Confirmed Elements...Confirmed elements Prepared for Greater Wellington Regional Council and Transit...
Transcript of Confirmed Elements...Confirmed elements Prepared for Greater Wellington Regional Council and Transit...
Confirmed elements 18 February 2005
Confirmed elements
Prepared for
Greater Wellington Regional Council
and Transit New Zealand Prepared by Maunsell Limited 10th Floor, KPMG Centre, 135 Victoria Street, PO Box 27 277, Wellington, New Zealand T +64 4 382 2999 F +64 4 382 2998 www.maunsell.com
In association with Boffa Miskell Limited & Environmental Management Services Limited 18 February 2005
1
Contents
Executive summary 1
1. Introduction 4
2. Standards of improvements 4
3. Identified elements 6
1
Executive summary This report documents the elements identified for the Western Corridor Transportation Study and identifies the rationale behind the selection of elements for further consideration. The initial list of project elements was identified from the following sources
• consultation • peer review workshop • Technical Steering Group workshop • Review of relevant previous reports.
Two groups of elements have been selected for further review. The following table identifies the elements that will be assessed and costed.
Elements to be considered
Element No. Description
RAIL IMPROVEMENTS RT1 Double track north/south junction. Double track the existing single
track section between Pukerua Bay and Paekakariki RT2 Double track MacKays to Raumati. Double track the existing single
track section between MacKays Crossing and Raumati RT3 Double track Raumati to Paraparaumu. Double track the existing
single track section between Raumati and Paraparaumu RE1 Extension of commuter network. Electrification of Waikanae section
(starting north of existing Paraparaumu station) RS1 New rail station at Lindale RS2 New rail station at Raumati, located between Poplar Avenue and
Leinster Road RS12 Improved cycle storage at stations RM2 Management of rail priorities: freight secondary to commuter trains RM6 Free carriage of bicycles RM7 Passenger real time information HIGHWAY IMPROVEMENTS HT1 Transmission Gully 4 lane for the full length HT4 Transmission Gully 2 lane for the full length HT7 Transmission Gully 4 lane for the full length. Includes the removal of
temporary improvements at Mana HC1 Coastal Upgrade + 2 lanes (Motorway). Over Transmission Gully
2
Elements to be considered
Element No. Description
length HC2 Coastal upgrade +2 lanes through Mana. Over Transmission Gully
length HC4 Coastal Upgrade - expressway concept. Over Transmission Gully
length HC5 Intersection and Bottleneck Upgrades. Involves small scale physical
works at the following locations; Whitford Brown Avenue, Mana, Paekakariki, Pukerua Bay, Paraparaumu, Otaihanga Road, Waikanae
HC6 Northern SH1 Upgrade + 2 lanes (Motorway). From MacKays Crossing to Peka Peka
HC7 Northern SH1 Upgrade + 2 lanes (Expressway) . From MacKays Crossing to Peka Peka
HC8 Southern SH1 Upgrade + 2 lanes (Motorway). From Ngauranga Gorge to south of Linden
HP1 Parallel local road to SH1 from Johnsonville to Pukerua Bay
HP2 Parallel local road to SH1 from Fishermans Table to Poplar Avenue HP3 Western Link Road. Runs from Poplar Avenue to Peka Peka. Is a
parallel local road to SH1 HE3 Grays Road HE5 New route Pauatahanui to Taupo Swamp TRAVEL DEMAND MANAGEMENT TR1 Car pooling / sharing TR2 Marketing and promotion. Multi modal access guides TR3 Travel Planning TR4 ITS/ ATMS TR6 Transmission Gully toll TR10 Incident management TA1 Cycle routes TA2 Walkway routes
3
The elements in the following table will be modelled in the WTSM and if they are observed to provide sufficient benefits for the corridor they will be assessed.
Elements to be considered where modelling supports
Element No. Description
RAIL IMPROVEMENTS RS3 New rail station at Aotea RS4 New rail station at Glenside RS5 New rail station at Newlands RS6 New rail station at MacKays RS7 Removal of station at Muri / Pukerua Bay RS8 Removal of station at Redwood / Takapu RS9 Park and ride capacity improvements. RS10 A bus rail interchange at Lindale RS11 A bus rail interchange at Porirua HIGHWAY IMPROVEMENTS HT2 Transmission Gully 4 lane for the southern section only ( Linden to
SH58) HT3 Transmission Gully 4 lane for the south section, 2 lane for the north
section HT5 Transmission Gully 2 lane reversible flow HT6 Transmission Gully 4 lane for the northern section (SH58 to
MacKays Crossing) HE1 Paekakariki Hill Road HE2 Akatarawa Road HE4 SH58 HE6 Petone- Grenada Link HE8 Belmont- Porirua Link
TRAVEL DEMAND MANAGEMENT TP1 Parking Charges TR5 HOV lanes. From Johnsonville south
4
1. Introduction This report documents the elements identified for the Western Corridor Transportation Study and identifies the rationale behind the selection of elements for further consideration. The initial list of project elements was identified from the following sources
• consultation • peer review workshop • Technical Steering Group workshop • Review of relevant previous reports.
The WCTS is a strategic study and consequently the elements will be defined at a strategic level. For instance this study will not specifically address the intersection treatment at Paekakariki in isolation. It will however consider the appropriate standard of highway through this area (eg rural highway, expressway, motorway etc.) and in this fashion the intersection treatment will be defined. The level of detail of particular elements in this study will be sufficient to allow robust comparisons between the elements. The projects identified in the Corridor Plan resulting from this study will then be investigated at a greater level of detail in further studies and the specific details for any particular element will be clearly determined.
2. Standards of improvements The standard of the elements has been developed around affordability, safety and recognised standards. It is very important to provide a degree of consistency between the various element standards so that comparisons can be made between elements. The general philosophy has been to identify existing standards and apply them if they have not been determined to be significantly inadequate. (eg Steyne Avenue rail crossing would be replaced with a similar level crossing). Where elements are directly competing similar standards will be applied (eg curve radii on TGM will be consistent with curve radii on any coastal route)
The standards adopted are
Rail improvements
Track Geometry Maximum gradients not to exceed existing
Existing minimum curve radii to be matched or bettered
Station Build Quality Petone Station Rebuild
5
Highway improvements
Standards Speed Geometry Intersections
Desirable minimum radii
Absolute minimum radii
Expressway 80/100 900 500
Grade separated major intersections, only left turns permitted for minor intersections and accesses, Key intersection movements to be ramped
Motorway 100 1600 900 All intersections grade separated and all movements ramped
Note TGM has vertical gradients up to 8% and minimum curve radii of 550m
Current curves on SH1 include Newlands curve (200m radius), Tawa Interchange curves (325m radii), South Mungavin Curves (400m radii)
Local road improvements
The standard of local road improvements will be matched to the existing standards except in the following cases
• where the current standard is clearly inadequate • Grays Rd ( for any comparison between Coastal and TG routes).
Base case
The base case is the current network plus currently committed construction projects of:
• Lindale Grade Separation • MacKays Crossing Grade Separation • Mana/Plimmerton Improvements • Inner City Bypass (Stage 2).
All assessments will be made for the projected medium growth traffic volumes in 2016. Sensitivity testing will be used to consider variations to this growth.
The philosophy of the base case is based around nil change from existing. This philosophy will be applied where the base case has not been explicitly stated (e.g. it will be assumed the vehicle fleet and its emission standards will be similar to existing).
6
3. Identified elements The initial list of elements was identified from:
• consultation • peer review workshop • Technical Steering Group workshop • review of relevant previous reports.
Elements were grouped together into similar categories and an initial analysis was carried out to identify the most promising elements within each category. This analysis considered the following questions
1. is the element likely to meet the Target Minimum Performance Levels 2. is the element affordable 3. will the element maintain or improve safety levels 4. are there elements with less effect on the triple bottom line ( economic,
environmental, social) that provide similar benefits 5. is the element a grander version of a competing element and therefore
should only be considered if the less grand element looks promising
The process of element selection and refinement is likely to be iterative. Where further analysis indicates that some of the elements not taken forward from the initial analysis may have benefits these elements will be considered at a later stage.
Each project element is identified and described in the table below. The rationale for selection of elements for modeling and specialist asssement is also provided. In some cases the table indicates that assessment will occur if supported by the modeling. This means that the element will be subject to full assessment if the modeling of the element in the Wellington Transport Strategy Model demonstrates that there are overall transportation benefits to the corridor.
Similarly “No unless RT3” means that the element will not be assessed unless the evaluation of, in this case, RT3 shows that the project is likely to have worthwhile potential.
1
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
Ra
il (R)
Trac
k imp
rove
ments
(T)
RT1
Doub
le tra
ck no
rth/so
uth ju
nctio
n. D
ouble
tra
ck th
e exis
ting s
ingle
track
secti
on
betw
een P
uker
ua B
ay an
d Pae
kaka
riki
Yes
Initia
l ope
ratio
nal a
nalys
is su
gges
t that
the si
ngle
track
secti
on
betw
een N
orth
and S
outh
Junc
tions
does
not p
rovid
e the
pr
imar
y con
strain
t to op
erati
on of
mor
e fre
quen
t sub
urba
n pea
k ho
ur tr
ain se
rvice
s. Th
ere i
s how
ever
a sig
nifica
nt am
ount
of co
ncer
n abo
ut the
affec
t that
this s
ectio
n has
on sy
stem
relia
bility
, on t
ime p
erfor
manc
e and
the a
bility
to re
cove
r fro
m ou
t of c
ourse
runn
ing.
RT2
Doub
le tra
ck M
acKa
ys to
Rau
mati.
Dou
ble
track
the e
xistin
g sing
le tra
ck se
ction
be
twee
n Mac
Kays
Cro
ssing
and R
auma
ti
Yes
This
secti
on of
trac
k rep
rese
nts th
e prim
ary c
onstr
aint to
the
intro
ducti
on of
mor
e fre
quen
t pea
k hou
r sub
urba
n rail
servi
ces
to Pa
rapa
raum
u. Th
e len
gth of
doub
le tra
ck re
quire
d will
be
deter
mine
d as p
art o
f an o
pera
tiona
l ana
lysis.
It is
poss
ible t
hat
doub
le tra
ck m
ay be
requ
ired f
or th
e full
dista
nce b
etwee
n Ma
ckay
s Cro
ssing
and P
arap
arau
mu.
RT3
Doub
le tra
ck R
auma
ti to P
arap
arau
mu.
Doub
le tra
ck th
e exis
ting s
ingle
track
secti
on
betw
een R
auma
ti and
Par
apar
aumu
Yes
This
secti
on m
ay ne
ed to
be du
plica
ted as
part
of the
prov
ision
of
more
freq
uent
servi
ces t
o Par
apar
aumu
. It m
ay al
so re
quire
du
plica
tion i
f ser
vices
are e
xtend
ed to
Waik
anae
, dep
endin
g on
the fr
eque
ncy o
f ser
vice a
pplie
d. RT
4 Do
uble
track
Par
apar
aumu
to W
aikan
ae.
Doub
le tra
ck th
e exis
ting s
ingle
track
secti
on
betw
een P
arap
arau
mu an
d Waik
anae
No un
less R
T3
The n
eed f
or du
plica
tion o
f this
secti
on of
trac
k only
come
s into
pla
y if s
ubur
ban s
ervic
es ar
e exte
nded
to W
aikan
ae an
d ser
vice
frequ
ency
requ
ireme
nts ar
e bett
er th
an 15
minu
tes.
This
eleme
nt wi
ll be e
xami
ned i
n mor
e deta
il as p
art o
f the
oper
ation
s ass
essm
ent h
owev
er it
would
be un
likely
that
this
2
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
level
of se
rvice
freq
uenc
y will
be re
quire
d fro
m W
aikan
ae w
ithin
the st
udy p
eriod
. RT
5 Do
uble
track
Waik
anae
to O
taki.
Doub
le tra
ck th
e exis
ting s
ingle
track
secti
on
betw
een W
aikan
ae an
d Otak
i
No un
less R
T4
The p
opula
tion o
f Otak
i doe
s not
supp
ort a
freq
uent
servi
ce
nece
ssita
ting d
ouble
trac
king t
o Otak
i.
RT6
Doub
le tra
ck O
taki to
Auc
kland
. Dou
ble
track
the e
xistin
g sing
le tra
ck se
ction
s be
twee
n Otak
i and
Auc
kland
.
No un
less R
T5
This
is ou
tside
the s
cope
of th
is co
rrido
r stud
y
RT7
Pass
ing lo
ops a
t var
ious l
ocati
on
No
Pass
ing lo
ops w
ould
need
to be
in th
e ord
er of
10km
leng
th to
allow
expr
ess t
rains
to ov
ertak
e ser
vices
stop
ping a
t eac
h sta
tion.
Give
n the
lack
of ro
om in
the c
orrid
or an
d the
top
ogra
phy t
he co
st of
such
a pa
ssing
loop
wou
ld be
very
expe
nsive
. Cap
acity
can b
e pro
vided
bette
r with
doub
le tra
cking
sin
gle se
ction
s and
incre
asing
the l
ength
of tr
ain se
ts.
RT8
3rd tr
ack.
A de
dicate
d fre
ight tr
ack.
No un
less R
T7
Only
one f
reigh
t train
is sc
hedu
led th
roug
h the
AM
peak
. Its
spee
d is s
imila
r to t
he co
mmute
r tra
in sp
eeds
thro
ugh t
he
corri
dor.
Most
metro
polita
n ser
vices
plac
e a cu
rfew
on fr
eight
servi
ces d
uring
peak
hour
s whe
n max
imum
trac
k cap
acity
is
reac
hed r
ather
than
cons
truct
an ad
dition
al fre
ight tr
ack
RT9
4th tra
ck.
No un
less R
T8
A fou
rth tr
ack i
s unn
eces
sary
RT10
Ra
il tra
ck im
prov
emen
ts to
incre
ase s
peed
. Ca
rry ou
t gra
de ea
sing.
No
Time g
ains w
ill on
ly be
in th
e ord
er of
seco
nds t
hat w
ill ha
ve no
ma
terial
effec
t on t
he de
sirab
ility o
f the s
ervic
e. Co
nstru
ction
co
sts w
ill be
very
expe
nsive
for li
ttle if
any g
ain. T
he cu
rrent
use
of ad
dition
al loc
omoti
ves f
or fr
eight
trains
over
the
Puke
rua B
ay
hill s
ectio
n mitig
ate th
e wor
st of
the gr
ade e
ffects
.
3
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
RT11
Ra
il tra
ck im
prov
emen
ts to
incre
ase s
peed
. Ca
rry ou
t cur
ve ea
sing.
No
Time g
ains w
ill on
ly be
in th
e ord
er of
seco
nds t
hat w
ill ha
ve no
ma
terial
effec
t on t
he de
sirab
ility o
f the s
ervic
e. Co
nstru
ction
co
sts w
ill be
very
expe
nsive
for li
ttle if
any g
ain
RT12
Ra
il tra
ck im
prov
emen
ts to
incre
ase s
peed
. Re
move
heigh
t res
trictio
ns.
No
Comm
uting
capa
city c
an be
prov
ided b
y inc
reas
ing th
e len
gth of
tra
ins ra
ther t
han n
eedin
g to d
ouble
deck
. No h
eight
incre
ases
ar
e nec
essa
ry for
comm
uter t
rains
. Heig
ht re
strict
ions f
or
conta
iners
have
rece
ntly b
een e
ased
by lo
werin
g the
floor
of th
e tun
nels
on th
e Pae
kaka
riki c
oast
secti
on. A
ny su
ch fu
rther
wor
k sh
ould
be co
mplet
ed in
line w
ith a
natio
nal s
trateg
y and
outsi
de
the sc
ope o
f this
study
RT
13
Rail t
rack
impr
ovem
ents
to inc
reas
e spe
ed.
Remo
ve w
eight
restr
iction
s. No
W
eight
restr
iction
s hav
e not
been
iden
tified
as an
issu
e
RT14
Im
prov
e stru
cture
gaug
e for
freig
ht tun
nels
/ ve
rand
a No
Co
mmuti
ng ca
pacit
y can
be pr
ovide
d by i
ncre
asing
the l
ength
of
trains
rathe
r tha
n nee
ding t
o dou
ble de
ck. N
o heig
ht inc
reas
es
are n
eces
sary
for co
mmute
r tra
ins. H
eight
restr
iction
s for
co
ntaine
rs ha
ve re
centl
y bee
n eas
ed by
lowe
ring t
he flo
or of
the
tunne
ls on
the P
aeka
karik
i coa
st se
ction
. Any
such
furth
er w
ork
shou
ld be
comp
leted
in lin
e with
a na
tiona
l stra
tegy a
nd ou
tside
the
scop
e of th
is stu
dy
RT15
Im
prov
e sign
alling
No
Th
e cur
rent
signa
lling c
an ha
ndle
24 tr
ains p
er ho
ur pe
r tra
ckwi
th an
acce
ptable
leve
l of r
eliab
ility w
hich e
xcee
ds th
e ex
pecte
d num
ber o
f ser
vices
. Impr
oved
sign
alling
will
be
prov
ided a
s nec
essa
ry wi
th an
y tra
ck up
grad
es
RT16
Ne
w sta
bling
north
of W
aikan
ae
Yes
Stab
ling f
urthe
r nor
th ma
y avo
id the
need
to do
uble
track
certa
in se
ction
s
4
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
RT17
Ra
il cor
ridor
alon
g Tra
nsmi
ssion
Gull
y rou
te No
Th
e gra
des a
re to
o stee
p for
rail o
pera
tions
with
out e
xtens
ive
tunne
lling.
RT18
Po
rirua
to H
utt va
lley r
oute
No
The g
rade
s are
too s
teep f
or ra
il ope
ratio
ns w
ithou
t exte
nsive
tun
nellin
g. A
2004
trial
bus o
pera
tion f
ailed
to es
tablis
h an
unde
rlying
dema
nd an
d was
disc
ontin
ued.
RT19
Jo
hnso
nville
line c
onne
ction
to N
IMT
at Ta
wa
No
The J
ohns
onvil
le lin
e use
d to b
e the
NIM
T un
til the
tunn
els
unde
r New
lands
wer
e com
pleted
. Give
n tha
t exis
ting N
orthe
rn
Trun
k Rou
te thr
ough
the T
awa t
unne
ls is
doub
le tra
ck an
d doe
s no
t pre
sent
a cap
acity
issu
e for
the W
ester
n Cor
ridor
ther
e is
little
reas
on to
cons
ider r
econ
necti
ng th
e Joh
nson
ville
line.
Th
ere i
s no b
enefi
t to re
conn
ect th
is tra
ck ba
ck to
the N
IMT.
The
Jo
hnso
nville
line i
s sing
le tra
ck, h
as st
eep g
radie
nts an
d the
ali
gnme
nt me
ande
rs an
d wou
ld the
refor
e be l
ittle u
se fo
r the
tra
ins on
the w
ester
n cor
ridor
(NIM
T)
RT20
Ka
piti C
oast
route
. To r
un fr
om R
auma
ti to
Waik
anae
No
Th
e cur
rent
bus s
ervic
es in
the a
rea a
re m
argin
al. T
he co
st of
the co
nstru
ction
of th
e line
inclu
ding b
ridgin
g the
Waik
anae
Ri
ver w
ould
far ex
ceed
any b
enefi
t RT
21
Akata
rawa
Rail
No
Th
e gra
des a
re to
o stee
p for
rail o
pera
tions
with
out e
xtens
ive
tunne
lling.
The H
utt ra
il cor
ridor
does
not h
ave a
ny si
gnific
ant
exce
ss ca
pacit
y. Th
ere i
s no s
ignific
ant d
esire
for r
ail se
rvice
s alo
ng th
is co
rrido
r RT
22
John
sonv
ille Li
ne Im
prov
emen
ts No
Th
e Joh
nson
ville
Line i
s not
part
of thi
s stud
y. Ch
ange
s in
patro
nage
on th
e Joh
nson
ville
Line h
ave v
ery l
ittle e
ffect
on th
e W
ester
n Cor
ridor
Elec
trifica
tion e
xtens
ions (
E)
5
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
RE1
Exten
sion o
f com
muter
netw
ork.
Elec
trifica
tion o
f Waik
anae
secti
on (s
tartin
g no
rth of
exist
ing P
arap
arau
mu st
ation
)
Yes
Curre
ntly W
aikan
ae co
mmute
rs tra
nsfer
to th
e tra
in at
Para
para
umu.
Elec
trifica
tion w
ill all
ow co
nnec
tions
at W
aikan
ae
and L
indale
and w
ill als
o red
uce t
raffic
on th
e high
way.
Elec
trifica
tion w
ill ma
ke ra
il tra
vel m
ore a
ttrac
tive f
or co
mmute
rs in
Waik
anae
. RE
2 Ex
tensio
n of c
ommu
ter ne
twor
k. El
ectrif
icatio
n of O
taki s
ectio
n No
Unle
ss
RE1
The p
opula
tion o
f Otak
i doe
s not
supp
ort a
freq
uent
servi
ce
nece
ssita
ting e
lectrif
icatio
n to O
taki
St
ation
impr
ovem
ents
(S)
RS1
New
rail s
tation
at Li
ndale
Ye
s A
Linda
le sta
tion w
ill re
duce
load
on th
e Par
apar
aumu
stati
on
and c
arpa
rk an
d mak
e rail
trav
el for
comm
uters
near
Lind
ale
more
attra
ctive
RS
2 Ne
w ra
il stat
ion at
Rau
mati,
locate
d be
twee
n Pop
lar A
venu
e and
Leins
ter R
oad
Yes
A Ra
umati
Stat
ion w
ill re
duce
load
on th
e Par
apar
aumu
Stat
ion
and m
ake r
ail tr
avel
for co
mmute
rs in
Raum
ati m
ore a
ttrac
tive.
RS3
New
rail s
tation
at A
otea
If mod
elling
su
ppor
ts W
ill inc
reas
e jou
rney
times
for t
rains
to th
e nor
th. W
ould
only
be
appr
opria
te wh
ere l
ocal
deve
lopme
nt cre
ated a
dema
nd.
RS4
New
rail s
tation
at G
lensid
e If m
odell
ing
supp
orts
Will
incre
ase j
ourn
ey tim
es fo
r tra
ins to
the n
orth.
Wou
ld on
ly be
ap
prop
riate
wher
e loc
al de
velop
ment
create
d a de
mand
. RS
5 Ne
w ra
il stat
ion at
New
lands
If m
odell
ing
supp
orts
RLTS
inve
stiga
tions
in 19
97 sh
owed
the s
tation
could
attra
ct ma
ny pe
ople
but th
e cos
t of th
e und
ergr
ound
stati
on w
ould
be
very
expe
nsive
and o
pera
tiona
lly di
fficult
in a
netw
ork t
hat is
oth
erwi
se co
mpris
ed of
abov
e gro
und s
tation
s RS
6 Ne
w ra
il stat
ion at
Mac
Kays
If m
odell
ing
supp
orts
The c
urre
nt ro
ad pr
oject
will m
ake a
cces
s eas
ier w
ith th
e gra
de
sepa
ratio
n. Th
ere a
ppea
rs to
be su
fficien
t are
a to d
evelo
p a
park
and r
ide fa
cility
6
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
RS7
Remo
val o
f stat
ion at
Mur
i / Pu
keru
a Bay
If m
odell
ing
supp
orts
Remo
val o
f stat
ions w
ill de
creas
e tra
vel ti
me fo
r tra
ins to
the
north
RS
8 Re
mova
l of s
tation
at R
edwo
od / T
akap
u If m
odell
ing
supp
orts
Remo
val o
f stat
ions w
ill de
creas
e tra
vel ti
me fo
r tra
ins to
the
north
RS
9 Pa
rk an
d ride
capa
city i
mpro
veme
nts.
If mod
elling
su
ppor
ts W
ill ma
ke ra
il tra
vel m
ore a
ttrac
tive
RS10
A
bus r
ail in
terch
ange
at Li
ndale
If m
odell
ing
supp
orts
Linda
le ha
s suff
icien
t are
a to p
rovid
e a tr
ansp
ortat
ion hu
b for
the
Kap
iti Co
ast
RS11
A
bus r
ail in
terch
ange
at P
oriru
a If m
odell
ing
supp
orts
Will
make
pass
enge
r tra
nspo
rt mo
re at
tracti
ve
RS12
Im
prov
ed cy
cle st
orag
e at s
tation
s Ye
s W
ill ma
ke ra
il tra
vel m
ore a
ttrac
tive
Un
its (U
)
RU
1 Ad
dition
al Un
its
If mod
elling
su
ppor
ts Cu
rrentl
y the
aver
age u
nit le
ngth
is 5 c
arria
ges,
platfo
rms a
re
able
to ac
comm
odate
8 ca
rriag
es. P
urch
ase o
f add
itiona
l unit
s wo
uld pr
ovide
incre
ased
capa
city.
The r
ecen
t gov
ernm
ent
anno
unce
ment
on un
it upg
rade
s obv
iates
the n
eed t
o con
sider
su
ch an
elem
ent in
this
study
Mana
geme
nt (M
)
RM
1 Im
prov
ed ra
il fre
quen
cy on
exist
ing
infra
struc
ture
No
The f
requ
ency
of th
e rail
mov
emen
ts ha
s alre
ady b
een
optim
ised f
or th
e cur
rent
infra
struc
ture
RM2
Mana
geme
nt of
rail p
rioriti
es: fr
eight
seco
ndar
y to c
ommu
ter tr
ains
Yes
Only
one f
reigh
t train
is sc
hedu
led th
roug
h the
AM
peak
. Its
spee
d is s
imila
r to t
he co
mmute
r tra
in sp
eeds
thro
ugh t
he
corri
dor.
Most
metro
polita
n ser
vices
plac
e a cu
rfew
on fr
eight
7
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
servi
ces d
uring
peak
hour
s whe
n max
imum
trac
k cap
acity
is
reac
hed r
ather
than
cons
truct
an ad
dition
al fre
ight tr
ack.
This
will b
e inc
luded
if ne
cess
ary
RM3
Fare
leve
ls an
d stru
cture
s: int
egra
ted
ticke
ting /
fare
stru
cture
s If m
odell
ing
supp
orts
Will
make
pass
enge
r tra
nspo
rt mo
re at
tracti
ve
RM4
Freig
ht ra
il dive
rsion
thro
ugh W
airar
apa
No
The H
utt ra
il cor
ridor
does
not h
ave a
ny si
gnific
ant e
xces
s ca
pacit
y at p
eak h
ours.
The
trav
el tim
e thr
ough
the W
airar
apa i
s lik
ely to
matc
h or e
xcee
d any
alter
nativ
e dela
y avo
iding
a pe
ak
hour
freig
ht cu
rfew
near
Par
apar
aumu
. The
addit
ional
fuel a
nd
maint
enan
ce co
sts ru
nning
thro
ugh t
he W
airar
apa w
ill no
t pr
ovide
a dis
bene
fit RM
5 Int
egra
ted sc
hedu
ling
If mod
elling
su
ppor
ts Th
ere i
s alre
ady a
high
degr
ee of
timeta
ble co
-ord
inatio
n be
twee
n bus
and t
rain
in thi
s cor
ridor
but n
ot all
train
s hav
e a
conn
ectin
g bus
servi
ce, w
hich e
ffecti
vely
redu
ces t
rave
l time
ch
oice f
or pe
ople
in aff
ected
area
s. Inc
reas
ing bu
s fre
quen
cy in
the
se ar
eas c
ould
have
a sim
ilar a
ffect
to inc
reas
ing tr
ain
frequ
encie
s for
thes
e peo
ple bu
t not
have
the p
otenti
ally h
igh
infra
struc
ture c
osts
some
times
asso
ciated
with
rail i
nfras
tructu
re
optio
ns re
lated
to in
creas
ing tr
ain fr
eque
ncies
RM
6 Fr
ee ca
rriag
e of b
icycle
s Ye
s W
ill ma
ke ra
il tra
vel m
ore a
ttrac
tive w
here
capa
city i
s ava
ilable
RM
7 Pa
ssen
ger r
eal ti
me in
forma
tion
Yes
Will
make
pass
enge
r tra
nspo
rt mo
re at
tracti
ve
Lig
ht Ra
il (L)
Trac
k (T)
The i
dea o
f con
vertin
g low
patro
nage
railw
ay lin
es to
light
rail (
tram)
oper
ation
is no
t new
, with
the P
ort M
elbou
rne a
nd S
t.Kild
a line
s
8
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
in Me
lbour
ne ha
ving b
een c
onve
rted i
n this
man
ner.
The a
dvan
tages
flow
from:
•
the us
e of s
malle
r unit
s of r
olling
stock
that
are l
ess e
xpen
sive t
o pur
chas
e tha
n tra
ins
• low
er m
ainten
ance
costs
for t
rack
resu
lting f
rom
lower
axle
loadin
gs
• low
er op
erati
ng co
sts
• fas
ter se
rvice
due t
o red
uced
stop
dwell
times
and b
etter
acce
lerati
on ra
tes
• mo
re fr
eque
nt se
rvice
due t
o sma
ller r
olling
stock
units
. Ho
weve
r the
re is
a sig
nifica
nt co
st as
socia
ted w
ith th
e con
versi
on. T
racti
on w
iring n
eeds
to be
chan
ged,
rails
may
need
repr
ofilin
g, pla
tform
heigh
ts ne
ed to
be al
tered
, leve
l cro
ssing
and s
ignall
ing sy
stems
need
mod
ificati
on
A sig
nifica
nt iss
ue to
be ov
erco
me is
the f
act th
at the
trac
k is c
urre
ntly a
t 106
4mm
gaug
e. Mo
st lig
ht ra
il sys
tems a
re bu
ilt to
1435
mm
gaug
e (inc
luding
Aus
tralia
) but
1000
mm ga
uge i
s also
popu
lar, p
artic
ularly
in ol
der c
ities w
here
stre
ets ar
e nar
row
(tram
bodie
s are
ge
nera
lly na
rrow)
. To i
ncre
ase t
he W
elling
ton ga
uge t
o 143
5mm
would
invo
lve a
comp
lete r
elay o
f the t
rack
beca
use t
he sl
eepe
rs (tie
s) wi
ll not
be lo
ng en
ough
for t
he w
ider t
rack
gaug
e. An
other
barri
er to
alter
ing ga
uge i
s the
fact
that th
e Nor
thern
Tru
nk is
the
main
link b
etwee
n Well
ington
and A
uckla
nd an
d is u
sed b
y dies
el ha
uled p
asse
nger
and f
reigh
t train
s. Ev
en if
the ga
uge i
ssue
s are
re
solve
d the
n the
re w
ould
be co
nside
rable
safet
y con
cern
s ass
ociat
ed w
ith m
ixing
light
rail v
ehicl
es w
ith he
avy f
reigh
t train
s. No
te als
o tha
t the i
ssue
s ass
ociat
ed w
ith th
e sing
le tra
ck se
ction
s will
need
to st
ill be
reso
lved a
nd in
fact
may b
e mor
e pre
ssing
as th
e de
nsity
of tr
am op
erati
on w
ould
most
likely
to be
high
er
Simi
larly
conv
ertin
g bus
servi
ces t
o ligh
t rail
requ
ire hi
gh de
mand
often
evide
nced
by fu
ll bus
es at
high
freq
uenc
ies. C
urre
ntly t
he
exist
ing bu
s ser
vices
have
the c
apac
ity to
mee
t the d
eman
d. Fu
rther
more
, it w
ould
be ne
cess
ary t
o agr
ee on
a sin
gle ro
ute fo
r the
tra
ms w
here
as th
e bus
es co
ver a
varie
ty of
origi
ns an
d des
tinati
ons.
The c
onclu
sion i
s tha
t ther
e is i
nsuff
icien
t patr
onag
e to j
ustify
a tra
m op
erati
on.
LT1
Servi
ces f
rom
Plim
merto
n on e
xistin
g tra
ck
No
No ad
vanta
ge ov
er co
nven
tiona
l rail a
nd m
ore e
xpen
sive.
Mixin
g ligh
t rail
vehic
les an
d hea
vy ra
il veh
icles
on on
e tra
ck w
ill po
se sa
fety i
ssue
s
9
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
LT2
Whit
by lig
ht ra
il No
Cu
rrent
bus o
pera
tion j
ust v
iable.
The
re is
insu
fficien
t patr
onag
e to
justify
a lig
ht ra
il ope
ratio
n LT
3 Pa
rapa
raum
u Bea
ch lig
ht ra
il. No
Cu
rrent
bus o
pera
tion j
ust v
iable.
The
re is
insu
fficien
t patr
onag
e to
justify
a lig
ht ra
il ope
ratio
n LT
4 Sk
y rail
No
No
area
s on t
he co
rrido
r hav
e suff
icien
t dem
and a
nd ha
ve su
ch
restr
icted
widt
h to m
ake e
levate
d rail
appr
opria
te
LT5
Paek
akar
iki -
Linda
le tra
m No
Cu
rrent
bus o
pera
tion j
ust v
iable.
The
re is
insu
fficien
t patr
onag
e to
justify
a lig
ht ra
il ope
ratio
n
High
way (
H)
Tr
ansm
ission
Gull
y (T)
HT
1 Tr
ansm
ission
Gull
y 4 la
ne fo
r the
full l
ength
Ye
s Th
is op
tion h
as be
en de
signe
d and
coste
d pre
vious
ly HT
2 Tr
ansm
ission
Gull
y 4 la
ne fo
r the
south
ern
secti
on on
ly ( L
inden
to S
H58)
If m
odell
ing
supp
orts
HT3
Tran
smiss
ion G
ully 4
lane
for t
he so
uth
secti
on, 2
lane
for t
he no
rth se
ction
If m
odell
ing
supp
orts
HT4
Tran
smiss
ion G
ully 2
lane
for t
he fu
ll len
gth
Yes
This
optio
n will
prov
ide th
e low
est c
ost v
ersio
n of T
G. T
he
curre
nt ge
ometr
y of T
G inc
ludes
550m
and 7
50m
radii
and
steep
grad
es. T
his op
tion a
long w
ith H
T1 ef
fectiv
ely br
acke
ts a
rang
e of tw
o and
thre
e lan
e var
iants
of TG
HT
5 Tr
ansm
ission
Gull
y 2 la
ne re
versi
ble flo
w If m
odell
ing
supp
orts
Allow
s for
a low
er co
st TG
and s
till pr
ovide
best
peak
hour
ca
pacit
y
10
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
HT6
Tran
smiss
ion G
ully 4
lane
for t
he no
rther
n se
ction
(SH5
8 to M
acKa
ys C
ross
ing)
If mod
elling
su
ppor
ts
HT7
Tran
smiss
ion G
ully 4
lane
for t
he fu
ll len
gth.
Includ
es th
e rem
oval
of tem
pora
ry im
prov
emen
ts at
Mana
Yes
The r
educ
tion i
n tra
ffic on
the c
oast
route
due t
o the
im
pleme
ntatio
n of T
G is
likely
to m
ake t
his op
tion i
ndisc
ernib
le fro
m HT
1. A
two l
ane r
oad t
hrou
gh M
ana w
ill me
et the
remn
ant
dema
nd
Co
astal
Upg
rade
(C)
HC1
Coas
tal U
pgra
de +
2 lan
es (M
otorw
ay).
Ov
er T
rans
miss
ion G
ully l
ength
Ye
s To
prov
ide a
motor
way r
oute
along
the c
oast
to a s
tanda
rd
abov
e the
TG
optio
n with
larg
er ra
dii an
d gra
des b
etter
ma
tching
the r
equir
emen
ts of
the G
eome
tric D
esign
Man
ual
HC2
Coas
tal up
grad
e +2 l
anes
thro
ugh M
ana.
Ov
er T
rans
miss
ion G
ully l
ength
Ye
s Si
milar
to H
C4 ex
cepti
ng th
at no
impr
ovem
ent is
mad
e thr
ough
Ma
na
HC3
Coas
tal U
pgra
de -
+ 1 l
ane t
idal fl
ow. O
ver
Tran
smiss
ion G
ully l
ength
No
unles
s only
na
rrow
corri
dor
avail
able
HC4
Coas
tal U
pgra
de -
expr
essw
ay co
ncep
t. Ov
er T
rans
miss
ion G
ully l
ength
Ye
s To
prov
ide a
very
near
equiv
alent
stand
ard t
o the
TG
optio
n
HC5
Inter
secti
on an
d Bott
lenec
k Upg
rade
s.
Involv
es sm
all sc
ale ph
ysica
l wor
ks at
the
follow
ing lo
catio
ns; W
hitfor
d Bro
wn A
venu
e, Ma
na, P
aeka
karik
i, Puk
erua
Bay
, Pa
rapa
raum
u, Ot
aihan
ga R
oad,
Waik
anae
Yes
To re
lieve
know
n con
gesti
on po
ints b
ut no
t to pr
ovide
full t
wo
lane c
apac
ity
11
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
HC6
North
ern S
H1 U
pgra
de +
2 lan
es
(Moto
rway
). F
rom
MacK
ays C
ross
ing to
Pe
ka P
eka
Yes
To up
grad
e SH1
north
of M
acKa
ys C
ross
ing to
a fou
r lane
mo
torwa
y stan
dard
HC7
North
ern S
H1 U
pgra
de +
2 lan
es
(Exp
ress
way).
Fro
m Ma
cKay
s Cro
ssing
to
Peka
Pek
a
Yes
To up
grad
e SH1
north
of M
acKa
ys C
ross
ing to
a fou
r lane
ex
pres
sway
HC8
South
ern S
H1 U
pgra
de +
2 lan
es
(Moto
rway
). F
rom
Ngau
rang
a Gor
ge to
so
uth of
Lind
en
Yes
To in
creas
e the
numb
er of
lane
s on t
he ex
isting
moto
rway
se
ction
Pa
ralle
l loca
l road
to S
H1 (P
)
HP
1 Pa
ralle
l loca
l road
to S
H1 fr
om Jo
hnso
nville
to
Puke
rua B
ay
Yes
To pr
ovide
an al
terna
tive a
cces
s and
bette
r con
nect
comm
unitie
s divi
ded b
y the
Stat
e high
way t
raffic
volum
es
HP2
Para
llel lo
cal ro
ad to
SH1
from
Fish
erma
ns
Table
to P
oplar
Ave
nue
Yes
To pr
ovide
an al
terna
tive a
cces
s and
bette
r con
nect
comm
unitie
s divi
ded b
y the
Stat
e high
way t
raffic
volum
es
HP3
Wes
tern L
ink R
oad.
Run
s fro
m Po
plar
Aven
ue to
Pek
a Pek
a. Is
a pa
ralle
l loca
l ro
ad to
SH1
Yes
To pr
ovide
an al
terna
tive a
cces
s and
bette
r con
nect
comm
unitie
s divi
ded b
y the
Stat
e high
way t
raffic
volum
es
HP4
Wes
tern L
ink R
oad a
s a by
pass
No
Ea
st W
est li
nkag
e upg
rade
s (E)
HE
1 Pa
ekak
ariki
Hill
Road
If m
odell
ing
supp
orts
HE2
Akata
rawa
Roa
d If m
odell
ing
supp
orts
12
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
HE3
Gray
s Roa
d Ye
s To
prov
ide im
prov
ed ac
cess
to S
H1, p
artic
ularly
with
any
coas
tal op
tions
HE
4 SH
58
If mod
elling
su
ppor
ts
HE5
New
route
Pau
ataha
nui to
Tau
po S
wamp
Ye
s To
prov
ide im
prov
ed ac
cess
to S
H1, p
artic
ularly
with
any
coas
tal op
tions
HE
6 Pe
tone-
Gre
nada
Link
If mod
elling
su
ppor
ts
HE7
Waik
anae
to T
otara
Par
k No
Ak
atara
wa R
oad o
ption
cove
rs thi
s opti
on
HE8
Belm
ont-
Porir
ua Li
nk
If mod
elling
su
ppor
ts
Ma
nage
ment
(M)
HM1
Bus l
anes
and b
us pr
iority
No
HM3
New
bus s
ervic
es / s
ched
ules
No
Ther
e are
no cu
rrent
restr
iction
s to b
us se
rvice
s and
sche
dules
HM
4 Bu
s far
e lev
els an
d stru
cture
No
Th
ere a
re no
curre
nt re
strict
ions t
o ope
rator
chan
ges t
o far
e lev
els
HM5
Supe
r rou
tes fo
r tru
cks
No
This
would
need
to be
cons
idere
d nati
onall
y HM
6 Sl
ow ve
hicle
lane
No
Tech
nolog
y and
mod
ernis
ation
is lik
ely to
impr
ove s
low ve
hicle
spee
ds
Tr
avel
dema
nd m
anag
emen
t (T)
Parki
ng co
nstra
int po
licy (
P)
13
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
TP1
Parki
ng C
harg
es
If mod
elling
su
ppor
ts Lim
iting t
he at
tracti
vene
ss of
priva
te ve
hicle
journ
eys w
ill re
duce
pe
ak ho
ur flo
ws
TP2
Parki
ng S
upply
on th
e frin
ge of
the C
BD
No
Ther
e are
no cu
rrent
restr
iction
s to t
he pr
ovisi
on of
parki
ng
arou
nd th
e CBD
. TP
3 Re
strict
ed pa
rking
in C
BD
No
TP1 i
n effe
ct mo
dels
the ef
fect o
f par
king r
estric
tions
Road
priva
te an
d PT
(R)
TR1
Car p
oolin
g / sh
aring
Ye
s W
ill re
duce
traff
ic flo
ws
TR2
Marke
ting a
nd pr
omoti
on. M
ulti m
odal
acce
ss gu
ides
Yes
Will
redu
ce tr
affic
flows
TR3
Trav
el Pl
annin
g Ye
s W
ill re
duce
traff
ic flo
ws
TR4
ITS/
ATM
S Ye
s W
ill re
duce
delay
s aris
ing fr
om in
ciden
ts an
d info
rm dr
ivers
TR
5 HO
V lan
es. F
rom
John
sonv
ille so
uth
If mod
elling
su
ppor
ts HO
V lan
es w
ill be
mod
elled
in th
e mos
t con
geste
d par
t of th
e co
rrido
r. Fu
rther
HOV
optio
ns w
ill be
mod
elled
as ap
prop
riate
durin
g refi
neme
nt of
any p
refer
red p
acka
ges
TR6
Tran
smiss
ion G
ully t
oll
Yes
Initia
l wor
k ind
icates
the p
otenti
al tol
l reve
nue w
ill be
small
in
relat
ion to
the c
onstr
uctio
n cos
t TR
7 Ad
dition
al lan
e toll
/ HOV
No
unles
s TR5
To
utilis
e add
itiona
l cap
acity
in H
OV la
nes
TR8
Stra
tegic
asse
ssme
nt of
cong
estio
n ch
argin
g No
Th
is is
a nati
onal
issue
TR9
Wee
kly ve
hicle
milea
ge ra
tionin
g No
Pu
blicly
unac
cepta
ble an
d ver
y diffi
cult t
o adm
iniste
r TR
10
Incide
nt ma
nage
ment
Yes
Refer
TR4
14
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
TR11
Gr
ade s
epar
ation
rail c
ross
ings
No
Curre
nt cro
ssing
s on s
ide ro
ads a
re ge
nera
lly su
itable
. Cha
nges
to
these
cros
sings
are n
ot co
rrido
r issu
es
TR12
Bu
ses t
o rep
lace r
ail
No
The c
urre
nt ra
il cor
ridor
deliv
ers 2
8% of
mor
ning c
ommu
ters
throu
gh th
e mos
t con
geste
d par
t of th
e cor
ridor
. Rec
ent
Gove
rnme
nt an
noun
ceme
nts in
dicate
a str
ong d
esire
to
maint
ain th
e rail
func
tion.
The e
xistin
g Gan
z Mav
ag un
its w
ould
still b
e the
re as
a co
mmer
cial p
ropo
sition
in 20
16 an
d so t
he
exist
ing ra
il ser
vice f
orms
part
of the
base
case
. The
Bus
iness
Ca
se de
mons
trates
that
rail i
s sup
erior
to bu
s. Re
mova
l of th
e tra
in se
rvice
will
add t
o roa
d con
gesti
on an
d be a
disb
enefi
t from
the
base
case
TR
13
PT to
Hutt
Vall
ey
No
A 20
04 tr
ial bu
s ope
ratio
n betw
een P
oriru
a and
the H
utt V
alley
fai
led to
estab
lish a
n und
erlyi
ng de
mand
and w
as di
scon
tinue
d. Th
e mod
el ind
icates
that
dema
nd fo
r trip
s fro
m Ka
piti to
the H
utt
Valle
y is 2
0% of
thos
e fro
m Po
rirua
to th
e Hutt
Vall
ey an
d the
refor
e a bu
s ser
vice f
rom
Kapit
i to th
e Hutt
Vall
ey is
also
lik
ely to
be un
succ
essfu
l. TR
14
Expr
ess b
uses
Kap
iti- W
elling
ton
No
This
servi
ce is
curre
ntly p
rovid
ed
TR15
Ro
ad fr
eight
by ra
il No
Ind
ividu
al pr
ojects
are a
lread
y ava
ilable
unde
r the
ATR
fund
ing.
The v
olume
of pa
rcel d
elive
ries i
s inc
reas
ing w
hich a
re
gene
rally
prov
ided b
y roa
d tra
nspo
rt
Ac
tive M
odes
(A)
TA1
Cycle
route
s Ye
s
TA2
Walk
way r
outes
Ye
s
15
Elem
ent
No.
Desc
riptio
n To
be c
oste
d an
d as
sess
ed
Ratio
nale
TA3
Walk
way r
outes
, sep
arate
from
shar
ed
paths
No
Sm
all vo
lumes
do no
t mer
it sep
arati
on. S
hare
d path
arou
nd
Orien
tal ba
y app
ears
to wo
rk re
ason
ably
for re
creati
onal
cycli
sts
and p
edes
trians
TA
4 Br
idlew
ays
No
Very
small
amou
nt of
horse
traff
ic
Land
use (
L)
TL1
Urba
n gro
wth p
olicy
No
Se
nsitiv
ity te
sting
will
be co
mplet
ed on
Well
ington
Reg
ional
Stra
tegy s
cena
rios
TL2
Emplo
ymen
t loca
tions
No
Se
nsitiv
ity te
sting
will
be co
mplet
ed on
Well
ington
Reg
ional
Stra
tegy s
cena
rios
TL3
High
dens
ity re
siden
tial a
t PT
node
s No
Se
nsitiv
ity te
sting
will
be co
mplet
ed on
Well
ington
Reg
ional
Stra
tegy s
cena
rios