies five significant issues: rapid and sustained population growth, increased standards, resilience to shock events, the climate emergency, and an infrastructure deficit. Its 'most likely scenario' is acknowledged not to be the preferred one, because fiscal constraints prevent investment at the optimal pace. For transport, the strategy relies on the Way to Go partnership with NZTA (Waka Kotahi) and ORC. It sets out four options: make best use of existing assets; protect the network for future development; targeted expansions and more travel choices (the most likely option, assuming new funding mechanisms); and transform the way the network operates. Key transport initiatives include Queenstown Arterial Stages 1-3, the Arthurs Point bridge, a PT interchange, parking management, active travel, network optimisation and, long term, a Whakatipu ferry network. Forecast transport capex is $38.3M in Year 1, rising to $53.6M in Year 10, and $154.9M-$227M per five-year block in Years 11-30 (present-day dollars). The strategy contains no proposal for offline mass rapid transit.
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QTS-098
The National Land Transport Programme 2024–27, prepared by NZTA (Waka Kotahi) to give effect to the Government Policy Statement on land transport 2024, sets out three years of prioritised land transport activities with a 10-year revenue and expenditure forecast. Forecast total investment is $32.9 billion, 35% more than 2021–24, including $7 billion for state highway improvements, $6.4 billion for public transport infrastructure and services and $5.5 billion for pothole prevention. Priorities are economic growth and productivity, maintenance and resilience, safety and value for money, delivered largely through the Roads of National Significance and Roads of Regional Significance programmes. For Otago/Southland, forecast total investment is $1.4 billion, including $125 million for public transport. Queenstown content is limited: the Queenstown Package is progressed as a Road of Regional Significance (SH6A corridor improvements, SH6/6A Frankton intersection improvements, SH6 improvements including a bus hub); $5 million of public transport service improvements is allocated to Queenstown; the Shepherds Hut Creek culvert ($2.176m) is to be replaced with QLDC; and resilience work starts on SH6 Cromwell–Frankton and Frankton–Kingston. No Queenstown offline public transport or mass rapid transit study or project appears in the programme.
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QTS-217
The Benefits Realisation Plan for the Queenstown Package, now a Road of Regional Significance. It sets 2024 baselines and 2030 targets, monitored every two years after construction (expected about 2028): peak-hour bus movements through the Frankton bus hub from 20 to 40; AM peak-hour public transport passengers on SH6A from 260 to 970; bus reliability from 79% to 95%; bus punctuality from 41% to 95%; and maximum daily vehicle movements through the SH6/SH6A intersection from 42,000 to 48,000.
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QTS-185
ORC Finance Committee agenda, 8 August 2024, Quarterly Report to 30 June 2024.
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QTS-150
Agenda for Otago Regional Council's Public and Active Transport Committee on 7 August 2024, including Queenstown bus and ferry patronage and fare revenue.
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QTS-145
NZTA's August 2024 answers to questions about the NZ Upgrade Queenstown project, including the SH6 / Howards Drive intersection as it was described then.
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QTS-097
Proof-of-concept study by Abley for QLDC, developed with officers from QLDC, ORC and NZTA (Waka Kotahi) through four workshops, testing whether road pricing could help Queenstown's congested network. It states that earlier business case work found a 'clear deficit' between what infrastructure and public transport improvements can deliver and what is needed, and that public transport improvements alone will be insufficient. Network performance was agreed as the primary objective. Of three short-listed concepts, the preferred is Concept B: five charging gates (SH6A east of Marina Drive, Gorge Road, Fernhill, Shotover River Bridge, Kawarau Falls Bridge), $5 in the weekday peaks and $2 interpeak, one charge per trip. Indicative analysis on 2023 data estimates a 10–17% reduction in SH6A traffic, shorter 95th-percentile travel times, 300,000–400,000 extra annual bus boardings and about $27m annual net revenue (other figures in the report differ). It concludes road pricing 'appears' feasible and recommends further investigation, including equity, tourist impacts, detailed modelling and staged public engagement. The study states there is no enabling legislation and that it does not constitute Council policy. It does not mention mass rapid transit.
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QTS-196
Crux news article on QLDC parking fines, quoting QLDC that parking revenue covers a $700k contribution to ORC for the bus subsidy.
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QTS-096
NZTA (Waka Kotahi) response of 28 May 2024 (ref OIA-15181) to Crux Publishing Ltd's 17 April 2024 request asking how the Government agreed the $250m figure for the Queenstown Package: what information was supplied, including cost breakdowns, contingencies and risk levels, and how the spend is broken down by stage. NZTA extended the response time on 16 May 2024. It released one document, BRI-2973, the briefing to Hon Simeon Brown and Hon Nicola Willis seeking endorsement of a reduced scope Queenstown Package at an estimated $250 million (see BRI2973). Information was withheld under s 9(2)(a) (privacy), s 9(2)(f)(iv) (confidentiality of advice) and s 9(2)(j) (negotiations). No other documents, cost breakdowns or stage breakdowns were released. The letter was signed by Mark Kinvig, National Manager Infrastructure Delivery.
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QTS-095
Business case commissioned by Otago Regional Council (ORC) and delivered under the Way to Go partnership with NZTA (Waka Kotahi) and QLDC, setting a 30-year plan for public transport in the Whakatipu Basin, including fleet decarbonisation. It finds the current bus network (about 260 passengers per hour on SH6A) cannot carry the public transport volumes needed to keep the network functioning (1,466 people per AM peak hour on SH6A by 2053). The preferred option is an enhanced 'Bus Max' (Composite) network of high-frequency routes using battery electric articulated and standard buses and ferries, supported by hub changes at Stanley Street and Frankton, a new electric bus depot, an SH6 northbound bus lane and local stop and intersection changes. The BCR is 2.3 and the largest capital item is a $59.5m depot (including land) led by ORC. The business case states that the objective to maintain a functional network cannot be fully achieved by public transport alone: predicted AM peak PT share on SH6A rises from 14% to 34% by 2053 against a 47% objective, and travel demand management is recommended. Off-line public transport was out of scope, but the document recommends that an offline solution such as mass rapid transit be investigated in the 2024-27 period, while stating the articulated-bus network has sufficient capacity until 2053. Park and ride is not part of the preferred option.
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QTS-094
Two-part summary of the Queenstown Public Transport Business Case prepared for Otago Regional Council and the Way to Go partners (NZTA (Waka Kotahi), QLDC). Part A answers the key questions the business case addressed; Part B summarises the five cases. The preferred programme is an enhanced Bus Max (Composite) network of frequent bus routes with battery electric articulated and standard buses, a more frequent Kelvin Heights ferry, hub and interchange changes, an SH6 bus lane and a new ORC-owned electric bus depot, staged over about 12 years. The BCR is 2.3; capital costs are put at $63.7m (excluding depot land) and operating costs at $25.0m a year by 2035. No park and ride is included. Modelled 2053 AM peak non-car mode shares (34% on SH6A, 16% on Shotover Bridge, 24% on Kawarau Falls Bridge) achieve roughly half of the investment objective, so the report says operational and demand management measures, such as congestion charging, are also needed. A section headed 'An Off-line Solution' recommends that an offline solution such as mass rapid transit be investigated in the 2024-27 period, and that project partners investigate offline public transport options within the next NLTP period. A list of 2024-27 NLTP funding requirements by lead organisation (ORC, NZTA, QLDC) is included.
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QTS-093
Nine WSP advisory papers prepared for Otago Regional Council (one for 'Way to Go') that support the Queenstown Public Transport Business Case. They cover public transport hubs and infrastructure, service patterns, system management, park and ride, on-demand services, ownership and operating models, fleet decarbonisation, sustainable funding, and forecast demand, including the demand-modelling methodology and technical note. Key findings: standard buses cannot meet future SH6A demand; articulated buses are the most feasible vehicle; a Bus Max network is the likely optimum; battery electric technology is preferred; a roughly 10,000 m2 electric depot is needed, ideally publicly owned, in Frankton or Coneburn; and congestion charging and developer contributions are the most promising extra funding sources. On mass transit, the service patterns paper compares mass rapid transit capacity once and finds it sufficient only at 240 departures per hour. The modelling brief lists a 'gondola versus no gondola' sensitivity and the PT model includes an MRT (off-road corridor) mode, but no mass rapid transit or MRT results are reported: MRT patronage is zero in every 2053 output table. The model concludes that even a high bus mode share would not bring the road network within capacity and that a 'new system (e.g. cable-based system)' could carry the target volumes. The hubs paper sets a trigger for investigating off-line PT.
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QTS-146
NZTA newsletter, April 2024, on the NZ Upgrade Queenstown project.
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QTS-092
Ministerial briefing BRI-2973 (1 February 2024), released under OIA-20263 on 30 January 2026 with the cost figures included. It is from Brett Gliddon, NZTA (Waka Kotahi) Group General Manager Transport Services, to Hon Simeon Brown (Transport) and Hon Nicola Willis (Finance). It seeks Joint Minister endorsement of the NZTA Board's 11 December 2023 decision to deliver a reduced scope NZUP Queenstown Package (SH6/6A intersection, Frankton bus hub, Howards Drive roundabout) at an estimated $250 million (P50, including a risk-adjusted contingency of $20 million). The package's allocation is $130 million; the additional $120 million would come from existing contingency within the $6.54 billion NZUP funding (principally the $116 million programme contingency), affecting choices for other NZUP projects. It explains costs by Queenstown constraints and the enlarged intersection. A decision was needed by mid-February 2024 for construction from March 2024 to 2028; delay would cost a year plus escalation and alliance costs of $900,000 per month. The Ministry of Transport supports the approach but notes uncertainty whether $250 million is P50 or P95, and that NZUP would have no contingency left. The remaining scope is described as a regional priority outside NZUP.
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QTS-091
Ministerial briefing BRI-2973 (1 February 2024), released under OIA-15181 on 28 May 2024 with the cost figures withheld. It is from Brett Gliddon, NZTA (Waka Kotahi) Group General Manager Transport Services, to Hon Simeon Brown (Transport) and Hon Nicola Willis (Finance). It seeks Joint Minister endorsement of the NZTA Board's 11 December 2023 decision to deliver a reduced scope NZUP Queenstown Package (SH6/6A intersection, Frankton bus hub, Howards Drive roundabout) at an estimated $250 million (P50, including a risk-adjusted contingency of [withheld s 9(2)(j)]). The package's allocation is $130 million; the additional $120 million would come from existing contingency within the $6.54 billion NZUP funding (principally the [withheld s 9(2)(j)] programme contingency), affecting choices for other NZUP projects. It explains costs by Queenstown constraints and the enlarged intersection. A decision was needed by mid-February 2024 for construction from March 2024 to 2028; delay would cost a year plus escalation and alliance costs of [withheld s 9(2)(j)] per month. The Ministry of Transport supports the approach but notes uncertainty whether $250 million is P50 or P95, and that NZUP would have no contingency left. The remaining scope is described as a regional priority outside NZUP.
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QTS-155
Otago Regional Council transport procurement strategy for 2024–2027, including the Queenstown bus contract units.
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QTS-171
ORC Annual Report 2023/24, including the Queenstown transport reserve note.
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QTS-089
QLDC's 2023/24 Annual Report records capital expenditure of $173.8m, 85% of the $203.5m adjusted budget (p.28), and $28.15m of carry-forwards approved in September 2024 (p.30). Queenstown Town Centre Arterials CIP Stage One cost $36.07m in the year with $8.15m deferred; Arthurs Point to CBD Active Travel cost $5.06m with $0.71m deferred (p.30). The report restates the vision that public transport is 'the cleanest, greenest, innovative choice' (p.25). No mass rapid transit reference was found.
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QTS-088
Response by Colin Shields (Tonkin & Taylor, Council's transport expert) and Dave Smith (Abley, for NZTA (Waka Kotahi)) to Te Pūtahi Ladies Mile hearing panel questions of 13 December 2023. Mr Shields provides population, geographic spread and bus route maps comparing Queenstown (population 33,860 over 156.7 km²) with Aspen, Colorado (10,390 over 83.7 km²). On a proposed additional SH6 access serving the Glenpanel Homestead and up to 180 unconsented dwellings, Mr Smith (Technical Note 3) considers an extra access appropriate if SH6 becomes a 60 km/h corridor, with left-in/left-out if Howards Drive is a roundabout or signals if signalised. Mr Shields disagrees: there is no NZTA agreement to use the access for 180 units, no ORC agreement for bus services, the access was described as temporary, and the NZUP Howards Drive roundabout does not free up capacity; if the Panel allows a permanent access it should be signalised. Appendix B reproduces NZTA's 2022 comment on the Flint's Park fast-track application. No reference to mass rapid transit.
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QTS-087
Extract of the Investment and Delivery Committee's report back to the Waka Kotahi Board meeting of 12 December 2023 (for decision and noting). The Committee's agenda included the NZUP Governance Group update and Queenstown. The released NZUP GG update item repeats the four recommendations for the Board: approve the reduced scope NZUP Queenstown Package (SH6/6A intersection, Frankton bus hub, Howards Drive roundabout) at an estimated $250 million; approve $120 million additional funding, bringing the total to $250 million; endorse seeking Joint Minister endorsement; and delegate to the Group General Manager Transport Services authority to vary the alliance contract up to $250 million. No author or signatory is named in the extract.
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QTS-086
Extract of the NZUP Governance Group update to the Waka Kotahi Investment and Delivery Committee (11 December 2023), for decision. Management recommends the Board: approve the reduced scope NZUP Queenstown Package (SH6/6A intersection, Frankton bus hub, Howards Drive roundabout) at an estimated $250 million; approve $120 million additional funding, bringing total package funding to $250 million; endorse seeking Joint Minister endorsement because of the impact on other NZUP choices; and delegate to the Group General Manager Transport Services authority to vary the alliance contract up to $250 million. It cites Queenstown delivery constraints as the main cost reasons, notes QLDC's fiscal challenges for three waters upgrades, and says the funding would essentially require another NZUP project to be stopped. A graphic shows NZUP's $6.5B total funding allocation against a $8B+ P95 cost risk.
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QTS-085
Ministerial briefing BRI-2919 (6 December 2023) from NZTA (Waka Kotahi) to Hon Simeon Brown and Hon Nicola Willis, giving options to deliver NZUP within NZTA's funding envelope, as the Minister of Transport requested on 30 November 2023. Most content is removed as out of scope. Queenstown is grouped with 'significant projects in procurement - deliver planned scope'. It is in commercial negotiations, with contract decisions needed within six months. NZTA notes local government partners' fiscal challenges. It repeats that the full package is unaffordable within NZUP and that a reduced scope of critical elements is being progressed, with the remainder a regional priority outside NZUP. Commercial negotiations are most advanced for Queenstown and it requires the least funding. The Ministry of Transport and Treasury support descoping. Ministers are asked to approve completion of the reduced scope package, with a Joint Ministers decision to be sought in January 2024.
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QTS-084
Hearing summary statement by Dave Smith (Abley) for NZTA (Waka Kotahi) on the Te Pūtahi Ladies Mile Plan Variation, updating his primary evidence after expert conferencing, Mr Shields' rebuttal and the 27 November 2023 provisions. He accepts that signalising SH6/Stalker Road and SH6/Howards Drive and urbanising SH6 to a 60 km/h environment are broadly agreed. His outstanding concern is that the staging provisions only require upgrades near each precinct, so key bottlenecks (e.g. Stalker Road) may not be addressed if development proceeds out of sequence. He identifies an apparent error (Stalker Road should read Howards Drive for areas D and J) and proposes a revised staging table requiring downstream infrastructure, Stalker Road bus priority and the NZUP package west of the Shotover Bridge before development in all relevant precincts. He repeats his recommendations for traffic monitoring, travel planning in the Transport Interventions Plan and Integrated Transportation Assessments. No reference to mass rapid transit.
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QTS-083
Extract of ministerial briefing BRI-2886 'Crown Funding delivery' (28 November 2023), with only the Queenstown Package section (paras 32-38) released. It states the package is in pre-implementation under a live alliance contract with a $130 million allocation, but is unaffordable, with full-package costs projected at $290 million to $390 million. Since April 2023 NZTA has progressed a prioritised package (SH6/6A intersection, Frankton bus hub, Howards Drive roundabout) agreed by QLDC and ORC. It is estimated at $250 million, $120 million over the allocation. Additional funding could be drawn from less advanced NZUP projects (e.g. Drury urban arterials, Brougham and Rolleston, Whangārei to Port Marsden), but this would essentially require one to be stopped. The Board would consider funding in December 2023, a physical works decision was due January 2024, and Joint Ministers' direction would be sought before award. The whole package remains a regional priority.
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QTS-082
Draft slide deck for the NZUP Governance Group (24 November 2023) presented by Richard Osborne and Brad Cabell, seeking support for additional funding to complete the SH6/6A (BP) intersection, adjacent bus hub and Howards Drive roundabout. It notes the allocated baseline budget of $130M against an initial Alliance estimate of about $420M for the full programme, and a reduced scope cost estimate of $230M. The Alliance-BondCM difference for the reduced scope is $10.1M. It reports that QLDC cannot afford its component (three waters upgrades). It asks the Group to endorse the reduced scope at $230M, and notes staff recommend reconfirming the Queenstown Business Case programme given Spatial Plan growth changes, affordability and the need to accelerate levers such as road pricing. An options assessment compares full scope (about $420m; $270m-$300m extra), reduced scope ($100m-$120m shortfall), disbanding the Alliance (about $10 million), stopping, and alternative funding (BOOT, road pricing).
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QTS-081
Extract from the NZUP Governance Group update to the Waka Kotahi Board meeting of 9 November 2023 (for discussion), from the Governance Group Chair's perspective. On Queenstown, it states that cost estimates significantly exceed the $130 million allocation. As directed by the Governance Group and Board in April 2023, the project is producing a complete design, total outturn cost and reconciliation for a reduced package: the SH6/6A intersection, Frankton bus hub and Howards Drive roundabout. Alliance estimates at 70% design confirm the reduced package is unaffordable, needing about $120 million in additional funding, with independent reconciliation due in early November. To keep momentum, about $50 million of non-abortive in-ground and services relocation works at SH6/6A, not designation-dependent, could start in early 2024. A Board decision on scope and alliance contract variation was due in December 2023.
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QTS-128Operative plan
Queenstown Airport Corporation's (QAC) final Master Plan (November 2023) sets out the spatial plan for Queenstown Airport to 2032 and beyond. It keeps growth within the existing noise boundaries, with passenger movements rising from 2.4 million to 3.2 million (3.2% compound annual growth) and a terminal 15% larger. It reorganises the airport into precincts, prioritises walking, cycling and public transport (an 18% active/PT mode share target by 2032) and plans for decarbonised aviation. Its appendix reproduces QLDC's Frankton Masterplan maps, whose legends show private mass rapid transit lines and base stations at Frankton.
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QTS-080
QLDC's 2022/23 Annual Report records capital expenditure of $179.4m, $17.0m below estimate (p.19), with capital grants $18.7m under budget due to timing of the Arterial and Queenstown Street upgrade projects (p.18). Arterial Stage 1 cost $35.15m in the year and $45.46m of carry-forwards were approved (p.30). The Tāhuna streetscape project was officially opened on 23 June 2023 (p.5). Council received an $8.56m Transport Choices award, $7.06m of it for the Arthurs Point to Queenstown route (p.4), and supported NZTA's NZUP1 Frankton improvements (p.5). Orbus ran at reduced levels with 'many cancellations' (p.4). No mass rapid transit reference was found.
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QTS-216
Extract from the NZ Upgrade Programme monthly report for September 2023, issued 24 October 2023. The Queenstown Package is shown at red because updated cost estimates exceed the budget allocation, and the Alliance is pricing a re-prioritised package of works. The report describes the unreconciled Alliance estimate and the focus on the SH6/6A intersection, the Frankton bus hub and Howards Drive.
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QTS-079
Primary traffic evidence by Dave Smith, Technical Director – Transportation Planning at Abley, for NZTA (Waka Kotahi) as submitter on QLDC's Te Pūtahi Ladies Mile (TPLM) Plan Variation. Using March 2023 TomTom data, it finds weekday peak delays of 2–6 minutes westbound (AM) and 3–10 minutes eastbound (PM) on SH6, with the lane merges either side of the Shotover Bridge as the bottlenecks. It puts bridge capacity at about 1,590 vehicles per lane per hour, below the 1,700 used by QLDC's expert Colin Shields, and notes Waka Kotahi does not intend to upgrade or duplicate the bridge. Modelling shows bridge flows at or above capacity even with the assumed shift to a 20–21% public transport mode share (from 3.3%), and concludes TPLM will further worsen SH6 intersection performance. Risks identified are NZUP delivery timing, local bus priority, behaviour change and the timing of schools and commercial activity. It recommends nine planning-provision matters, including signalised and urbanised 60 km/h SH6 intersections, completion of key NZUP components before any development, Stalker Road bus priority, monitoring, travel planning and Integrated Transport Assessments. It does not mention mass rapid transit.
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QTS-215
Extract from a 27 September 2023 Waka Kotahi Board workshop on the NZ Upgrade Programme. The Queenstown slide records a $130 million funding allocation, a funding shortfall of '$100 million+' on the revised scope, and scope, funding and contract decisions required by late 2023. Material on other projects is removed as out of scope.
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QTS-184
ORC Finance Committee agenda, 24 August 2023, Quarterly Report to 30 June 2023, with PT Whakatipu revenue by type and variance commentary.
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QTS-214
GHD's review for NZTA (Waka Kotahi) of the traffic modelling and design for the SH6/SH6A intersection at Frankton. It records the change from the business case's signalised roundabout to conventional signals, partly to limit land take. It concludes the design adds some capacity and supports the mode shift strategy, and is appropriate 'if implemented in the context of a wider programme of interventions'.
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QTS-078
Agenda for ORC's Public and Active Transport Committee on 9 August 2023 (co-chairs Cr Alexa Forbes and Cr Andrew Noone). Queenstown-relevant items: draft minutes of 10 May 2023, including a resolution noting that QPTBC public consultation would occur later; the operating environment report (Route 5 extension to Lake Hayes Estate from 4 September 2023 at $151,285.80 + GST a year, indexed $187,529.90); an advisory group report saying the ORC/QLDC focus is congestion in the CBD, Frankton Road, Ladies Mile and the BP roundabout; and the 2022/23 patronage report (Queenstown bus 1,252,982, up 55%, still 15% below 2018/19; ferry 104,240, up 74%). Item 8.5 updates the Queenstown Public Transport Business Case: Way2Go partners agreed a short list of three options, including 'Bus Max' and a Jacks Point–Town Centre spine via the Frankton Hub, and reset assumptions for changed NZUP timing. The report states that more frequent, higher-capacity services 'cannot deliver the whole intent of mode-shift' without parking pricing and other measures. It flags risks to full NZUP delivery and NLTP funding, and says the draft business case will be delivered in Q4 2023. Item 8.6 seeks endorsement of a regional connectivity strategy. Most resolutions sought are to note the reports. No mass rapid transit option is mentioned.
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QTS-176
ORC Annual Plan 2023-24 with Wakatipu public transport budget, reserve forecast and targeted rate.
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QTS-213
Two-page focused scope review dated 6 April 2023, following a cost workshop with the Kā Huanui a Tāhuna Alliance, the independent estimator Bond CM and NZTA. It finds the business case estimate, a P50 without escalation approved at $115m in November 2020, is no longer appropriate, noting escalation of about 22% from November 2020 to September 2022 and scope changes such as the move from a signalised roundabout to a fully signalised intersection. It identifies delay to designation, consenting, property and decisions as the main cost risk.
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QTS-211
Internal NZTA (Waka Kotahi) memo of 10 March 2023 on the status of the NZ Upgrade Programme Queenstown package. It reports a significant gap between the Alliance's estimate at 30% design and the independent estimate (figures withheld), and concludes that continuing the reconciliation has no merit given the scale of the difference. It identifies a likely preferred reduced option: the SH6/SH6A (BP) intersection, the Frankton bus hub expansion and the Howards Drive roundabout.
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QTS-212
Options table attached to the 10 March 2023 NZUP Queenstown memo. It compares six scope options, from the full scope (Zones 1 to 6) down to Zone 3 only, with pros and cons for each. It states the Alliance estimate 'significantly exceeds the allocated baseline budget of $115m' and that the programme was forecast to run at least three years beyond its baseline. Some content is withheld under sections 9(2)(j) and 9(2)(g)(i).
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QTS-077
Internal Waka Kotahi memo (10 March 2023) from two NZTA managers to senior managers on the status of the NZUP Queenstown package. At the 3 February 2023 Target Outturn Cost (TOC) exchange, Kā Huanui a Tāhuna's 30% design estimate was $350.4m, against BondCM's independent estimate of $207.4m, a difference of about $143m. Key differences were risk allocation, rates, productivity and forecast completion date. BondCM considered reconciliation almost impossible given the gap and the risks placed on the owners. The project team reconfirmed the Queenstown Business Case problem definition and investment objectives and ran a prioritisation. The likely preferred Option 5 is the SH6/SH6A (BP) intersection, the Frankton Bus Hub expansion and the Howards Drive roundabout, with affordability to be confirmed (Alliance cost information due about 17 March). Next steps run from a Governance Group report (March 2023) to a report-back (May/June 2023).
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QTS-076
Regenerative tourism plan for the Queenstown Lakes District, developed by a Destination Management Steering Group of Destination Queenstown, Lake Wānaka Tourism and QLDC, with input from the Department of Conservation and Kāi Tahu, and with Destination Think as lead partner on the final plan. It is described as an output and priority initiative of the Grow Well Whaiora Spatial Plan. The goal is regenerative tourism by 2030, with a keystone project for the visitor economy to reach carbon zero by 2030, including Scope 3 emissions from air and ground travel. Three strategic pillars (communities and visitor experience; environment and decarbonisation; economic resilience) and foundations for success contain 19 projects and four foundational projects, delivered through a Destination Management Group and task forces using a 7-30-90 day model, with eight essential year-one projects. It reports district gross emissions of 600,895 tCO2e, with on/off-road transport 27% and aviation 17%. Transport content is limited to decarbonisation actions: EV charging, encouraging visitors to use public transport, cycling and walking, shared low-emission shuttles, and advocating for improved public transport and trials of electric public transport. It does not mention mass rapid transit.
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QTS-170
ORC Annual Report 2022/23, including the Queenstown transport reserve note and commentary on the ferry trial net-cost arrangement.
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QTS-075
Ministerial briefing BRI-2571 (2 November 2022) from Waka Kotahi to Joint Ministers (Hon Grant Robertson and Hon Michael Wood) on four NZUP projects. The Queenstown sections are released and the other projects' detail is removed as out of scope. For Queenstown it reports schedule delays, increased costs and scope change from the Frankton North land use change. The updated estimate is $180 million (P50) to $210 million (P95) against a $115 million allocation (the March 2021 baseline P50, allocated by Cabinet May 2021; P95 then $145 million). The breakdown is escalation $9m, scope change $23m, property $7m, and other cost changes including the cost of running Kā Huanui a Tāhuna $26m, plus contingency $30m. Main works were expected from August 2023, with completions by August 2026. A $95 million Treasury escalation claim had been submitted. Ministers are asked to note the estimate, approve the Frankton North scope change and note schedule changes.
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QTS-074
Budget-sensitive cost escalation claim for the NZUP Queenstown Package, prepared by Waka Kotahi for Joint Ministers (Transport and Finance) on a Treasury template. It states Cabinet allocated the March 2021 baseline P50 estimate of $115 million in May 2021. Design updates, scope expansion (Frankton North), property and escalation then raised the estimate by $65 million (P50) to $95 million (P95): current P50 $180 million, P95 $210 million. Waka Kotahi seeks $95 million in capital (2022/23 to 2025/26: $31m, $24m, $22m, $18m), an 83% increase on the $115 million budget. This is made up of escalation $9m, property $7m, scope change $23m, other cost changes $26m and funding risk contingency $30m, funded to P95. Escalation cannot be funded from the National Land Transport Fund. Main works were expected to start August 2023, with practical completion in August 2026. Scaling the scope would lose mode shift and emissions benefits, but no scaled option is costed.
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QTS-194
ORC media release: Bee Card accepted on Queenstown Ferries from 26 October 2022; ORC part-subsidising RealNZ since mid-2021.
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QTS-073
QLDC's 2021/22 Annual Report, year one of the 2021-2031 Ten Year Plan, records capital expenditure of $160.4m, 'below estimate by $86.9M' (p.19). Queenstown Town Centre Arterials Stage 1 spent $26.4m with $4.08m deferred, Queenstown Street Upgrades (CIP) $32.6m with $2.61m deferred, and Whakatipu Public Transport had $1.36m deferred (p.30). Carry-forwards totalled $42.79m (p.30). Arterial construction began in September 2021 (p.5). No mass rapid transit reference was found.
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QTS-183
ORC Finance Committee agenda, 25 August 2022, Quarterly Report to 30 June 2022, with PT Wakatipu revenue by type and variance commentary.
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QTS-175
ORC Annual Plan 2022-23 with Queenstown public transport budget and reserve forecast.
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QTS-071
Internal Waka Kotahi email from Richard Osborne (10 May 2022) reporting the NZUP Governance Group's response to that morning's briefing on the NZUP Queenstown Package (document 3 of the OIA-20263 release). The briefing had sought direction on rescoping to the baseline budget, seeking a budget increase, or both. The Governance Group asked for a proposal on projects deliverable within the $115 m baseline budget, noting trade-offs and benefits, with general support for prioritising the BP (SH6/SH6A) and Frankton North area. A further briefing on the prioritisation process and on what $115 m will and won't buy was due to the Governance Group on 23 June 2022, as the basis for a paper to the Minister. Next steps were to discuss prioritisation with project partners QLDC and ORC. The Alliance was to keep working on the full scope until the Minister's decision on scope.
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QTS-072
Briefing to the NZUP Governance Group (meeting 10 May 2022) on the NZUP Queenstown Package's scope, budget, programme, minimum viable projects and risks. A review found costs likely to rise from the $115.0 m baseline (P50, based on Queenstown Transport Business Case estimates and a traditional delivery model) to a $177.4 m advanced cost estimate (April 2022), an increase of $62.4 m. Drivers include the Frankton North rezoning (an extra $23.2 m for signalised intersections, widening and land at SH6/Hawthorne Drive and Grant Road) and Alliance set-up and management costs not foreseen in the baseline (Alliance Management TOC $18.30 m; about $10,000-$14,000 per day). Property is the key programme risk. An early works TOC of about $8.0 m was on hold. An initial minimum viable package (SH6/SH6A, SH6A North Frankton, Howards Drive roundabout) was put at about $140 m. The paper asks the Governance Group whether to rescope to the baseline budget, seek a budget increase, or both.
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QTS-070
Better Ways To Go is the mode shift plan for the Queenstown Lakes District, prepared by the Way to Go partners (NZTA (Waka Kotahi), ORC and QLDC) in response to the Minister of Transport's request that high-growth urban areas plan how to get more people walking, cycling and using public transport. Following the national Keeping Cities Moving framework, it is organised around shaping urban form, improving infrastructure and services, and influencing travel choices. It records that modelling found SH6A Frankton Road would need duplication shortly after 2028, but that this is not feasible, so a strong mode shift strategy requiring 40% of trips on the corridor by bus and other modes (60% by 2048) is pursued instead. The plan's backbone is a bus-based Frequent Public Transport Network from Queenstown Town Centre to Frankton, later Ladies Mile and the Southern Corridor, supported by NZUP bus lanes, bus hubs, the Wakatipu Active Travel Network, park and ride, parking management and travel demand management. An appendix lists about 20 initiatives with lead agencies and timings, and potential performance measures. Most activities beyond NZUP and stimulus funding remain subject to future LTP, RLTP and NLTP funding. Mass rapid transit is not proposed; the network is described as scalable.
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QTS-254
These documents are the transport evidence for the Te Pūtahi Ladies Mile variation, from the 2022 strategy through to the 2024 hearing panel report. They cover State Highway 6, bus priority, trip caps and staging development against transport upgrades. The set includes the council strategy, hearing evidence and the panel's recommendations.
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QTS-179
ORC summary of 2022/23 rate changes by rate type.
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QTS-169
ORC Annual Report 2021/22, including ferry patronage and the Queenstown transport reserve note.
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QTS-069
QLDC's 2020/21 Annual Report records total capital expenditure of $105.3m, 'below estimate by $89.0M' (p.10), partly due to 'delays in the approval process for major transport improvements in Queenstown' (p.12). Carry-forwards of $45.06m include Queenstown Street Upgrades, arterial Stage 1, the Wakatipu Active Travel Network and the arterial balance of route (p.15). The $85m Shovel Ready contribution enabled arterial stage one (p.5), $0.7m was spent on parking options analysis (p.9) and the Queenstown Transport Business Case was approved (p.51). The only cableway reference is to the existing Skyline gondola cableway in a rockfall context (p.43).
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QTS-182
ORC Finance Committee agenda, 25 August 2021, with the 2020/21 activity financial detail.
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QTS-068Operative plan
This is Part 4 of the Queenstown Lakes Spatial Plan (July 2021), covering printed pages 86-115 as 15 double-page spreads. It contains the transport maps (Map 13 district transport; Maps 14-15 public transport and active travel networks), Outcome 3 (a sustainable tourism system), Outcome 4 (well-designed neighbourhoods), Outcome 5 (a diverse economy) and the Grow Well | Whaiora Partnership joint work programme of 22 priority initiatives. On transport it describes a package of initiatives whose 'backbone' is a Frequent Public Transport Network, initially between Queenstown Town Centre and Frankton, later extending to Ladies Mile and Jacks Point / Homestead Bay via the Airport and Remarkables Park, running at least every 10 minutes. It will initially use buses with bus lanes, intersection priority and a new bus hub on SH6, and is described as scalable to 'higher capacity buses and modes, such as a trackless tram'. It states $175m has been allocated by government through the NZ Upgrade Programme and COVID-19 stimulus, with initial works expected by 2024. Transport priority initiatives include completing the Queenstown business cases and Frequent Transit Network, a mode shift plan with travel demand management, extending the network to Remarkables Park and the Southern Corridor, completing the active travel networks, a Tourism Travel Demand Strategy and investigating sub-regional public transport. An implementation plan was to be developed and the Spatial Plan reviewed in 2024. The buses it describes are not mass rapid transit. A trackless tram, which it names as a possible later upgrade, is.
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QTS-188
Otago Regional Public Transport Plan 2021-2031, including the farebox recovery policy.
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QTS-067
QLDC's 2021-2031 Ten Year Plan, adopted 30 June 2021, reshapes the transport programme around the $85m Crown Infrastructure Partners 'shovel-ready' funding for arterial Stage One and town centre street upgrades. Volume Two's capital table (p.12) includes Arterial Stage One ($49.4m, 2021/22-2023/24), Queenstown Street Upgrades ($56.3m), the arterial balance of route ($34.7m, years 7-10), a Queenstown Public Transport Interchange ($24.9m, 2027/28-2028/29) and Queenstown public transport improvements ($17.3m). The Boundary Street car park building was removed, its capital cut from $30m to $5m (Vol 1 p.20). The Infrastructure Strategy places the Wakatipu Active Travel Network ($73.2m and $89m) beyond year 10, and refers to 'Preservation of mass transit corridor options in the longer term' (Vol 2 p.43) and a future step change to a 'mass transit network' by ORC (p.46). No mass rapid transit is named.
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QTS-178
ORC Long-Term Plan 2021-31, with 10-year forecasts for the Wakatipu public transport targeted rate and reserve.
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QTS-168
ORC Annual Report 2020/21. Reports that the Lake Wakatipu ferry trial commenced at a reduced level of service; Queenstown transport reserve note.
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QTS-066
An 11-slide draft presentation titled 'Mode Shift' by Jeremy O'Brien, Manager - Behaviour + Choice at NZTA (Waka Kotahi), marked 'DRAFT - For discussion purposes only' on every content slide. It sets out national targets (a 40% reduction in deaths and serious injuries by 2030 and net zero greenhouse gas emissions by 2050) and Waka Kotahi's outcomes (safe; meeting current and future needs; environmentally sustainable; effectively and efficiently moving people and freight). It illustrates the safety, sustainability and efficiency case for public transport, walking and cycling using third-party charts and images, and notes the scale of the challenge using Keeping Cities Moving statistics (e.g. 91% of distance travelled by drivers or passengers in a car or van). It presents the mode shift intervention hierarchy (integrated planning, manage demand, best use of existing system, then new infrastructure), the Avoid-Shift-Improve framework, and Waka Kotahi's focus areas (investment, behaviour, partnering, planning). The final slide is a discussion prompt asking what would make walking, cycling or public transport 'awesome' for work, children, shopping and leisure. The deck contains no Queenstown-specific analysis, proposals or figures.
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QTS-191
ORC LGOIMA response of 11 December 2020 with monthly patronage and fare revenue (Jan 2018–Dec 2020) and monthly contract payments.
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QTS-064
This is the combined appendices volume (final, 26 November 2020) to the NZUP Queenstown Transport Business Case, released under the OIA. Only its cover, copyright page and two-page contents were extracted; the appendices themselves are recorded separately (APX_* keys). The contents list seven groups. Appendix A (Strategic Case, A1-A6) covers land use integration, alignment, KPIs, engagement analysis, workshop notes and the engagement strategy. Appendix B (Options Assessment, B1-B28) includes modelling reports, the Future PT Model, B5 Technical Note 30 High Capacity Public Transport, B6 Technical Note 12 PT Development Story, B19 VURT analysis, B25 PT Network Options MCA and other technical notes. Appendix C (Preferred Option, C1-C17) includes drawings, design philosophy statements, TDM (TN22), ITS (TN36), C12 TN30 High Capacity Public Transport, consenting strategy, land requirement plans and environmental reports. Appendix D covers the Economic Case (peer review, TN26 Unmet Demand, EEM benefits, cost estimates), E the Financial Case (funding spreadsheet), F the Commercial Case (risk register, property strategy) and G the Management Case.
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QTS-028
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.
QTS-029
Appendix C10 of the NZUP Queenstown Transport Business Case bundles three documents. The first is Technical Note 22 (20 February 2020), a memo to the Way to Go Board. The second is Technical Note 11 (18 September 2019), which summarises the TDM programme. The third is the WSP Opus Queenstown Travel Demand Management Scoping Study (Final, 29 August 2019), commissioned by NZTA (Waka Kotahi) in June 2019 under the Way to Go banner. The study recommends a TDM programme with four areas: policy; travel planning and behaviour change; wayfinding; and setting up a Transport Management Association (TMA). It costs the programme at about $1.3M-$1.9M in year one, excluding infrastructure. TN11 links the programme to the mode share the business cases need: 40% alternative mode share by 2028 and 60% by 2048, against 4-5% in 2018. TN22 records that the study 'has not progressed' for three reasons. The anticipated NZ Transport Agency TDM Contestable Fund 'did not eventuate'. A councillor had raised concerns before the October 2019 elections. And the Way to Go approval process had not been followed, so the report could not be released. TN22 proposes Board engagement, confirmation of owners and funding, a check against 'Keeping Cities Moving', and an update to the Chamber of Commerce, which was pressing ahead with a TMA.
QTS-030
Three technical notes supporting the 2020 NZUP Queenstown Transport Detailed Business Case for NZTA (Waka Kotahi). TN24 (23 April 2020) assesses the Queenstown Town Centre arterials. Stage 1 (Melbourne-Henry) would make Stanley Street bus-only, and Stages 2 and 3 run to Man/Camp and the One Mile Roundabout. The note finds benefits in amenity and congestion relief but costs that overshadow them. About $30 million of benefits had been identified against more than $140 million for Stages 1 and 2 and a further $52 million for Stage 3, giving an indicative BCR of 0.2-0.4. No development was found to be contingent on the arterials. The note recommends investigating alternative funding before further design and proposes Stages 1 and 2 for COVID-19 stimulus consideration. It says the 10-year priority should be NZUP SH6A, public transport, parking, active travel and TDM interventions. TN10 (September 2020) aligns the DBC with QLDC's parking strategy, reducing town centre core on-street parking from 472 to 147 spaces and managing parking to 85% occupancy. TN9 (November 2020) sets a three-tier movement and place hierarchy that prioritises active modes and public transport in the town centre.
QTS-031
This bundle of technical notes supports the 2020 NZUP Queenstown Transport Detailed Business Case for NZTA (Waka Kotahi). TN42 (3 May 2020) models SH6A Frankton Road bus priority at 2028 under Do Minimum, Managed Demand, Virtual Priority (both directions and eastbound only) and Full Priority scenarios. It finds that full bus lanes save relatively modest time for their cost. It recommends managed demand (holding traffic in Frankton) plus bus signal priority concentrated eastbound. TN11 (September 2019) summarises a Travel Demand Management programme with policy, travel planning, wayfinding and a Transport Management Association (TMA), and lists responsible agencies. B10 lists six proposed SH6A and town centre bus lanes. TN39 (September 2020) assesses signalising SH6 Kawarau Road intersections and recommends considering a northbound Lucas Place bus lane, subject to a PT Services DBC. TN41 (November 2020) supports a Humphrey Street link and signalised intersections at Lucas Place. TN35 (August 2020) compares a signalised roundabout ('Guavabout') with a conventional signalised intersection at SH6/SH6A and recommends the Guavabout.
QTS-034
This bundle is Appendices C11-C13 of the NZUP Queenstown Transport Business Case, prepared for NZTA (Waka Kotahi) under Contract 2018235. TN36 (30 August 2020) recommends five ITS measures: a Network Operating Plan; continued use of the Wellington Transport Operations Centre; SCATS Priority Engine for bus virtual priority ($30-50k set-up); at least six permanent variable message signs on SH6/SH6A ($90-120k each); and town centre parking and kerbside management ($300-500k). TN30, High Capacity Public Transport (13 July 2020, final November 2020), sets out the staged 'Bus Max' network. It grows from about 360 seats per hour on SH6A today to 2,500 passengers per hour of capacity by 2051 (modelled 2051 demand 2,322) using double-decker, articulated and then bi-articulated buses or trackless trams, with gross opex rising from $13.2m (2024) to $39.1m (2051). TN30 states that on-road PT 'can meet the expected demand until around 2051'. It acknowledges mass rapid transit's 'hyper-frequency', capacity and customer experience, but says it 'does not fit well into the current legislative and public transport procurement processes'. It asks the Board to approve that 'off-line PT to SH6A (e.g. a gondola) is parked and reviewed in 2028'. TN30 also records that the mass-transit ferry was ruled out by MCA on 2 August 2019. Appendix C13 contains WSP preliminary consenting strategies for the town centre and for the 37 Frankton/Ladies Mile/SH6A locations listed in Table 1-1.
QTS-035
This appendix to the NZUP Queenstown Transport Business Case contains two sets of WSP safety material for NZTA (Waka Kotahi). The first is the Safety in Design (SiD) registers (Simplified Procedure), reviewed 4 September 2020 (pp.2-21). They cover five project elements: Ladies Mile (80 km/h), Frankton Bridge to Bridge (60 km/h), the Queenstown Town Centre SH6A and town centre works, the Queenstown Town Centre arterial route, and SH6A Frankton to Queenstown. Each register lists construction, operation and maintenance hazards with risk ratings, mitigations and risk owners (Designer, Contractor or Client). A risk matrix follows (p.21). The second set, headed Appendix C9, is three Safe System Assessments (Final, 18 November 2020). They cover Queenstown Town Centre (pp.22-58), SH6A Frankton to Queenstown (pp.59-82) and Frankton and Ladies Mile (pp.83-129). Each scores the preliminary design against the Safe System matrix and proposes improvements. For SH6A the score falls from 348/704 to 154/704 with improvements, and the SH6A assessment prefers a permanent 60 km/h speed limit. All personal names are redacted. There is no MRT content.
QTS-036
This is a set of rendered colour concept plans by Jasmax for the Queenstown Centre DBC, dated 2 September 2020 and marked 'Prepared for: NZTA / QLDC'. They form Appendix C1 of the 2020 NZUP Queenstown Detailed Business Case. After a divider and a key plan, plan sheets SK-0001 to SK-0043 (including SK-0019A and a Brecon Street design integration overlay) show proposed street designs across the town centre at 1:250. Sheet 1 shows the Stanley Street public transport hub with bus bays and a passenger lounge, together with Athol, Ballarat, Shotover and Camp Streets. Later sheets cover Marine Parade, Rees, Beach, Shotover and Camp Streets, Lake Esplanade, Stanley, Melbourne and Hallenstein Streets, Brecon and Man Streets, and outer streets. The renders show paving, planting, crossings, bus and parking arrangements. No mass rapid transit, MRT terminal or corridor protection is shown.
QTS-037
A bundle of four appendices to the 2020 NZUP Queenstown Detailed Business Case. Technical Note 25 (B19) estimates pedestrian wellbeing benefits of Queenstown Town Centre street upgrades and the town centre arterials using the Valuing the Urban Realm Tool (VURT), with VURT values multiplied by four to align with emerging Waka Kotahi research. It estimates street-improvement benefits of about $76 million PV and arterial benefits of $28-34 million PV (up to $53 million), with illustrative retail spending (+$30-45m p.a.) and property value (+~$50m) responses not claimed as additional benefits. B20 is a one-page speed limit map. B21 is the August 2020 Way to Go engagement booklet on the emerging programme (Stanley Street hub, bus priority, arterials). B22 is the Engagement Report (April 2019 to September 2020), summarising workshops, stakeholder meetings, the April 2019 'Way to Go' engagement and online survey, the August 2020 engagement, written submissions and an engagement register. The April 2019 survey found 58% preferred a high-capacity PT link on SH6A and 42% mass rapid transit along Queenstown Hill. The register records landowner meetings on mass rapid transit alignment and terminals, and an agreed-in-principle 'gondola proof of concept' with QAC.
QTS-039
Jasmax's Frankton Design Report (Rev D, 14 September 2020) is Appendix C7 of the NZUP Queenstown Transport Business Case, prepared for NZTA (Waka Kotahi). It is a graphic urban design report in four sections: site and context, transport corridors, the SH6/SH6A intersection, and the Frankton hub. The context section reproduces 'information provided' from other processes: the draft Frankton masterplan, the draft Wakatipu spatial plan option and the Queenstown Events Centre masterplan. The corridor section shows general movement, PT, pedestrian and cycle networks along SH6 Frankton-Ladies Mile Highway and SH6 Kawarau Road. It includes axonometric mid-block crossing diagrams for short-term, long-term and 'Long term MRT' scenarios. The intersection section shows roundabout and signalised sketch options considered in the MCA. The preferred option is a signalised intersection with a village shared space and the golf course marked as a 'Future PT/TOD site'. The hub section sets out a staged design for the Frankton bus hub: an interim layout and a future layout with a PT hub building, concourse and retail units. The report has no costs and no recommendations beyond the layouts shown.
QTS-040
Two technical notes supporting the 2020 NZUP Queenstown Transport Detailed Business Case for NZTA (Waka Kotahi). TN38 (28 September 2020) assesses intersection forms on SH6 Frankton-Ladies Mile Highway between SH6/SH6A and Shotover Bridge at 2028 'NZUP Bus Max' demand. Option 1 signalises the Grant Road and Hawthorne Drive roundabouts. Option 2 converts them to conventional signalised intersections. Both signalise Joe O'Connell Drive and a realigned Hansen Road. The two options give similar capacity and bus and general traffic travel times, and both are compatible with the preferred SH6/SH6A layout. Conventional intersections give better at-grade pedestrian provision but need extra lanes and land. Signalised roundabouts need less land and retain U-turns. A separate MCA showed little overall difference, and the note leaves the choice to the relative weight of trade-offs. TN32 (31 July 2020) assesses pedestrian permeability across Arterial Stage 1. It concludes that signalised crossings at Henry/Gorge and Melbourne/Sydney and a recommended overbridge at Ballarat Street maintain key desire lines.
QTS-041
Two technical notes appended to the 2020 NZUP Queenstown Detailed Business Case. TN42 (Final, 6 October 2020) uses SIDRA to test signalising the SH6A Frankton Road/Marina Drive/Sugar Lane intersection. Option 1 is a short-term layout with fully protected crossings on all arms. Option 2 is a longer-term layout with a new Frankton Marina access to the west, the eastbound right turn banned, and a staggered crossing. Signalisation gives near-capacity operation even at 2018 volumes. Option 1 becomes over capacity once SH6A crossing call rates exceed about 25%. TN42 recommends Option 1 only short term, with pedestrian volumes monitored, and Option 2 with the new Marina access towards 2028. It notes the F2Q SSBC strategy of capping SH6A traffic at about 2018 levels through signalised intersections and gating at Frankton. TN44 (Final, 27 October 2020) reviews November 2019 optioneering for the Shotover Street/Gorge Road/Henry Street intersection on Arterial Stages 1 and 2, updated with August 2020 modelling. It recommends a 'double-T' arrangement of two 3-arm intersections over a 4-arm intersection.
QTS-042
Appendix D supports the Economic Case of the NZUP Queenstown Transport Business Case. D1 holds two peer reviews for NZTA (Waka Kotahi), both addressed to Tony Sizemore. In the first, EY (29 October 2020) concludes that the Wider Economic Benefit analysis is 'robust and defensible' and probably a lower bound. It flags a communications risk in using international tourism as a proxy for unmet demand, and queries the low agglomeration assumption. In the second, Flow Transportation Specialists (20 October 2020) finds 'some level of risk' in the fixed-trip-matrix evaluation and the treatment of NZUP in the Do Minimum. Flow cut travel time and vehicle operating cost benefits by 20% and 33% and removed double-counted farebox recovery. With those changes, BCRs fall to between 2.9 and 1.2 across the five cumulative scenarios but stay above 1.0. D2 is Technical Note 26 (Final, 7 September 2020). It estimates GDP effects of unmet SH6A travel demand using international tourism as a proxy. It states that after on-road capacity (about 55,900 person-trips per day) is reached in 25-30 years, 'another step-wise intervention, possibly an MRT system such as a gondola, will then be required'. It puts the NZ GDP benefit of capacity beyond 2051 at $187 million (PV). D3 tabulates EEM benefits by scenario. D4 contains about 330 pages of NZTA-format cost estimate forms: for example, the Frankton package is $68.7m expected ($83.5m 95th percentile) and SH6A Frankton-Queenstown $28.0m ($34.3m).
QTS-044
Appendix A to the 2020 NZUP Queenstown Transport Detailed Business Case for NZTA (Waka Kotahi) supports the strategic case. A1 is Technical Note 37 (13 November 2020), which describes Frankton's growth, congestion at the BP Roundabout and Frankton Hub conflicts. It proposes a short-term hub upgrade, a substantial upgrade around 2027, a signalised SH6/SH6A intersection and SH6 bus priority. A2 sets out alignment with national and local strategies (GPS 2021 draft, Road to Zero, Arataki, Keeping Cities Moving, Better Ways to Go, RLTP, RPTP). A3 defines key performance indicators. A4 is the March 2019 engagement report on a February 2019 online survey of 349 people. Its main themes were mode conflict, congestion, intersection and pedestrian upgrades and parking. A5 contains workshop notes and slides from September 2018 to April 2019, including draft MCA weightings. The April 2019 Workshop 4 memo concluded that public transport should include 'new public transport corridors facilitated by alternative modes (gondolas or light rail/bus rapid transit)'. It also found that further work was needed to decide whether mass rapid transit or road-based solution delivers more benefits.
QTS-045
Appendix B of the 2020 NZUP Queenstown Transport Detailed Business Case for NZTA (Waka Kotahi) documents how options were developed and assessed. It contains the option development process (B1), the Frankton to Queenstown and town centre long lists (B2), which include Frankton Track, Queenstown Hill and Kelvin Peninsula mass rapid transit alignments, and traffic and economic modelling reports (B3). It also includes WSP's public transport demand and economic notes TN3b and TN3c (B4) and three Stantec technical notes. TN12 (February 2020) describes six public transport network options, including a mass rapid transit network, and an unweighted multi-criteria analysis (MCA). It finds a road-based 'Bus Max' network could serve demand until about 2038, after which mass rapid transit is considered 'the best option'. TN12 also lists four circumstances in which mass rapid transit could be advanced. TN30 (July 2020, footer November 2020) sets out a staged 'Bus Max' pathway to 2051 and asks the Board to approve that 'off-line PT to SH6A (e.g. a gondola) is parked and reviewed in 2028'. TN18 concludes that buses should not be routed into Lakeview. The modelling reports find the NZUP package keeps SH6A below capacity at 2028 with parking restraint, and that Frankton becomes severely congested by 2048.
QTS-046
This 149-page compilation bundles Appendices C15-C17 of the NZUP Queenstown Transport Business Case. C15 (pp.1-22) holds WSP Social and Environmental Responsibility screens (June 2020) for the Frankton to Queenstown and Frankton SSBC options, with completed NZTA (Waka Kotahi) screen forms. The F2Q screen lists five shortlisted options: Do Minimum, virtual priority, trackless tram, four-laning, and 'Mass Rapid Transit - see separate screen'. It describes the fifth as an 'offline' mass rapid transit. The source also names a ferry, which is not mass rapid transit option, but the separate MRT screen is not included. C16 (pp.23-146) holds WSP preliminary geotechnical assessments for the town centre arterials, SH6A Frankton to Queenstown, and Frankton/Ladies Mile, covering geology, landslides, liquefaction, contaminated sites and proposed investigations. One Frankton investigation plan (29 May 2020) shows a 'proposed gondola base station', 'gondola tower location', 'below ground gondola hangar' and 'gondola underpass at end of runway' on the golf course hub site. C17 (pp.147-149) is an Abley note for QLDC (12 November 2020). It forecasts district road transport emissions falling 15% between 2018 and 2048 despite an 89% rise in VKT.
QTS-047
Appendix E1 is the funding spreadsheet for the Financial Case of the NZUP Queenstown Transport Business Case, published by NZTA (Waka Kotahi). It sets out a nine-year (2021-2029) cash flow by project, phase and funder. The element total is $600.76 million (p.7), with a further $12.46 million of items excluded from the charts. By funder (p.8): NZUP committed $107.48m; Crown Infrastructure Partners committed $119.70m (Crown and QLDC); Waka Kotahi $26.02m; QLDC $151.94m; ORC $269.50m; total $674.64m. This funder table does not account for the 50% QLDC-ORC cost share for the Stanley Street and Frankton hubs, which appear in both councils' totals. ORC's share is dominated by PT capex (new bus fleet $46m, depot $34m) and gross PT opex of $126.59m. Footnotes state that 'Offline PT Service Improvements' are 'under further investigation beyond 2030 ($262M)' and Arterial Stage 3 likewise ($61.2M). Neither is in the funded cash flow.
QTS-049
Appendix F of the NZUP Queenstown Transport Business Case holds the Commercial Case supporting material. F1 is the business case Risk Management Plan (Final, 3/11 November 2020) for NZTA (Waka Kotahi) Contract 2018235, valued at $4.4M (Sep 2020). It describes an AS/NZS ISO 31000 process using Waka Kotahi standard Z/44 (general approach), with a High risk tolerance threshold. It records risk workshops in November 2018, at the February 2020 Challenge workshop and on 30 October 2020. Three registers follow: project (contract) risks, delivery risks for the next stages, and closed risks. The delivery register rates five risks Critical: slow or poor external decision making; funding not aligning with recommendations; misalignment between Waka Kotahi, QLDC and ORC across interdependent projects (almost certain, severe); loss of community support; and parking measures not strong enough to push mode shift. Named risk owners are Shaun Hubbard (W2G), Tony Sizemore (NZTA) and Tony Pickard (QLDC). Workshop notes record that the strategic model only stabilised with a four-laned SH6A and 3,000 town centre parks. F2 Property Strategy is a divider page only; its content is not in this file.
QTS-051
These are concept drawings for the Queenstown Town Centre preferred option in the 2020 NZUP Queenstown Detailed Business Case. After two divider pages (Appendix C Preferred Option; Appendix C1 Town Centre Drawings), drawing C200 shows an overall layout plan of the town centre with the arterial route on aerial imagery. Drawings C201-C214 (14 sheets) give general layout plans with the arterial route, covering Melbourne and Henry Streets, Gorge Road, Man/Thompson Streets, Lake Esplanade and town centre streets. They show proposed street layouts, lanes, crossings, bus stops and proposed retaining walls. All sheets are marked 'Conceptual' and 'Not for Construction', dated 13.11.2020, and are to be read with the Preliminary Design Philosophy Statement (APX_C4). No mass rapid transit corridor or corridor protection is shown.
QTS-052
Appendix C14 of the NZUP Queenstown Transport Business Case is a set of preliminary land requirement drawings for NZTA (Waka Kotahi). It has three parts: Town Centre property plans (8 sheets, Stantec/Abley, 13 November 2020); Frankton to Queenstown SH6A preliminary land plans (2 sheets, WSP); and Frankton and Ladies Mile preliminary land plans (WSP). Each sheet shows parcels needed on aerial imagery, with a schedule giving reference number, area in hectares, legal description and owner. Categories include land required for the arterial road, non-arterial roads, state highway, local road, the Frankton bus hub, future bus hub expansion and temporary occupation, plus local road proposed to be stopped for exchange. Owners include QLDC, the Department of Conservation, the Crown and private parties. The largest parcels are recreation reserve on the town centre arterial route (e.g. 1.3363 ha and 1.1734 ha) and DoC land at Frankton (0.840 ha and 0.534 ha). The WSP sheets are stamped 'Not approved' and 'Draft for review'. There is no MRT content.
QTS-053
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.
QTS-054
These are WSP concept design drawings for SH6A Frankton Road between Frankton and Queenstown, forming Appendix C2 of the 2020 NZUP Queenstown Detailed Business Case. After a divider, an overview plan (C-5001) indexes eight plan sheets (C-5101 to C-5108) along the corridor. The sheets show the preferred virtual and targeted bus priority layout: new signalised intersections and crossings, new and future bus stops, a widened lakeside shared path, pedestrian refuge islands and access changes. All sheets are Rev E 'Final' and dated 16/11/2020. No mass rapid transit, MRT alignment or corridor protection is shown.
QTS-055
These are WSP concept design drawings for the Frankton and Ladies Mile elements of the 2020 NZUP Queenstown Detailed Business Case (Appendix C3). An overview plan (C-5001) keys zones Z01-Z10 from Humphrey Street and Kawarau Road through the SH6/6A (BP) intersection and Frankton Flats to Ladies Mile. Zone sheets show Ladies Mile and Stalker Road bus improvements, the Hawthorne Drive intersection, Grant Road to Joe O'Connell Drive and the SH6 link to Hansen Road, the Grant Road intersection, the Frankton (SH6/6A) intersection, and the SH6/Kawarau Road bus hub (Option 1, with an outlined 'future bus hub expansion' area). Further sheets show SH6/Lucas Place and Humphrey Street. Sheets are marked Final, mostly dated 16/11/2020. No mass rapid transit station, MRT alignment or corridor protection is shown, including on the bus hub sheet.
QTS-065
Prepared by Sapere for Queenstown Lakes District Council (QLDC), with contributions from DETA Consulting and Maidstone Associates, this roadmap models pathways to net zero emissions by 2050 for the whole district and tests feasibility of Science Based Targets. It was a priority action of QLDC's March 2020 Climate Action Plan. Using the Tonkin & Taylor 2019 inventory (659,274 tCO2e gross, road transport 36.7%), it models Business as Usual, Modest Change and High Change scenarios, each with three population projections. Modest Change cuts 2050 emissions 44% against Business as Usual; High Change only just meets the combined well-below-2°C and biogenic methane target, and neither pathway meets the 1.5°C target. Gross emissions stay positive in 2050, so about 233 ktCO2e/year would need sequestration under High Change; a parallel study suggests planting around 17,320 ha could sequester over 400 ktCO2e/year. For road transport it assumes 60% (Modest) or 80% (High) mode shift to public transport and active travel by 2050 for journeys on SH6A between Frankton and Queenstown, but finds light-vehicle electrification gives the largest savings. Marginal abatement costs are estimated for vehicle electrification, biofuels, hydrogen, LPG switching, solar PV and waste. The report urges QLDC to aim for the High Change pathway and sets subsector next steps, including full transport network modelling. It does not mention mass rapid transit.
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QTS-062
The NZUP Queenstown Business Case main volume compiles the Summary Report and the Strategic Context, Options Assessment, Preferred Option Assessment, Programme Sequencing, Economic, Financial, Commercial and Management cases, plus the Assurance Process with peer reviews. It was developed under the Wakatipu Way to Go partnership (Waka Kotahi, QLDC, ORC). It finds that SH6A is at capacity and that 40% of SH6A peak trips must be by non-car modes by 2028, rising to 60% by 2048. The preferred programme rests on three pillars: targeted infrastructure (NZUP $90m, CIP $85m), road-based Bus Rapid Transit services, and travel behaviour change. The sequencing table lists 11 elements with lead agencies. The BCR is 2.3 for the elements recommended in the next ten years and 1.5 for the full programme. Phase 8, 'Future offline public transport option (e.g. a gondola)', is costed at $262m with a BCR of 1.7. It is classed 'Other activities – for later re-evaluation', with 'Further investigation beyond 2030'. The Economic Case recommends the offline PT case be revisited after the 2024-27 NLTP. Commute found it fit for purpose; EY and Flow found the work adequate; AECOM, Arup and Waka Kotahi's IQA provided comments, with caveats on mode shift, parking and funding.
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QTS-063
This 157-page Assurance Process chapter (Final, 25 November 2020) records the quality assurance and peer review of the Queenstown Business Case, with reviews and project team responses appended. These comprise a Stantec internal review against the 16 IQA questions (App. A), QLDC feedback (B), an Arup drawings review (C), an AECOM review (D), Matthew Roberts' QLDC review (E), the Waka Kotahi IQA review (F) by Chad Barker, Rob Woods, Graeme Belliss and Brian Waddell, the Commute peer review (G), the Flow transport economics review (H), the EY wider-economic-benefits review (I) and Way to Go Board comments on the Summary (J). An Independent Challenge Team, including Pete Clark, reviewed the emerging programme in February 2020. Commute found the case fit for purpose, Flow found every sensitivity BCR stayed above 1.0, and EY found the WEB analysis robust and defensible. The IQA judged the $262m offline PT solution 'unlikely to be supportable at this stage' as 'too far in the future'. Reviewers asked whether mass rapid transit would proceed. The file is NZTA's copy released under OIA-23524, with individual names withheld under section 9(2)(a).
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QTS-061
WSP's Technical Note 3b sets out future-year public transport (PT) demand modelling for the Queenstown Town Centre, Frankton to Queenstown, and Frankton Transport Business Case, including outputs used in the business case economics and sensitivity tests for the Spatial Plan growth distribution and post-COVID-19 tourism. A bespoke logit-based spreadsheet PT model, fed by Abley's Tracks demand model, was run for 2018, 2028 and 2048 in three peak hours. Only two scenarios were tested with the updated demand: Do Minimum and the NZ Upgrade Programme (NZUP) package, which most closely represents the earlier 'Bus Max' option. The note records that a Mass rapid transit MRT scenario tested in the previous modelling round 'was omitted for implementability reasons', and that a Trackless Tram achieved the highest mode shift but was set aside for feasibility reasons. Results show NZUP keeps SH6A at 82-86% volume/capacity in 2028 while Do Minimum exceeds capacity; PT mode share on SH6A is around 45% at 2028 against around 20-25% at the Shotover and Kawarau Falls bridges. Demand is expected to approach or exceed capacity on SH6A by 2048 in all scenarios. The note concludes that parking control in the Town Centre is critical, that free parking in Frankton undermines PT, and that Ladies Mile land use and access do not sufficiently support PT. The Spatial Plan and COVID-19 sensitivity tests had limited impact on projected PT patronage.
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QTS-208
EY's peer review for NZTA (Waka Kotahi) of the Wider Economic Benefit (WEB) analysis in the Frankton to Queenstown / Queenstown Town Centre business case, dated 17 November 2020. EY concludes the WEB analysis is 'robust and defensible' and aligned with NZTA guidance, using prudent alternatives where specified data was not available. The report covers methodology, pedestrian amenity benefits, unmet demand and sensitivity testing, and is a later standalone version of the EY review held in QTS-042.
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QTS-059
The Strategic Context (Final, 16 November 2020; Chris Baker and Darren Davis) is Part A of the Queenstown Business Case, 'being delivered by Way to Go'. It re-confirms the strategic case set by the 2017 Queenstown Integrated Transport PBC. It documents rapid visitor and resident growth, car-oriented dispersed land use and a constrained network. SH6A practical capacity was exceeded on 140 days in 2019, and 40% of SH6A trips must be non-car by 2028, rising to 60% by 2048. It sets out problem statements for Frankton to Queenstown (efficiency, amenity, safety, resilience) and the Town Centre (efficiency, amenity, safety), agreed at a 9 October 2018 ILM workshop. Four investment objectives follow. It reviews COVID-19 impacts, related projects (NZUP, CIP, spatial plan, masterplans, ferry DBC) and stakeholder engagement. It concludes that investment in the 'three pillars' (PT services, supporting infrastructure and TDM) is needed and that the COVID-19 lull is the time to act. It records that the project began with Mass Rapid Transit, later called HCPT, to be investigated to IBC level.
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QTS-058
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'.
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QTS-057
The Management Case (Final, 16 November 2020; Stephen Carruthers) defines governance, roles, interdependencies, next stages, assurance, change control, benefits realisation, risk, cost management and monitoring. It states the business case 'has been developed under Wakatipu Way to Go', a partnership of QLDC, ORC and Waka Kotahi, and names its governance and management members. NZUP ($90M approved, $16.2M shortfall) and CIP ($85M) are delivered through the Wakatipu Transport Programme Alliance. The unfunded remainder is led by QLDC (local assets), Waka Kotahi (state highways) and ORC (PT). Table 6 assigns next stages, including an ORC PT services DBC, a QLDC TDM SSBC, and an 'Offline PT corridor' business case update with route protection under ORC/QLDC 'Beyond 2030'. It identifies SH6A revocation, the Project Manawa land strip and Frankton hub land as critical issues. It recommends a data improvement plan and lists assurance reviewers, including the Challenge Team, Flow and EY.
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QTS-056
The Commercial Case (Final, 16 November 2020; Stephen Carruthers) explains how the Queenstown Business Case preferred programme will be procured, consented and how property will be acquired. NZUP and CIP are to be delivered with Wakatipu Active Travel Network Stage 1 through the Wakatipu Transport Programme Alliance. Waka Kotahi and QLDC released the RfT on 2 October 2020, with award expected pre-Christmas 2020, four-year delivery and an estimated $200M budget. The unfunded remainder, including the Frankton offline transport hub and 'Offline PT infrastructure and service improvements', is to be procured traditionally as discrete, competitively tendered phases. Most risks are expected to stay with QLDC or Waka Kotahi. Six high-level risks are listed with Way to Go and Waka Kotahi owners. Property is on the critical path. Acquisition follows the Public Works Act and takes at least 18 months; costs include $17.997m for the Stanley Street hub and $82.3m for Arterials Stage 2. Of 37 Frankton to Queenstown consent locations, about half have challenges; the Frankton offline PT hub needs a new designation.
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QTS-060
This short report (Final, 16 November 2020; Stephen Carruthers) sets out the sequencing of the Queenstown Business Case preferred programme. Short-term PT service improvements pave the way for BRT services from 2027, matched by behaviour change measures. Table 1 lists 11 interventions. For each it gives lead organisation, dependencies, trigger points, activity class, IAF profile, capital cost, IAF priority, DBC status and NLTP period, keyed to two location maps. The committed elements are NZUP ($106M, Waka Kotahi) and CIP ($120M, QLDC). Six recommended elements require funding approval: TDM ($1.8M), PT services, on-road PT ($80m plus opex), Stanley/Shotover ($24M), Town Centre Stage 2 ($17M) and Arterial Stage 2 ($43M). Later items are Stanley Street redevelopment ($46m), Arterial Stage 3 ($118M, BCR 0.2) and offline PT improvements including offline PT hubs (Waka Kotahi/ORC, $262M, BCR 1.7, further investigation beyond 2030).
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QTS-050
The Summary Report (Final, 12 November 2020, Alan Kerr) is the executive summary of the NZUP Queenstown Business Case. It was prepared for the Waka Kotahi, QLDC, ORC and Way to Go partners, who were seeking endorsement of the programme. It sets out the case for change: SH6A capacity was exceeded on 140 days in 2019, and non-car trips must rise from 16% to 40% by 2028 and 60% by 2048. It describes the 'three pillars' preferred programme of targeted infrastructure (NZUP $90m, CIP $85m), BRT-style public transport and travel behaviour change. Table 2 sequences 11 interventions with lead agencies, costs, BCRs and NLTP periods. The final element is 'Offline PT Service Improvements, including offline PT hubs' (Waka Kotahi/ORC, $262m, BCR 1.7, further investigation beyond 2030). The BCR is 2.3 for the first ten years and 1.5 for the full programme. For 2021-24 the activities include a Waka Kotahi travel behaviour change SSBC, an ORC PT services and infrastructure DBC, QLDC activities (about $1.7m plus Crown Infrastructure Partners obligations) and Waka Kotahi preliminary Stanley St/Shotover work (p.21).
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QTS-048
A single divider page for Appendix G (Management Case) of the NZUP Queenstown Transport Business Case, published by NZTA (Waka Kotahi). It states: 'No appendices for the Management Case.' The management case content itself is in the main business case document.
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QTS-043
QLDC's 2019/20 Annual Report records capital expenditure 'below estimate by $108.1m' (p.8), $16.2m of it transport timing. The delayed Queenstown Arterials project 'created an unfavourable variance of $20.2m' in grants and subsidies, linked to NZTA approval (pp.7, 10). $67.75m of carry-forwards were approved, including deferred Queenstown parking improvements ($1.31m) and park-and-ride services ($1.25m) (p.13). The three waters and roading capital works KPI was 66% against >80% (p.55). The Council secured $85m of Crown Infrastructure Partners funding for Queenstown streetscapes and arterial stage one (p.28). No mass rapid transit reference was found.
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QTS-038
Waka Kotahi NZ Transport Agency paper to the Investment and Delivery Committee (meeting 17 September 2020) seeking approval of the Queenstown Transport Programme Procurement Strategy and Plan. The Programme combines two Crown Infrastructure Partners-funded shovel-ready projects (Queenstown Town Centre Street Upgrades and Arterials Stage 1), NZ Upgrade Programme (NZUP) public transport and walking and cycling upgrades on SH6 and SH6A, and Wakatipu Active Travel Network Stage 1, valued at circa $230M. After comparing traditional, panel and collaborative models, and competitive, hybrid and pure alliances, it recommends a Pure Alliance procured jointly with Queenstown Lakes District Council (QLDC), with a Memorandum of Understanding between the client partners. Reasons include coordinated delivery to limit disruption, broader outcomes and economic stimulus during COVID-19 suppressed demand. Projects would sit under individual Target Outturn Costs. Future projects (later Active Travel stages, Lakeview, Public Transport Interchange) could be allocated on a 'yours to lose' basis. Attachment 1 shows the NZUP element with a cost cap of $90M.
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QTS-181
ORC Finance Committee agenda, 26 August 2020, with expenditure and funding by activity for the year ended 30 June 2020.
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QTS-033
QLDC's 2020/21 Annual Plan, adopted 25 June 2020, is a COVID-19 revised budget that cut the average rates rise from 6.76% to 1.59% (pp.4, 10). Transport capital is $48.7m against $111.4m in the Ten Year Plan, and parking facilities fall from $24.4m to $3.0m ('Deferral of capex for Queenstown parking') (p.34). Town centre capital is $35.1m, 'approximately $76.6M less than the programme originally outlined', with deferrals tied to NZTA work on the arterial design, Queenstown parking improvements and public transport (p.13). A shovel-ready funding bid to central government was pending (p.8). No mass rapid transit reference was found.
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QTS-174
ORC Annual Plan 2020-21, including funding to trial a Lake Wakatipu passenger ferry.
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QTS-193
ORC media release: consultation on an 18-month Lake Wakatipu public ferry trial and targeted-rate options.
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QTS-027Operative plan
Boffa Miskell's Te Kirikiri / Frankton Masterplan for QLDC (Revision 3, 31 January 2020) sets a 30-year vision and spatial framework to 2048 for Frankton. It was developed by the Way to Go partnership (QLDC, NZ Transport Agency (Waka Kotahi), ORC) alongside the Frankton Integrated Transport Programme Business Case, with two rounds of public engagement. It defines six Masterplan outcomes and eleven key features. These include a Frankton Flats-Lake Link, an SH6 50 km/h urban arterial, an orbital public transport service, transport-oriented development around high capacity PT, a PT interchange and Emergency Precinct at the Frankton Golf Centre site, and a Shotover Delta eco park and district park. Precinct plans cover Quail Rise, Five Mile, Remarkables Park, Frankton Village/QEC, Kimiākau/Shotover Delta and the Airport/Ōterotu. Phasing is 0-5, 5-15 and 15-30 years, and an action plan schedule assigns about 59 actions to Way to Go, QLDC units, QAC, private parties and others. It states that high-capacity PT options including trackless trams, double decker buses and mass rapid transit were being investigated, without choosing a mode.
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QTS-209
Slides from an independent challenge team review of the draft Queenstown Business Case. The reviewers ask whether the investment story sets out the problems clearly, noting this matters 'when significant investments (e.g. gondola) are proposed'. They describe the mode shift forecasts as 'extremely optimistic', ask whether patronage figures are forecasts or targets, and seek more transparency on the model and on how competitive public transport would be against private vehicles. The slides are marked 'Draft & Confidential' and were released with reviewer names withheld.
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QTS-167
ORC Annual Report 2019/20, including the Queenstown Transport Services reserve note.
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QTS-210
NZTA spreadsheet of the business case cost estimates for each activity in the NZ Upgrade Programme Queenstown Package. It lists activities on SH6 Frankton, SH6A Frankton Road and SH6 Ladies Mile with priorities and base and contingency amounts for property, design, MSQA and construction. The expected estimates total about $107.6 million, the figure NZTA's OIA-23524 response gives as the compilation of the package's individual activity costs.
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QTS-026
GHD's Programme Business Case for Te Kirikiri Frankton, prepared for QLDC with partners NZ Transport Agency and ORC under the Way to Go partnership, was developed alongside Boffa Miskell's Te Kirikiri Frankton Masterplan (Appendix A) and sets a 30-year integrated transport programme for Frankton. Two problems were identified: a transport system favouring private vehicles that causes severance (60%), and land use, infrastructure constraints and growth causing congestion (40%). Seven long-list programmes were narrowed to three: Do Minimum, Programme 3 (bus priority then a trackless tram on SH6/SH6A within 10 years) and Programme 4 (a mass rapid transit linking Lake Hayes Estate, Frankton and Queenstown Town Centre within 10 years). Both 3 and 4 met the investment objectives, so the recommended programme is their common elements plus either a ground-based mass transit system or mass rapid transit, with the choice left to further work. It recommends short-term bus priority, an orbital bus trial, active mode links and parking policy; medium-term high capacity public transport, bus hubs, park and ride and new links; and long-term network expansion. Programme 3 is costed at about $295m (range $207m-$383m), Programme 4 at about $366m. Using trackless tram costs and benefits for Frankton only, the BCR is 0.3-0.6, rated low for benefit-cost appraisal but very high for results alignment. Indicative cost shares are NZTA $182.4m, QLDC $83.04m and ORC $28.8m.
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QTS-025
Treasury response of 20 November 2019 to an OIA request about its 8 April 2019 advice 'Treasury Report T2019/862: Publication of Infrastructure Pipeline' and the 12 large roading projects described as 'market ready'. Treasury defines 'market ready' as ready to engage the market with intent to procure through competitive tender, distinguishing it from 'shovel ready', and lists the 12 NZTA projects re-evaluated against the 2018 Government Policy Statement, none in Queenstown. It releases six documents in part (withholding officials' contact details under s9(2)(a) and s9(2)(k)): an Expert Review Panel paper, emails between the Infrastructure Transactions Unit, NZTA and consultant Advisian, a February 2019 slide pack for Ministers, and draft pipeline text. NZTA's February 2019 pipeline data includes four Queenstown/Otago items: SH6A Corridor Improvements ($5-25m, business case complete, construction start 1 March 2021), Stanley St Corridor Improvements ($50-100m, business case underway, joint with QLDC, includes the town centre public transport hub), Grant Rd Kawarau Falls Bridge Corridor Improvements Stage 2 ($25-50m) and the Otago Visiting Driver Signature Project (<$5m). No Queenstown mass rapid transit corridor appears in the released pipeline data.
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QTS-024
QLDC's 2018/19 Annual Report, year one of the 2018-2028 Ten Year Plan, records capital expenditure 'below estimate by $28.7m' (p.7) and some $53m short of the original Ten Year Plan budget (p.10), citing 'delay in the NZTA approval process for major transport improvements in Queenstown'. Carry-forwards of $47.1m were approved (p.13). Town Centre pedestrianisation spent $1.13m of a $2.50m budget (p.7). A capital works KPI of 52% missed the >80% target (p.54). The Wakatipu Way to Go partnership (QLDC, ORC, NZTA) launched in January 2019 (p.3). No mass rapid transit reference was found.
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QTS-023
Beca's Single Stage Business Case for the Wakatipu Active Travel Network (WATN), prepared on behalf of the Way to Go partnership (QLDC, NZ Transport Agency and ORC) with Queenstown Trails Trust, makes the case for a connected walking, cycling and e-mobility network across the Wakatipu Basin, building on the existing recreational trails. It was identified as an activity in the Queenstown Integrated Transport Programme Business Case. Three problem statements (safety barriers, incomplete trails, and car dependence causing congestion) led to investment objectives that were applied through multi-criteria assessment to 12 routes, giving a preferred network. It proposes a Package 1 of about $40m over five years for about 32km of facilities, with benefits of about $98m. Package 1 has a BCR of about 2.6 (Stage 1 2018-2021: 1.8; Stage 2 2021-2024: 3.2), with Queenstown to Frankton (Frankton Track) the highest-value component (BCR 5.9). Package 1 capital cost is $39.64m (QLDC $10.54m, NZTA $27.87m, third parties $1m) at a 51% funding assistance rate; Package 2 (2024-2030) is estimated at $93.78m and is subject to reassessment. Cycling trips across the network are forecast to grow from 3,122 (2016) to 15,055 (2046). The management case proposes a partner steering group and single-organisation maintenance. The case does not assess mass rapid transit; it notes only that the parallel Frankton to Queenstown business case included MRT options in its scope.
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QTS-180
ORC Finance and Corporate Committee agenda, 1 August 2019, with Queenstown network performance and 2018/19 fare revenue and patronage.
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QTS-020
A four-page consultation summary of the draft Te Kirikiri / Frankton Masterplan, published in QLDC's Scuttlebutt newsletter (Issue 132, June/July 2019), with feedback closing 18 July. It explains that the Wakatipu Way to Go partnership (QLDC, NZTA, ORC) developed the Frankton Masterplan and Integrated Transport Programme Business Case, building on 2018 and April 2019 engagement and agreed outcomes. It lists ten key actions to be staged over 30 years to 2048. These include an Airport-Lake Wakatipu Link, upgrading SH6 into a 50 km/h urban arterial, completing the active travel network and a high-frequency, high-capacity orbital public transport loop, and matching intensive land use to high capacity PT corridors. Others are integrating the airport into the PT network and investigating hospital relocation, a new transport interchange and Emergency Precinct at the Frankton Golf Course site, urban parks, a Shotover Delta reserve, relocating rural infrastructure, and expressing cultural heritage. A draft 2048 map and two artist's impressions are included.
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QTS-173
ORC Annual Plan 2019-20 with Wakatipu public passenger transport budget, reserve forecast and targeted rate.
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QTS-019
QLDC's Annual Plan for 2019/20, adopted 27 June 2019, updates year two of the 2018-2028 Ten Year Plan. Total capital expenditure is $163.4m, about $14m (7.8%) below the Ten Year Plan, 'due primarily to the time required to work through NZTA process for some transport-related projects', naming the Town Centre Masterplan arterial roads and parking buildings (p.13). Transport capital is $59.37m against $76.20m in the Ten Year Plan, a $16.83m reduction; parking facilities fall from $11.97m to $1.60m, noted as 'Deferral of capex for Queenstown parking' (p.31). No mass rapid transit reference was found.
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QTS-018
A 12-page summary of the first Wakatipu Way to Go community engagement campaign (1-22 April 2019), run by QLDC, the NZ Transport Agency (Waka Kotahi) and Otago Regional Council. The campaign presented the partnership's projects: Frankton to Queenstown Town Centre business cases, the Wakatipu Active Travel Network, the Frankton Masterplan and Integrated Transport PBC, Grant Road to Kawarau Falls Bridge, and the Wakatipu ferry business case. Responses included 246 online surveys, 374 post-it ideas and conversations with over 700 people; 97% of those surveyed were local. Results: 71% usually travel by private car and 75% said subsidised or free transport would encourage change. On high capacity public transport, 58% preferred the existing Frankton Road route and 42% preferred mass rapid transit along Queenstown Hill from Frankton to Queenstown over the other options proposed. 48% rated high frequency as most important. 68% do not use the ferry. The summary also gives results on parking, trails and priorities for Frankton, plus selected comments.
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QTS-129Operative plan
QLDC's community vision, 'A unique place. An inspiring future', sets eight vision statements, each with community outcomes, that the document says 'underpin everything we do'. Transport sits under Zero carbon communities: public transport as 'the cleanest, greenest, innovative choice for district-wide connectivity', and active travel as part of 'an accessible and safe network for all'.
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QTS-166
ORC Annual Report 2018/19, including the targeted-rate reserve note for Queenstown Transport Services.
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QTS-015
QLDC's 2017/18 Annual Report records council capital expenditure $13.6m below estimate (p.7). The final stage of Hawthorne Drive (Eastern Access Road) opened on 21 December 2017 (p.3), listed at $25.2m in total (p.11). The Chief Executive notes 'the long-awaited $2 Orbus public transport service introduced by Otago Regional Council' (pp.3-4). The report describes the Town Centre Masterplan as 'The 35 year, $385 million programme' (p.30), records Queenstown parking charges raised to encourage mode shift (p.66) and a $1.26m airport park-and-ride capital contribution partly offset by Queenstown Airport income (p.67). No mass rapid transit reference was found.
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QTS-014
QLDC's 2018-2028 Ten Year Plan made the decade's largest transport commitments. Volume 2's capital table (p.11) includes the Queenstown Town Centre Arterial ($148.8m, NZTA assumed to fund 80% or $119.0m), town centre pedestrianisation ($49.5m), Queenstown parking improvements ($48.0m), public transport hubs ($25.5m), Wakatipu walking and cycling ($26.0m), travel management ($5.5m) and water taxi/ferry infrastructure ($6.1m), within a $330.2m Town Centre Masterplan programme. NZTA was assumed to fund $242m over ten years, unconfirmed until 2019 (Vol 1 p.23). The growth assumptions note that 'Other options being explored through the Mass Rapid Transport Solution between Frankton and Queenstown include light rail and a gondola' (Vol 2 pp.36-37), the first QLDC corporate-plan reference to mass rapid transit found in this set.
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QTS-013
Five-part spatial framework (Version 7, final issue, 14 June 2018) prepared by LandLAB for Queenstown Lakes District Council (QLDC) as the spatial and public realm component of the Queenstown Town Centre Masterplan. It sets the vision 'Supporting a thriving heart to Queenstown, now and in the future', informed by the masterplan Investment Logic Map and community engagement (289 responses in July-August 2017). Twelve 'key moves' (including a blue-green lakefront, a civic axis and Community Heart, the 'Gardens to Gondola' pedestrian connection, laneways, Horne Creek, town centre arterials as a catalyst and an integrated public transport and active travel network) inform five design strategies for precincts, streetscape, movement, open space and built form. The movement strategy redirects traffic onto the town centre arterials, creates a Stanley Street on-street transport interchange, relocates 30% then over 60% of on-street parking to the edge of the centre, adds cycle routes and water-based access, and seeks to 'future proof' for light rail and/or a mass rapid transit linking the town centre and Queenstown Airport. A four-stage implementation plan (2019-2028) and ten priority projects sequence the arterials, parking buildings, PT hub, ferry infrastructure and public realm upgrades. It includes 'progressive investigation of mass rapid transit options' in Stage One and early works for a potential Mass Rapid Transit terminal in Stage Two. No costs are given.
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QTS-012
Abley slide presentation, dated 21 March 2018, summarising the Queenstown Integrated Transport Programme Business Case (QITPBC) prepared for partners NZTA, QLDC, ORC and Queenstown Airport Corporation. It covers PBC development, the evidence base (problem statements weighted 67% and 33%, traffic growth on SH6/SH6A, airport and tourism growth, Thinkplace liveability findings, mode share and parking occupancy), the nine programmes assessed and the selection of the Balanced PT and Active Modes Focus programme. A peak hour demand versus capacity chart for SH6A adds water taxis from 2019, PT Stage 2 and ferries from 2023, and 'MRT 2040'. A map shows an indicative MRT corridor 'Beyond 2027'. Stated outcomes are 30% alternative mode share (up from 15%), a 16-minute Queenstown-Frankton travel time reduction and 3-minute variability in the 2045 AM peak. Conclusions stress partner commitment, the 'potential role of alternative funding mechanisms (e.g. MRT)', the risk that private vehicle use does not fall, and inter-agency alignment.
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QTS-165
ORC Annual Report 2017/18. Records launch of the new Wakatipu public transport network on 20 November 2017 and the Queenstown Transport Services targeted reserve movements.
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QTS-253
The agenda for QLDC's meeting of 14 December 2017 includes reports on the town centre masterplan and the Queenstown town centre arterials business case. The document is the meeting agenda, which includes those reports for decision.
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QTS-250
QLDC's section 32 evaluation of 1 November 2017 assesses the Proposed District Plan transport chapter, covering parking, travel demand and roads. The report is dated 1 November 2017.
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QTS-252
This November 2017 list sets out Otago and Southland transport activities that already had funding approved, including projects in the Queenstown area. The tables are stated as at 1 November 2017.
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QTS-011
Draft programme business case (Rev 2.5, November 2017) prepared by Rationale Limited for Queenstown Lakes District Council (QLDC). It brings together the town centre arterials, parking and public and passenger transport facilities indicative business cases, the spatial framework, public realm improvements and a Community Heart into one integrated Queenstown Town Centre Masterplan investment story to 2050. The strategic case cites SH6A between Frankton and the town centre operating at 88% of its 28,500 vehicles/day capacity (expected 100% by 2026), active and public transport below 13% of inbound travel, and parking-search traffic causing 30% of town centre congestion. Seven programmes were assessed; Programme 6 (new arterials, Stanley Street PT hub, appropriate parking supply and town centre improvements) is preferred. The programme costs about $385 million over ten years, with a BCR of 1.7, although the incremental analysis favours Programme 3 and an NZTA reviewer raised concerns about patronage assumptions. QLDC's borrowing capacity is a binding constraint, so PPPs, Crown funding and deferral are proposed. An alliance of QLDC, NZTA and ORC is proposed, and detailed business cases are to follow in 2018. The programme includes 'Preservation of mass transit corridor options', and its implementation schedule shows mass rapid transit planning from 2028 and mass rapid transit construction completing in 2037.
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QTS-251
Rationale's November 2017 business case for QLDC assesses a town-centre arterial and notes that mass rapid transit may be required later. It does not assess a mass rapid transit mode.
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QTS-010
Indicative business case (Rev 2.6, November 2017) prepared by Rationale Limited for Queenstown Lakes District Council (QLDC) as part of the Queenstown Town Centre Masterplan programme, drawing on Beca's Passenger Transport Requirements report. It finds that SH6A is at 88% of capacity (100% by 2026), buses are frequently late due to congestion, the Camp Street bus hub is at capacity and a new hub is needed by 2023, and peak-hour PT mode share must rise from 5% (2018) to 22% (2025) and 41% (2045). Of three shortlisted programmes, Programme 5, an on-street interchange on Stanley Street with 6-8 bus bays and a passenger building, was preferred over an 11-bay off-street option on cost, operational and safety grounds. The programme also reallocates coach, taxi and loading zones, adds bus priority, develops ferry wharves and scheduled ferry services, ITS and marketing. It costs about $33.8 million, with NZTA funding assumed at 51% FAR and PPP options to be investigated; the wider masterplan BCR is 1.7. The case recommends acceptance and progression to a Detailed Business Case in 2018. It explicitly proposes that a mass transit solution (mass rapid transit. The source also names a ferry, which is not mass rapid transit,) between Frankton and the town centre be studied and planned, with construction around or beyond 2037, and notes a designation may be required for the route.
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QTS-009
QLDC's 2016/17 Annual Report records capital expenditure $10.8m below estimate, mostly timing (p.7). Roading and footpath capital was $15.795m (p.71). Eastern Access Road stage one opened with a temporary seal, $7.8m spent in the year (pp.4, 31, 71). The airport park and ride 'now provides paid parking for 150 vehicles and a free shuttle service to and from the airport', with $0.9m recorded (pp.32, 71). Frankton parking changes were made and $715,077 was carried forward for the Queenstown Town Centre strategy (pp.11, 32). Several roading KPIs were missed, including fatal and serious crashes (15 against <13). No mass rapid transit reference was found.
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QTS-008
Indicative business case prepared by Rationale Limited for Queenstown Lakes District Council (QLDC) as one of a set of business cases making up the Queenstown Town Centre Masterplan programme. It finds town centre parking is at about 90% occupancy at 1pm, that circulating traffic searching for parking contributes around 30% of town centre congestion, and that cheap or free parking undermines public transport. From a longlist of options, three programmes were shortlisted and Programme 6 (multiple new and upgraded fringe parking sites with 'appropriate supply') was preferred. The programme combines intelligent transport systems, enforcement, marketing, demand management pricing, conversion of free on-street parking to paid parking, park and ride (at least 600 spaces, 2018-2026), bike parking and new or upgraded off-street parking buildings on the town centre fringes. The ten-year cost is about $56.7 million, of which $42.9 million is for parking buildings that may be privately funded, leaving about $14.1 million to QLDC. Parking was assessed within the wider masterplan programme, which achieved a BCR range of 2.5-4.7. The case seeks endorsement to proceed to a detailed business case and proposes a QLDC-NZTA-ORC alliance to oversee transport projects. It refers in passing to a future mass rapid transit solution, possibly mass rapid transit or light rail, from 2037, and reproduces a masterplan schedule showing mass rapid transit planning from 2028 and construction by 2037.
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QTS-172
ORC Annual Plan 2017-18. Introduces subsidised Wakatipu bus services and the $2 GoCard fare trial, funded by ORC targeted rates, NZTA grants and a QLDC contribution.
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QTS-195
ORC media release: ORC and QLDC confirm funding for the subsidised Wakatipu bus network and $2 fare trial, alongside NZTA funding.
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QTS-006
Programme business case prepared by Abley Transportation Consultants for the NZ Transport Agency with investment partners Queenstown Lakes District Council (QLDC), Otago Regional Council (ORC) and Queenstown Airport Corporation, bringing together earlier Frankton Flats, Town Centre and Wakatipu public transport business cases. It defines two problems: growth causing unreliable trips and worsening customer experience, and car dominance harming liveability. SH6A was operating at 88% of its 28,500 vehicles/day theoretical capacity, expected to reach 100% by 2026. From about 100 options, nine programmes and four short-listed variants were assessed; stakeholders selected the 'Balanced Public Transport and Active Modes Focus' programme. It combines committed works, bus priority on SH6A, public transport service and hub improvements, park and ride, a water taxi/ferry network, a mass rapid transit corridor from Frankton to the town centre, a town centre arterial, active travel investment, a parking strategy and town centre pedestrianisation. Estimated cost is $447-647 million with a BCR of 0.7-1.0. Outcomes by 2045 include 30% alternative mode share and a 16-minute travel time saving. The MRT corridor ($160 million expected cost) is placed in the long term (2027 or beyond), represents 41% of programme cost and is identified as an opportunity for private investment or alternative funding.
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QTS-007
One-page image extract of section 4.1 'Programme overview' of the Queenstown Integrated Transport Programme Business Case (Version 4, 16 June 2017). It records that stakeholders selected the Balanced Public Transport and Active Modes Focus programme as the recommended programme, and lists its core elements: completing planned infrastructure upgrades; bus priority on SH6A, 'a Mass Rapid Transit (gondola)' and an extensive water taxi network; active travel investment including an extra Shotover River crossing; improved public transport routes, frequency and fares; Mobility as a Service and workplace travel plans; a parking strategy; and town centre pedestrianisation. It also lists QLDC activities outside the formal programme.
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QTS-005
Addendum by Otago Regional Council (ORC) amending the Regional Public Transport Plan Otago 2014 to put in place a new Wakatipu Basin bus network following the 2016/17 Wakatipu Public Transport Network Review and the need to contract services under NZ Transport Agency's Public Transport Operating Model (PTOM). It sets out 14 amendments: a simplified four-route network (Arrowtown-Frankton-Queenstown-Arthurs Point; Fernhill/Sunshine Bay-Queenstown-Airport-Remarkables Park; Kelvin Heights-Frankton-Five Mile; Jacks Point-Frankton-Shotover Country-Lake Hayes Estate) operating 15-60 minute frequencies, a flat fare for GoCard users and a three-zone cash fare, two PTOM contract units, collaboration with the Ministry of Education and Queenstown Airport Corporation, and supporting measures such as new ticketing, journey planner and bike racks. Success is stated to rely on QLDC addressing the availability of low-cost parking and on a QLDC financial contribution. It targets 50% farebox recovery in the long term and cites a 20% mode-share goal from the 2007 Wakatipu Transport Strategy. Medium to long term projects are deferred to the Queenstown Integrated Transport Programme Business Case. The network was expected to commence in the third quarter of 2017, subject to funding approvals.
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QTS-249
The March 2017 Wakatipu Basin Land Use Planning Study, prepared for QLDC, describes rural landscape capacity and growth, with limited comment on roads. The report is marked final.
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QTS-004
Final report (February 2017) of the Queenstown Transport Taskforce, a volunteer group of local industry representatives and residents established by Shaping Our Future after public forums in 2015, with a second forum on the draft in November 2016. It sets a 2046 vision of an 'innovative, functional, integrated, multi-modal and sustainable transport system'. Its main recommendation is that Queenstown Lakes District Council (QLDC) lead the creation of a single Transport Entity of QLDC, NZTA and Otago Regional Council (ORC) to plan, fund and implement transport improvements. The entity would pursue integrated strategic and spatial planning, a district-wide long-term transport strategy including a Wakatipu masterplan, protection of public transport corridors and hubs, a shift from private and rental cars to public transport and innovative modes (e.g. automated shared vehicles, e-bikes, water taxis, mass rapid transit, monorail), commuter cycling corridors, progressive pedestrianisation of the CBD, and new funding sources such as a visitor levy or congestion charging. More detailed recommendations cover bus priority or a dedicated public transport corridor Frankton-CBD, behaviour research, parking management, community culture and funding. The report includes a baseline analysis and KPIs.
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QTS-003
QLDC's 2015/16 Annual Report reports performance against year one of the 2015-2025 Ten Year Plan. Council capital expenditure was $14.4m below estimate (p.6); $8.2m of roading capital was delivered (p.61). The Eastern Access Road route was finalised, design peer reviewed and NZTA funding secured, with $1.25m spent and $2.9m carried forward (pp.5, 11, 60). The report records a CBD parking review, Frankton and central Queenstown parking changes, a district Transport Strategy aiming to make public transport 'affordable, reliable and accessible', and initial investigation of park and ride for Queenstown (pp.5, 60). Several roading cost KPIs were not met (p.62). No mass rapid transit reference was found.
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QTS-246
QLDC's report of 30 June 2016 recommends parking, loading and bus-stop changes in the town centre under the Queenstown Town Centre Transport Strategy. The report was prepared for the council meeting that day.
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QTS-247
QLDC's report of 30 June 2016 sets the implementation plan and indicative timing for the Queenstown Town Centre Transport Strategy work programme. It notes a $420,000 investigations budget in the 2016/17 annual plan.
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QTS-248
QLDC's Annual Plan 2016/17 sets that year's funding for transport, including investigations into the Inner Links project in Queenstown town centre. The plan raises the Inner Links business-case budget to $232,000 and allocates a further $420,000 to designation options.
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QTS-245
QLDC's August 2015 section 32 report evaluates the Queenstown Town Centre chapter, including parking, access and how land use and transport fit together. Transport is considered where it affects the town centre zone.
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QTS-002
QLDC's 2015-2025 Ten Year Plan (Long Term Plan), adopted 30 June 2015, sets the Council's ten-year activities, budgets and financial strategy. Transport is framed largely as strategy rather than itemised capital: the plan allows 'over $184m for roading, footpaths and transport, spread over ten years' (Vol 1 p.50), brings the Eastern Access Road forward with an $8.30m budget increase (Vol 1 pp.10-11), records consultation on a draft Queenstown Town Centre Transport Strategy, and reports that 51.4% of 311 submitters opposed higher parking charges, after which Council decided it 'will not increase parking cost in isolation' (Vol 1 p.50). Volume 2's capital table lists the Eastern Access Road ($13.3m) and road renewals but no parking, public transport or cycleway lines in the portion read. No mass rapid transit reference was found.
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QTS-244
The Otago Southland Regional Land Transport Plans 2015–2021 set funding priorities for the two regions, including Queenstown transport projects. The plans were prepared by the Otago and Southland regional transport committees.
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QTS-243
Queenstown Trails for the Future 2015–2025, prepared by TRC Tourism for the Queenstown Trails Trust, sets a ten-year plan for the Whakatipu trail network. It succeeds the 2004 Wakatipu Trails Strategy.
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QTS-242
These documents are the transport evidence for Plan Change 50 at Lakeview, from the August 2014 integrated assessment to the February 2015 joint statement. They cover traffic and parking for the town-centre plan change. Traffic Design Group prepared the assessment for QLDC, and the joint statement records where the traffic experts agreed and disagreed.
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QTS-241
The Otago Regional Public Transport Plan 2014 sets the region's bus services, including those in the Wakatipu Basin, and includes later addendums. The May 2017 Wakatipu Basin addendum is also held as QTS-005.
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QTS-240
Traffic Design Group's 21 December 2012 assessment considers traffic effects of the Henley Downs plan change on the Kingston Road corridor. It was prepared for RCL Queenstown Ltd.
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QTS-239
QLDC's August 2012 monitoring report reviews whether the District Plan's transport rules are working, ahead of the review of the district plan. It finds the provisions are largely working, with room to align them to later strategies.
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QTS-238
Volume 1 of QLDC's 10 Year Plan 2012–22, adopted on 13 July 2012, summarises the council's activities, including the transport programme for that decade. Transport is one of the activities covered in this volume.
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QTS-237
Traffic Design Group's transportation assessment for Remarkables Park Limited considers traffic effects of private plan change 34 on Frankton Flats. The assessment itself is dated 22 December 2010.
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QTS-236
Traffic Design Group's March 2011 assessment for Shotover Property Investments Ltd considers traffic effects of a private plan change beside Ladies Mile. The report is marked final and is dated 29 March 2011.
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QTS-235
Traffic Design Group's 11 February 2010 assessment considers traffic effects of the Shotover Country plan change on State Highway 6 at Ladies Mile. The report is marked final.
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QTS-234
Traffic Design Group's October 2008 assessment considers the traffic effects of Plan Change 25 at Kingston, on State Highway 6 south of Queenstown. It finds that wider traffic effects would be minor and that local effects can be addressed at subdivision.
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QTS-232
The agenda for the QLDC meeting of 29 February 2008 includes a progress report on implementing the Wakatipu Transportation Strategy and its steering group. Transport is one item on a full council agenda.
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QTS-233
QLDC's Annual Plan 2008/09 sets the council's transport and roading budgets for the year after the Wakatipu Transportation Strategy was published. It is the council's plan for that financial year.
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QTS-001
Joint strategy of Queenstown Lakes District Council (QLDC), Transit New Zealand and Otago Regional Council (ORC) setting the direction for Wakatipu transport to 2026. It warns that under a 'do nothing' approach Frankton Road (SH6A) would carry bumper-to-bumper traffic averaging 20 km/h by 2026, and states there is no 'business-as-usual' option of private cars meeting future growth. The strategy combines four measures: travel demand management; roading development (a 'people corridor' on Frankton Road with bus priority lanes and access management, a Frankton Flats arterial network and state highway intersection upgrades, and investigation and route protection of an 'eastern route' to Gorge Road and a Boyd Road link for after 2026); passenger transport (a high-frequency bus system, about every four minutes on Frankton Road when fully implemented, with ferry and park-and-ride); and parking management (completing Man Street and Gorge Road parking, about 1,250 spaces, CBD parking management and commuter parking constraint). A bus system is recommended for its responsiveness and cost effectiveness compared with other types of systems. Parking measures are estimated to shift about 20% of car trips to passenger transport by 2026. An implementation plan assigns lead agencies across 2007-2010, 2011-2015, 2016-2026 and post-2026. No mass rapid transit is mentioned.
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QTS-231
These are the section 32, transport and infrastructure reports for Plan Change 19 at Frankton Flats (B), prepared between 2007 and the June 2008 hearing. They cover roads, parking, buses, travel demand and how the Frankton Flats infrastructure could be funded. The section 32 report has no printed month, so that file is dated circa 2007.
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QTS-230
QLDC's April 2007 growth management strategy sets out how the district will manage where urban growth goes and how it is serviced, including transport. The published strategy is marked final.
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QTS-229
The May 2004 Wakatipu Trails Strategy sets priorities, estimated costs and an implementation plan for walking and cycling trails across the Wakatipu Basin. Tourism Resource Consultants prepared it with Natural Solutions for Nature and Beca, for the Wakatipu Trails Trust.
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QTS-228
Hill Young Cooper's study for QLDC sets out how Queenstown and Wanaka might look and function over 20 years, and the transport effects of those options. The copy is marked final draft and is dated 6 February 2004.
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QTS-227
Tomorrow's Queenstown records the community vision from the May 2002 workshops, including directions for growth, access and the local transport network. It covers Queenstown, Frankton and the wider Wakatipu Basin.
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