Queenstown Arterials Options Assessment Report

Queenstown Arterials Options Assessment Report | 3334066 | NZ1-16848977-1 0.1 | 21 October 2020 | 1

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Queenstown Arterials Options Assessment Report Final

Prepared for Queenstown Lakes District Council

Prepared by Beca Limited

21 October 2020

| Queenstown Arterials Options Assessment Report|

Queenstown Arterials Options Assessment Report | 3334066 | NZ1-16848977-1 0.1 | 4 September 2020 | i


Contents

1 Introduction ........................................................................................................ 1

1.1 Project Description ........................................................................................................................... 1

1.2 Purpose ............................................................................................................................................ 2

2 Overview of Project Development ................................................................... 2

3 QLDC Future Links Transport and Parking Strategy 2005 ............................ 4

4 Inner Queenstown Transportation Study Final Scoping Report 2008.......... 5

4.1 Options and Option Evaluation ........................................................................................................ 5

4.2 Preferred Option ............................................................................................................................ 12

5 Queenstown Inner Links Hybrid/ Indicative Business Case 2014 .............. 14

5.1 Problems, Benefits and Investment Objectives ............................................................................. 14

5.2 Options and Options Evaluation .................................................................................................... 16

5.3 Preferred Option ............................................................................................................................ 23

6 Queenstown Town Centre Arterials Business Case 2017 ........................... 25

6.1 Problems, Benefits and Investment Objectives ............................................................................. 26

6.2 Options Evaluation ......................................................................................................................... 26

6.3 Preferred Arterial Option ................................................................................................................ 39

7 Queenstown Transport Business Case 2020 ................................................ 43

7.1 Problems, Benefits, Opportunities and Investment Objectives ..................................................... 43

7.2 Option Development and Assessment .......................................................................................... 44

7.3 Option Assessment ........................................................................................................................ 45

7.4 Preferred Programme .................................................................................................................... 46

7.5 Design refinement .......................................................................................................................... 46

8 Conclusion ....................................................................................................... 50

Appendices

Appendix A – Assessment of Effects for the Town Centre Arterials and Public and Passenger Transport Facilities

Appendix B – 2017 Queenstown Town Centre Arterials Business Case Long List Options Summary

Appendix C – Road Functional Requirements Between IBC and DBC

| Introduction |



1 Introduction

1.1 Project Description

The Arterials Project (Project) is described in detail in the Application and the Transport Report. Briefly, the

Project involves the creation of a new arterial road that delivers an alternative urban route around

Queenstown’s commercial area. The new route commences at the Frankton Road / Suburb Street intersection

then circuits the town centre along Melbourne Street, Henry Street, Gorge Road, Memorial Street, Man Street,

Thompson Street, and down to a new One Mile roundabout at the Fernhill Road/Lake Esplanade/Glenorchy

Road intersection. The route is depicted in Figure 1 of the Application and in Figure 1-1 below and comprises

three stages:

● Stage 1: Melbourne Street to Henry Street;

● Stage 2: Gorge Road to Hay Street; and

● Stage 3: Hay Street to One Mile Roundabout.

The Project will provide a new urban route that will improve access and reduce congestion in the town centre

while also enabling other planned integrated interventions around enhanced public and passenger transport

services, active travel, parking management, public realm upgrades, travel demand management initiatives

and further urban renewal and development to improve liveability and visitor experience within the Town

Centre.

Stage 1 will link Melbourne and Henry Street, removing general traffic from Stanley Street and enabling a

range of other investments that will improve the town centre experience for locals and visitors. Stage 2 links

Gorge Road to Hay Street and will enable Stanley Street to be closed to general traffic for the proposed

Transport Hub between Shotover Street and Ballarat Street. Stage 3 links Hay Street to One Mile Roundabout

to complete the Arterials project which will remove traffic off Lake Esplanade and Shotover Street to further

enable a range of other investments on Lake Esplanade and Shotover Street that will improve the town centre

experience for locals and visitors. Walking and cycling connections will also be improved along the Stage 2

and 3 of the Arterials with a 5m wide shared path from Gorge Road to Glasgow Street.

The need for an alternative roading solution to address traffic and congestion in the Queenstown Town Centre

has been identified in a number of strategies and studies since the early 2000s. Over the last 20 years,

Queenstown has undergone significant population, residential and tourist growth. This has resulted in rapid

urban development and associated traffic growth tensions such as peak period congestion on roads into and

through Queenstown Town Centre and a reduction in travel time reliability. A new route has been identified

as a key component of the overall solution to address the increased demand on the Queenstown town centre

roading network, improve the functionality and capacity of that network and thereby provide the local, regional

and interregional benefits sought by the Project objectives.

| Overview of Project Development |



Figure 1-1 : Arterial Route

1.2 Purpose

This report summarises the decision making processes involved in the consideration of alternatives for the

Project, and the key steps involved in the assessment process. It sets out:

● An overview and explanation of the various assessments and processes undertaken since conception of

the Project until now. This includes the vision, problem statements, objectives, and benefits sought by the

Project.

● The identification of the long list options including roading and non-roading options at different stages of

the process, and refinements made to identify a short list.

● The methodology and assumptions of the multi-criteria analysis undertaken to assess options including the

consideration of environmental effects.

● The process undertaken to move from a short list of options to the preferred option alignment for each

stage.

● The traffic modelling process and how this impacted the option selection and refinement.

● Key intersections option assessment as part of the preferred option analysis.

● Design modifications to address significant impacts like avoiding Glenarm Cottage at 50 Camp Street on

the corner on Man Street and Camp Street intersection.

2 Overview of Project Development

As set out above, the development of the Project has been an iterative process over almost a 20 year period

since it was first identified in 2005 as part of the QLDC’s Future Links Transport and Parking Strategy. Since

then, a number of options for the Project have been explored through strategic studies that have influenced its

| Overview of Project Development |



development. Figure 2-1 shows the key strategies and studies undertaken with those highlighted in blue being

of particular importance to the options development and assessment. These are discussed in detail in the

subsequent sections.

Figure 2-1 : Project Development Overtime

The alternatives assessments that have been carried out in relation to the Project have focused on specific

design options including route, alignment and intersection layouts, as well as determining appropriate elements

to ensure the greatest level of efficiency and safety. The alternatives assessment process has also been

informed by and responded to a series of staged stakeholder and community engagement as investigations

progressed and options developed. The information derived from this process has been fully considered and

incorporated into the decision-making process during the development of the final Project.

The range of reports (detailed below and as highlighted in blue in Figure 2-1) have been prepared over time

that consider various technical elements in relation to the strategy and methods to:

● Relieve congestion within Queenstown Town Centre and the wider district;

● Cater for the growth in tourism which will further put pressure on the road network; and

● Improve visitor experience and liveability in Queenstown by relieving congestion and pedestrian conflicts

with traffic.

The Project is part of a wider package of works to address the issues identified. Iterations of the strategy have

been examined both holistically and in discrete components over the last 20 years. Most significantly, a list of

17 options for the arterials component were assessed in terms of their environmental effects in 2017 as part

of the Queenstown Town Centre Arterials Business Case. Although the Project that is being advanced today

is slightly different in some matters of detail than the preferred option identified in 2017, the environmental

effects relevant to the 2017 preferred option are the same and have therefore been considered.

| QLDC Future Links Transport and Parking Strategy 2005 |



3 QLDC Future Links Transport and Parking Strategy 2005

The Future Links Transport and Parking Strategy (Future Links Strategy) was undertaken by QLDC to address

parking and roading problems arising from increased demand on its transport network. The Future Links

Strategy identified critical elements for Queenstown Transportation which included the Central Business

District (CBD) (as well as the Eastern Corridor – SH6 and SH6A, Frankton Flats and Kelvin Heights).

For the CBD element the Future Links Strategy identified alternative routes to ease congestion and redistribute

traffic flows around the CBD. Issues at Stanley Street and Shotover Street (SH6A) were identified as suffering

from being both part of the CBD and arterial routes. To address these issues the Future Links Strategy

recommended the following measures be adopted:

● Focus on the development of a Melbourne-Henry Link and Man Street Link.

● Increase the priority for pedestrians in Shotover and Stanley Streets. Improve the urban environment,

enhance the quality of the visitor experience. Adopt traffic calming measures and reduce volumes of

traffic – this can be achieved by traffic being diverted through the Melbourne Henry Link and the Man

Street Link.

The following alternative routes to bypass the CBD to ease congestion on Stanley Street and Shotover Street

were considered:

● An alternative route via Melbourne Street, Henry Street, Man Street and Thompson Street. Identified as

the most likely solution and referred to as ‘Inner Links’.

● An alternative route via Hallenstein Street, possibly with a new link between Dublin Street and Panorama

Terrace. Discarded as it is predominantly residential and is very narrow in places.

● A tunnel under Queenstown Bay connecting Frankton Road to the One Mile Roundabout. Discarded due

to high construction costs, major construction issues and environmental issues around the

Queenstown Gardens.

Initial identification of the Arterials as ‘Inner Links’ as part of a wider transport solution

| Inner Queenstown Transportation Study Final Scoping Report 2008 |



4 Inner Queenstown Transportation Study Final Scoping Report

2008

The Inner Queenstown Transportation Study Final Scoping Report (Scoping Report) was produced by MWH

consultants in 2008 and was the first report to develop specific options for the Project (then referred to as the

‘Inner Links’).

The Scoping Report identified that ‘high projected growth and seasonality of travel patterns will only exacerbate

[high traffic volumes] with future predicted traffic volume likely to result in gridlock’ within the town centre. To

address this, the Scoping Report considered both long list and short list options, including sub-options and

‘half-options’ between the intersection of Frankton Road and Dublin Street and the One Mile Roundabout. The

objectives of the Scoping Report were:

● To develop an alternative route to enable increased priority for pedestrians, urban environment, enhance

quality of visitor experience, introduce traffic calming and reduce traffic volume on Stanley Street and

Shotover Street;

● Allow through-traffic to avoid the Town Centre and bring traffic into the Town Centre;

● Provide access to existing and planned carparks; and

● To support public transport.

The study also considered wider integrated objectives such that it needed to be consistent and integrated

with the Wakatipu Transportation Study and the Queenstown Town Centre Strategy.

Public consultation was undertaken in June and July 2008 on the basis of the Scoping Report. Following the

receipt and analysis of submissions, the route options were further developed alongside traffic modelling to

define changes in traffic volume.

The preferred route identified by the Scoping Report was via Melbourne Street, Henry Street, Man Street and

Thompson Street down to the One Mile Roundabout. The report also recommended the staging plan which

effectively became the three stages of the Arterials. The staging plan as per the Final Scoping report was:

● Melbourne to Henry Street Corridor, including the new link between Melbourne Street and Henry Street

(Stage 1);

● Development of the Henry to Man connection, including widening of Man Street and the Boundary Street/

Robins Road corridor should this option be chosen (Stage 2); and

● The Thompson/ Brunswick Split Level Option and the Thompson Street to the One Mile Roundabout Link

(Stage 3).

The Scoping Report recommended that QLDC:

● Adopt the preferred route;

● Proceed to a scheme assessment for Stages 1 and 2;

● Undertake a scheme assessment of Stage 3 following the outcomes of consultation; and

● Integrate the scheme assessments with the Town Centre Strategy outcomes (including the treatment of

Stanley Street and identification of bus routes, priority measures and bus stop locations, pedestrian and

cycling linkages and urban design opportunities).

4.1 Options and Option Evaluation

The Scoping Report considered the following options:

Initial document identifying options for the Inner Links




● ‘Fundamental Options’ - This involved the identification of route options including treatments to the

existing transport network. This also considered ‘half-options’ or stages of particular options i.e.

implementation of part of the route only; and

● potential connection / route options. This involved the identification of options for the:

– Henry Street to Man Street connection;

– Thompson Street corridor from Melbourne Street to One Mile Roundabout; and

– Connection from Camp Street to Thompson Street.

A preliminary assessment was undertaken to discard impractical options to reach a short list of options. The

short list options were then evaluated through an overall ‘integrated option assessment’. An integrated option

assessment is used to rank the options against a number of identified criteria (set out below). Each criterion is

scored from +3 (having a favourable outcome) to -3 (having a very unfavourable outcome). This assessment

used the following criteria:

● Achieves Study objectives: whether the option will provide the outcome sought (see above)

● Urban form: consideration of integrated transport and surrounding land use

● Urban design: amenity and visual elements such as streetscape and greenways

● Transport Network: transport network hierarchy, multi modal and legibility considerations

● Favourability with stakeholders: this was conducted through a consultation process

● Traffic Impacts: Traffic modelling was undertaken to understand the impact on the network including

traffic volumes and level of service

● Cycling and Pedestrians: Journey quality for active modes and safety

● Environmental impacts: considers noise, vibration, air and water quality

● Land Impacts: land acquisition requirements

● Buildability: complexity of implementing the option

● Cost and Economic Impacts: cost of the option, long term costs and Benefit to Cost Ratio

● Safety: intersection safety and corridor safety

● Social Impact: Access, severance and heritage considerations

● Parking: accessibility to carparks, impacts on on-street carparks

● Public Transport: whether option will be able to accommodate public transport

● Engineering/ Structures: whether there are any technical difficulties or significant structures required

● Statutory Planning requirements: whether consenting will be required

● Future proofing and flexibility: is the option future proof and allow flexibility for changes

The options and outcomes of the evaluation are summarised in the sections below.

Fundamental Options (Route Strategy Options)

The Scoping Report identified and considered five long list route strategy options. In addition, the Scoping

Report considered ‘half options’ where the alternative route could be divided up into separate sections which

could be implemented alone.

Figure 4-1 shows the route options that were considered as part of the study. The assessment of the five

options is summarised in Table 4-1.




Figure 4-1 : Route Options (Final Scoping Report)

Table 4-1 : Fundamental Options Assessment Summary

Option Description Assessment Comments

DM (Do Minimum) Status quo. Discard Does not achieve study objectives and is unfavourable with stakeholders.

A (Wakatipu Transportation Strategy)

Implement strategy Discard Could potentially compromise the strategy in the long term with little change to the network.

B (Existing Corridor)

Implement Option A and widen Stanley Street and Shotover Street Corridor

Discard Does not achieve study objectives.

C (Alternative route inside Recreation Ground)

Implement the Melbourne to One Mile route with Henry Street to Man Street inside Recreation Ground and implement Option A.

Preferred Achieves study objectives with opportunities to enhance urban design. Separates general traffic from public transport.

D (Alternative route outside of Recreation Ground)

Implement the Melbourne to One Mile route with Henry Street to Man Street outside Recreation Ground and implement Option A.

Preferred As per Option C.

The ‘half options’ that were considered are subsets/stages of Options C and D. The ‘half options’ considered

were:

● Melbourne – Henry Corridor: Implement the Melbourne to Henry corridor only;




● Man-One Mile Corridor (inside of Recreation Ground): Implement the Man Street to One Mile section

(inside the Recreation Ground); and

● Man-One Mile Corridor (outside of Recreation Ground): Implement the Man Street to One Mile section

(outside the Recreation Ground).

As the half-options are not mutually exclusive and could be implemented as stages for the preferred route,

they were not individually evaluated. However, the ‘half-options’ formed the basis for the recommended staging

plan and what are now the Project’s current stages.

It is noted that the route options evaluated also had numerous sub-options that considered the particular forms

of intersections such as the Frankton Road and Melbourne Street intersection and One Mile Roundabout and

whether to upgrade existing corridors of the alternative such as the existing Melbourne Street.

Traffic modelling was undertaken to inform the intersection sub-options. The 2026 summer peak was used to

test the different scenarios, including the implementation of the full route, and the half-option that only accounts

for the Melbourne-Henry street corridor implementation. The traffic modelling indicated that the full route will

significantly improve the level of service (LOS) at major intersections within the Town Centre.

The intersection sub-options were not specifically evaluated at this stage as it was not the purpose of the

report. However, the sub-options were considered at a high-level basis to ascertain whether there are factors

that may influence the design that needs to be considered during the next phase of project development.

As there is only one alignment option for the Melbourne/ Henry Link and for the Thompson to One Mile Link,

no other options were evaluated. Instead an evaluation against the existing corridor was undertaken to

understand the benefits of the alternative route. A summary of this is provided in Table 4-2 and Table 4-3.

Table 4-2 : Assessment of Melbourne/Henry Corridor

Existing Corridor (Stanley Street) Melbourne/Henry Corridor

● Limited opportunity to resolve integrated land

use and transport issues

● Deteriorating journey quality and increased

conflicts for active modes

● Increasing degradation of air and water quality

and noise

● Can enhance the Town Centre and provide a

streetscape that supports and enhances the

surrounding land use.

● Separates general traffic from public transport

● High land and construction costs

● Future proofing

Table 4-3 : Assessment of Thompson to One Mile Link

Existing Corridor (Lake Esplanade) Thompson to One Mile Link

● Continued degradation of urban form and design

with the increased traffic

● Deteriorating journey quality and increased

conflicts for active modes

● Increasing degradation of air and water quality

and noise

● Opportunity to achieve cohesion between the

road function and adjoining land use.

● Separates general traffic from public transport

● Impacts on One Mile reserve

● Very high land and construction costs

● Future proofing

Connection/ Route Options

Henry Street to Man Street Connection

Four options were considered for the connection between Henry Street and Man Street. These options are

depicted in Figure 4-2.




Figure 4-2 : Henry Street to Man Street Connection (Final Scoping Report)

The evaluation assessment is summarised below using the integrated assessment in Table 4-4.

Table 4-4 : Henry Street to Man Street Connection Options Assessment Summary


C1 (Direct Link) New link to join Henry Street to Man Street

Preferred It achieves the project objective, flexible for future proofing if required and is favoured in public consultation given its direct connection to Man Street.

C2 (Templeton Way)

New link to join Henry Street to Man Street on the north side

Discarded1 Discarded prior to further evaluation due to the adverse impacts on Memorial Centre and Recreation Ground without additional benefits.

D1 (Boundary Street)

New link to join Henry Street via Boundary Street

Preferred It achieves the project objectives and is the lowest cost option. However, less favoured in public consultation due to the potential of increased traffic past schools.

D2 (Robins Road)

Upgrade Robins Road

Discarded Discarded due to its high cost, indirectness and greater impact on residents and severance at the school.

Thompson Street Corridor

Four initial options were considered for the Thompson Street Corridor however, only three were progressed

for further evaluation. These options and assessment recommendations are summarised in Table 4-5.

1 It is noted that this Option C3 (Templeton Way) was reconsidered in the 2017 IBC study through a revisit of

the long list of options and taken through to the short list of options. Through the short list options evaluation

this option was identified as one of the short listed routes. This route was progressed to the Detailed

Business Case phase as part of the short listed options for Stage 2.




. Figure 4-3 shows the options progressed for further evaluation.

Table 4-5 : Thompson Street Corridor Options Assessment Summary


A (Widened Thompson Street)

Widen north side of Thompson Street

Discarded Best option for urban design and easiest to construct. However, high property impacts and thus, a high cost.

B (Realigned Thompson Street)

Realign to provide a direct connection from the end of Man Street

Discarded2 Discarded prior to further evaluation as it had adverse impacts on the Lakeview Development without added benefits.

C (Thompson/ Brunswick Split Level)

Split level road comprising part of Thompson Street and part Brunswick Street

Preferred Cost is three times less than the more favoured option A and has equal favourability with stakeholders.

D (Thompson Cantilevered Structure)

Widen Thompson Street by installing a cantilevered structure

Discarded Structurally and geotechnically difficult compared with other options. Also, very expensive.

Figure 4-3 : Thompson Street Corridor Options (Final Scoping Report)

2 It is noted that Option B (Realigned Thompson Street) was also reconsidered in the 2017 IBC study through

a revisit of the long list of options and taken through to the short list of options for Stage 3. Through the short

list options evaluation this option was identified as the preferred route. This route was then taken through as

the preferred route at the Detailed Business Case phase.




Isle Street / Man Street Corridor

A series of different alignment choices to join Isle Street to Man Street were considered. Figure 4-4 shows

the two options that were progressed for further evaluation. Table 4-6 provides a summary of the options

assessed.

Table 4-6 : Isle Street / Man Street Corridor Options Assessment Summary


A (Camp Street Connection)

Upgrade Camp Street to join Isle Street to Man Street

Preferred The option had less impact across several areas including environmental, land and social when compared with Option D. In addition, it was a less expensive option that was easier to construct.

B (Beacon Street Connection)

Upgrade Beacon Street to join Isle Street to Man Street

Discarded Discarded prior to further evaluation due to conflicts with the Gondola access.

C (Hay Street Connection)

Upgrade Hay Street to join Isle Street to Man Street

Discarded Discarded prior to further evaluation due to the steep alignment of Hay Street.

D (Isle Street Extension)

Install a new link to join Isle Street to Thompson Street

Discarded Option had greater adverse impacts when compared with Option A especially significant property loss for camping ground.




Figure 4-4 : Isle Street Corridor Options

4.2 Preferred Option

As a result of the above assessments a preferred strategy and route was recommended and is shown below

in Figure 4-5 and Figure 4-6.

The preferred strategy was identified as:

● Establish an alternative primary route from Frankton Road to the One Mile Roundabout via Melbourne

Street, Henry Street, Man Street and Thompson Street to ease traffic from Stanley Street and Shotover

Street.

● Adopt either the Boundary Street Option (Option D1) or the Direct Route Option (Option C1) for the Henry

Street to Man Street Connection as both achieves the project objectives. Further assessment to be

undertaken to determine the preferred of the two options.

● Adopt the Camp Street Connection (Option A) for the Isle Street corridor as it had less social,

environmental and social impacts.

● Adopt the Thompson / Brunswick Split Level Option (Option C) for the Thompson Street Corridor which is

less expensive than other preferred options.

● Provide a new link between Thompson Street and the One Mile Roundabout.

● Implement the public transport system, parking management system and travel demand management

strategy outlined in the Wakatipu Transportation Strategy.

● Establish a secondary route via Frankton Road, Stanley Street, Shotover Street and Lake Esplanade

● Integrate the design of the new primary route with the design of the Remarkables Centre and the

Lakeview Development.




● Review the District Plan provisions for land use to ensure that the function of the new primary route is not

compromised in the long-term.

● Review suitable intersection layouts and controls along the new primary route as part of the Scheme

Assessment.

● Provide footpaths on all streets with urban speed limit (50km/hr or lower).

● Provided appropriate cycle facilities on the primary, secondary and tertiary road network.

Figure 4-5 : Preferred Option from Frankton Road to Man Street

Figure 4-6 : Preferred Option from Man Street to One Mile Roundabout

| Queenstown Inner Links Hybrid/ Indicative Business Case 2014 |



5 Queenstown Inner Links Hybrid/ Indicative Business Case

2014

Following the work undertaken by the Scoping Report, Aecom was engaged in 2014 to develop the

Queenstown Inner Links Hybrid / Indicative Business Case 2014 (2014 IBC) based on the options identified in

the Scoping Report.

The 2014 IBC adopted the NZ Transport Agency Business Case Approach and Stages 1 and 2 of the Project

were further developed. Stage 3 was not included in the scope of the 2014 IBC because Aecom was only

commissioned to develop the scheme design for Stage 1 and Stage 2 options.

The purpose of the 2014 IBC was to:

● Develop a strategic case;

● Identify problems, benefits and measures and to assess them;

● Develop a long list of options to address the problems identified and deliver the benefits identified;

● Assess the long list of options and short list of options against the investment objectives and other

criteria, including safety, cost, property impacts and urban design; and

● Identify a recommended option(s) to proceed to the next phase of analysis.

● Obtain in principle project funding for the next stage of project development.

To inform this process, substantial consultation was undertaken with stakeholders and the community to help

inform the identification of problems, and to seek feedback in relation to various route options and designs.

The 2014 IBC recommended the following:

● Optimise intersection along Stanley and Shotover Streets in order to increase capacity.

● Travel demand measures be implemented, potentially including parking, public transport, walking and

cycling initiatives to reach a 20% reduction in vehicle trips on the network.

● For Stage 1 the Project between Melbourne Street/ Frankton Road intersection to the Henry Street/

Gorge Road intersection was confirmed

● For Stage 2 of the Project between Henry Street/ Gorge Road to Camp Street via a new direct route

connecting Henry Street to Memorial Street via a 4-legged intersection was confirmed as preferred.

Stage 3 of the Project as identified in the 2008 study did not form part of the scope for this study, but it was

recommended that this state be further investigated at a later stage.

5.1 Problems, Benefits and Investment Objectives

As part of the 2014 IBC process, an investment logic mapping process was undertaken. This involved a series

of structured workshops undertaken with key stakeholders to develop the strategic case for the Project. A

series of transport-related problem statements were identified at both district and town centre levels and an

investment logic map (ILM) was produced (and shown in the Figure 5-1 below).

The ILMs recognised that there are interdependencies at a district level and with discrete parts of the network.

These ILMs influenced the development of the Project ILM. The problems and benefits are shown in Figure

5-1 and Figure 5-2 shows the investment KPIs.

Current preferred route option identified




Figure 5-1 : Problem and Benefits from the IBC

Figure 5-2 : Investment KPIs




Figure 5-3 summarises the investment objectives and outcomes sought by the project.

Figure 5-3: Investment Objectives and Outcomes

5.2 Options and Options Evaluation

The alternatives assessment process involved a 3-stage approach and is shown in Figure 5-4 below. Each

Sieve filters out alternatives and options to inform the overall recommended packages of works including the

preferred Project option. In summary approach involves:

● The identification of a long list of strategic options to improving arterial capacity in Queenstown (Sieve 1);

● The identification of alternatives to the Project i.e. a list of route options (Sieve 2) were identified and

assessed; and

● Lastly, the identification of options along the Project route (Sieve 3) (i.e. different intersection and

connection options for each Stage) were identified and assessed.

Each Sieve was assessed against the desired project benefits applicable to that Sieve along with cost, risks

and dis-benefits.

The Sieve 1 assessment was assessed against the benefits identified in the ILM with the weightings applied

as per Figure 5-2. Each option was ranked and assigned a score of 1 to 5, with 1 providing no benefit and 5

achieving the benefit sought. Other criteria considered included:

● Investment cost and operational cost;

● Risks including safety, travel time reliability, access and amenity. These were assessed as High, Medium

or Low; and

● Whether there are any dis-benefits that may result from the option.

The Sieve 2 assessment was assessed against the benefit investment KPIs identified in the ILM with the

weightings applied as per Figure 5-2. Each option was ranked and assigned a score of 1 to 5, with 1

providing no benefit and 5 achieving the benefit sought. Other criteria considered included:

● Implementation and benefit cost;

● Risks including congestion, funding and affordability, design and construction constraints, land use

changes and amenity risks; and




● Disbenefits resulting from the option with respect to safety, accessibility, travel time reliability and

resilience.

The Sieve 3 assessment was assessed against the benefit investment KPIs identified in the ILM with the

weightings applied as per Figure 5-2. Options were ranked as Poor, Neutral, Good and Best with a score of -

1 to 2 assigned, with -1 being Poor and 2 being Best. The assessment also considered the cost, safety,

consultation feedback, traffic modelling, heritage and archaeological, urban design, design and construction

and property impact which formed the risks and dis-benefits for each option. These were assessed and

considered to understand whether there are any major issues that may deem the option infeasible or issues

that may need to be considered at the next stage.

In addition, traffic modelling was undertaken to assist with the options assessment as well as the economic

analysis and design details for the preferred option. The 2012 traffic model was updated using future year land

use and infrastructure assumptions at the time of development. The future assessment year within the model

is 2026 and a second planning forecast year of 2041 was also developed to facilitate long-term planning. In

particular, it quantified which option provided better traffic operations that achieved the benefits sought by the

Project.

Figure 5-4 : Decision Making Process (IBC)




Sieve 1 – Strategic Interventions

A range of roading and non-roading strategic interventions that could respond to the identified problems and

deliver the expected benefits were considered and combined into strategic options. Each of these options

was assessed against the benefits sought to be achieved. Each option was ranked and assigned a score of

1 to 5, with 1 providing no benefit and 5 achieving the benefit sought. A summary of this assessment is

provided in Table 5-1. Increasing roading capacity by implementing the Project scored highly.

Table 5-1 : Strategic Intervention Option Assessment Summary (Sieve 1)

Option Description Rank Comments

1 Using education and technology to encourage greater walking and cycling

7 Lowest scoring option against the benefits without improving access to the town centre. Does not achieve the desired outcome.

2 Includes District Plan and land use controls

6 Scores low on removing unnecessary travel in the town centre and minor impacts on the other benefits sought.

3 Parking focus including park and ride and parking supply and pricing initiatives

5 Without improvement to public transport, access to the town centre is unlikely to be reduced and as such does not achieve the benefits sought.

4 Increase roading capacity by developing the Inner Links project and Stanley/Shotover development

2 Scored highly on liveability and visitor experience on Stanley/Shotover streets by shifting congestion to a new corridor. Also removes unnecessary travel into the town centre by providing an alternative route.

5 Enhancements to public transport 4 Will have very minor impact on removing unnecessary travel in the town centre, thus scoring low against this benefit sought.

6 Includes Option 5 with congestion charging or cordon restraint

3 Provides better access through the town centre thus scores higher overall than Option 5.

7 High infrastructure investment combination of Options 4 and 5.

1 Highest scoring option against the project benefits which improves liveability and visitor experience, improved town centre access and removes unnecessary travel to the town centre. However, high cost associated.

Sieve 2 – Alternative Analysis / Long List Options

Alternatives to the Project were assessed against the project’s investment KPIs (Figure 5-2). Scores of 0 to 5

were applied to each of the KPIs with 0 providing no benefit and 5 fully delivering the benefit sought. The

assessment also considered modelled transport benefits, risks and construction constraints. Although these

did not form the overall scoring, they were assessed and considered to understand whether there are any

major issues that may deem the option infeasible or issues that may need to be considered at the next stage.

Table 5-2 provides the assessment summary which shows that the implementation of Inner Links with

complementary initiatives ranked the highest.

Table 5-2 : Alternative Options Assessment Summary (Sieve 2)


1 Do nothing, maintain status quo 7 Does not achieve the desired benefits

2 Do minimum option with upgrades to the intersections along Stanley Street and Shotover Street

6 Does not deliver on increasing business vitality or remove unnecessary travel to the town centre.




3 Option 2 and travel demand management which includes parking, pricing and public transport initiatives

4 It scores lower when compared with other options that combined both travel demand management measures and infrastructure upgrades as it is unable to achieve the same level of congestion relief.

4 Stage 1 of the Inner Links project i.e. Melbourne/Henry corridor

5 Option scores poorly in increasing car park user satisfaction and increased business vitality as it has little impact with only Stage 1 of works.

5 Option 3 + Option 4 3 The combination of travel demand management measures and Stage 1 works increases the network capacity leading to the desired benefits.

6 Option 4 and Stage 2 of Inner Links project, an arterial between Melbourne Street/ Frankton Road intersection and Camp Street

4 Similar to Option 4, however scores higher with the increase in accessibility to town centre car parks.

7 Option 3 + Option 6 2 Option scores high in all criteria though slightly lower to Option 8 due to greater levels of congestion.

8 Option 7 and Stage 3 of the Inner Links project, an arterial between Camp Street and One Mile Roundabout

1 Scores the highest across all criteria in particular, it will achieve the lowest congestion level in the town centre and thus improve business vitality.

Sieve 3– Project Design Options

The following design options were assessed, which are discussed further below:

● Stage 2 connection options: Direct Route vs Boundary Street Route

● George/Henry/Shotover intersection options: Traffic signals vs Roundabout

● George/Henry/Shotover intersection options: Northern alignment vs southern alignment

● Beetham Street to Ballarat Street options: Steeper grade vs shallow grade

The options were assessed against the KPIs with each option being ranked as Poor, Neutral, Good and Best

with a score of -1 to 2 assigned with -1 being Poor and 2 being Best. Risks and dis-benefits were also

assessed but did not form the final scoring. These were assessed and considered to understand whether

there were any major issues that may deem the option infeasible or issues that may need to be considered

at the next stage.

Stage 2 Connection Options

The options assessed for the Stage 2 connection options are shown in Figure 5-5 and reflect the

recommended options from the Scoping Report.




Figure 5-5 : Stage 2 Connection Options

Table 5-3 provides a summary of the assessment undertaken with the direct route option identified as being

the preferred option for Stage 2.

Table 5-3 : Stage 2 Connection Option Assessment Summary

Direct Route Option (Preferred) Boundary Street Option

● Provides an improved access to the town centre.

● Attracts more traffic with the shorter travel time.

and relives congestion on Stanley and Shotover

Streets.

● Preferred by business owners.

● Performs better in most criteria.

● Scores lower in almost all criteria

● Encroaches into reserve land and requires

removal of protected tree.

George/Henry / Shotover Intersection Configuration Option

Figure 5-6 shows the configuration options considered for the George/ Henry/ Shotover intersection with a

summary of the assessment undertaken shown in Table 5-4.

Boundary Street Option

Direct Route Option

(preferred)




Figure 5-6 : George/Henry/Shotover Intersection Options

Table 5-4 : George/ Henry/ Shotover Intersection Options Assessment Summary

Traffic Signals (Preferred) Roundabout

● Generally preferred by the public and more

intuitive for tourists

● Scores better in increasing active modes and

public transport usage.

● Better intersection performance

● Performs poorly in tourists’ ability to find

destinations as feedback indicated tourists do

not negotiate roundabouts effectively

Though the roundabout performs better from a traffic operations perspective, traffic signals still perform at an

acceptable level with the added benefit of being simpler and safer for international tourists.

George/Henry / Shotover Intersection Alignment Options

Consideration was given to the location of the intersection (irrespective of its configuration). The objective

was to determine whether adjusting the approach leg alignments could reduce the footprint over privately

owned land. The options are shown in Figure 5-7.

Roundabout

Signalisation

(Preferred)




Figure 5-7 : George/Henry/Shotover Intersection Alignment Options

A summary of the option assessment is presented in Table 5-5. Whilst both options will result in a net loss of

parking, the southern alignment provides greater benefits compared to the northern alignment with better

safety outcomes and does not impact on the Turner Street intersection.

Table 5-5 : George/ Henry/ Shotover Intersection Alignment Options Assessment Summary

Northern Alignment Southern Alignment (Preferred)

● Scores poorly or neutral for criteria assessed

● Highly skewed approach may lead to safety

risks

● Scores higher or similar in all criteria

● Dedicated service may be provided for

businesses on the northern side of Henry Street

● Safer as northern alignment will have a skewed

approach

Beetham Street to Ballarat Street Options

There are significant topographical challenges between Beetham Street and Ballarat Street as it is very steep,

resulting in the need for retaining walls to minimise the impacts on adjacent properties. The topography also

Northern Alignment

Southern Alignment

(Preferred)




impacts on the connectivity of side roads which are also very steep. This study investigated how existing

intersecting street could be treated in terms of being closed (Cul-de-sac) or connected.

Figure 5-8: Beetham Street to Ballarat Street Gradient Options

The preferred option is the steeper grade due to the higher connectivity to side streets. The retention of the

upper Beetham Street and lower Ballarat Street access to the town centre is essential to meeting the access

objective which may not be achieved with the shallower grade option.

Table 5-6 : Beetham Street to Ballarat Street Gradient Options Assessment Summary

Steeper Option (Preferred) Shallower Option

● Maintains greater connectivity to side roads

which allows access to areas north of the Town

Centre.

● Preferred by the public and hence scores higher

against liveability and visitor experience.

● Higher cost option.

● Due to the restricted connectivity, it scores

poorly against improved liveability and visitor

experience and car parking criteria.

● Affects the vehicle access to the St Joseph’s

church.

● Less expensive option.

5.3 Preferred Option

Based on the options assessments undertaken for the 3 Sieves the preferred option was identified as:

● Sieve 1: high infrastructure investment which includes the Arterials development of Stages 1 and2,

Stanley/ Shotover development and public transport initiatives

Steeper Option – 12.5% max

(Preferred)

Shallower Option – 10% max




● Sieve 2: Upgrades to Stanley and Shotover Street and the development of Stage 1 and 2 of the Project.

TDM measures such as parking measures, public transport pricing, car parking pricing, cycling, walking

and public transport initiatives with the objective of reducing 20% of vehicle trips on the network.

● Sieve 3:

– Stage 2 connection: Direct route over a Boundary Street route.

– Gorge/Henry/Shotover intersection control: signalised intersection over a roundabout

– Gorge/Henry/Shotover intersection alignment: southern alignment over a northern alignment

– Beetham Street to Ballarat Street: steeper grade over a shallower grade

Figure 5-9 shows the preferred option for the Project.

The preferred option achieves all of the investment objectives set out. The preferred option identified in the

IBC, differs from the Scoping Report in that:

● Connection of Stage 2 is now confirmed to be via the direct link

● Consideration was given to the intersection of George Street/ Henry and Shotover Street and a signalised

intersection with a southern alignment is identified as the preferred intersection configuration and alignment

option.

● Consideration was given to the connection of side streets along the section of Beetham Street and Ballarat

and the need for a steeper grade was identified as necessary in this location to maintain street connectivity

to the town centre.

Figure 5-9 : Preferred Option (2014 IBC)

| Queenstown Town Centre Arterials Business Case 2017 |



6 Queenstown Town Centre Arterials Business Case 2017

Following the 2014 IBC, QLDC commissioned the Queenstown Town Centre Transport Strategy (2015). This

study identified short, medium and long-term projects, including the Inner Links, to help achieve the strategy’s

goal of reducing the use of private vehicles in the CBD and increasing the use of public transport, walking and

cycling. This study was further developed by QLDC as “The Next Steps” in 2016. This strategy included a

series of initiatives towards reducing congestion and the reliance on private cars such as parking initiatives

and traffic demand management measures. In 2016 the New Zealand Transport Agency commissioned the

Queenstown Town Centre Transport Programme Business Case (PBC) following their new business case

process for determining transport investment. The Queenstown Town Centre Transport PBC identifies that

business case planning for Inner Links is required so it can be progressed if parking and public transport

initiatives “fail to achieve the required mode shifts”.

The Inner Links was progressed and options comprehensively investigated in the Queenstown Town Centre

Arterials Business Case following the recommendations of those earlier reports and as part of the Queenstown

Town Centre Masterplan process.

The Masterplan programme comprised a multi-disciplinary team, led by QLDC, to identify and address the

challenges facing the Town Centre through the production of a Masterplan. The Masterplan provided a vision

over a 35-year time horizon, to set the direction for the future of the Queenstown Town Centre. The Masterplan

Programme included:

● Public and Passenger Transport facilities

● Parking

● The Town Centre Arterial Route

● Spatial Framework and Public Realm

● Community and Civic Facilities, which includes development of a Community Heart.

The Queenstown Town Centre Arterials Business Case (2017 Business Case) was produced as part of the

Masterplan programme and describes how the Project fits into the Town Centre strategy. The purpose of the

2017 Business Case was to:

● Determine the need for investment through detailed evidence; and

● Develop the proposed solution through a robust optioneering process that meets the investment

objectives and addresses the problems identified.

The 2017 Indictive Business Case reinvestigated the options investigation for the Queenstown Arterial

previously known as the Inner Links.

The process relevant to the alternatives assessment undertaken as part of the 2017 Business Case is

detailed below. In summary: An Investment Logic Mapping workshop was undertaken to identify problem

statements, benefits and investment objectives for the project. Through a separate workshop process a

longlist of options were developed. These were subject to a Multi Criteria Analysis (MCA) to determine a

shortlist of options which then went through a more detailed MCA to determine the preferred option from the

shortlisted options.

The 2017 Business Case subsequently identified the preferred option for the Project as Frankton Road to One

Mile via Melbourne Street to Henry Street. For the Stage 2 intersection at Gorge Road, Henry Street and

Shotover Street three options were identified needing further investigation with more detailed traffic modelling

to determine the preferred options and that this should be undertaken as part of the Detailed Business Case

stage. One option was to go through the Memorial Hall using public land to form a double T-intersection and

two options were to form a single point intersection using private land along slightly difference alignments.




The 2017 Business Case recognised the Project as a key enabling project – not just a bypass route but a

catalyst for other positive interventions that improve liveability and visitor experience, while reducing car

dominance and easing congestion in the Town Centre. The 2017 Business Case recommended:

● The Queenstown Town Centre Arterials Indicative Business Case be accepted; and

● Preliminary design be developed,

● Stage 2 intersection option be further investigated to confirm the preferred option following more detailed

traffic modelling; and the subsequent preferred option refined.

6.1 Problems, Benefits and Investment Objectives

A number of problem statements (set out below) were identified and reviewed through an ILM workshop which

was held with key stakeholders to better understand current issues and business needs. The benefits to

address the problems identified were also agreed at the workshop and informed the investment objectives

identified for the Project. The problem statement and benefit/Investment objectives weighting was also agreed

during the workshop. This is shown in Figure 6-1.

Figure 6-1 : Problem Statements and Benefits

6.2 Options Evaluation

Figure 6-2 shows the ‘collaborative business case development process’ used in the analysis of the long

and short list options to determine the preferred option. In summary:

● A set of workshops were undertaken to develop a long list of programme options that addressed the

problems identified within the ILM.

● In keeping with the NZTA business case approach, an MCA was undertaken to evaluate each longlist

option against Critical Success Factors (see below) and investment objectives to determine a shortlist of

options.

● A more detailed MCA was undertaken on the shortlisted options which included consideration of

estimated cost, business needs and risks to determine the preferred option.

● Due to the complexity of the project, a long list of options was also developed for:

– Stage 2 connections - connection option between Stage 1 and Stage 3; and

– Stage 3 Thompson Street Link – options for the connection between Man Street and One Mile

Roundabout

These long-list options also went through a further detailed MCA to reach a preferred option for the Stage

2 and 3 connections.




Figure 6-2 : Project Flow Diagram




Long List Options

Due to the numerous elements and complexity of the project, several long lists of options were developed for:

● A programme of works – options for the stages of the arterial

● Stage 2 connections - connection option between Stage 1 and Stage 3

● Stage 3 Thompson Street Link – options for the connection between Man Street and One Mile Roundabout

Programme Long List Options

A set of workshops was undertaken to develop a long list of programme options that could address the agreed

problems. A total of 21 options were developed, including the do nothing and do-minimum options against

which the performance of the options were compared.

In line with the NZTA business case option development approach, a multi-criteria analysis, was undertaken

to evaluate each of the options against the below ‘Critical Success Factors’ (CSF) and investment objectives

to determine a shortlist of options to be progressed to the detailed analysis stage.

The criteria and the CSFs used to assess the options are set out in Figure 6-3.

Figure 6-3 : Assessment Criteria (Critical Success Factor)

As part of this process, the environmental effects of all long list options were assessed to inform the decision

making around the Arterials. Beca was engaged by QLDC to undertake this analysis. The effects were

assessed against the following criteria:

● Construction Impacts - To what extent will the option be a disruption to local businesses and residents.

Are there any important utilities along the route that would require protection or relocation?

● Safety - To what extent will the option enhance safety for different types of transport users (including

pedestrians and cyclists)?

● Heritage – To what extent does the option impact on heritage buildings, archaeological sites and

protected/ notable trees?

● Cultural – Will the option impact on iwi values?

● Urban Design – To what extent does the option impact on urban design matters including personal safety,

access to PT/active forms of travel, built form, context and place making considerations, open space

integration, land use and development considerations?




● Landscape – Will the option have visual effects on the environment and is there any opportunities to

enhance the landscape environment?

● Natural Environment – To what extent will the option impact on the natural environment including coastal

marine area, water bodies, biodiversity, potential hazard risks, removal of vegetation and cultural

interpretation opportunities?

● Social – Will the option impact on connectivity/ accessibility for the public including access to jobs, shops,

services and other community and cultural facilities?

● Human Health – Are there any sensitive land uses nearby such as childcare centres, hospitals, rest homes,

marae and schools? Will the option impact on human health relating to air quality, contaminated land, noise

and vibration?

● Property – Will the option require property take, property rights and associated risks?

● Transport System Integration – Are there wider transport system effects and will the option meet the

forecast transport demand?

● Economy – How does the option impact economic growth with regards to development potential of adjacent

land, new jobs, access to business and encouraging agglomeration to occur?

17 of the long list options were assessed against each of the above criteria by relevant technical specialists,

including Transportation Engineers, Urban Designers, Environmental Planners and Landscape Architects.

Options that did not go through an individual assessment were the combination options identified eg: Stage 1

only, Stage 1 and 2 Only and Stage 1, 2 and 3 were identified for the arterials (Options 18-21) These were a

combination of the preferred option for each stage.

Each option was scored based on a 7-point system from -3 to +3, with -3 having significant adverse effects

and +3 having significant positive effects. A score of 0 represented neutral or no change.

The draft assessment of effects was presented to staff from QLDC at a workshop. The purpose of the workshop

was:

● To enable staff from Council to have input to the assessment and to have a sense of ownership of the

document that they will take up to Council as part of the IBCs for approval; and

● To test the assessment with the project team and subject matter experts in Council.

The environmental effects assessment concluded:

● Option 16 - Melbourne Street/ Frankton Road intersection to One Mile via Private Land and Option

17 - Shotover Street and Stanley Street preferred Arterial Replacement options – Melbourne St/

Frankton Road intersection to One Mile via QLDC site were ranked the highest. These two options

rank the highest in terms of enhancing safety for all users on Stanley Street and allows Lake Esplanade

and Shotover to be traffic calmed. The options will also enable economic growth within the Town Centre

and support the urban design visions

● Options 9 and 10 indicated significant adverse effects relating to construction impacts and moderate/

major adverse effects for urban design as well as property impacts.

● All options requiring construction are expected to have some minor adverse effect on the natural

environment with potential tree removal and potential loss of habitat.

● The Glenarm cottage at 50 Camp Street was identified as a heritage site that could potentially be affected

by Stage 2 alignment.

● There are moderate adverse visual effects due to road cutting down steep escarpments from Thompson

Road to the One Mile Roundabout. However, mitigations such as tree plantings are possible to reduce

effects to minor.

The full assessment is appended to this Report as Appendix A.

The AEE assessment informed the wider discussion and comparison of options for the Project and influenced

the overall assessment forming one of the assessment criteria (refer to Figure 6-3).




The assessment of the long list options resulted in the identification of the following short list options:

● Status Quo – Do nothing: Option will not achieve investment objectives however, shortlisted as it requires

no investment.

● Option 7: Shotover replacement Option 1 – New Man Street/ Thompson Street Arterial Link – This is

the preferred option for Stage 3 of the Arterials, meets all investment objectives and partially or fully meets

the CSFs. Other replacement options did not fully meet investment objectives or could not demonstrate

value for money.

● Option 14: Stanley Street Arterial Replacement Option 4 – Melbourne St/ Henry St – This is the

preferred option for Stage 1 of the Arterials. Options allow for the town centre to expand and allow Stanley

Street to provide for better facilities for public transport. Other options considered did not meet investment

objectives.

● Option 16: Melbourne Street/ Frankton Road intersection to One Mile via Private Land - This is the

one of the two preferred options for Stage 2 of the Arterials. Option will meet all investment objectives and

enable Shotover Street and Stanley Street to be upgraded to a shared space with provision for Public

Transport.

● Option 17: Combined Shotover Street and Stanley Street preferred Arterial Replacement options –

Melbourne St/ Frankton Road intersection to One Mile via QLDC site – This is the one of the two

preferred options for Stage 2 of the Arterials. Option will meet all investment objectives and enable Shotover

Street and Stanley Street to be upgraded to a shared space with provision for Public Transport.

● Option 21: Combined Shotover Street and Stanley Street Arterial Replacement Stages 1, 2 & 3 – This

is staged combination option of all 3 stages.

It was identified that further detailed options investigation was required for Stage 2 and 3 to determine the

preferred alignment and option as part of the IBC. A summary of the assessment for the long list options

from the “Queenstown Town Centre Arterials Business Case”, Rationale, November 2017 is appended to

this Report as Appendix B

The shortlisted options from the long list assessment are shown in Figure 6-4 to Figure 6-8.




Figure 6-4 : Option 1 - Do Nothing

Figure 6-5 : Option 7 - Shotover Street Arterial Replacement Option 1 New Man Street/ Thompson Street Arterial Link

Figure 6-6 : Option 14 -Stanley Street Arterial Replacement Option 4- Melbourne Street/Henry Street




Figure 6-7 : Option 16: Melbourne Street/ Frankton Road intersection to One Mile via Private Land




Figure 6-8 : Option 17 Combined Shotover Street and Stanley Street Preferred Arterial Replacement options - Melbourne St/Frankton Road intersection to One Mile

Stage 2 Connection – Man Street to Henry Street Connection Long List Options

It was determined through the Business Case process that the connection option between Man Street and

Henry Street needed to be fully investigated through a long list – short list – preferred option process to ensure

the most appropriate option was robustly confirmed. On this basis, some of the options previously discarded

by the 2008 Scoping Report were re-introduced to the process as study started from beginning.

The long list options identified were then assessed against the investment objectives to determine the short

list of options. Options that scored poorly against the investment objectives were discarded. Table 6-1 provides

a summary of the assessment undertaken. The shortlisted options were then assessed against estimated

costs, business needs, risks and disbenefits.

The shortlisted options all provide for a new arterial route from Memorial Street to Henry Street. Through this

process it was determined that a new arterial route would provide the greatest benefit in releasing pressure

from Shotover and Stanley Streets, thus meeting the investment objectives.

Table 6-1 : Stage 2 Connection Long List Option Assessment Summary


1 Do nothing Discard Does not meet investment objectives.

2 Upgrade of the existing network Discard Will only provide short term and minor congestion relief.

3 Utilise boundary Street Discard Does not meet investment objectives also previously discarded in the IBC study.

4 Sweeping curve options – retain council office and Memorial Centre

Shortlist Establishes a new road alignment between Camp Street and Gorge Road




4.1 Sweeping curve options – removes council office and Memorial Centre

Shortlist and a new signalised intersection. Meets investment objectives.

4.2 Sweeping curve options – retain council office and remove Memorial Centre

Shortlist

5 Continuation of Grid System – Memorial St to Gorge Road – Retain council office, remove Memorial Centre

Shortlist Follows alignment of existing paper road between camp street and Gorge Street. Meets investment objectives.

6 Continuation of Grid System – Memorial St to Gorge Road – Remove council office, retain Memorial Centre

Shortlist Meets investment objectives

7 Continuation of Grid System – Memorial St to Gorge Road – Remove council office and Memorial Centre

Shortlist Signalised intersection at Memorial and George Road intersection and Stanley and Henry Street intersection. Meets investment objectives

8 Overpass Discard Does not score as high in meeting the investment objectives as the shortlisted options to justify the risks and cost associated with it.

9 Tunnel Discard Likewise, the benefits gained will not be greater than less risky and inexpensive options.

Stage 3 Thompson Street Link Long List Options

The broad Stage 3 route from Man Street to the One Mile Roundabout had been identified in previous studies

(Future Links Transport and Parking Strategy and the Final Scoping Report), However, the particular alignment

(in relation to the link between Thompson Street and the One Mile Roundabout) and elements such as, the

gradient and cross section needed to be investigated further.

As part of the 2017 Business Case, it was determined that construction of the previously proposed alignment

that connected directly with the existing One Mile Roundabout would result in significantly high retaining walls

on each side of the corridor, a gradient above 12.5% and significant shadowing during the winter months

raising the risk of black ice. In addition, the link would receive limited sun light during the winter periods

creating serious safety issues. Given these issues, the Stage 3 alignment was further investigated. As part of

these investigations a long list of options was identified, which was then refined to a short list and a preferred

option chosen.

A long list of 22 options for Stage 3 was identified and assessed against the investment objectives and the

CSFs.

Table 6-2 : Thompson Street Link Long List Options Assessment Summary


Do Nothing

1 Do nothing Remain as is Does not meet investment objectives

Level of Service (LOS) - Gradient

2 Low LOS – Max gradient 15% Discard Only partially improves liveability in the town Centre and does not provide improved access to Town Centre

3 Medium LOS – Max gradient 12.5% Shortlist Only partially improves access to the Town Centre




4 High LOS – Max gradient 10% Shortlist Meets investment objectives and is a good strategic fit

Route Alignment

5 Thompson St to One Mile Roundabout

Shortlist Meets investment objectives and able to be delivered by potential suppliers

6 Thompson St to Fernhill Rd (Lower) No One Mile Connection

Shortlist Similar to Option 5 but scores better in the option being delivered by QLDC and Waka Kotahi.

7 Thompson St to Fernhill Road (Upper) Option A

Discard Only partially meets investment objectives and is not seen as value for money

7A Thompson St to Fernhill Road (Upper) Option B

Discard Similar to Option 7A

7B Thompson St to Fernhill Road (Upper) Option B


8 Thompson St to Fernhill Road (Upper) Option D


Thompson Street Intersection

9 Cul-de-Sac Thompson St and no property access

Discard Does not meet investment objective and is seen as a poor connection. Also is not a strategic fit.

10 Cul-de-Sac Thompson St and allow property access

Discard Similar to Option 9

11 Connect Thompson St but no property access

Shortlist Meets investment objectives and meets CSF of supplier capacity and potential achievability

12 Connect Thompson St but allow property access

Shortlist Similar to Option 11

12A Thompson St connected to Brunswick St through grade separation

Shortlist Similar to Option 11 except scores lower in potential achievability

One Mile Roundabout

13 Connect directly to existing roundabout

Shortlist Meets investment objectives and meets CSF of supplier capacity.

14 Connect via pump house access road with existing roundabout

Shortlist Similar to Option 13

15 Connect directly to relocated roundabout

Discard Does not improve liveability and visitor experience in the Town Centre

16 Connect via pump house access road with relocated roundabout

Discard Does not improve liveability and visitor experience in the Town Centre and will only partially improve access

17 Thompson St to Fernhill Road (Lower) full connections to One Mile


18 Thompson Street to Fernhill Road connect via pump house access road with new roundabout


19 Thompson Street to Fernhill Road with direct connection to Glenorchy Road

Shortlist Meets investment objectives and meets CSF of potential achievability




Shortlist Options

From the long list options, short list of 5 options was identified (and highlighted below). These options were

further assessed to reach a preferred option using NZTA’s ‘Multi-Criteria Analysis for Transport Business

Cases – Guidance Document’.

Programme Shortlist Options

Table 6-3 sets out the assessment summary and shortlisted options. The assessment of the shortlist options

is summarised below.

The status quo was included as a baseline but was discounted as it did not meet any of the investment

objectives. In terms of implementability, all of the other shortlisted options scored the same for technical,

consentability and safety design criteria. Operational performance of Option 2 would be less than Options 3,

4 and 5 with only Stanley Street partially relieved from congestion.

Options 4 and 5 carry the highest estimated costs to construct but they best meet stakeholder expectations.

Staging for Option 5 will have a slight negative effect on meeting expectations with the delay in Stage 3.

Other than the status quo (which showed negative effects due to worsening congestion and safety incidents

and worsening levels of service), all options showed positive effects overall. Option 4 scored the highest in the

assessment of environmental effects. Option 5 scored slightly less in terms of environmental effects due to

the proposed staging. Both options demonstrated positive effects on safety, potential for economic growth

and system integration (with other transport systems) as well as positive effects in relation to ‘community

criteria’.

Table 6-3 : Short list Arterials Options Assessment Summary


1 Status Quo 5 Does not meet investment objectives but is provided as a baseline only

2 Stage 1 and 2 only (do minimum)

4 Will partially deliver on investment objectives to improve access through the town centre and also economic performance. It is unlikely to improve liveability and visitor experience due to adverse effects in other areas.

3 Stage 1 and 3 only (less ambitious)

3 This option will not deliver on the objectives to the same extent as options 4 and 5.

4 Stages 1,2, 3 (intermediate)

1 Option has positive effect on safety, potential for economic growth as well as positive effects in relation to ‘community criteria’. Albeit, highest cost.

5 Option 4 but with stage 3 delayed

2 As per Option 4 however benefits will not be realised until later

Stage 2 Connection – Man Street to Henry Street Connection Shortlist Options

The shortlisted connection options were further assessed against estimated costs, business needs, risks and

dis-benefits. Table 6-4 provides the assessment summary.

Table 6-4 : Shortlist Stage 2 Connection Options Assessment Summary


4 Sweeping curve options – retain council office and Memorial Centre

4 Scored low on urban design outcomes and does not support investment objectives as well as other options.

4.1 Sweeping curve options – removes council office and Memorial Centre

2 Allows an enhanced public space supports investment objectives best. However, the




additional benefits does not justify the additional cost required when compared with Option 4.2.

4.2 Sweeping curve options – retain council office and remove Memorial Centre

1 Supports the investment objectives well, just shy of Option 4.1 and equal in other criteria. However, the lower cost makes this option more value for money.

5 Continuation of Grid System – Memorial St to Gorge Road – Retain council office, remove Memorial Centre

5 Option will have high technical and financial risks when compared with other options.

6 Continuation of Grid System – Memorial St to Gorge Road – Remove council office, retain Memorial Centre

3 Option does not support the investment objectives as well as the other options.

7 Continuation of Grid System – Memorial St to Gorge Road – Remove council office and Memorial Centre

6 High cost option with high technical, financial risks and high environmental impacts.

Options 4.1 and 4.2 ranked the highest with both supporting the investment objectives. However, both require

the purchase of private property and are more costly. It was also determined that the Memorial Centre could

be relocated to the new community centre proposed on land between Shotover Street and Ballarat Street,

which would address the high social costs of Options 4.1 and 4.2.

Subsequent simple intersection modelling determined that Option 5 for the Stage 2 connection allowed the

road network to potentially operate more efficiently than the preferred options 4.1 and 4.2. Option 5 also would

not require any property purchase

It was therefore confirmed that Options 4.1, 4.2 and 5 should be taken through to the Detailed Business

Case stage and further evaluated across a number of criteria and with a more detailed traffic modelling

process. These Options are shown in

Figure 6-9 : Stage 2 Short Listed Options for further assessment during the DBC Stage

Stage 3 Thompson Street Link Shortlist Options




The longlisted connection options described above were combined to form the shortlisted programme

options. The Stage 3 shortlisted options were assessed against estimated costs, business needs and risks.

Table 6-5 provides a summary of the assessment.

Table 6-5 : Shortlist Stage 3 Thompson Street Link Options Assessment Summary

Short List Option

Description Rank Comments

Status Quo

Status Quo 6 Does not meet investment objectives.

1 a) Option 3 - Medium LOS b) Option 5 - Thompson St to One

Mile Roundabout c) Option 11 - Connect Thompson St

but No Property Access

d) Option13 - Connect Directly to Existing Roundabout

8 Option has higher risks including safety and financial when compared with other options.

2 a) Option 4 - High LOS b) Option 5 - Thompson St to One Mile

Roundabout c) Option 11 - Connect Thompson St

but No Property Access d) Option 14 - Connect via Pump

House Access Rd with Existing Roundabout

7 Similar to Option 1

3 a) High LOS b) Option 6 - Thompson St to Fernhill

Road (Lower) No One Mile Connection

c) Option 11 - Connect Thompson St but No Property Access

d) Option19 - Thompson Street to Fernhill Road with direct connection to Glenorchy Road

3 Option does not support investment objectives as well as Option 3B and has lower community acceptance

3A a) High LOS b) Option 6 - Thompson St to Fernhill



d) Option19 - Thompson Street to Glenorchy Road with direct connection to Fernhill Road

5 Option does not meet design standards and thus will have poor safety outcomes

3B a) High LOS b) Option 6 - Thompson St to Fernhill



d) Option19 – Relocated Roundabout

1 Option supports investment objectives the best and scores high in providing urban design outcomes and community acceptance

4 a) Preferred Option from Option 1 – 3B above

b) Option 12 - Connect Thompson St and Allow Property Access

2 Option supports investment objectives well but scores lower or equal in other criteria when compared with Option 3B

5 a) Preferred Option from Option 1 – 3B above

b) Option 12A - Thompson St connected to Brunswick St through grade separation

4 Does not support the investment objective as well as other options but provides high safety benefits




The Option 3B was ranked the highest through the short list option evaluation process and shown in Figure

6-10.

Figure 6-10 : Option 3B - Thompson Link Preferred Option

6.3 Preferred Arterial Option

The Arterial was confirmed as three stages:

● Stage 1 – Melbourne Street to Henry Street;

● Stage 2 – Henry Street to Man Street; and

● Stage 3 Man Street to One Mile Roundabout

For Stage 1 was Stanley Street Arterial Replacement Option 4, connecting Melbourne Street to Henry Street

between Gorge Road and Frankton Road was confirmed as the preferred option. This option involved the dead

ending of Malaghan Street, Ballarat Street and Beetham Street.

For Stage 2 Options 4.1, 4.2 and 5 where short listed and recommended to be taken through to the Detailed

Business Case stage for further evaluated across a number of criteria and with a more detailed traffic modelling

process to provide a better understanding of their potential performance.

The Stage 3 preferred option resulted in the relocation of the One Mile Roundabout to the west to allow the

link from Thompson Street to have vertical alignment that would result in a gradient no greater than 10%, no

retaining walls on the eastern side to provide good daylighting during the winter months and a significantly

safer option, while still allowing access to the One Mile carpark and One Mile track.

Following the MCA process the preferred option for the Project was identified as Option 4: Stages 1, 2 and 3

(with the second preferred option being Option 5: Stages 1, 2 and 3 with Stage 3 delayed).




Figure 6-11 : Town Centre Arterials Preferred Option

Traffic modelling was undertaken with the preferred alignment to determine intersection form and control along

the route. Network modelling was carried out with the TRACKS model for the greater Queenstown area.

The preferred option can be further broken down as:

● Frankton Road to One Mile via Melbourne Street to Henry Street through either private land or public land

to Memorial Street, Man Street, Thompson Street and a new link to One Mile as shown in Figure 6-11.

● Five new signalised intersections were proposed for the project:

– Melbourne Street and Frankton Road

– Henry Street and Gorge Road

– Camp Street and Man Street

– Brecon Street and Man Street

– Hay Street and Man Street

● Shotover Street between Beach Street and Stanley Street will be changed to a low speed environment

with focus on pedestrians and commercial tourism activities.

● Lake Esplanade will be “traffic calmed” to reduce traffic speeds

● Stanley Street will be enhanced between Ballarat Street and Shotover Street to provide for on-street

public transport facility.

The Business Case determined that the Preferred Option integrates well with the Queenstown Masterplan

Spatial Framework which brings together the other improvements in passenger and public transport, parking

and public spaces proposed in Queenstown. In particular, the preferred option enables capacity for the on

street public transport facility in Stanley Street, supports the Community Heart development, the civic axis,

the new parking buildings, enhanced walking and cycling access and general improvements to the town

centre spaces.




Preferred Option Detailed Analysis

The Preferred Option underwent a further detailed analysis to determine how well it delivers against the

Critical Success Factors in addition to delivering a strong cost benefit ratio. This detailed analysis involved an

additional multi-criteria analysis for the Preferred Option, an assessment against the investment objectives

and the completion of an Environmental and Social Responsibility Screen (ESR) in addition to the AEE

process undertaken at the longlist phase.

The key findings of the ESR were:

● The route follows an existing alignment (exception is where new road is created between Melbourne and

Henry Streets & Thompson Street and One Mile) – this means minimal impact on the natural environment

and on any heritage and cultural features.

● Horne Creek will be protected under the RMA with measures implemented to minimise any potential

adverse effects.

● There are residential properties along the route, but any adverse effects related to this will be short term,

through the construction period only.

● Effects on social cohesion will be positive especially with enabling greater capacity and reliability for

public transport users. Reduced traffic in the town centre will better provide for this along with proposed

walkways.

● There are concerns around the possibility of the Memorial Centre having to be relocated but this will be

done in consultation with the community to ensure an acceptable solution.

● As part of the Masterplan project, the Arterials will provide for enhanced walking and cycling opportunities

and improved public and passenger transport facilities.

● Key wider benefits include the activation of Shotover and Stanley Streets which will improve economic

development in the town centre through removing the majority of traffic.

● The provision for better alternative mode use will lead to environmental and social effects.

Using the MCA criteria as a guideline, the Preferred Option was generally assessed and the results are set

out in Table 6-6.

Table 6-6 : Environmental and Social Responsibility Screen MCA Criteria

IMPLEMENTABILITY

Technical /

Constructability

The road will generally be designed under AustRoads Guide to Road Design

Parts 1 to 8

Some potentially complex issues related to retaining walls (limited geotechnical

investigations to date)

Working in a ‘live’ environment will require detailed planning to ensure

‘buildability’ of the solution – programming, affected party liaison, traffic

management etc

A full and detailed construction management plan will be required.

Statutory

Requirements

full statutory planning review is required.

The road alignment will be secured through a designation (process due to

commence imminently)

Requirement for associated land use consents will also require consideration.

Safety Safety considerations in the design include:

• Posted speed limits to suit function of the corridor

• Road design layout to AustRoads standards

• Separated footpaths

• Cycleway / shared path (walking and cycling) provisions




• Bridge barriers / ridge edge protection (separate Bridge Design

Statement)

• Safety barriers / central medians etc as appropriate

Operability Ongoing operation and maintenance of the completed solution will be routine for

an urban environment.

Property Impacts Land purchase will be required.

Negotiations are underway with valuations being completed.

Non-Asset / Demand

Management Solutions

One of the objectives of the Masterplan project is to encourage alternative forms

of travel than the car.

The Arterials project provides for this through the provision for bus priority

measures, footpaths and cycleways. The route will also contribute to reduced

congestion into and through the town centre which supports the Masterplan

vision.

ASSESSMENT OF EFFECTS

Environmental Impact Overall environmental impact is not considered to be significant

An ESR screening has been completed for the preferred option (Appendix 12)

and addresses criterial such as natural environment, cultural and historic impact,

human health, social and urban and landscape design

This is already a built environment.

Short term effects such as noise and dust will be addressed through a

construction management plan.

Social Impact One of the objectives of the project is to encourage alternative forms of travel

than the car.

Accordingly, walking and cycling provisions must be designed with safety,

through separation, of users a key consideration as well as a layout that will be

appealing to potential users.

Integration with the other business cases to enable definition of place for the

town centre.

System Integrations The preferred option and its layout allows integration with proposed

improvements in the public and passenger transport facilities as well as

improvements in parking provisions.

Separate walkways and cycleways (medium and high spec designs) will provide

a safer environment for users and will encourage alternative mode use.

Economy A key aim of the masterplan project is to provide for growth in the town centre

The preferred arterials options will provide for this through reduced congestion,

improved access to the town centre and allowing the town centre’s functions to

develop in accordance with the masterplan objectives.

Activation of Shotover Street by removing much of traffic will facilitate wider

economic benefits.

| Queenstown Transport Business Case 2020 |



7 Queenstown Transport Business Case 2020

The Queenstown Transport Business Case presents a case for investment in a programme of transport

improvements that address the key challenges experienced within the Wakatipu Basin. The Transport

Business Case builds on the 2017 Indicative Business Case and is an amalgamation of three previous

business case processes – Frankton to Queenstown (F2Q) SSBC, Queenstown Town Centre (QTC) (DBC)

and an expanded SH6 Grant Road to Kawarau Falls Bridge Business Case. The Transport Business Case is

delivered by Way to Go, a collaborative working group made up of Waka Kotahi NZ Transport Agency, QLDC

and Otago Regional Council.

The Transport Business Case seeks to provide a network-wide response to the transport needs of the

Wakatipu Basin and the project area comprises of the Queenstown Town Centre, Frankton to Queenstown

and Frankton and Ladies Mile. The Arterials Project sits within the Queenstown Town Centre geographical

area.

The Transport Business Case optioneering and engagement processes have demonstrated that the

mechanism to deliver on the investment objectives will need to include a wide range of initiatives focussed on

shifting the current reliance on the private vehicle, providing users with choice, through:

● Increased public transport services

● Improved public transport facilities (fleet and stops);

● Improvements to the town centre;

● Enhanced active mode facilities

● Public transport priority with transport network

● Travel Demand Management.

The analysis demonstrates that the interventions need to be built around a step change in public transport,

provided through a high capacity, high priority public transport spine that links the key development areas

identified through the spatial planning process. Feeder networks of public transport and active modes are also

provided.

The preferred programme sits alongside a future suite of interventions that could be implemented at a later

date when required, or as funding becomes available. Together, the preferred programme and the future suite

of improvements make up the full Queenstown Package.

The Transport Business Case recommended interventions included:

● An alternative arterial route that reduces general traffic on Stanley Street and the top section of Shotover

Street. This will improve pedestrian experience and safety, and provide better connections between

Project Manawa, the historic core of the town centre and the lake. Stage 1 of the arterial route has now

been included as part of the Do Minimum for Transport Business Case. The second stage of the arterial

route extends from Gorge Road to Hay Street and is covered by Transport Business Case.

● Urban realm improvements along Stanley Street and Shotover Street. This will pave the way for

revocation of these sections of SH6A and also provide improvements to the transport hub on Stanley

Street, acting as the principal gateway into the town centre. This can only occur with the Arterial in place.

7.1 Problems, Benefits, Opportunities and Investment Objectives

The problem statements and benefits for the Transport Business Case were derived from stakeholder

workshops and are an evolution of those from preceding business cases. Combined Investment Objectives

Design of Stage 1 and 2 of the Arterial was further refined to address issues previously identified




were developed from a review of the desired outcomes and agreed. The problems and investment objectives

are shown in Figure 7-1 below.


7.2 Option Development and Assessment

Two parallel optioneering processes were followed one for the Frankton to Queenstown corridor and the other

for the Queenstown Town Centre. The common goal for each was to identify a series of integrated interventions

that achieve the Investment Objectives, test and refine options signalled through previous business case

processes and ensure shortlists were developed that achieved stakeholder preference for greater public

transport, develop programmes that aligned with each other, and with other business cases.

The options development approach for the Queenstown Town Centre is relevant to the progression of the

Arterials Project. That process is shown in Figure 7-2.





7.3 Option Assessment

All three stages of the Arterials Project are recognised in the Transport Business Case as an important

intervention of the QTC Masterplan. From a network perspective, the Arterials Project was noted as forming

one part of the wider package of interventions (which includes enhanced public transport services and parking

and travel demand management mechanisms). However, in isolation of the wider programme, the Arterials

can provide both localised and general benefits including:

● Congestion relief;

● Amenity benefits;

● Enhanced public transport operations; and

● Assist with town centre expansion.




The Transport Business Case modelling establishes the magnitude of the overall network benefits that may

result from the more efficient movement of vehicles throughout the town centre. In addition, an assessment of

wider economic benefits has been undertaken.

7.4 Preferred Programme

Following the Option Assessment, a Preferred Programme was identified. The optioneering process

demonstrated that the interventions need to be built around a step change in public transport, provided through

a high capacity, high priority public transport spine that links the key development areas identified through the

spatial planning process. Feeder networks of public transport and active modes are also provided. All three

Stages of the Project are recognised as helping to achieve this goal and are included as one of the

interventions that make up Queenstown Town Centre elements of the Queenstown Package.

7.5 Design refinement

While the overall Project route / programme was not revisited as part of this process, the, preliminary design

work for Stage 1 and 2 of the Arterials was refined and revisited to address issues identified in earlier studies.

These refinements are outlined later in this section. These included:

● Road functional requirements

● Shotover/Gorge/ Henry Intersection

● Frankton Road/ Melbourne Street Intersection

● Sydney Street / Melbourne Street Intersection

Stage 3 Thompson Street link design works have not yet been advanced and effectively confirmed the IBC

Preferred Option.

The traffic modelling, and economic analysis discussed above, as well as the findings of the Transport

Business Case, further informed the refinement of the design for the Project. The analysis undertaken included

an economic analysis to determine the benefit-cost ratio of the Project and a Safe System Assessment (as per

NZTA’s guidelines). Both have guided the refinements to the design of the Arterial road and maximised safety

outcomes.

The main changes recommended by the Transport Business Case to the preferred option identified in the 2017

Business Case are:

● Intersection of Shotover/ Gorge / Henry intersection is revised from a 4-arm intersection to two 3-arm

intersections. This subsequently changed the alignment of the Stage 2 connection.

● Changes to the configuration of the Frankton Road/ Melbourne Street intersection.

● Functional changes to sections of the route such as the speed limit and lane widths.

● Intersection of Sydney Street/ Melbourne Street from a priority intersection to a signalised intersection

● Road functional changes such as the speed limit and lane widths which are detailed below

These are detailed in the sections below.

Road Functional Requirements

Similarly, the road functional requirements were modified from the 2017 IBC to the Transport Business Case

for each section of the road. The main changes are as follows with details for each section between the 2017

IBC and Transport Business Case found in Appendix C:

● Speed limit change from 50km/hr to 40km/hr

● Changes to lane widths from 3.5m to 3.25m along certain sections of the Project

● Removal of on-street parking available along arterial route except for limited drop off/Pick up parking on

Melbourne Street associated with the St Joseph School.




● Alignment modifications to address impacts properties e.g. The Glen Arm Cottage property on the corner

of Man Street and Camp Street.

● Intersection form and layout changes which are further discussed below.

Shotover/Gorge/ Henry Intersection

The 2020 DBC further evaluated the short list option 4, 4.1 and 5 from the 2017 IBC. Through this evaluation

it was confirmed that the Shotover / Gorge / Henry intersection be revised to two 3-arm intersections as outline

in Option 5 from the 2017 IBC. This option accords with the design principle of providing a good quality

environment for pedestrians and to be in line with Safe System objectives so that:

● Pedestrian crossing facilities are available across all arms of the intersections

● All pedestrian crossings will be fully protected i.e. no vehicles turning in parallel with conflicting pedestrians

With the outcomes noted above, further comparative traffic modelling was undertaken to assess operational

performance. The results indicated:

● The 4-arm intersection would not be able to accommodate the future forecasted traffic demand with a

LOS of F indicating delays are excessive and unacceptable

● Operation for the 3-arm intersections is within satisfactory range with a LOS of C/D at both intersections

and would be able to accommodate the future forecasted traffic demand. Also, pedestrian delays are

minimised with the smaller intersections.

In addition to the operational benefits, the 4-arm intersection required greater land take. Thus, the 3-arm

intersections option was taken forward as the preferred option. Subsequently, the alignment of the connection

was modified. The 2017 IBC design is shown in Figure 7-3 and the selected design (the Project) is shown in

Figure 7-4.

Figure 7-3 : IBC 4-arm Design from Shotover/Henry/Gorge intersection to Memorial/ Man Street Intersection




Figure 7-4: DBC Design from Shotover/ Henry/Gorge intersection to Memorial/ Man Street Intersection

Frankton Road/ Melbourne Street Intersection

Based on the latest modelling analysis and the application of the Safe Systems principles has resulted in

modifications to the intersection of Frankton Road and Melbourne Street as proposed in the 2017 IBC as

shown in Figure 7-5 to accommodate the new projected traffic demands with acceptable operational

performance as shown in Figure 7-6. These include:

● Removal of left turn slip lane on Dublin Street in line with Safe System objectives

● Pedestrian crossing on three approaches in line with Safe System objectives

● Left only from Melbourne Street with no access to Dublin Street

● Left and right turns from Frankton Road west approach with no access to Dublin




Figure 7-5 : 2017 IBC Design for Frankton Road/ Melbourne Street Intersection

Figure 7-6 : Transport Business Case Design for Frankton Road/ Melbourne Street Intersection

Sydney Street / Melbourne Street Intersection

Based on the latest modelling analysis and the application of the Safe Systems principles has resulted in the

intersection of Sydney Street and Melbourne Street as proposed in the 2017 IBC being transformed from a

priority intersection to a signalised intersection. The signalised intersection has provided pedestrian crossings

Left out only

Left out only

| Conclusion |



on all approaches. Figure 7-7 and Figure 7-8 shows the previous design for the 2017 IBC and the design for

the Trasnport Business Case, respectively.

Figure 7-7 : 2017 IBC Design for Sydney Street/ Melbourne Street Intersection

Figure 7-8 : Transport Business Case Design for Sydney Street/ Melbourne Street Intersection

8 Conclusion

Since inception of the Project in 2005, there have been a number of alternatives assessments to progressively

refine and re-evaluate the options for the Project to improve congestion and achieve the identified benefits.

The assessments have been carried out by way of evaluation frameworks which have regard to environmental

effects (and Part 2 of the RMA) and the Project’s overarching objectives. This process has been thorough and

robust.

| Conclusion |



Appendix A – Assessment of Effects for the Town Centre Arterials and Public and

Passenger Transport Facilities

A

Report

Assessment of Effects for the Town Centre Arterials and Passenger and Public Transport Facilities

Prepared for Queenstown Lakes District Council

Prepared by Beca Limited

29 November 2017

Report to QLDC incl. MCA Clean version

Beca // 29 November 2017 3331989 // NZ1-14911655-1 0.1 // i

Revision History Revision Nº Prepared By Description Date

Sarah MacCormick, Mark Stevenson, Jo Healey

29/11/2017

Document Acceptance Action Name Signed Date

Prepared by Sarah MacCormick, Mark Stevenson, Jo Healey

29/11/2017

Reviewed and Approved by

Bryce Julyan 29/11/2017

on behalf of Beca Limited

© Beca 2017 (unless Beca has expressly agreed otherwise with the Client in writing).

This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.


Beca // 29 November 2017 3331989 // NZ1-14911655-1 0.1 // 1

Contents

1 Introduction ........................................................................................................ 2

2 Methodology and assumptions ........................................................................ 2 2.1 Methodology .................................................................................................................................... 2 2.2 Assumptions .................................................................................................................................... 3

3 Assessment of effects – Town Centre arterials .............................................. 5

4 Assessment of effects – Passenger and Public Transport Hub and Ancillary Building .............................................................................................. 5

Appendices

Appendix 1 Criteria and considerations under each

Appendix 2 Overview of the assessment of options for the town centre arterials

Appendix 3 Assessment of options for the town centre arterials

Appendix 4 Overview of the assessment of options for the Public Transport hub

Appendix 5 Overview of the assessment of options for the Public Transport ancillary building

Appendix 6 Assessment of options for the Public Transport hub

Appendix 7 Assessment of options for the Public Transport ancillary building


Beca // 29 November 2017 3331989 // NZ1-14911655-1 0.1 // 2

1 Introduction

Queenstown Lakes District Council have had two Indicative Business Cases (IBCs) prepared for the Town Centre arterials and Public and Passenger Transport Facilities respectively. Both IBCs define a long list of options for the following:

the arterials, being different routes that general traffic are directed to, around and through the town centre;

the locations of Public and Passenger Transport Facilities; and the locations of an Ancillary building to provide a facility for Public Transport Users in proximity to the

on-street hub options on Stanley Street. The IBC for the arterials also defines a short list, which we understand is defined for staging purposes as a refinement on the preferred way forward (i.e. Option 16) and more detailed assessment will be undertaken of the preferred way forward and alternatives to it at the next stage of preparing a Detailed Business Case (DBC). For the purposes of achieving a robust options selection that would support a strong business case and a potential Notices of Requirement (NoR) process, we consider the short-list should be drawn on the ‘top’ or ‘best’ performing options against the criteria and project objectives. A ‘preferred way forward’ still needs to be tested against other short-listed options and following this, further work on a preferred way forward including designs can be undertaken. However, the refinements to these options are not part of this assessment and will need to be considered in the DBC.

QLDC has commissioned Beca to prepare an assessment of effects of the long list of options for the above (refer to three bullet points above) for the purpose of the IBCs. It is noted that this assessment is not for the purpose of NoR and has not been considered in the context of requirements of the Resource Management Act.

2 Methodology and assumptions

2.1 Methodology The methodology for the purpose of this assessment has drawn on the NZ Transport Agency’s guidance for preparing multi-criteria analysis for Transport Business Cases1 (referred to hereafter as ‘Draft guidance’).

2.1.1 Criteria

The draft guidance includes criteria for assessing effects of options including the following:

Safety Cultural Built environment Natural environment Community

– Social

1 Multi-criteria analysis for Transport Business Cases, February 2017 Guidance Document.

– Human Health – Property

System integration Economy


Beca // 29 November 2017 3331989 // NZ1-14911655-1 0.1 // page 2

Beca is aware that the short list of options for the arterials have previously been assessed in terms of their effects, using the criteria above. We have made this assessment independent of the previous work, acknowledging that it has been done.

Having regard to the context and need to consider all potential effects of the options, Beca has assessed the effects against the following criteria:

Construction Impacts Safety Heritage Cultural Urban Design Landscape Natural environment Social Human Health Property Transport System Integration Economy

Appendix 1 has a table with the questions considered under each criteria together with the names of those who prepared the assessment.

Built Environment is specified in the draft guidance as a single criterion. The draft guidance also defines matters to be considered, which includes the following question for Built Environment: “To what extent does the option impact on the environment, including heritage buildings?”. For the purposes of the Beca assessment the Built Environment is split into Heritage and Urban Design to enable assessment of impacts on built heritage elements.

A further criterion specified in the draft guidance is “System Integration”. This includes the following consideration: “Does ESR (Environmental and Social Screen) indicate Urban and Landscape design impacts?”. The criteria of Landscape has been introduced to the Beca assessment to specifically capture landscape visual effects. Given Urban Design (as noted above) and Landscape are separated out from System Integration, the Beca assessment of system integration as a criterion is focussed on transport network integration. There are otherwise no differences.

2.1.2 Scoring and assessment

Beca has used the criteria described above to assess each of the options. Firstly, each option has been given a score from + 3 to – 3 using the following from the draft guidance: To accompany each score is a brief explanation, which provides rationale for the score.

Effects criteria Scoring (score after mitigation) Significant adverse effect -3 Moderate / major adverse effect -2 Minor adverse effect -1 Neutral / no change 0 Minor positive effect 1 Moderate / major positive effect 2 Significant positive effect 3



Colours have been used, consistent with the above to enable ease of reference in understanding the effects at a glance.

The assessment of all of the options has been presented in a spreadsheet, which enables comparison of the scores across all of the options for each criteria. It is important to note that the scoring for the purposes of the effects assessment should not be added or averaged as effects cannot be cancelled out (i.e. a moderate/major adverse effect (-2) cannot cancel out a moderate/ major positive effect (+2) such that the effect can be considered neutral (0)). It is instead important as the option analysis moves into the subsequent stages that the effect “scoring” remains intact as the weighting attributed to particular effects may change when weighed against the relevant planning policies in subsequent exercises.

To expand on the brief explanation of each score in the spreadsheet, a document has been prepared that provides an assessment of the effects of each option against the criteria. Effectively, this enables the reader to understand all of the effects of each option in a summary sheet (up to three sides).

The assessment of options against the criteria for the arterials, locations of the PT hub and locations of the ancillary building are presented in sections 3 and 4.

2.1.3 Workshop

The draft assessment of effects was presented to staff from QLDC on Monday 27th November. The purpose of the workshop was twofold:

1) To enable staff from Council to have input to the assessment and to have a sense of ownership of the document that they will take up to Council as part of the IBCs for approval; and

2) To test Beca’s assessment with the project team and experts in Council.

Key points from the workshop were as follows:

The importance of consistency between the assessment of options against the project objectives prepared by Rationale and the Beca assessment of effects;

The need to consider benefits of the options including the potential land use changes that could emerge either side of the route of the arterial, particularly given the recent up-zoning of much of this land under Plan Change 50 (taking care not to disregard any adverse effects that would still require mitigation);

The assumption that the Passenger Transport Hub options will need to integrate with a plan for arterial traffic in place and operational; and

The consideration of effects of options for the arterial, should have regard to the effect on people’s journeys and destinations, including connections to proposed or existing car parking buildings as these are a key destinations for traffic.

2.2 Assumptions The following assumptions have been made when undertaking the assessment of the effects.

2.2.1 General

The assessment is based on the Indicative Business Cases prepared by Rationale, and preliminary design reports prepared by Beca as listed below: – Queenstown Town Centre Arterials Business Case, October 2017 (Rationale) – Queenstown Public and Passenger Transport Facilities Indicative Business Case, September 2017

(Rationale)



– Queenstown Masterplan – Queenstown Arterials Preliminary Design Report, 15 September 2017 (Beca); and

– Queenstown Transport Masterplan – Public and Passenger Transport Requirements, 18 August 2017 (Beca).

The assessment is based on the information made available and it is assumed that this is robust and can be relied on for the purpose of this assessment.

2.2.2 Arterials

The assessment is against the status quo of the existing environment. Notwithstanding this, consideration is given to the environment enabled by the District Plan i.e. what could occur as of right and the likely future transport route for buses through the town centre

Enhancements to the existing environment are taken into account where they are specified for each option or in the IBC.

Other key town centre projects, including the location of future car parking buildings and the town centre master plan, have been given regard to.

The assessment has no regard to designs or further work undertaken on preferred option(s) for the different sections of the arterial routes.

2.2.3 Locations of the Public Transport Hub

The preferred arterial route is in place before the PT hub is assessed and is assumed to follow the following roads: Frankton Road to One Mile via Melbourne Street to Henry Street through private land to Memorial Street, Man Street, Thompson Street and a new link to One Mile.

Bus priority measures including Bus lanes are implemented on Stanley Street between Shotover and Frankton Road

Passenger transport services (Coaches) will also park in various locations including Duke Street, Shotover Street and Stanley Street.

Buses will continue to turn at Arthurs Point, Fernhill and by travelling along Shotover, Camp and Ballarat Street

The on-street options could occur on the full length or only a part of each section of the roads defined.

2.2.4 Public Transport Ancillary Building

The assessment is against the status quo of the existing environment having regard to the changes that would occur with the implementation of bus priority measures and the arterial road.

The ancillary building could occur on any site fronting the lengths of the street defined for each option. This assessment has not given consideration to the following matters:

– Transport Safety – Transport System Integration

This is due to the proposed ancillary buildings being off street and not involving vehicle movements or access. Therefore, the focus has been an assessment of the effects of the building.

The size or scale of the building or the individual sites it may occupy are to be determined. The options assessed are on the assumption that the PT hub is located on Stanley Street.



3 Assessment of effects – Town Centre arterials

Beca’s assessment of the long list of options for the town centre arterials is based on those options defined in section 2.1 of the Queenstown Master Plan Preliminary Design Report, for which there are 21 options.

An overview of the scoring of all of the options in one table is provided in Appendix 2, including a summary of key assessment points, to enable comparison across the options. Appendix 3 provides an overall description of the effects structured option by option to understand the combined effects of each option.

4 Assessment of effects – Passenger and Public Transport Hub and Ancillary Building

Beca’s assessment of the long list of options for the following is based on those options provided by email from Gabrielle Tabron dated 16 November 2017:

1. Passenger and Public Transport Hub; and

2. Ancillary Building associated with on-street options for the hub.

For 1 and 2 above, an overview of the scoring of all of the options in one table is provided in Appendices 4 (for the Public Transport hub) and 5 (for the Public Transport ancillary building) to enable comparison across the options.

Appendices 6 (for the Public Transport hub) and 7 (for the Public Transport ancillary building) provide an overall description of the effects structured option by option to understand the combined effects of each option.



Appendix 1

Criteria and considerations under each

Criteria Explanation

Arterials

PT Hub and

Ancillary Building

Assessed by:

1 Construction impacts

To what extent will the option be a disruption to local businesses and residents. Are there any important utilities along the route that would require protection or relocation?

Sarah MacCormick /

Stephen Hewett

Jo Healy / Mark Stevenson

2 Transport Safety

To what extent will the option enhance safety for different types of transport users (including pedestrians and cyclists)?

Stephen Hewett Stephen Hewett

3 Heritage

To what extent does the option impact on:

Heritage buildings

Archaeological sites

Protected/notable trees

Sarah MacCormick


4 Cultural1

Will the option impact on iwi values? (outcomes of engagement with Ngai Tahu)

n/a

5 Urban Design

To what extent does the option impact on the following urban design matters:

Personal safety (CPTED)

Access to PT/active forms of travel

Built form

Context and place making considerations

Open space integration

Land use and development considerations

Henry Crothers Jo Healy / Mark

Stevenson

6 Landscape Will the option have visual effects on the environment? Is there any opportunities to enhance the landscape environment? Jeremy Cooke


7 Natural Environment

To what extent will the option impact on the natural environment, including

Coastal Marine Area / water bodies

Biodiversity

Potential hazard risks

Removal of vegetation

Cultural interpretation opportunities

Sarah MacCormick


8 Community

Includes longer-term

8a. Social

Will the option impact on Connectivity / Accessibility for the public including access to:

Jobs

Other communities or within the same community (i.e. social cohesion)

Shops / services / other community and cultural facilities

Sarah MacCormick


1 It is noted that engagement has not be undertaken specifically on the long-list of options and that Ngati Tahu would like to be involved in the preferred option development. The

Queenstown Lakes District Plan does not identify sites of significance to local iwi.

Assessment of Effects MCA Criteria

operational impacts

Severance s Open Space / Water

8b. Human Health

Are there any sensitive land uses nearby (childcare centres, hospitals, resthomes, marae, schools)? Will the option impact human health relating to:

Air Quality

Contaminated land

Noise and vibration Opportunities to improve health

Sarah MacCormick


8c. Property Will the option require property take? If so are there additional risks to this property take? Will it impact on people’s property rights?

Sarah MacCormick


9 Transport System Integration

Are there any wider transport system effects and how well does the option meet the forecast transport demand.

Stephen Hewett Stephen Hewett

10 Economy How does the option impact economic growth with regards to:

Development potential of adjacent land

Attraction of new jobs

Help to existing businesses

Access to businesses

Encouraging agglomeration to occur

Sarah MacCormick


Scale of Scoring

Effects criteria Scoring (score after mitigation)

Significant adverse effect -3

Moderate / major adverse effect -2

Minor adverse effect -1

Neutral / no change 0

Minor positive effect 1

Moderate / major positive effect 2

Significant positive effect 3



Appendix 2

Overview of the assessment of options for the town centre arterials

Criteria Option 1: Status Quo – Do Nothing

Option 2: Do Minimum ‐ Travel Demand Management

Option 3:Arterial Relief

Option 4:Minor Arterial Upgrade

Option 5:Cordon Charging

Option 6:Shotover Street Arterial Support Man Street/Shotover Street One‐way Pair

Option 7:Shotover Street Arterial replacement Option 1 New Man Street/Thompson Street Arterial Link

Option 8:Shotover Street Arterial replacement Option 2 New Isle Street Arterial – One Mile to Memorial Street

Option 9:Shotover Street Arterial Replacement Option 3 New Man Street/Thompson Street/Isle Street Arterial – One Mile to Memorial Street/Robins Road

Option 10:Shotover Street Arterial Replacement Option 4 Outer Boundary Arterial

Option 11:Stanley Street Arterial Replacement Option 1 Ballarat Carpark/Henry Street

Assessment of EffectsOverall Weighting

0 0 ‐1 ‐2 0 ‐1 ‐2 ‐2 ‐3 ‐3 ‐1

No construction effects No construction effects Potential for moderate but localised effect on residents. Some widening on Hallenstein St.

Potential for moderate but localised effect on residents. Also a moderate effect on businesses on Duke Street with access disrupted. Loss of parking during and after construction.

No construction effects Disruption to businesses and residents at a localised level. Significant effects on Thompson Street having regard to existing traffic/ connectivity.

Widening of Thompson Street and Man Street and link to One Mile will cause disruption and temporary effects at a localised level.

Major realignment required and potentially moderate effect on residents/ businesses.Effects of noise/ diversion may be localised but of concern.

High construction difficulty due to connection north of Isle Street, and difficult to mitigate. Impacts on businesses and residents.

Significant disruption to people getting from Gondola to the city. Impacts on Fire Station, memorial Park and other walkways. Impacts on residents, especially along Thompson Street.

Localised impacts, and less impact to general traffic as 'offline' to main arterial route

‐2 ‐1 ‐2 ‐2 ‐2 ‐1 1 0 1 ‐2 ‐1

Exiting safety issues (crash history at most intersections along arterial route) not addressed incl. conflicts between users.

Exiting safety issues (crash history at most intersections along arterial route) not addressed incl. conflicts between users.

Greater risk on Hallenstein Street. Minimal relief on the network in terms of safety. Congestion relief would be short term.

Change to a low speed environment on Shotover Street provides benefits.However, poor safety outcome on Hallenstein Street and connection between Gondola and Rees Street.

Exiting safety issues not addressed incl. conflicts between users.

Reduced volumes on existing roads (Lake Esplanade and Shotover Street).Potentially not utilised to full extent and may cause confusion.

Traffic calming on Lake Esplanade and Shotover Street improves safety.Still existing safety issues on rest of network.

Longer route may discourage use of this route. However, the diversion of traffic will potentially provide a safer environment.

Allows for traffic calming on Lake Esplanade and Shotover St. Option does not 'fix' safety issues on whole route.

Not likely to be attractive route, may need speed increase to incentivise its use. Conflict between road users and ped/cyclists between Gondola and Town Centre. Less likely to have actual traffic calming on Lake Esplanade and Shotover (as less attractive route).

New link into Stanley/Henry and Gorge intersection will have negative safety impacts as will be steep and increased movements going through already unsafe intersection.

0 0 0 0 0 ‐1 ‐1 ‐2 ‐2 ‐1 ‐1

No effects. No effects. Three recorded features on Hallenstein Street.. Assumed to be no discernable impact of widening on these.

Three recorded features on Hallenstein Street.. Assumed to be no discernable impact of widening on these.

No effects. Glen Arm Cottage on Camp St and Archaeological 'complex' near One Mile Roundabout

Archaeological 'complex' near One Mile Roundabout

Removal of Wellingtonia Tree.Archaeological 'complex' near One Mile Roundabout

Removal of Wellingtonia Tree.Glen Arm cottage potentially affectedArchaeological 'complex' near One Mile Roundabout

Archaeological 'complex' near One Mile Roundabout

Two protected trees near Henry and Stanely Streets which are potentially affected

N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

‐1 0 ‐1 ‐1 1 ‐1 2 ‐1 ‐2 ‐2 ‐2

Opportunities for place‐making constrrained by existing issues incl. significant volume of trafic and poor access to PT.

Opportunities for place‐making constrrained by existing issues incl. significant volume of trafic and poor access to PT.Potential improvement in outcomes if demand management is effective.

Change in the context of Hallenstein Street with limited if any change in connectivity to PT.

Change in the context of Hallenstein Street with limited if any change in connectivity to PT.Potential effect on the context and connectivity of Duke Street.

Opportunities for place‐making constrrained by existing issues incl. significant volume of trafic and poor access to PT.Potential improvement in outcomes if charging is effective.

Change in function of Thompson and Man Streets and associated quality of environment. Limited opportunities for place‐making in the town centre with arterial traffic still using Shotover Street. One‐way creates legibility issue

Change in function of Thompson and Man Streets and associated quality of environment. More opportunity for place making in town centre with diversion of traffic away from Shotover and associated enhancements. Enhanced town centre amenity etc

Isle re‐alignment less direct to town centre. Amenity impacts on Lakeview.

Poor legibility to town centre. Reduced desirable land in Lakeview. Impacts on Memorial Park

Poor legibility to town centre. Reduced desirable land in Lakeview. Impacts on Memorial Park

Alignment takes up valuable land for development. Breaks 'regularity' of existing city grid. Severence. Less legible than other options. Cannot provide for Civic Heart development

0 0 0 0 0 ‐1 ‐1 ‐1 ‐1 ‐1 0

No effects. No effects. No effects. No effects. No effects. One Mile ‐ Thompsons Road ‐ Moderate visual effects due to large road cutting down steep escarpment visible from Lake Esplanade and parts of Thompson Street. Mitigation possible to reduce effects to minor.

One Mile ‐ Thompsons Road ‐ Moderate visual effects due to large road cutting down steep escarpment visible from Lake Esplanade and parts of Thompson Street. Mitigation possible to reduce effects to minor.




No effects.

0 0 0 0 0 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1

Cultural

Transport Safety

Landscape

Construction impacts

Heritage

Urban Design

Criteria Option 1: Status Quo – Do Nothing

Option 2: Do Minimum ‐ Travel Demand Management

Option 3:Arterial Relief

Option 4:Minor Arterial Upgrade

Option 5:Cordon Charging

Option 6:Shotover Street Arterial Support Man Street/Shotover Street One‐way Pair

Option 7:Shotover Street Arterial replacement Option 1 New Man Street/Thompson Street Arterial Link

Option 8:Shotover Street Arterial replacement Option 2 New Isle Street Arterial – One Mile to Memorial Street

Option 9:Shotover Street Arterial Replacement Option 3 New Man Street/Thompson Street/Isle Street Arterial – One Mile to Memorial Street/Robins Road

Option 10:Shotover Street Arterial Replacement Option 4 Outer Boundary Arterial

Option 11:Stanley Street Arterial Replacement Option 1 Ballarat Carpark/Henry Street

No effects. No effects. No effects. Rainfall flooding risk around Duke/ Shotover Street intersection. Ability to design to mitigate effect.

No effects. Large trees between One Mile and Thompson Street, with potential loss of habitat.Increase in impervious surface from One Mile to Thompson Street ‐ not discernible.

Large trees between One Mile and Thompson Street, with potential loss of habitat.Increase in impervious surface from One Mile to Thompson Street ‐ not discernible.




Some impact on the natural environment if protected trees are required to be removed and subsequent impact on habitat for wildlife.

‐1 0 ‐1 0 ‐2 ‐1 ‐1 ‐2 0 ‐2 ‐1

Existing constraints continue to limit connectivity to jobs, services, cultural facilities etc.

Short term congestion relief provides improved connectivity. Neutral effect having regard to the outcome in the long term.

Removal of parking impacts on community including school. Improvements in road environment may provide benefits, albeit limited and countered by increased traffic.

Potential for reduced connectivity across Duke Street for access to services. Positive effect associated with change to a shared space on Shotover Street.

Existing constraints continue to limit connectivity to jobs, services, cultural facilities etc.Potential to further constrain access by restricted vehicle access (without cost) without an associated improvement in PT.

Introduction of a one way arterial reduces accessibility for residents/ businesses.High traffic volumes still anticipated on Lake Esplanade and Shotover Street, restricting access to places of employment/ services.

Improved connections to services. Potential adverse effects of high traffic volumes on ability to access park and Memorial Centre.Stanley Street still experiences high traffic volumes, constraining access to employment, services.

Improved connections to services. Potential adverse effects of high traffic volumes on ability to access park and Memorial Centre.Arterial via Isle Street severs connectivity from the town centre to the Gondola and also impacting on social cohesion.

Negative impact for Isle and Thompson St residents. Less impact on community centre and park on Memorial St compared to Option 8. Arterial severs community along Isle St. Stanley St not addressed. Some improvement to way of life through new route.

Impacts on Fire Statino, Memorial Park and the Cemetery. Severs access from Town Centre to Gondolas. Some improvement to way of life through new arterial route but outweighed by negative impact.

Positive impacts due to shared space on Shotover. Negative impact on Art Gallery on Ballarat Street and access to goods and services overall

‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐2

Congestion increases with projected traffic growth, reducing air quality and the environment.


Increased noise and reduced air qualtiy for residents/ visitors on Hallenstein Street.

Increased noise and reduced air qualtiy for residents/ visitors on Hallenstein Street.


Anticipated to be increased levels of noise and vehicle emissions arising from increased traffic volume on Man Street and Thompson Street in a residential area.

Anticipated to be increased levels of noise and vehicle emissions arising from increased traffic volume on Man Street and Thompson Street in a residential area.

Anticipated to be increased levels of noise and vehicle emissions arising from increased traffic volume on Thompson and Isle Streets t in a residential area.

Anticipated to be increased levels of noise and vehicle emissions arising from increased traffic volume on Thompson and Isle Streets t in a residential area.

Anticipated to be increased levels of noise and vehicle imissions from increased traffic volumes on the outer arterial. Change in environment for the Cemetery. Positive impacts for Lake Esplanade properties.

One potentially contaminated site on Ballarat (63).

0 0 ‐1 ‐1 0 ‐1 ‐1 ‐2 ‐2 ‐2 ‐1

No effects. No change. Road widening on Hallenstein Street may require property.

Road widening on Hallenstein Street may require property.Also, the narrow width of Duke Street may necessitate land.

No change. Land required for connection between One Mile and Thompson Street.

Potential effect on property associated with signalisation of Man/ Brecon and Man/ Camp. Also. Potential requirement at Shotover/ Stanley/ Memorial intersection.

Land required for connection between One Mile and Thompson Street.

Potential effect on property associated with signalisation of Man/ Brecon and Man/ Camp. Also. Potential requirement at Shotover/ Stanley/ Memorial intersection.


Land requiremetns at Memorial Park, Isle Street (for widening) and where the S bend is on Thompson Street.


Land requiremetns on Man, Thompson, Isle Streets (for widening) and where the S bend is on Thompson Street.


Land required for outer link incl. park, cemetery and residential/ business properties.

Land potentially required for intersection upgrades. Ballarat car park also required but in Council ownership.

‐2 ‐2 ‐1 ‐2 ‐2 ‐1 1 0 1 ‐1 0

No opportunity to improve PT, with PT continuing to use constrained network.

Improvement to PT network but congestion relief is limited to the short‐term. Same score as the status quo having regard to the outcome.

Short term relief for Stanley Street but limited integration to achieve improvements to the wider network i.e. It does not relieve congestion on Stanley Street, nor improve Shotover Street environment.

No provision for a passenger transport and tour operator hub. Impacts on coach parking on Duke Street. Potential effects on effectiveness of the PT network.

No opportunity to improve PT, with PT continuing to use constrained network. Assumed to be no improvements to PT hub beyond status quo.

Lack of integration in terms of PT accessibility. Congestion remains an issue. Provides for access to Man St car park

Provision for PT and tour operator hub although congestion issues on Stanley Street still constrains the network.

PT pushed further from the TC via Isle Street. However, it improves movement through the twon centre if effective in attracting traffic via the new route.

Inefficient arterial route. Buses going shorter distance along Man and Thompson St. PT hub provided for with this option

Provides for PT hub but expected traffic flows on Shotover Street would be high as inconvenient route for all road users (longer and not integrated with lakeview and Shotover route corridor).

This option would allow the PT hub to operate.Still existing capacity issues – buses still delayed getting into town.

‐2 ‐2 ‐1 ‐1 ‐1 ‐1 1 1 1 ‐1 ‐1

Increased congestion and projected growth curtails opportunities for business and local economic growth.

Increased congestion and projected growth curtails opportunities for business and local economic growth.

Does not address congestion with limited if any benefits to businesses in the town centre.

Impacts on local businesses, particularly along Duke Street. Improvements to Shotover Street may attract investment. Limited effect in addressing congestion.



Potential impacts on business associated with removal of car parking on Memorial/ Man Streets. Positive effects for business on Shotover Street with reduced congestion.

Impacts on current businesses of new route, bissecting land to the west of Isle Street. However, opportunity exists for growth and beter quality environment in Town centre.

Impacts on current businesses of new route, bissecting land to the west of Isle Street. However, opportunity exists for growth and beter quality environment in Town centre.

Less development constraints. Bi‐sects residential properties to the west. Undesirable location for route so unlikely to have positive impact on businesses.

Small amount of iproved ped access to businesses on Shotover St. But doesn't improve access to whole Town Centre. Removal of Council carparking without alternative may have negative impacts.

Natural Environment

Commun

ity

Social

Human Health

Economy

Property

Transport System Integration

Criteria


Cultural

Transport Safety

Landscape


Heritage

Urban Design

Option 12:Stanley Street Arterial Replacement Option 2 Coronation Drive/Henry Street

Option 13:Stanley Street Arterial Support Option 3 Melbourne Street/Stanley Street One‐way Pair

Option 14:Stanley Street Arterial Replacement Option 4 Melbourne Street/Henry Street

Option 15:Melbourne Street/Frankton Road Intersection to One Mile via Camp Street/Shotover Street Intersection

Option 16:Melbourne Street/Frankton Road Intersection to One Mile via Private Land

Option 17:Combined Shotover Street and Stanley Street Preferred Arterial Replacement Options Melbourne Street/Frankton Road Intersection to One Mile via QLDC Site

‐1 ‐1 ‐1 ‐2 ‐2 ‐2

Widening proposed but limited to removal of car parking. Some minor localised impacts, construction happening 'offline' to Stanley Street

offline route' Proposed widening of footpaths on Melbourne Street. Construction impacts on residents likely

Similar to Option 13, although assumed more land required. Some minor impacts, including need for traffic diversions.

Man St widened, Thompson St requires extensive widening. Moderate impacts at Shotover / Stanley St intersection. More residents impacted by this route. Mostly 'offline' to arterial route

Man St widened, Thompson St requires extensive widening. Moderate impacts at Shotover / Stanley St intersection. More residents impacted by this route.

Man St widened, Thompson St requires extensive widening. Moderate impacts at Shotover / Stanley St intersection. More residents impacted by this route.

‐1 1 1 2 3 3

Will result in congestion at the Park St / Sydney St intersection, limited benefit to the status quo. Less logical option to current situation, therefore difficult to encourage people to use it

Marginal safety improvements on status quo. Reduced traffic on Stanley street = positive improvement for pedestrian safety.

Improvements to pedestrian safety on Stanley Street from lower traffic movements although still traffic safety issues on Shotover street and other areas to the west.

Allows Lake Esplanade and Shotover to be traffic calmed. Route sufficient to accommodate additional traffic. Improved safety for peds on Stanley St. Shotover St and Stanley St intersection will have all arterial and local traffic, creating safety issue (hence, this option doesn't get high positive score).

Allows Lake Esplanade and Shotover to be traffic calmed. Route sufficient to accommodate additional traffic. Improved safety for peds on Stanley St. Imrproved cycle safety.

Allows Lake Esplanade and Shotover to be traffic calmed. Route sufficient to accommodate additional traffic. Improved safety for peds on Stanley St. Imrproved cycle safety.

‐1 ‐1 ‐1 ‐2 ‐2 ‐2

Protected trees on Coronation Drive but assumed to be unaffected.Two protected trees near Henry and Stanely Streets which are potentially affected



Archaeological 'complex' near One Mile Roundabout. Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are Likely to be removed as a result of this option. Glen Arm Cottage potentially affected.

Archaeological 'complex' near One Mile Roundabout. Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are Likely to be removed as a result of this option. Glen Arm cottage potentially affected.

Archaeological 'complex' near One Mile Roundabout. Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are Likely to be removed as a result of this option. Glen Arm cottage potentially affected.

N/A N/A N/A N/A N/A N/A

‐2 ‐1 1 1 2 1

Alignment takes up valuable land for development. Breaks 'regularity' of existing city grid. Severence. Less legible than other options. Cannot provide for Civic Heart development. Negative impacts on residential character of Coronation.

One‐way ‐ legibility issues. Doesn't support Stanley St transformation.

More legible and direct. Less severance than one‐way. Still does not address urban design issues on Shotover St.

Partially supports Town Centre vision. Logical street hierachy. Less direct and legible connection.

Partially supports Town Centre vision. Logical street hierachy. Less direct and legible connection. Transformation of Shotover. Enables retention of public buildings

Similar to 16. Less opportunity to affect change as with 16.

0 ‐1 ‐1 ‐1 ‐1 ‐1

No effects. Moderate visual effects associated with extension of Melbourne to Henry Streets. Visual change from residential to a road corridor, albeit limited in effect. Visual effects at a finer grain in terms of amenity.

Moderate visual effects associated with extension of Melbourne to Henry Streets. Visual change from residential to a road corridor, albeit limited in effect. Visual effects at a finer grain in terms of amenity.


Melbourne ‐ Henry ‐ Moderate visual effects associated with extension of Melbourne to Henry Streets. Visual change from residential to a road corridor, albeit limited in effect. Visual effects at a finer grain in terms of amenity.





‐1 ‐1 ‐1 ‐1 ‐1 ‐1

Criteria

Natural Environment

Commun

ity

Social

Human Health

Economy

Property


Option 12:Stanley Street Arterial Replacement Option 2 Coronation Drive/Henry Street

Option 13:Stanley Street Arterial Support Option 3 Melbourne Street/Stanley Street One‐way Pair

Option 14:Stanley Street Arterial Replacement Option 4 Melbourne Street/Henry Street

Option 15:Melbourne Street/Frankton Road Intersection to One Mile via Camp Street/Shotover Street Intersection

Option 16:Melbourne Street/Frankton Road Intersection to One Mile via Private Land

Option 17:Combined Shotover Street and Stanley Street Preferred Arterial Replacement Options Melbourne Street/Frankton Road Intersection to One Mile via QLDC Site





Removal or pruning of protected trees could affect habitat but assumed there is no removal or pruning of trees in question.





‐1 ‐1 ‐2 1 2 2

Positive impacts due to shared space on Shotover. Negative impact on Art Gallery on Ballarat Street and access to goods and services overall. Severance for Coronation community.

Melbourne St residents impacted on from change of street function. Stanley St more ped friendly. St Joseph Parish Church nearby but less likely to be impacted on. Localised impact on residents between Melbourne and Henry St through new link.

Impact on St Joseph Paris. Melbourne St change in use and through‐route. Impacts on social cohesion due to arterial bi‐secting the community.

Improved access to services for local residents. Impact on St Joseph Paris. Melbourne St change in use and through‐route. Impacts on social cohesion due to arterial bi‐secting the community. Congestion still at key inersections (so not high social benefit).

Improved access to services for local residents. Impacts on Memorial centre and sports park. Impacts on St Joseph Parish. Potential social cohesion impacts. But overall improvement for community.

Improved access to services for local residents. Impacts on Memorial centre and sports park. Impacts on St Joseph Parish. Potential social cohesion impacts. But overall improvement for community.

‐2 ‐2 ‐2 ‐2 ‐2 ‐2

Some increased levels of noise and vehicle emissions anticipated on Coronation St. One potentially contaminated site on Ballarat (63).

Change in environment on Melbourne St from quiet road to new arterial. One potentially contaminated site on Ballarat (63).

Change in environment on Melbourne St from quiet road to new arterial. One potentially contaminated site on Ballarat (63).

Change in environment on Melbourne St from quiet road to new arterial. Also effects on Man and Thompson St residents from increased traffic. One potentially contaminated site on Ballarat (63).



‐1 ‐2 ‐2 ‐2 ‐2 ‐2

Land potentially required for intersection upgrades. Ballarat car park also required but in Council ownership.

Land required for connection between Melbourne and Henry Streets.

Land required for connection between Melbourne and Henry Streets.

Land required to connect Melbourne Street to Henry St and also between One Mile and Thompson Street.

Also, land may be required for signalisation of intersections and upgrade to Shotover/ Stanley/ Memorial intersection.

Land required to connect Melbourne Street to Henry St and also between One Mile and Thompson Street.Private land between Gorge Road and Memorial Street is required for a connection of the arterials from the west and east.Also, land may be required for signalisation of intersections and upgrade to Shotover/ Stanley/ Memorial intersection.

Land required to connect Melbourne Street to Henry St and also between One Mile and Thompson Street.

Also, land may be required for signalisation of intersections and upgrade to Shotover/ Stanley/ Memorial intersection.

0 ‐2 1 2 3 3

This option would allow the PT hub to operate. Difficult to encourage people to use new route (longer, less direct). Similar capacity issue for buses (compared to Option 11).

More challenging to integrate with bus station. Buses have to use route not well integrated. Still congestion on Shotover and Lake Esplanade. No opportunity to upgrade Shotover to shared space.

Potential to give buses priority on Stanley Street as congestion relieved with traffic using Melbourne Street/Henry Street. Allows for a hub to be constructed on Stanley Street. Still capacity issues on rest of route.

Allows for PT hub. Potential bus priority on Stanley St. Weak link at Shotover St / Stanley St intersection. Connections to car parking

Allows for PT hub. Potential bus priority on Stanley St. Weak link at Shotover St / Stanley St intersection. Improved integrated cycle network.

Allows for PT hub. Potential bus priority on Stanley St. Weak link at Shotover St / Stanley St intersection. Improved integrated cycle network.

0 1 1 2 3 3

Improved ped access to businesses on Shotover St. But doesn't improve access to whole Town Centre. Removal of Council carparking without alternative may have negative impacts.

Bi‐sects properties between Melbourne St and Henry St. Opportunities for Town Centre business expansion. Still congestion on Shotover and Lake Esplanade (hence minor positive impact)

Opportunities for Town Centre business expansion. Still congestion on Shotover and Lake Esplanade (hence minor positive impact)

Bi‐sects properties between Melbourne St and Henry St. Opportunities for Town Centre business expansion. Parking removal from Memorial / Man Streets. Shotover improvements for ped access. Camp/Shotover intersection still congested.

Ability for Town Centre to develop withand is less constrained constraints by i.e. reduced congestion on key arterial routes going past key businesses. Opportunity for more development potential adjacent to new arterial routes. Improved access to businesses from new arterial route.

Ability for Town Centre to develop withand is less constrained constraints by i.e. reduced congestion on key arterial routes going past key businesses. Opportunity for more development potential adjacent to new arterial routes. Improved access to businesses from new arterial route.



Appendix 3

Assessment of options for the town centre arterials

Queenstown Town Centre Arterials MCA Long List Assessment of Effects

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Option 1: Status Quo – Do Nothing

Criteria Score Explanation

1. Construction impacts 0 No construction impacts as no change to the existing

situation.

2. Transport Safety

-2

It is noted that there are existing safety issues and there are a large number of conflicts involving pedestrians and vehicles along the existing arterial route. Recent works has been undertaken at the intersections of Ballarat and Stanley St and Shotover and Stanley St to address previous crash history. However there are still a large number of reported crashes at most remaining intersections on Stanley St, Shotover St and Lake Esplanade. With a large concentration of pedestrian / vehicle conflicts on Shotover and Stanley Street. Therefore, existing safety issues continue under the status quo.

3. Heritage 0 No impacts on heritage as no change to the existing

situation.

4. Cultural n/a Cultural criteria not scored.

5. Urban Design

-1

No additional impacts on urban design, noting that the current situation does not provide for good access to Public Transport (PT) due to significant volume of traffic. Upgrades to design of the town centre area and place making opportunities are constrained by the existing issues.

6. Landscape 0

No impacts on landscape as no change to the existing situation. Noted that there is no obvious opportunities to enhance the landscape environment (arterial network already constrained)



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7. Natural Environment 0 No impacts on the natural environment as there is no

change to the existing situation.

8. Community 8a.

Social

-1

Under the status quo, there are constraints in terms of connectivity for people accessing jobs, services, cultural facilities etc. No change to access to open space / water, however current traffic volumes constrain access to this and other key community facilities, hence a negative scoring.

8b.

Human

Health -1

There are congestion issues along existing routes which is anticipated to get worse, making noise and air quality impacts worse in these areas. Limited opportunities to improve health of communities.

8c.

Property 0 No change from current situation, no property required.

9. Transport System

Integration -2

Option does not allow the construction of a bus interchange on Stanley Street (preferred Option) or improve the movements to/ from the passenger and tour operator transport hub on Shotover Street. Buses will be travelling on existing routes that are heavily congested. Option does not integrate with plans for improved off-street parking under the Town Centre Masterplan.

10. Economy

-2

Potential for negative impacts on the economy due to current and increased traffic projections. Potential for constraints to businesses in terms of growth, especially in attracting new customers / employees, and site development potential.



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Option 2: Do Minimum – Travel Demand Management


1. Construction impacts 0 No construction impacts as no change to the existing

situation (from construction perspective).

2. Transport Safety -1 Existing safety issue (as per Option 1) not addressed and it is not likely there will be improvements to safety. Congestion relief would be short term.

3. Heritage 0 No impacts on heritage as no change to the existing

situation.


5. Urban Design 0

No additional impacts on urban design, noting that the current situation is not positive with regards to Urban Design (refer to Option 1). Score 0 reflects potential for improvement if demand management is effective.

6. Landscape 0

No impacts on landscape as no change to the existing situation. Noted that there are no obvious opportunities to enhance the landscape environment (arterial network already constrained)

7. Natural Environment 0 No impacts on the natural environment as no change to the

existing situation.

8. Community 8a.

Social

0

Improved access to bus services and improved bus station at Camp Street facilitate movement. Reduced parking close to the town centre does not facilitate movement to the town centre, even with improved bus services, due to congestion and the measures only providing short term relief. Overall, there is a neutral effect



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8b.

Human

Health -1

No change from the current situation with the option only providing short term relief to congestion. With traffic growth, congestion is anticipated to get worse, making noise and air quality impacts worse in these areas. Limited opportunities to improve health of communities.

8c.


9. Transport System

Integration -2

Improvements to bus network, enhancing accessibility. Only a short term improvement in congestion relief so the network continues to be inefficient. Similar to Option 1. The Camp Street bus station will continue to be congested with narrow footpaths. The option also does not integrate with plans for improved off-street parking under the Town Centre Masterplan.

10. Economy

-2

Potential for negative impacts on the economy due to current and increased traffic projections. Potential for constraints to businesses in terms of growth, especially attracting new customers / employees. Option includes reduction of parking close to Town Centre. Without sufficient PT improvements (i.e. buses able to move efficiently through the town centre), this may have a negative impact on businesses. Similar to Option 1 so retains -2 scoring.



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Option 3: Arterial Relief


1. Construction impacts

-1

Potential for moderate construction impacts on residents (traffic diversions, access impacts and noise/vibration/dust) but localised impact and does not involve construction on the existing main arterial route. Some widening on Hallenstein Street but not along whole route, will be at certain sections (i.e. tight curves).

2. Transport Safety

-2

Some improvement to existing safety issues on Hallenstein St through widening. Option requires the signalising of Hallenstein and Gorge Roads, reducing the potential risk associated with the existing intersection. Only has minimal relief from a safety perspective. As per Option 1, existing safety issues remain on rest of arterial route.

3. Heritage

-1

Three recorded historic heritage features along Hallenstein Street – which may be impacted on as the option involves some widening in Hallenstein (although will only be at certain location). There should be an emphasis on avoiding heritage features, however this has been scored negative as still potential for impact.

4. Cultural n/a Cultural criteria not scored



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5. Urban Design

-1

Similar to Option 1, however there will be a greater impact of the change in function of Hallenstein Street, from a narrow residential street to an arterial route. It is not likely that residents will experience greater connectivity to PT as this option does not provide for a discernible change in access to the network.

6. Landscape 0 No impacts on the natural environment as no change to the

existing situation.

7. Natural Environment

0

Same as Option 1. Hallenstein Street is a highly modified residential environment and there is therefore no additional impact on the natural environment likely. Dormant Schist Debris Landslides noted at the corner of Duncan Place and Hallenstein Street, for which the design will need to mitigate the effects of these hazards.

8. Community 8a.

Social

-1

Removal of parking along Hallenstein Street may impact on how the community lives in this space. Improvements on this street may improve access to the School (St Joseph’s) but restricted parking may disrupt drop offs and pick-ups. The improvements to Hallenstein Street would offer some minor social connectivity benefits but not enough to achieve wider benefits on the network. Increased traffic may counter this with reduced connectivity across the road.

8b.

Human

Health

-1

Increased traffic along the new arterial route will change the noise environment for residents, however, it is not likely to be significant as Hallenstein Street is unlikely to be a favourable alternative route– they may still take the current route along Stanley Street. No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property -1 Road widening on Hallenstein Street may have property impacts, although this is assumed to be small areas along the road required (not complete widening).

9. Transport System

Integration

-1

Option provides short term relief for Stanley Street but does not integrate into the wider PT network requirements. It also doesn’t relieve Shotover St for the passenger and tour hub to operate efficiently. Bus services and other transport users will still be experiencing similar congestion to Option 1 and 2. Option does not integrate with plans for improved off-street parking under the Town Centre Masterplan.

10. Economy -1

Option does not address commuter congestion in the long term and therefore does not provide opportunities for development potential attraction of new jobs or improved access to businesses.



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Option 4: Minor Arterial Upgrade



-2

Option 4 involves Some widening on Hallenstein Street but not along whole route, will be at certain sections (i.e. tight curves) and upgrade of Duke Street, with improvements to Shotover Street to create a low-speed environment. There is potential for a moderate impact on residents but the effect is localised. It also does not involve construction on the existing main arterial route except in respect of creating a slow speed environment on Shotover Street. Also, a Moderate impact from construction on businesses along Duke Street (hence -2 scoring), access to these businesses would be disrupted as Duke Street would need to be widened to bring up to an arterial standard.

2. Transport Safety

-1

Some improvement to existing safety issues on Hallenstein St through widening. Shotover Street is changed to a low speed environment with a focus on pedestrians, improving safety for visitors and shoppers. Signalisation of Man Street and Camp Street provides for improved safety relative to a future situation if a roundabout is retained. Option requires the signalising of Hallenstein and Gorge Roads, reducing the potential risk associated with the existing intersection. Only has minimal relief from a safety perspective.



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This area is part of a key walking/cycling route from the Gondola to Queenstown Gardens via Rees St roundabout. Safety will not be addressed at this point. As per Option 1, existing safety issues remain on rest of arterial route

3. Heritage

-1

Glen arm cottage (50 Camp Street) and three recorded historic heritage features along Hallenstein Street – which may be impacted on as the option involves some widening in Hallenstein (although will only be at certain location). There should be an emphasis on avoiding heritage features, however this has been scored negative as still potential for impact.

4. Cultural - Cultural criteria not scored

5. Urban Design

-1

Similar to Option 1, however there will be more negative impacts associated with the change in function of Hallenstein Street, from a narrow residential street to arterial route. It is not likely that residents will experience greater connectivity to PT as this option does not provide for a discernible change in access to the PT network. More traffic through Duke Street will affect the context and connectivity for all transport users particularly given its narrow width.

6. Landscape 0 No impacts on natural environment as no change to the

existing situation.


0

Same as Option 1. Hallenstein Street is a highly modified residential environment and therefore, no additional impact on the natural environment is likely. Potential hazard risk identified within the proposed corridor with a risk of rainfall flooding identified around the Duke/Shotover street intersection. Dormant Schist Debris Landslides noted at the corner of Duncan Place and Hallenstein Street, for which the design will need to mitigate the effects of these hazards.

8. Community 8a.

Social

-1

Some severance for people accessing businesses on Duke Street, as is currently a low speed, narrow road, easily accessed by pedestrians and cyclists and will be converted to a more arterial environment. Positive impacts due to creation of a shared space on Shotover Street, but no improvements to intersections either side of Shotover street so there will still be some severance.

8b.

Human

Health -1

Increased traffic will change the noise environment for residents on Hallenstein Street. No potentially contaminated sites nearby to works. Noted that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve the health of communities.

8c.

Property -1

Road widening on Hallenstein Street may have property impacts, although this is assumed to be small areas along the road required (not complete widening). Property also required on Duke Street as this is narrow, which may impact on buildings near the existing car park.



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9. Transport System

Integration -2

This option does not provide for a proposed passenger transport and tour operator hub near Shotover Street. This option impacts on the wider transport network due to increased congestion at intersections, affecting all transport users, especially the efficient movement of buses. Option does not integrate with plans for improved off-street parking under the Town Centre Masterplan.

10. Economy

-1

Impacts on local businesses including, coach parking and the Sofitel hotel drop off and pick up point. Improvements to a section of Shotover Street encourages walking and cycling and may improve foot traffic for businesses along this section, however it doesn’t improve overall access into the town centre.



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Option 5: Cordon Charging


1. Construction impacts 0 No construction impacts as no ‘physical’ change to the

existing situation.

2. Transport Safety -2 Potential for transport safety issues to increase with projected growth in traffic volumes as no improvements to safety proposed under this option (similar to Option 1).

3. Heritage 0 No heritage impacts as no ‘physical’ change to the existing

situation.


5. Urban Design

+1

No additional impacts on urban design, noting that the current situation does not provide good access to PT. Upgrades to design of the town centre area and place making opportunities are constrained (same as Option 1). Cordon charging encourages alternative modes of access to town centre and proposed pedestrianisation of the public realm

6. Landscape 0

No impacts on landscape values as there is no change to the existing situation. Noted that there are no obvious opportunities to enhance the landscape environment (arterial network already constrained) - (same as Option 1).

7. Natural Environment 0 No impacts on the natural environment as no change to the

existing situation.



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8. Community 8a.

Social

-2

No change from the current situation in terms of roading layout. However, the existing arterial situation means there are constraints in terms of connectivity and accessibility for people accessing jobs, services, cultural facilities etc. No change to access to open space / water. This option potentially further constrains access to facilities as car travel is restricted without an associated improvements to alternative transport, resulting in a negative social effect.

8b.

Human

Health -1

No change from the current situation, while noting there are congestion issues along existing routes which is anticipated to get worse, making noise and air quality worse in these areas. Limited opportunities to improve the health of communities.

8c.


9. Transport System

Integration

-2

Option involves charging atoll to reduce congestion within the town centre. It doesn’t allow building of a bus interchange and improving the existing passenger and tour operator transport hub. This doesn’t give people an additional transport mode choice if they are ‘restricted’ from using their cars in the town centre. The option could potentially be a difficult system to’ police’ with the number of tourists and therefore may not be as effective. Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this as area as having ‘high’ archaeological value, hence the negative scoring. There is the ability to mitigate the effects.

10. Economy -1

Existing situation has the potential for negative impacts on the economy due to current and increased traffic projections. Potential for constraints to businesses in terms of growth, especially attracting new customers / employees.



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Option 6: Shotover Street Arterial Support Man Street/Shotover

Street One-way Pair



-1

This option involves a new arterial (one-way) from Memorial Street to Man Street and Thompson Street. It is assumed this would require some widening along Memorial Street and Man Street (but not Thompson Street). There are some businesses located at the Stanley Street end of Memorial Street (with driveways and parking lots accessed from the street) and further along towards the roundabout with Man Street (the rest of the route is primarily residential). These businesses would experience some minor disruption during construction, but given the new arterial is proposed as a one way road, this would be limited and not result in significant impacts to businesses. Construction would also temporarily impact on the Queenstown Memorial Centre and access to the park. Some impact is assumed on James Clouston Memorial Park (at the corner of Man Street and Hay Street). Most residents would be temporarily impacted by construction works to these streets, while noting that there is no widening proposed on Thompson Street. There will be some impact on the YMCA Queenstown Lakefront Backpackers located on Lake Esplanade during



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construction as the new arterial is proposed to the west of the building, However, as this is a one-way option, it is assumed this construction impact will be temporary in nature and able to be mitigated, hence an overall score of -1.

2. Transport Safety

-1

Reduces the volume of traffic on Lake Esplanade and Shotover street, reducing potential conflict. There are many instances of U-turns on Lake Esplanade, which would reduce. Reduced traffic volumes and a one way flow of vehicles would result in a lower crash risk. The one-way system would result in more circulating trips with vehicles forced to either go through the town centre or drive up or down Lake Street which is extremely steep or Duke Street. Due to the complicated road layout, this could be confusing to many motorists.

3. Heritage

-1

Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this as area as having ‘high’ archaeological value, hence the negative scoring. There is the ability to mitigate the effects.


5. Urban Design

-1

Negative impacts on the function of Man and Thompson Streets, from narrow residential streets to the main arterial connection. Less ability for place making in the central part of the town centre as main arterial traffic will still travel along Shotover Street – continuing to the make the area difficult to get around. One way pair creates issues re: town centre legibility and severance of pedestrian connections.

6. Landscape

-1

One Mile/ Thompson Street Potential moderate visual effects associated with the road section between the One Mile and Thompson Street. This particular alignment will result in a large road cutting extending down the steep escarpment and will be visible from parts of Lake Esplanade, a small section of Thompson Street and some residents on the high (uphill) side of Thompson Street. A mitigating factor in this case is the proposed alignment will diminish from view of uphill residents as it extends on a steep gradient to Lake Esplanade. While this section of road will be visible from sections of Lake Esplanade, it will be viewed against a landscape backdrop which will help visually anchor the road on the escarpment. While the potential visual effects are assessed in this instance as moderate, further mitigation measures (including landscape and cut face design) are possible to reduce the visual effects from moderate to low. Beyond this section, the remaining sections of this alignment option have little or no visual effects as there is little change



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to the existing situation and minor landscape enhancements available due to space constraints.


-1

Increase in impervious surface area from connection on Thompson Street to Lake Esplanade, however this is unlikely to have a discernible impact on stormwater network and can be managed. Vegetation including large trees would need to be removed between Thompson and One Mile – resulting in potential loss of habitat.

8. Community 8a.

Social

-1

This option involves a new arterial (one-way) from Memorial Street to Man Street and Thompson Street. It is assumed this would require some widening along Memorial Street and Man Street. Reduced accessibility for residents travelling east on these roads due to the creation of a one-way network – i.e. It will take longer for people to get to services / facilities than the current situation. This is deemed to be a minor impact on people’s way of life. Similar to the status quo, there will still be high volumes of traffic using Lake Esplanade, and therefore severance to lake access. Shotover St will still experience high traffic volumes potentially constraining access to places of employment, services etc. This option also has a less positive impact on the fire station accessing the arterial network (as the one way system would constrain access).

8b.

Human

Health

-1

Potential Noise, vibration effects and emissions on residential receivers along the arterial route. The YMCA facility and others along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property

-1

It is assumed there will be some impact on private property from signalisation of Man / Brecon St and Man/Camp intersections. Also a potential need for property associated with the upgrade to the Shotover / Stanley St / Memorial St Intersection. Land is also assumed to be required between One Mile and Thompson Street.

9. Transport System

Integration

-1

Bus routes are not well integrated and easily accessed under this option. A transport hub on Shotover can be provided for in terms of movement but the potential still exists for conflicts on Shotover Street. Congestion remains an issue impacting on bus services. Option provides for a new ‘boundary’ off-street car parking area and access to the existing Man Street car park under the Town Centre Masterplan.

10. Economy -1 Similar to Option 1 with regards to constraints to development potential and attraction of new jobs / access to businesses due to similar level of traffic going along



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Shotover Street and Stanley Street. Some improvements from shared path treatments, hence a -1 score.



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Option 7: Shotover Street Arterial replacement Option 1 New

Man Street/Thompson Street Arterial Link



-2

Thompson Street is to be subject to more significant widening than Option 6 (i.e. currently only 5m wide, it needs to be widened to 9m). Some construction impacts from installation of traffic calming measures on Lake Esplanade and Shotover Street. Most residents anticipated to be temporarily impacted by construction works to these streets. There will be some impact on the YMCA Queenstown Lakefront Backpackers located on Lake Esplanade during construction as the new arterial is proposed to the west of the building.

2. Transport Safety

+1

With traffic calming on Lake Esplanade and Shotover Street, pedestrian/cyclist conflicts and existing safety issues will be significantly reduced (as traffic will be using new arterial route). The new arterial route is sufficient to accommodate additional arterial traffic so this option does not exacerbate safety issues. However, it does not ‘fix’ safety issues on the whole route i.e. there will still be issues on Stanley Street.



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3. Heritage

-1

Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this as area as having ‘high’ archaeological value, hence the negative scoring. There is the ability to mitigate the effects.


5. Urban Design

+2

Negative impacts on the function of Man and Thompson Streets, from narrow residential streets to the main arterial route. More ability for place making along Shotover Street, however intersection with Stanley street still constrained. An improvement on the existing situation. Enhanced access and town centre connectivity through Shotover Street improvements. Supports Town centre consolidation and street activity. Enhanced amenity and access to/on Lakefront from proposed Esplanade changes.

6. Landscape

-1

One Mile/ Thompson Street Potential moderate visual effects associated with the road section between the One Mile and Thompson Street. This particular alignment will result in a large road cutting extending down the steep escarpment and will be visible from parts of Lake Esplanade, a small section of Thompson Street and some residents on the high (uphill) side of Thompson Street. A mitigating factor in this case is the proposed alignment will diminish from view of uphill residents as it extends on a steep gradient to Lake Esplanade. While this section of road will be visible from sections of Lake Esplanade it will be viewed against a landscape backdrop which will help visually anchor the road on the escarpment. While the potential visual effects are assessed in this instance as moderate, further mitigation measures (including landscape and cut face design) are possible to reduce the visual effects from moderate to low. Beyond this section, the remaining sections of this alignment option have little or no visual effects as there is little change to the existing situation and minor landscape enhancements available due to space constraints.


-1

An increase in impervious surface area from the connection on Thompson Street to Lake Esplanade, which is unlikely to have a discernible impact on the stormwater network and can be managed. Vegetation including large trees need to be removed between Thompson and One Mile, resulting in potential loss of habitat.

8. Community 8a.

Social -1

Positive impacts for future PC50 residents/ businesses through access to the arterial network and some improvement to access to the lake (via a more direct route). However the option involves the upgrade of Memorial



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street, which provides access to the Queenstown Memorial Centre and sports park which may impact on this community facility while improving access to it. Similar to Option 6, Stanley Street will still experience high traffic volumes potentially constraining access to places of employment, services etc., hence the -1 scoring overall.

8b.

Human

Health

-1

Potential Noise, vibration effects and vehicle emissions on residential receivers along the arterial route. The YMCA facility and others along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property

-1

Similar to Option 6 - Some private property is required in signalisation of Man / Brecon St and Man/Camp intersections. Also upgrades to Shotover / Stanley St / Memorial St Intersection will necessitate property purchase. Land is also assumed to be required between One Mile and Thompson Street.

9. Transport System

Integration

+1

Widening of Man Street is required on one side and parking is to be removed during construction. Option allows for provision of a passenger transport and tour operator hub and for improvements to the PT network with establishment of a new arterial route. However, there are still congestion issues on Stanley Street (as per Option 6). Option provides for a new ‘boundary’ off-street car parking area and access to the existing Man Street car park under the Town Centre Masterplan.

10. Economy

+1

It is assumed that parking will be removed from one side of Memorial / Man Streets, with potential impacts on businesses. However, increased bus provision along these streets may mitigate the effects of the loss in car parking. Development potential exists on sites adjoining the new arterial, as this improved road will support future growth. Businesses on Shotover Street will see a reduction in traffic and it will therefore be easier to access by other road users. Pressure remains on Stanley street with potential for traffic delays (hence only +1 scoring overall).



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Option 8: Shotover Street Arterial replacement Option 2 New

Isle Street Arterial – One Mile to Memorial Street



-2

Significant disruption to multiple land uses with a major re-alignment of roads to achieve an arterial standard. Therefore, there is potentially a higher construction impact on businesses / residents. Steep gradients will also make construction more challenging. There is anticipated to be disruption to key pedestrian / cycling routes from the new arterial during construction – however, this could be mitigated through detours and traffic management. Most residents would be temporarily impacted by construction works.

2. Transport Safety

0

Option similar to Option 7. The longer route may discourage people from using it and they may take Man Street or continue to use the Lake Esplanade route. Traffic going through Lakeview may result in a poorer safety outcome.

3. Heritage -2

This route requires the removal of the Wellingtonia Tree on the corner of Isle Street and Brecon Street (identified as feature #151 and protected in the District Plan).



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Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this as having ‘high’ archaeological value, hence the negative scoring. Ability to mitigate effects,


5. Urban Design

-1

Isle Street alignment creates less direct connection/access to the town centre. Further from town centre than Option 7. Reduced legibility from Option 7. Negative impacts on amenity and potential of Lakeview as requires wider road corridor and increased traffic flow. Reduced capacity of Lakeview precinct as desirable land to be developed.

6. Landscape

-1



-1

Increase in the impervious surface area from the connection on Thompson Street to Lake Esplanade. However, it is unlikely to have a discernible impact on the stormwater network and can be managed. This route requires the removal of the Wellingtonia Tree on the corner of Isle Street and Brecon Street which is a large tree, and it is assumed that this provides habitat for birds and other wildlife. Vegetation including large trees are required to be removed between Thompson and One Mile – resulting in potential loss of habitat.

8. Community 8a. Social

-2

Positive impacts for future PC50 residents/ businesses through access to the arterial network and some improvement to access to the lake (through more direct route).The Memorial Street Park and Centre will be significantly impacted on as the option takes the road to the south of the park, reducing the area of this community



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facility and also resulting in a significant disruption to users of the facility. This option also potentially impacts on the fire service site (although noting that if this land is not required, then this will result in improved access for emergency services onto an arterial route). The Isle Street section severs access from the Gondola into the town centre and through to the gardens (noting this could be mitigated but there will still be a busy arterial road to cross). The new arterial will also act as a barrier for the community to the north and south of the new road, as it bisects a number of properties, having an impact on social cohesion in this area. As per other options, congestion on Stanley St is not addressed, further constraining access for people to shops/services, jobs etc. There will be improvements to the wider community’s way of life due to a new arterial route, however this is outweighed by other negative social impacts, hence the -2 score.

8b. Human

Health

-1

Potential Noise, vibration effects and vehicle emissions on residential receivers along arterial route. The YMCA facility and others along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property -2

Significant property impacts from land required at Memorial Park, Isle Street (to widen to arterial standards). Land is also required between One Mile and Thompson Street.

9. Transport System

Integration

0

This option provides for PT and a tour operator hub but forces buses further out to Isle Street, which is not as well connected and doesn’t provide transport to key areas, which will be an issue for the wider network. The Isle Street arterial will not be as desirable for transport users, and they may still use alternative routes. This option may provide for access to off-street parking under Town Centre Masterplan (through way-finding etc.), although will not provide for direct arterial connection to the parking sites.

10. Economy

+1

This option bisects land to the west of Isle Street, constraining the full development potential of these sites and impacting on current businesses and their ability to function / grow. However it may provide some opportunity for more planned growth and development in these areas along the main arterial route. This option also allows Shotover Street to become more pedestrian friendly which is likely to be positive for these businesses.



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Option 9: Shotover Street Arterial Replacement Option 3 New

Man Street/Thompson Street/Isle Street Arterial – One Mile to

Memorial Street/Robins Road



-3

Construction of a new link along Isle Street – similar to Option 8. However, there is extra complexity with a new connection to the north of Isle Street (along Robins Road) which has a steeper incline and therefore difficult to construct. Additional construction impacts are anticipated on local businesses and the community due to the multiple connections. Residents could also be temporarily impacted by construction works to these streets, noting that the impacts will be more extensive as widening is proposed along Thompson Street.

2. Transport Safety

+1

Similar to Option 7, this option allows Lake Esplanade and Shotover Street to be traffic calmed and reduces the potential for pedestrian/cyclist conflicts and exacerbating other existing safety issues (as traffic will be using a new arterial route). However, this option does not ‘fix’ safety issues on the whole route i.e. there will still be issues on Stanley Street.

3. Heritage -2 This route requires the removal of the Wellingtonia Tree on the corner of Isle Street and Brecon Street (identified as feature #151 and protected in the District Plan).



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Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this overall as having ‘high’ archaeological value, hence the negative scoring. Ability to mitigate.


5. Urban Design

-2

Poor legibility and access to the town centre. Route further from the town centre than Option 7. Negative impacts on amenity and potential of Lakeview as requires wider road corridor and increased traffic flow. Reduced capacity of Lakeview precinct as desirable land to be developed. Negative impact on Recreation Ground. Greatest degree of severance impacts on pedestrian movements between town centre, Lakeview and Recreation Ground. Supports proposed changes in character and amenity to Shotover Street.

6. Landscape

-1



-1

Increase in the impervious surface area from the connection on Thompson Street to Lake Esplanade, however this is unlikely to have a discernible impact on the stormwater network and can be managed. Vegetation including large trees are required to be removed between Thompson and One Mile, resulting in a potential loss of habitat.



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8. Community 8a.

Social

0

This option has less impact on the community centre and park on Memorial Street compared to Option 8. The new arterial severs access in two places (Isle St section and Man St section) from the Gondola into the town centre and through to the gardens. The new arterial will also act as a barrier for the community to the north and south of the new road, as it bisects a number of properties, having an impact on social cohesion in this area assuming mixed use development as part of PC50. As per other options, congestion on Stanley St is not addressed, further constraining access for people to shops/services, jobs etc. Potential negative impact on the fire station as widening may impact on the site, but if not, there is a positive impact from improved access by emergency services onto the arterial network. Negative impact on Queenstown Primary School with the new arterial route going past the School. This is due to increased traffic. However there is improved access onto the arterial network. There will be improvements to the wider community’s way of life due to a new arterial route, hence an overall 0 score.

8b.

Human

Health

-1

Potential noise, vibration effects and vehicle emissions on residential receivers along the arterial route. The YMCA facility and others along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property -2 Land required at Man Street, Thompson Street and Isle Street (to widen to arterial standards) and the properties to the west as the arterial turns to meet with Thompson Street.

9. Transport System

Integration

+1

Similar to Option 8, however an extra connection is proposed up onto Robins Street. The proposed arterial is not the most efficient route ((along Memorial, Man streets and Isle Street) without providing additional benefits, compared with other more direct routes. The proposed PT hub is provided for with this option. This option provides for a new ‘boundary’ off-street car parking area and access to the existing Man Street car park under the Town Centre Masterplan. This option may provide for access to off-street parking under Town Centre Masterplan (through way-finding etc.), although will not provide for direct arterial connection to the parking sites.

10. Economy +1

This option bisects land to the west of Isle Street, constraining the full development potential of these sites and impacting on current businesses and their ability to function / grow. However it may provide some opportunity



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for more planned growth and development in these areas along the main arterial route. This option also allows Shotover Street to become more pedestrian friendly, which is likely to be positive for these businesses.



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Option 10: Shotover Street Arterial Replacement Option 4 Outer

Boundary Arterial



-3

Significant disruption to people getting from the Gondola into the town centre. Construction impacts on the Fire station (and likely that this would be acquired), Memorial park, key pedestrian walkways, and residential developments. As per Options 8 and 9, this option is also difficult to construct with steep inclines and different environments, hence the -3 score. Residents would be temporarily affected by construction works to streets where the proposed route is, noting impacts will be more extensive along Thompson Street where widening is proposed.

2. Transport Safety

-2

This route will not be attractive to most transport users as is longer and further away from key services and the town centre. This route would need to have the speed limit increased to incentivise its use, which would have significant impacts on safety. There is significant conflict between the Gondola and Town Centre / Gardens for walkers and cyclists. The existing safety issues along Stanley Street would remain unresolved (similar to Status Quo). There will be less opportunities compared to previous options to install traffic calming (and therefore improve pedestrian/cycling safety) along Lake Esplanade and Shotover St, as the outer



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arterial is unlikely to be attractive as an alternative (so these existing routes will likely still carry a reasonable volume of traffic)

3. Heritage

-1

No noted heritage features on route. Some protected trees on Lake Esplanade which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this overall as having ‘high’ archaeological value, hence the negative scoring. Ability to mitigate.


5. Urban Design

-2

Poor legibility and access to the town centre. Arterial route further from the town centre than all other options. Negative impacts on amenity and potential of Lakeview as requires wider road corridor and increased traffic flow through precinct. Reduced capacity of Lakeview precinct as less developable land. Negative impact on Recreation Ground. Less severance and impacts on pedestrian movements between town centre, Lakeview and Recreation Ground. Supports proposed changes in character and amenity to Shotover Street.

6. Landscape

-1



-1

An increase in the impervious surface area from the connection on Thompson Street to Lake Esplanade. However, it is unlikely to have a discernible impact on the stormwater network and can be managed. Vegetation including large trees would need to be removed between Thompson and One Mile – resulting in potential loss of habitat.

8. Community 8a.

Social -2

This option has significant impacts on the Queenstown Fire Station and Memorial park, and the Queenstown Cemetery (on Brecon St) as important community facilities.



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This option takes the road to the south of the park, reducing the area of this community facility and also resulting in a significant disruption to users of the facility during construction. The arterial is proposed to go through the Fire Station site. The proposed route severs access from the Gondola into the town centre and through to the gardens. The new arterial will also act as barrier for the community to the north and south of the new road, as it bisects a number of properties, having an impact on social cohesion in this area. As per other options, congestion on Stanley St is not addressed, further constraining access for people to shops/services, jobs etc. There will be improvements to the wider community’s way of life due to a new arterial route, however this is outweighed by other negative social impacts and the fact that the key arterial route is further away from services and the town centre, making it less desirable.

8b.

Human

Health

-1

Potential Noise, vibration effects and vehicle emissions on residential receivers along arterial route. This option results in a change in the environment of the Cemetery from a quiet / reflective area to busy road environment. Also, there are impacts on social cohesion of the community around Earnslaw / Glasgow Streets as the route bisects this area. The YMCA facility and others along Lake Esplanade will benefit from street calming / lower speed environment proposed (lower noise, air quality). No potentially contaminated sites nearby to works. Noted generally that asbestos contaminated pipes are common in Queenstown. Limited opportunities to improve health of communities.

8c.

Property

-2

Property take will be required, include the park, cemetery, fire station and houses / businesses to the north and south of the corridor, affecting a large number of individual property owners, and adding to the complexity of the project. Land required between One Mile and Thompson Street.

9. Transport System

Integration

-1

This option provides for a passenger and tour operator hub but expected traffic flows on Shotover Street would be high as the route is not convenient. Buses will either have to stay on existing routes or use the new route, which is not integrated with the wider area. This option may provide for access to off-street parking under Town Centre Masterplan (through way-finding etc.), although will not provide for direct arterial connection to the parking sites.

10. Economy -1

There are fewer constraints on the development potential of sites, however it does bisect properties to the west. Potential for economic improvements along Shotover street including pedestrian access to businesses etc. However this is not likely to be a significant improvement as the new



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route will be an undesirable alternative to the current arterial routes.



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Option 11: Stanley Street Arterial Replacement Option 1 Ballarat

Carpark/Henry Street



-1

This option cuts through the existing car park and could be constructed with less complexity than other options due to the route being off an existing road i.e. No diversion of traffic or alterations to access required. There could be localised impacts on adjacent properties at the new intersection of the link road/ Stanley Street. However, the effects would be less as construction will occur ‘offline’. This option has localised impacts on residents in terms of construction noise and air quality impacts.

2. Transport Safety

-1

A new link onto the intersection of Stanley Street and Coronation Drive is anticipated to have a negative safety impact. This option also does not achieve a significant improvement on the status quo although there is some improvement for pedestrians and other users on the lower part of Stanley Street. The creation of an intersection at Henry St/Gorge St (at the bottom of the hill) has a potentially negative effect from a safety perspective (as this would potentially have up to a 15% gradient) with higher volumes of traffic going through the intersection.



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3. Heritage -1

Two protected trees are identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are likely to be removed as a result of this option. No other heritage features are noted nearby


5. Urban Design

-2

Ballarat Carpark alignment reduces potential capacity of this site and the town centre by taking up valuable land resource. Alignment breaks from regularity of existing city grid. Reduced ability to support proposed Community Heart precinct. Reduces potential visitation to the town centre. Reduces ability for town centre to accommodate off street parking facilities. Creates strong severance across the northern section of the city centre. Alignment less legible than other options. Supports proposed amenity and upgrade of Stanley Street.

6. Landscape 0 No discernible visual impacts likely from this option.

7. Natural Environment -1 Some impact on the natural environment if protected trees are required to be removed and subsequent impact on habitat for wildlife.

8. Community 8a.

Social

-1

Positive impacts due to the shared space on Shotover Street, but no wider improvements to the constrained arterial network. Therefore, there are potentially negative impacts in terms of access to services for the community and visitors etc. Also, this option impacts on the art gallery on the corner of Ballarat Street, hence -1 scoring.

8b.

Human

Health -2

One potentially contaminated site on Ballarat Street (63) (where a proposed new link to Henry Street is proposed). It is assumed that appropriate controls will be put in place and that effects will be low. However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as -2.

8c.

Property -1

Some private land potentially required for the upgrade of intersections. It does utilise some QLDC land rather than all private land. QLDC ownership provides for a less complex process.

9. Transport System

Integration

0

This option would enable the PT hub to operate. However, there will still be existing capacity issues i.e. buses still delayed getting into town. This option may not facilitate the step change of people getting onto buses as existing delays would continue. This option may provide for access to off-street parking under Town Centre Masterplan (through way-finding etc.), although will not provide for direct arterial connection to the parking sites.

10. Economy

-1

Improving pedestrian use of a section of Shotover Street may improve foot traffic for businesses along this section. However, this option does not improve overall access into the town centre. Removal of Council car parking without transport benefits may also have an impact on local businesses.



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Option 12: Stanley Street Arterial Replacement Option 2

Coronation Drive/Henry Street



-1

This option involves some widening of Coronation drive (although it is noted this is already used as an alternative to Stanley Street if this is icy) unless removal of car parking provides sufficient width. Construction is not anticipated to be complex with minor, temporary impacts from construction on businesses / residents. Parts of this option are ‘offline’ from Stanley Street through to Henry Street, reducing the disruption to existing road users. Some localised impacts on residents in terms of construction noise and air quality impacts is assumed.

2. Transport Safety

-1

This option will result in significant congestion at the Park Street / Sydney Street intersection. There is limited benefit of this option relative to the status quo as it involves the creation of more intersections and associated safety issues. Similar to other options, this arterial option will present a less logical / straightforward route to the current situation and it will therefore be difficult to encourage people to use it.

3. Heritage -1 Protected trees located along Coronation Drive, for which it

is assumed that they do not require removal/ pruning



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having regard to the width of the road, which is likely to accommodate the new arterial link. Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are likely to be removed as a result of this option.


5. Urban Design

-3

Similar to Option 11. Ballarat Carpark alignment reduces potential capacity of this site and the town centre by taking up valuable land resource. Alignment breaks from regularity of existing city grid. Reduced ability to support proposed Community Heart precinct. Reduces potential visitation to the town centre. Reduces ability for town centre to accommodate off street parking facilities. Creates strong severance across the northern section of the city centre. Alignment less legible than other options. Supports proposed amenity and upgrade of Stanley Street. Negative Impacts on Coronation Street and existing residential character.

6. Landscape 0 No discernible visual impacts are likely from this option.

7. Natural Environment -1 There is some impact on the natural environment if protected trees are required to be removed and subsequent impact on habitat for wildlife.

8. Community 8a.

Social

-1

Positive impacts of this option on the community’s ability to access goods and services due to reduced traffic volumes on a part of Stanley Street. There are no wider improvements to a constrained arterial network so there are negative impacts in terms of access to services for community and visitors etc. This option has an Impact on the art gallery as per Option 11. Given the existing use of Coronation Drive, there is unlikely to be more than minor severance impacts on the community either side.

8b.

Human

Health

-2

There is anticipated to be some increase in noise and vehicle emissions associated with more traffic for residents and sensitive land uses on Coronation Drive, however it is unlikely to be of a major impact. One potentially contaminated site located on Ballarat Street (63) (where the proposed new link to Henry Street is proposed). It is assumed that appropriate controls will be put in place and that effects will be low. However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as -2.

8c.

Property -1

Some private land potentially required for the upgrade of intersections. It does utilise some QLDC land rather than all private land. QLDC ownership provides for a less complex process. There is also the potential for impacts on accessways for widening



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9. Transport System

Integration

0

This option allows the hub to be constructed. Buses would travel along the existing route along Stanley although it may be difficult to encourage people to use the new arterial route. This is due to its length and it not necessarily being logical. This option is potentially no better than Option 11 in terms of removing traffic from bus routes for the reasons above. This option may provide for access to off-street parking under Town Centre Masterplan (through way-finding etc.), although will not provide for direct arterial connection to the parking sites.

10. Economy

0

Potential for economic improvements along Stanley St with regards to access to businesses etc., especially by pedestrians. However this is not likely to be significant as the new route will be an undesirable alternative to the current arterial routes.



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Option 13: Stanley Street Arterial Support Option 3 Melbourne

Street/Stanley Street One-way Pair



-1

Construction of this option would have a lesser impact than other options as the proposed route is ‘off-line’ from the existing arterial traffic. The construction impacts on the community are anticipated to be less than other options with limited widening required. Likely to be some construction impacts, including noise and air quality impacts, on residents / businesses in the area around Melbourne and Henry streets, although only minor.

2. Transport Safety

+1

Marginal safety improvements of this option relative to the status quo with slightly less traffic on existing arterial routes. Reduced traffic on Stanley Street will provide for an improvement in pedestrian safety. However, there are still safety issues on other parts of the arterial network

3. Heritage -1 Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are likely to be removed as a result of this option.


5. Urban Design -1 One way pair provides access and legibility issues. One Way streets less likely to support appropriate ground floor activities and land use to support city centre intensification.



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Doesn’t support proposed transformation of Stanley Street to a town centre street with enhanced pedestrian amenity. Increased severance as pedestrians required to cross two streets.

6. Landscape

-1

Melbourne/ Henry Street Potential moderate visual effects associated with the road extension joining Melbourne and Henry Streets. This is attributed to the visual change from residential land-use to a road corridor and the degree of cut slope that will be required to create the corridor. Visual effects on adjacent and uphill residents will be low due to their elevation in relation to the road and retention of views to Queenstown CBD and beyond to the lake and mountains. Visual effects may be experienced at a ‘finer grain’ in terms of street amenity and the scale of cut slope to pedestrian areas, however these factors have the potential to be mitigated through quality urban public realm design. One such example of this would relate to how the historic stacked rock wall, which fortifies the St Joseph’s Melbourne Street and Beetham Street corner, would be integrated into the design of the street.

7. Natural Environment -1 Some impact on the natural environment if protected trees are required to be removed and subsequent impact on habitat for wildlife

8. Community 8a.

Social

-1

There is a mix of residential and visitor accommodation activities along Melbourne Street, which are potentially more sensitive to a change in the function of the street and increased traffic. There is an opportunity for Stanley Street to be more pedestrian friendly with widened footpaths, however, there is the potential loss of some footpath space on Melbourne Street. A negative impact for these residents is therefore anticipated. St Joseph Parish Church is on Melbourne Street, although it is potentially a sufficient distance from the road so less likely to be impacted on. Some localised impacts on residents as property is required to connect Melbourne Street to Henry St (including a block of flats). However, it may be perceived as an improvement in connectivity for the communities at the ends of Melbourne and Henry streets. This option is anticipated to achieve some improvement to the way of life and connection to the arterial network but a one-way system is not likely to be as efficient so is unlikely to have a significant positive impact.

8b.

Human

Health -2

Change in the function of Melbourne Street from a relatively quiet road to a through-route with potential effects on surrounding residents, including noise and vehicle emissions associated with a greater volumes of traffic. One potentially contaminated site on Ballarat Street (63) (where the proposed new link to Henry Street is proposed).



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However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as -2.

8c.

Property -2 Land is required to connect Melbourne Street to Henry St,

necessitating designation/ property purchase.

9. Transport System

Integration

-2

It is more challenging to achieve integration with the bus station on Stanley Street while retaining the function of Stanley Street as a one-way arterial. Buses will have to circulate around, which is not well integrated with the wider network and proposed hub. This would still result in congestion on Shotover Street and through to Lake Esplanade. This option also does not provide an opportunity to upgrade Shotover Street to be more pedestrian friendly. This option provides for more direct access to a new ‘Ballarat’ off-street car parking area under the Town Centre Masterplan.

10. Economy

+1

This option bi-sects a lot to connect Melbourne Street to Henry St. In doing so, it improves connectivity for businesses/ visitor accommodation and presents an opportunity for Town Centre expansion and therefore positive economic impacts on businesses. There is still congestion along Shotover Street and along Lake Esplanade so only a minor positive impact.



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Option 14: Stanley Street Arterial Replacement Option 4

Melbourne Street/Henry Street



-1

Similar to Option 13 although it is assumed that more land is required on Melbourne Street – Henry Street to accommodate arterial traffic in both directions. This option is likely to have construction impacts on residents / businesses in the area, although only minor in terms of traffic with the ability to incorporate diversions. Some localised impacts on residents are anticipated including construction noise and air quality impacts.

2. Transport Safety +1

Improvements to pedestrian safety are anticipated on Stanley Street from lower traffic movements although there are still traffic safety issues on Shotover street and other areas to the west.

3. Heritage -1 Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are likely to be removed as a result of this option.


5. Urban Design

+1

Most legible and direct alignment. Impacts on Melbourne and Henry street able to be mitigated through design. Less severance than two way pair option. Supports proposed changes to Stanley Street as a town centre street. Still does not address urban design issues on Shotover Street (hence +1 scoring)



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6. Landscape

-1

Melbourne/ Henry Street Potential moderate visual effects associated with the road extension joining Melbourne and Henry Streets. This is attributed to the visual change from residential land-use to road corridor and the degree of cut slope that will be required to create the corridor. Visual effects on adjacent and uphill residents will be low due to their elevation in relation to the road and retention of views to Queenstown CBD and beyond to the lake and mountains. Visual effects may be experienced at a ‘finer grain’ in terms of street amenity and scale of cut slope to pedestrian areas however these factors have the potential to be mitigated through quality urban public realm design. One such example of this would relate to how the historic stacked rock wall, which fortifies the St Joseph’s Melbourne Street and Beetham Street corner, would be integrated into the design of the street.

7. Natural Environment -1 Some impact on the natural environment including habitats for wildlife is anticipated if protected trees are required to be removed.

8. Community 8a.

Social

-2

Melbourne Street would become a widened arterial, changing the residential nature of Melbourne Street. There are also potential impacts on social cohesion with the connection between Melbourne and Henry street bisecting a number of properties. This could be perceived as dividing this community or improving connectivity between the two. St Joseph Parish Church is on Melbourne Street, although it is potentially a sufficient distance from the road so less likely to be impacted on.

8b.

Human

Health

-2

Potential effects on surrounding residents including noise and vehicle emissions associated with greater volumes of traffic. One potentially contaminated site on Ballarat Street (63) (where proposed new link to Henry Street proposed). However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as -2. .

8c.

Property -2 Land required to connect Melbourne Street to Henry St.

9. Transport System

Integration

+1

There is an opportunity to give buses priority on Stanley Street as congestion is relieved with traffic using Melbourne Street/Henry Street. It also allows for a hub to be constructed on Stanley Street. Notwithstanding this, there are still capacity issues on other parts of the network. This option provides for more direct access to a new ‘Ballarat’ off-street car parking area under the Town Centre Masterplan.

10. Economy +1 Opportunities for Town Centre expansion and therefore

positive economic impacts on businesses.



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Congestion through Shotover Street and along Lake Esplanade is anticipated so this option has a minor positive impact.



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Option 15: Melbourne Street/Frankton Road Intersection to One

Mile via Camp Street/Shotover Street Intersection



-2

This Option is a combination of Option 7 and Option 14. Thompson Street requires more extensive widening (i.e. currently only 5m wide – needs to be widened to 9m). These changes are anticipated to have a moderate impact during construction. There is likely to be some impact from the construction of traffic calming measures on Lake Esplanade and Shotover Street. The upgrade of Melbourne St / Henry Street will also have effects on the surrounding community during construction, although it is expected to be localised. There will be some impact on the YMCA Queenstown Lakefront Backpackers located on Lake Esplanade during construction as the new arterial is proposed to the west of the building. There is disruption to residents / businesses with the works although the proposed route is ‘offline’ from the existing main arterial route except for the intersection at Shotover / Stanley Street where there will be moderate impacts from construction.



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Impacts of this option are potentially greater than other options with widening proposed along Thompson Street. Those most likely to be affected are those along Thompson/ Man, Memorial, Melbourne and Henry with disruption, noise and air quality impacts.

2. Transport Safety

+2

This option allows Lake Esplanade and Shotover Street to be traffic calmed and pedestrian/cyclist conflicts and existing safety issues to be significantly reduced (as traffic will be using new arterial route). The proposed route is deemed to be sufficient to accommodate additional arterial traffic so existing safety issues are not exacerbated. Improved cycle safety along arterial network and on previous arterial routes, but potentially some severance effects for people crossing over new arterials in north-south direction. Improvements to pedestrian safety on Stanley Street are also anticipated from lower traffic movements. However, all arterial and local traffic through the Intersection of Shotover and Stanley Street is likely to contribute to a safety issue.

3. Heritage

-2

Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are likely to be removed as a result of this option. Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. There are some protected trees on Lake Esplanade, which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this overall as having ‘high’ archaeological value, hence the negative scoring. Ability to mitigate.


5. Urban Design

+1

Partially supports vision/aspiration of the Town Centre masterplan. Enables improved enhanced connectivity via Henry/Melbourne and Thompson/Man to both town centre and Lakeview sites. Establishes logical street and speed hierarchy between lakefront (slow) and arterials (fast). Less direct and legible connection for intersection. Enables transformation of Shotover Street as a new city centre street with enhanced amenity and quality of public realm. Enables integration of PT facilities on Stanley Street. Supports enhanced place function of town centre and ground floor/land use interfaces on Shotover Street only.



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6. Landscape

-1

One Mile/ Thompson Street Potential moderate visual effects associated with the road section between the One Mile and Thompson Street. This particular alignment will result in a large road cutting extending down the steep escarpment and will be visible from parts of Lake Esplanade, a small section of Thompson Street and some residents on the high (uphill) side of Thompson Street. A mitigating factor in this case is the proposed alignment will diminish from view of uphill residents as it extends on a steep gradient to Lake Esplanade. While this section of road will be visible from sections of Lake Esplanade it will be viewed against a landscape backdrop which will help visually anchor the road on the escarpment. While the potential visual effects are assessed in this instance as moderate, further mitigation measures (including landscape and cut face design) are possible to reduce the visual effects from moderate to low. Beyond this section, the remaining sections of this alignment option have little or no visual effects as there is little change to the existing situation and minor landscape enhancements available due to space constraints. Melbourne/ Henry Street Potential moderate visual effects associated with the road extension joining Melbourne and Henry Streets. This is attributed to the visual change from residential land-use to road corridor and the degree of cut slope that will be required to create the corridor. Visual effects on adjacent and uphill residents will be low due to their elevation in relation to the road and retention of views to Queenstown CBD and beyond to the lake and mountains. Visual effects may be experienced at a ‘finer grain’ in terms of street amenity and scale of cut slope to pedestrian areas however these factors have the potential to be mitigated through quality urban public realm design. One such example of this would relate to how the historic stacked rock wall, which fortifies the St Joseph’s Melbourne Street and Beetham Street corner, would be integrated into the design of the street.


-1

Increase in impervious surface area from connection on Thompson Street to Lake Esplanade, however, this is unlikely to have a discernible impact on the stormwater network. Some impacts from removal of trees and subsequent loss of habitat, including large trees between Thompson St and One Mile and trees on corner of Henry Street and Ballarat Street.

8. Community 8a.

Social

+1

Positive impacts for future PC50 residents/ businesses with access to the arterial network and some improvement to access to the lake (through more direct route). However the option involves the upgrade of Memorial street which provides access to the Queenstown Memorial Centre and sports park which may impact on this community facility while improving access to it.



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Impact on St Joseph Parish on Melbourne Street. Melbourne Street would become a widened arterial, changing the residential nature of Melbourne Street. There is also a potential impact on social cohesion with the connection between Melbourne and Henry street bisecting a number of properties and potentially dividing this community. It could also be perceived as improving connectivity between the two areas. Following construction, there will be positive impacts on access to the water and other amenities from less traffic along Lake Esplanade and street calming / lower speed environment proposed. Overall, there are improvements to access to services for people but still congestion at key intersections i.e. near Memorial centre, and therefore not a significant social benefit.

8b.

Human

Health

-2

Potential Noise, vibration effects and vehicle emissions on residential receivers along arterial route and community facilities. The YMCA facility and visitor accommodation / workers at businesses along Lake Esplanade will benefit from street calming /the lower speed environment proposed (lower noise, air quality). The wider community / tourists will also benefit from these improvements. Similar effects arise from the creation of a shared space on Shotover St and Stanley Street. One potentially contaminated site on Ballarat Street (63) (where proposed new link to Henry Street proposed). However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as +2.

8c.

Property

-2

Some private property is required because of signalisation of Man / Brecon St and Man/Camp (including Glen Arm Cottage as noted above) intersections. Also, there is a potential land requirement associated with the upgrade to Shotover / Stanley St / Memorial St Intersection. Land is also required to connect Melbourne Street to Henry St and also between One Mile and Thompson Street.

9. Transport System

Integration

+2

There is the opportunity with this option to give buses priority on Stanley Street as congestion is relieved with traffic using Melbourne Street/Henry Street. This option also allows for a PT hub to be constructed and for improvements to the PT network. However the intersection of Shotover Street and Stanley Street will be a weak link, which could be heavily congested. This option does provide for connections to most proposed off-street car parking areas under the Town Centre Masterplan but is less effective in providing access or



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encouraging for people to use the car parking site to the north of Memorial Park.

10. Economy

+3

This option bi-sects a lot to connect Melbourne Street to Henry St. In extending the arterial further to Melbourne and Henry Streets, there are opportunities for Town Centre expansion and therefore positive economic impacts on businesses. There is potential for parking to be removed from one side of Memorial / Man Streets, with associated impacts on businesses. However, increased bus provision along these streets may mitigate the impacts. Businesses on Shotover Street will see a reduction in cars and it may therefore be easier to access by other users. Camp Street/ Shotover Street intersection will still experience congestion, so overall, there is not a significant positive impact



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Option 16: Melbourne Street/Frankton Road Intersection to One

Mile via Private Land



-2

This Option is a combination of Option 7 and Option 14, with an intersection via private land. Thompson Street requires more extensive widening (i.e. currently only 5m wide – needs to be widened to 9m). These changes are anticipated to have a moderate impact during construction. There is likely to be some impact from the construction of traffic calming measures on Lake Esplanade and Shotover Street. The upgrade of Melbourne St / Henry Street will also have effects on the surrounding community during construction, although it is expected to be localised. There will be some impact on the YMCA Queenstown Lakefront Backpackers located on Lake Esplanade during construction as the new arterial is proposed to the west of the building. There is disruption to residents / businesses with the works although the proposed route is ‘offline’ from the existing main arterial route except for the intersection at Shotover /



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Stanley Street where there will be moderate impacts from construction. Impacts of this option are potentially greater than other options with widening proposed along Thompson Street. Those most likely to be affected are those along Thompson/ Man, Memorial, Melbourne and Henry with disruption, noise and air quality impacts.

2. Transport Safety

+3

This option allows Lake Esplanade and Shotover Street to be traffic calmed and pedestrian/cyclist conflicts and existing safety issues to be significantly reduced (as traffic will be using new arterial route). The proposed route is deemed to be sufficient to accommodate additional arterial traffic so existing safety issues are not exacerbated. Improvements to pedestrian safety on Stanley Street are also anticipated from lower traffic movements. Improved cycle safety along arterial network and on previous arterial routes, but potentially some severance effects for people crossing over new arterials in north-south direction.

3. Heritage

-2

Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are Likely to be removed as a result of this option. Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. There are some protected trees on Lake Esplanade, which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this overall as having ‘high’ archaeological value, hence the negative scoring.


5. Urban Design

+2

Partially supports vision/aspiration of the Town Centre masterplan. Enables improved enhanced connectivity via Henry/Melbourne and Thompson/Man to both town centre and Lakeview sites. Establishes logical street and speed hierarchy between lakefront (slow) and arterials (fast). Enables transformation of Shotover Street as a new city centre street with enhanced amenity and quality of public realm. Enables integration of PT facilities on Stanley Street. Supports enhanced place function of town centre and ground floor/land use interfaces on Shotover Street only. Enables retention of both QLDC Office and Memorial Hall buildings. Potential large scale/size of intersection able to



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be mitigated by new development.Less opportunity as a catalyst for change than Option 16.

6. Landscape

-1

One Mile/ Thompson Street Potential moderate visual effects associated with the road section between the One Mile and Thompson Street. This particular alignment will result in a large road cutting extending down the steep escarpment and will be visible from parts of Lake Esplanade, a small section of Thompson Street and some residents on the high (uphill) side of Thompson Street. A mitigating factor in this case is the proposed alignment will diminish from view of uphill residents as it extends on a steep gradient to Lake Esplanade. While this section of road will be visible from sections of Lake Esplanade it will be viewed against a landscape backdrop which will help visually anchor the road on the escarpment. While the potential visual effects are assessed in this instance as moderate, further mitigation measures (including landscape and cut face design) are possible to reduce the visual effects from moderate to low. Beyond this section, the remaining sections of this alignment option have little or no visual effects as there is little change to the existing situation and minor landscape enhancements available due to space constraints. Melbourne/ Henry Street Potential moderate visual effects associated with the road extension joining Melbourne and Henry Streets. This is attributed to the visual change from residential land-use to road corridor and the degree of cut slope that will be required to create the corridor. Visual effects on adjacent and uphill residents will be low due to their elevation in relation to the road and retention of views to Queenstown CBD and beyond to the lake and mountains. Visual effects may be experienced at a ‘finer grain’ in terms of street amenity and scale of cut slope to pedestrian areas however these factors have the potential to be mitigated through quality urban public realm design. One such example of this would relate to how the historic stacked rock wall, which fortifies the St Joseph’s Melbourne Street and Beetham Street corner, would be integrated into the design of the street.


-1


8. Community 8a.

Social

+2

Positive impacts for future PC50 residents/ businesses with access to the arterial network and some improvement to access to the lake (through more direct route). However the option involves the upgrade of Memorial street which provides access to the Queenstown Memorial Centre and sports park which may impact on this community facility while improving access to it.



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Impact on St Joseph Parish on Melbourne Street. Melbourne Street would become a widened arterial, changing the residential nature of Melbourne Street. There is also a potential impact on social cohesion with the connection between Melbourne and Henry street bisecting a number of properties and potentially dividing this community. It could also be perceived as improving connectivity between the two areas. Following construction, there will be positive impacts on access to the water and other amenities from less traffic along Lake Esplanade and street calming / lower speed environment proposed. Overall improvements to access to services for people from alternative arterial routes and improvement from Option 15 as it is a continuous route, avoiding a congested intersection.

8b.

Human

Health

+2

Potential Noise, vibration effects and vehicle emissions on residential receivers along arterial route and community facilities. The YMCA facility and visitor accommodation / workers at businesses along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). The wider community / tourists will also benefit from this improvement to the environment. This also applies to shared space on Shotover St and Stanley Street. One potentially contaminated site on Ballarat Street (63) (where proposed new link to Henry Street proposed). However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as +2.

8c.

Property

-2

Some private property required because of signalisation of Man / Brecon St and Man/Camp (including the Glen Arm Cottage as noted above) intersections. Also potential at upgrades to Shotover / Stanley St / Memorial St Intersection. Land required to connect Melbourne Street to Henry St. Also private land between Gorge Road and Memorial Street is required for a connection of the arterials from the west and east. Some opportunity to convert redundant area of road at the top of Shotover Street with this option, into useable land

9. Transport System

Integration

+3

There is the opportunity with this option to give buses priority on Stanley Street as congestion is relieved with traffic using Melbourne Street/Henry Street. This option also allows for a PT hub to be constructed and for improvements to the PT network. This option also provides for connections to all proposed off-street car parking areas under the Town Centre Masterplan.



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10. Economy

+3

Ability for Town Centre to develop with less constraints i.e. reduced congestion on key arterial routes going past key businesses. There is potential for parking to be removed from one side of Memorial / Man Streets, with associated impacts on businesses. However, increased bus provision along these streets may mitigate the impacts. Businesses on Shotover Street will see a reduction in cars and it may therefore be easier to access by other users. Camp Street/ Shotover Street intersection will still experience congestion, so overall, there is not a significant positive impact Some opportunity to convert redundant area of road at the top of Shotover Street with this option, into productive land, either sold for private development or Council use.



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Option 17: Combined Shotover Street and Stanley Street

Preferred Arterial Replacement Options Melbourne

Street/Frankton Road Intersection to One Mile via QLDC Site

Criteria Score Rationale


-2

This Option is a combination of Option 7 and Option 14 and similar to Option 16, with intersection to the north of the QLDC site, at quite a tight angle. Thompson Street requires more extensive widening (i.e. currently only 5m wide – needs to be widened to 9m). These changes are anticipated to have a moderate impact during construction. There is likely to be some impact from the construction of traffic calming measures on Lake Esplanade and Shotover Street. The upgrade of Melbourne St / Henry Street will also have effects on the surrounding community during construction, although it is expected to be localised. There will be some impact on the YMCA Queenstown Lakefront Backpackers located on Lake Esplanade during construction as the new arterial is proposed to the west of the building. There is disruption to residents / businesses with the works although the proposed route is ‘offline’ from the existing



3331989 // NZ1-14907744-8 0.8

main arterial route except for the intersection at Shotover / Stanley Street where there will be moderate impacts from construction. Impacts of this option are potentially greater than other options with widening proposed along Thompson Street. Those most likely to be affected are those along Thompson/ Man, Memorial, Melbourne and Henry with disruption, noise and air quality impacts.

2. Transport Safety

+3

This option allows Lake Esplanade and Shotover Street to be traffic calmed and pedestrian/cyclist conflicts and existing safety issues to be significantly reduced (as traffic will be using new arterial route). The proposed route is deemed to be sufficient to accommodate additional arterial traffic so existing safety issues are not exacerbated. Improvements to pedestrian safety on Stanley Street are also anticipated from lower traffic movements. Improved cycle safety along arterial network and on previous arterial routes, but potentially some severance effects for people crossing over new arterials in north-south direction.

3. Heritage

-2

Two protected trees identified on the corner of Henry Street and Ballarat Street (#146 and #199), which are Likely to be removed as a result of this option. Glen Arm Cottage (#68) on the corner of Man Street and Camp Street, potentially affected by upgrade to intersection. There are some protected trees on Lake Esplanade, which are unlikely to be affected as they are located on the southern side. Archaeological ‘complex’ (i.e. cluster of archaeological sites) located near One Mile Roundabout: E41/228.Series of 19thC gold mining remains. Previous work rated this overall as having ‘high’ archaeological value, hence the negative scoring.


5. Urban Design

+1

Similar to Option 16. Direct connection between stages 1 and 3 supports legible and logical access and movement. Enables retention of both QLDC Office and Memorial Hall buildings. Potential large scale/size of intersection able to be mitigated by new development. Impacts on Recreation Ground able to be mitigated through design. Less opportunity as a catalyst for change than Option 16.

6. Landscape

-1

One Mile/ Thompson Street Potential moderate visual effects associated with the road section between the One Mile and Thompson Street. This particular alignment will result in a large road cutting extending down the steep escarpment and will be visible from parts of Lake Esplanade, a small section of Thompson



3331989 // NZ1-14907744-8 0.8

Street and some residents on the high (uphill) side of Thompson Street. A mitigating factor in this case is the proposed alignment will diminish from view of uphill residents as it extends on a steep gradient to Lake Esplanade. While this section of road will be visible from sections of Lake Esplanade it will be viewed against a landscape backdrop which will help visually anchor the road on the escarpment. While the potential visual effects are assessed in this instance as moderate, further mitigation measures (including landscape and cut face design) are possible to reduce the visual effects from moderate to low. Beyond this section, the remaining sections of this alignment option have little or no visual effects as there is little change to the existing situation and minor landscape enhancements available due to space constraints. Melbourne/ Henry Street Potential moderate visual effects associated with the road extension joining Melbourne and Henry Streets. This is attributed to the visual change from residential land-use to road corridor and the degree of cut slope that will be required to create the corridor. Visual effects on adjacent and uphill residents will be low due to their elevation in relation to the road and retention of views to Queenstown CBD and beyond to the lake and mountains. Visual effects may be experienced at a ‘finer grain’ in terms of street amenity and scale of cut slope to pedestrian areas however these factors have the potential to be mitigated through quality urban public realm design. One such example of this would relate to how the historic stacked rock wall, which fortifies the St Joseph’s Melbourne Street and Beetham Street corner, would be integrated into the design of the street.


-1


8. Community 8a.

Social

+2

Positive impacts for future PC50 residents/ businesses with access to the arterial network and some improvement to access to the lake (through more direct route). However the option involves the upgrade of Memorial street which provides access to the Queenstown Memorial Centre and sports park which may impact on this community facility while improving access to it. Impact on St Joseph Parish on Melbourne Street. Melbourne Street would become a widened arterial, changing the residential nature of Melbourne Street. There is also a potential impact on social cohesion with the connection between Melbourne and Henry street bisecting a number of properties and potentially dividing this community. It could also be perceived as improving connectivity between the two areas.



3331989 // NZ1-14907744-8 0.8

Following construction, there will be positive impacts on access to the water and other amenities from less traffic along Lake Esplanade and street calming / lower speed environment proposed. Overall improvements to access to services for people from alternative arterial routes and improvement from Option 15 as it is a continuous route, avoiding a congested intersection.

8b.

Human

Health

-2

Potential Noise, vibration effects and vehicle emissions on residential receivers along arterial route and community facilities. The YMCA facility and visitor accommodation / workers at businesses along Lake Esplanade will benefit from street calming / a lower speed environment proposed (lower noise, air quality). The wider community / tourists will also benefit from this improvement to the environment. This also applies to shared space on Shotover St and Stanley Street. One potentially contaminated site on Ballarat Street (63) (where proposed new link to Henry Street proposed). However, the extent to which effects can be mitigated will require more detailed site assessment. This option has therefore been scored as +2.

8c.

Property

-2

Some private property required because of signalisation of Man / Brecon St and Man/Camp (including the Glen Arm Cottage as noted above) intersections. Also potential at upgrades to Shotover / Stanley St / Memorial St Intersection. Land required to connect Melbourne Street to Henry St. QLDC land affected rather than private land for connecting arterial from west to east. Some opportunity to convert redundant area of road at the top of Shotover Street with this option, into useable land

9. Transport System

Integration

+3

There is the opportunity with this option to give buses priority on Stanley Street as congestion is relieved with traffic using Melbourne Street/Henry Street. This option also allows for a PT hub to be constructed and for improvements to the PT network. Provides for connections to all proposed off-street car parking areas under the Town Centre Masterplan.

10. Economy

+3

Ability for Town Centre to develop with less constraints i.e. reduced congestion on key arterial routes going past key businesses. There is potential for parking to be removed from one side of Memorial / Man Streets, with associated impacts on businesses. However, increased bus provision along these streets may mitigate the impacts. Businesses on Shotover Street will see a reduction in cars and it may therefore be easier to access by other users.



3331989 // NZ1-14907744-8 0.8

Camp Street/ Shotover Street intersection will still experience congestion, so overall, there is not a significant positive impact Some opportunity to convert redundant area of road at the top of Shotover Street with this option, into productive land, either sold for private development or Council use.



Appendix 4

Overview of the assessment of options for the Public Transport hub

Criteria Option O: Camp Street (expansion of existing location)

Option 1: New interchange at an on‐street location ‐ Stanley Street, between Shotover Street and Ballarat Street

Option 2: New interchange at an on‐street location ‐ Stanley Street between Ballarat Street and Beetham Street

Option 3: New interchange at an on‐street location ‐ Athol Street ‐ between Shotover Street and Ballarat Street (incorporating the existing Inter‐city coach service stops).

Option 4: New interchange at an on‐street location ‐ Shotover Street between Stanley and Athol Street

Option 5: New Interchange at an on‐street location ‐ Shotover Street – between Athol Street and Camp Street

Option 6: New Interchange at an on‐street location ‐ Shotover Street – between Camp Street and Rees Street

Option 7: New Interchange at an on‐street location ‐ Shotover Street – between Rees Street and Beach Street

Option 8: New Interchange at an on‐street location ‐ Camp Street – between Shotover Street and Memorial Street

Option 9: New Interchange at an on‐street location ‐ Coronation Drive – between Stanley Street and High Top/Frankton Road

Option 10: New Interchange at an on‐street location ‐ Man Street (between Camp Street and Brecon Street)

Option 11: New Interchange at an off‐street location ‐ A site north of Stanley Street, bounded by Gorge Road, Henry Street and Ballarat Street

Option 12: New Interchange at an off‐street location ‐ Recreation Ground car park (off Memorial Street and Isle Street)

Option 13: New Interchange at an on‐street location – Gorge Road between Henry and Stanley Street


‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐2 ‐1 ‐1

Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation.

Some sensitive receivers nearby Play Centre. Potential for part of street to be cordoned off, impacting on businesses operation and restricted access for employees / service users (Play Centre etc.)

Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation.Also, traffic effects anticipated with re-routing/ diversion.

Potential for moderate but localised effect on residents. Also a moderate but localised effect on businesses with access disrupted incl. pedestrian movement.Also difficulty of construction in a narrow corridor.

Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation.Potential constraint on movement of coaches from/ to Athol Street.




Potential for moderate but localised effect (Dust, noise, access) on residents. Also a moderate effect on businesses with access disrupted incl. pedestrian movement.

Potential for moderate but localised effect (Dust, noise, access) on residents. Also difficulty of construction in narrow corridor.

Potential for moderate but localised effect (Dust, noise, access) on residents. Also a moderate but localised effect on businesses with access disrupted incl. pedestrian movement.

Removal of buildings and clearance of site required, potentially affected adjoining property.Potential for moderate but localised effect (Dust, noise, access) on residents.

Potential for moderate but localised effect (Dust, noise, access) on residents and users of adjoining reserve.

Potential for moderate but localised effect (Dust, noise, access) on residents. Also a moderate but localised effect on businesses with access disrupted incl. pedestrian movement.

‐2 2 2 1 ‐1 ‐1 ‐1 ‐1 ‐3 1 ‐3 2 2 ‐2

Current interchange location, increase of buses will exacerbateexisting issues; pedestrian and vehicle conflicts associated with the narrow footpath on Camp Street and high pedestrian traffic flow. Due to the location of the bus interchange at Camp Street, buses would be routed through Shotover Street which increases potential vehicle/pedestrian conflict.

Upgrades of intersections, proposed bus lane on Stanley Street, alternate arterial for traffic (away from Stanley Street) and pedestrian facilities will moderately improve traffic safety.Improved pedestrian environment (widened footpath) associated with interaction of pedestrian through traffic and bus users on Stanley Street.

Upgrades of intersections, proposed bus lane on Stanley Street, alternate arterial for traffic (away from Stanley Street) and pedestrian facilities will moderately improve traffic safety.Improved pedestrian environment (widened footpath) associated with interaction of pedestrian through traffic and bus users on Stanley Street.

Assuming car parks are removedto make way for the PT hub this is a relatively safe pedestrian environment.Proposed traffic calming on Stanley Street (lower speed and pedestrian prioritisation) will increase safety entering onto Shotover Street, however buses would be routed through Shotover Street which increases potential vehicle/pedestrian conflict.

Proposed traffic calming on Shotover; lower speed environment and prioritisation of pedestrians should improve the safety of operating a PT hub in this location. Pedestrian safety may be compromised when crossing with the frequency of buses. Because the passenger transport tourism operators are also in this environment there is a high probability of double parking requirements which will keep buses in the flow of traffic and require passengers to step out onto the Street between vehicles.




Narrow existing environment; conflict of competing traffic (bus/cycle/vehicle and pedestrian) which increases risk of crashes. Locating a PT Hub on this section of Camp Street would reduce the capacity and safety of adjoining intersections with Man and Shotover Street due to reduced lane width for through traffic.

Minor positive impact on safety on Stanley St from removal of buses along this section of the route, however overall there will still be conflicts with buses on the rest of Stanley St.

Potential for collisions between buses and cars (this location will become the main arterial) due to inefficient space separate buses from through traffic in the westbound direction. This would result in vehicles needing to use the flush median to manoeuvre around stationary buses.Pedestrian and cycle safety would be compromised by locating bus shelter on the shared path (cycle/pedestrian path)Camp Street/Man Street intersection is identified as one ofthe highest areas for pedestrian crashes. An intersection upgrade will improve safety at this

Improved traffic safety as the on street interaction between multiple road users including cars and potential pedestrian conflict is limited to when buses arrive/ leave from the interchange, which can be managed.


Narrow environment due to the construction of the new Henry/Memorial Link intersection. Conflict of competing traffic (bus/cycle/vehicle and pedestrian) which increases risk of crashes. Locating a PT Hub on this section of Gorge Road would reduce the capacity and safety of adjoining intersection with Stanley and Shotover due toreduced lane width for through traffic.

0 0 ‐1 0 0 0 0 0 0 ‐2 ‐1 0 0 0

Heritage site: #11 Home Creek - Queenstown Town Centre. No effects anticipated on heritage buildings.

Heritage building #106 (Former Lakes County Council Building). No effects anticipated on heritage buildings.

Protected tree (#147) for which work may be within the drip-line.Works in vicinity of Courthouse, Public Building (#107). Heritage Precinct (#141). No effects anticipated on heritage buildings.

Heritage features on both sides of Athol Street, which are set back and unlikely to be affected (Includes creek and bridge).

No heritage features and therefore no effects.





Proposed works may require removal of a protected tree (#150)

Glen Arm Cottage (#68) at 50 Camp Street (corner of Man and Camp Street) is a heritage building, the setting of which may be impacted from the required road widening (notwithstanding the hedge screening the building).




N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

0 2 2 1 2 2 2 2 1 ‐1 ‐1 2 2 1

Limited if any opportunity for place‐making and improvements to connectivity within the town centre.Existing issues incl. significant volume of traffic and congestion do not facilitate good outcome.

Improvements to the space adjoining Stanley Street, reflecting the Master Plan and improved access with the town centre.With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Improvements to the space adjoining Stanley Street, reflecting the Master Plan and improved access with the town centre.With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Potential for activation of space on Athol Street and attractiveness of the street.With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Planned improvements to Shotover Street including a slow speed environment that encourages pedestrian activity. While there is a risk of conflict, between buses and pedestrians, this can be addressed through appropriate design .With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Same as Option 4. Same as Option 4. Same as Option 4 Potential for enhancements to Camp Street and improved access with the town centre.With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Locating PT hub on Coronation Drive is anticipated to change the function of Coronation Drive and associated quality of the environment. Limited opportunities for place‐making particularly given the separation from the core of the town centre.

Locating PT hub on Man Street is anticipated to change the function of this street and associated quality of environment. Limited opportunities for place‐making particularly given the separation from the core of the town centre

Opportunity for development that integrates with the town centre while recognising the sensitive land use activities adjoining..Potential for being a catalyst to enhancements along Stanley Street.With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Opportunity for development that integrates with the town centre while recognising the sensitive land use activities adjoining..

With diversion of traffic onto a new arterial, opportunities for enhancements will be created.

Potential for enhancements to space adjoining Gorge Road and improved access with the town centre.Existing issues incl. significant volume of traffic and congestion reduce effectiveness.

0 0 0 0 0 0 0 0 0 0 0 0 0 0

Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects. Built environment, no effects.


Heritage

Urban Design

Cultural

Transport Safety

Landscape

Criteria Option O: Camp Street (expansion of existing location)

Option 1: New interchange at an on‐street location ‐ Stanley Street, between Shotover Street and Ballarat Street

Option 2: New interchange at an on‐street location ‐ Stanley Street between Ballarat Street and Beetham Street

Option 3: New interchange at an on‐street location ‐ Athol Street ‐ between Shotover Street and Ballarat Street (incorporating the existing Inter‐city coach service stops).

Option 4: New interchange at an on‐street location ‐ Shotover Street between Stanley and Athol Street

Option 5: New Interchange at an on‐street location ‐ Shotover Street – between Athol Street and Camp Street

Option 6: New Interchange at an on‐street location ‐ Shotover Street – between Camp Street and Rees Street

Option 7: New Interchange at an on‐street location ‐ Shotover Street – between Rees Street and Beach Street

Option 8: New Interchange at an on‐street location ‐ Camp Street – between Shotover Street and Memorial Street

Option 9: New Interchange at an on‐street location ‐ Coronation Drive – between Stanley Street and High Top/Frankton Road

Option 10: New Interchange at an on‐street location ‐ Man Street (between Camp Street and Brecon Street)

Option 11: New Interchange at an off‐street location ‐ A site north of Stanley Street, bounded by Gorge Road, Henry Street and Ballarat Street

Option 12: New Interchange at an off‐street location ‐ Recreation Ground car park (off Memorial Street and Isle Street)

Option 13: New Interchange at an on‐street location – Gorge Road between Henry and Stanley Street

0 0 0 0 0 0 0 0 0 ‐1 ‐1 ‐1 0 ‐1

Highly developed area with no natural features or hazards identified.







Area of rainfall flooding identified on section of Shotover, near Rees Street ‐ no increase in impervious surface anticipated.


Area of rainfall flooding identified on section of Shotover, near Rees Street ‐ no increase in impervious surface anticipated.


Sloping either side of road wold require cut into bank or retaining wall to widen road.Increase in impervious surface area from street widening may have a discernible impact on stormwater network due to gradient of site. Potential removal of trees and vegetation – resulting in

Increase in impervious surfacing may be required from street widening. This may have discernible impact on the stormwater network due to the gradient.Potential need for removal of vegetation.

Increase in impervious surfacing may be required from street widening. This may have discernible impact on the stormwater network due to the gradient.Potential need for removal of vegetation.

Potential increase in impervious surface area from property take within the reserve, however unlikely to have a discernible impact on stormwater network.

Increase in impervious surfacing from widening. May have discernible impact on stormwater network.Potential need for removal of vegetation.

0 1 1 1 1 1 1 1 1 ‐2 ‐2 ‐3 ‐2 1

Minimal improvement on current situation. Disruption from loss of on‐street parking and taxi bays. Current situation leads to pedestrian congestion on footpath blocking entrance to shopping centre; future growth and increased use would exacerbate this.

Improved PT for community within 400m of other key community facilities. Loss of on‐street parking for Play Centre, Art centre and Queenstown Visitor Centre.However, the improvements to Stanley Street and the adjoining space will facilitate access to services across Stanley Street.

Improved PT for community within 400m of other key community facilities. Loss of on‐street parking outside courthouse. However, the improvements to Stanley Street and the adjoining space will facilitate access to services across Stanley Street.

Improved PT for community within 400m of other key community facilities.

Improved PT for community within 400m of other key community facilities. Loss of on‐street parking in proximity to businesses on Shotover Street. However, improvements to create a shared space will facilitate access to services and people's enjoyment of the space.




Improved PT for community within 400m of other key community facilities. Sloping gradient of street may reduce accessibility for all users.

Separated from the town centre to provide easy access (More than 400m to tourist, civic and retail/commercial services in the town centre located in Shotover street or west of this).Disruption to residential activity including coherence of residential area on northern side of road residential.

Removal of on‐street parking may be required, reducing accessibility.Sloping gradient of street may reduce accessibility for all users as will the additional distance from core services. Commercial and residential properties will be impacted by the street widening required, disrupting the current

id i l i l d

Improved PT for community within 400m of other key community facilities. Moderate effect through loss of play centre, art centre and other community facilities. Loss of opportunity for civic campus on the same site.

Separated from the core of the town centre relative to other options and reducing accessibility for some users. Loss of parking associated with a major recreational facility.

Improved PT for community within 400m of other key community facilities.

0 0 0 0 0 ‐1 ‐1 ‐1 ‐1 ‐2 ‐2 ‐2 ‐1 0

Potentially contaminated site at intersection of Camp/ Ballarat streets ‐ no disturbance anticipatedHeavily trafficked area (including buses) with minimal changes to the existing environment under this option.

Sensitive receiver (Play Centre) identified in what is currently a road environment with congestion and associated noise, air quality effects. The option will not improve on this.

The diversion of traffic onto a new arterial and improvements to Stanley Street and the space adjoining will provide a better quality environment.

Option will not improve the existing road environment with congestion and associated noise, air quality effects.

The diversion of traffic onto a new arterial and improvements to Stanley Street and the space adjoining will provide a better quality environment.

Sensitive receivers (Residential) identified ‐ existing location for intercity buses minimal changes to existing environment.

Heavily trafficked area (including buses) minimal changes to existing environment.

Potentially contaminated site between 18 and 20 Shotover Street, no disturbance anticipated. High pedestrian area which could be affected by increased bus traffic including noise and vehicle emissions.

High pedestrian area which could be affected by increased bus traffic including noise and vehicle emissions.

Increased heavy traffic in area where residential activity and accommodation is adjacent with potential for noise effects and vehicle emissions.

The effects of bus movements incl. traffic, noise and vehicle emissions are anticipated to be more noticeable, having regard to the increased level of sensitive activity in this area i.e. residential/ visitor accommodation.


Road widening will result in traffic being in close proximity to residential properties. Increased noise for sensitive receivers. There may not be adequate separation from the street and these properties

The interchange will be located adjacent to residential buildings and hostel. Potential for a moderate negative effect in terms of noise from the operation of buses within close proximity.

Land immediately adjacent to sensitive receivers incl. residential, visitor accommodation and open space. Potential adverse effects incl. noise and vehicle emissions.

In the future, with Man Street/ Memorial being the main arterial route, there is anticipated to be higher volumes of traffic, reducing the quality of the environment.

Heavily trafficked area (including buses) minimal changes to existing environment.

‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐1 ‐2 ‐2 ‐2 ‐2 ‐1

Removal of loading services for local properties. Property potentially required for ancillary building.

Access restrictions and public parking removed. Assumed to be sufficient space in the corridor for buses.Property potentially required for ancillary building.

Assumed to be sufficient space in the corridor for buses.Property potentially required for ancillary building.

Assumed to be sufficient space in the corridor for buses.Property potentially required for ancillary building.Section of Athol Street designated as car park but not an issue for QLDC..






Will require property to widen street with impacts on residential and service facilities.Further property acquisition would be required to provide passenger facility

Road widening anticipated, which will require property purchase. Likely to affect multiple properties. Additional land requirements for ancillary building.

Property purchase required.Land partially designated as Local Purpose reserve. Potentially complex due to change in reserve status required

Widening would likely require property adjoining road, including potentially the Queenstown Recreation Reserve.Potentially complex due to change in reserve status required.


‐2 3 3 1 1 1 1 1 ‐3 ‐1 ‐2 3 ‐1 ‐1

Within 400m of other modes. Potential for further delays due to existing traffic congestion on Camp St.Exacerbates existing issues incl. ability for pedestrians to cross. Also prevents development of proposed cycle route through Camp Street.

Within 400m of other modes. Arterial traffic will be shifted to a new route, which together with bus lanes on Stanley will lead to efficient operation of a PT hub in this location. Ease of access into/ out of town centre. Ease of access for buses to connect to designated routes.


Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. However, the improvements to Shotover Street to create a slow street environment may not be as conducive to efficient movement of buses.





Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. However, the improvements to Shotover Street to create a slow street environment may not be as conducive to efficient movement of buses. However this location of the PT hub would significantly impact on the performance of the new arterial on Man Street.

Further from core of the town centre, therefore not providing the same level of connectivity to other modes. The new arterial via Melbourne‐Henry could reduce pressure on the road network, facilitating movement to Coronation Drive.

Further from core of the town centre, therefore not providing the same level of connectivity to other modes.

Also, being on the proposed arterial route, there is a greater risk of congestion and frequent bus movements exacerbating this as well as bus services being delayed.

Opportunity for a concentrated PT hub with ease of movement into and out of the site, having regard to the diversion of traffic onto a new arterial and improvements to Stanley Street.

Otherwise similar outcomes to option 1.

Further from core of the town centre, therefore not providing the same level of connectivity to other modes.

Also, being on the proposed arterial route, there is a greater risk of congestion and frequent bus movements exacerbating this as well as bus services being delayed.

Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. This location of the PT hub would significantly impact on the performance of the new arterial on Henry/Melbourne and Memorial Link.

1 2 2 ‐1 1 1 1 1 1 ‐1 ‐1 2 ‐1 1

Potential removal of loading zone and existing coach parks. Potential positive impact from increased patronage of PT and foot traffic in this area.

Greater opportunities for expansion of the town centre and a more reliable PT service.Ease of access into/ out of town centre.


Potential positive impact from increased patronage of PT and foot traffic in this area , however required space for interchange and associated ancillary building may preclude other developments here.

Reduced parking and vehicular access to stores. Potential positive impact from increased patronage of PT and foot traffic in this area.




Removal of stops for tourist buses will impact on local businesses. However, this is balanced by the benefits for business of customers arriving by PT in a convenient location.

Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.

Impacts on local businesses associated with loss of parking.Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.


Impacts of loss of parking on local businesses and other activities.Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.


Economy

Property


Social

Human Health

Natural Environment



Appendix 5

Overview of the assessment of options for the Public Transport ancillary building

Criteria Option 1: Status Quo – No ancillary building to Hub

Option 2: Within Road Reserve (On Stanley Street)

Option 3: North Side of Stanley Street – Between Shotover and Ballarat

Option 4: South Side of Stanley Street – Between Shotover and Ballarat

Option 5: North Side of Stanley Street – Between Ballarat and Beetham

Option 6: South Side of Stanley Street – Between Ballarat and Beetham


0 ‐1 ‐1 ‐1 ‐1 ‐2

No construction required Potential for noise and vibration effects on sensitive receivers - Play Centre, dependent on the location. If works are not immediately adjacent to the Play Centre, construction effects are temporary and minor in the worst case.

Also the potential for traffic disruption associated with construction incl. access and parking on Stanley Street.

Potential for noise and vibration effects on sensitive receivers - Residential properties, Hostel (Henry St) and Play Centre (Stanley Street (dependent on timing of construction). If works are not immediately adjacent tosensitive receivers, then construction effects are temporary and minor in the worst case.


Potential for noise and vibration effects on sensitive receivers – residential apartments on corner of Ballarat and Athol St and Play Centreon north side of Stanley St.If works are not immediately adjacent to sensitive receivers, then construction effects are temporary and minor in the worst case.


Noise and vibration effects associated with construction for sensitive receivers - site bounded by residential properties. If works are not immediately adjacent to sensitive receivers, then construction effects are temporary and minor in the worst case.


Disruption of either Courthouse or Citizen Advice Bureau and other public services at44 Stanley St.

If works are not immediately adjacent to these activities, then construction effects are temporary and minor in the worst case.



Tranport safety not scored

0 0 0 Score will range from 0 to ‐3 0 Score will range from 0 to ‐3

No change No Heritage features identified and therefore no effects.

No Heritage features identified and therefore no effects.

Potential loss of heritage buildings (#106 – Former Lakes County Council Building (original part only) and #134 Façade of Foresters Lodge Building) located at the corner of Stanley and Ballarat Streets. These are part of the historic precinct (#141 – see Map 36, collectively the features within the precinct are noted to be of considerable urban and heritage quality). If the buildings or features within the precinct are demolished for the hub it would be -3 otherwise if heritage features are avoided scores would be 0.

No Heritage features identified and therefore no effects.

Potential loss of protected tree (#147) and effect on the setting of a historic building (#107 – Courthouse: former library and reading room and justice building) which is part of a historic precinct (#141 – see Map 36, collectively the features within theprecinct are noted to be of considerable urban and heritage quality). Assumed that desire would be to locate close to the proposed PT Hub so the above features would be affected as they are located close to the PT Hub.Otherwise if heritage features are avoided, the score would be 0.


‐2 2 2 2 2 2

No opportunities for place‐making or improved facilities to meet future needs.

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the street space, which can be achieved through an integrated development incl. the ancillary building.

Location through careful design can achieve integration with the adjoining space and facilitate development of adjacent sites including the civic hub as identified in the Master Plan.

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the street space, which can be achieved through an integrated development incl. the ancillary building and the civic hub.

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the space, which can be achieved through an integrated development incl. the ancillary building.

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the space, which can be achieved through an integrated development incl. the ancillary building and the civic hub.


0 0 0 0 0 0

Built environment. No effects. Built environment. No effects. Built environment. No effects. Built environment. No effects. Built environment. No effects. Built environment. No effects.

0 ‐1 Score will range from 0 to ‐1 0 0 Score will range from 0 to ‐1

No change Loss of street trees and associated habitat (presumed location on the north side of Stanley Street due to available space) resulting in increased impervious surface (no discernible effect on stormwater anticipated).

Dependent on location – Potential loss of park on corner of Stanley and Shotover St (‐1), no other features identified (0)

Highly developed area, no natural features or hazards identified.

Currently a public car park so no effects on the natural environment

Potential loss of protected tree (#147) and impact on water course on Stanley Street.

‐1 1 1 2 1 ‐2

No waiting area or facilities to use close to the proposed interchange may cause queuing on the street and discourage users, particularly in winter.

Impacts on pedestrian space and a risk of congestion of people waiting for the buses. This is counter balanced by the ease of accessibility and close proximity to services, together with the benefits that PT offers.

Potential temporary loss of public facilities; play centre, parking (off street), art centre and park. Opportunity exists for relocation/ consolidation of these services with the civic hub and ancillary building development.

Loss of a shops (pub, real estate, liquor or supermarket – dependent on location), noting these could be relocated and there are nearby sites providing similar products.Overall improved public facilities in the area and convenient location to interchange.

Loss of public parking, which can be compensated for elsewhere.

Site is elevated so will need to provide accessibility options through design.Distance from interchange hub which may limit access for some.


Potential loss of major civic services – library, courthouse or heritage building containing CAB, tourist bureau and other services. Scoring based on the loss of these facilities. However, there is an opportunity for relocation/ consolidation of services/ other mitigation.Distance from interchange hub which may limit access for some.

0 Score will range from 0 to ‐1 Score will range from 0 to ‐1 0 0 0

No changes to existing environment anticipated

Dependent on location. Proximity to Play Centre may result in increased noise and disruption, hence a ‐1. Otherwise, a score of 0.

Dependent on location. Proximity to Play Centre may result in increased noise and disruption, hence a ‐1. Otherwise, a score of 0.

No anticipated changes to current environment

No anticipated changes to current environment

No changes to existing environment anticipated

0 1 Score will range from ‐2 to ‐3 Score will range from ‐1 to ‐2 0 ‐3

No change No private land required. Dependent on location. Existing buildings (‐2 to ‐3 (Refer to 'Social' criteria above). QLDC is landowner and could intergrate with Civic hub.

Loss of commercial premises (pub, real estate, liquor store (‐1) or supermarket (‐2) – dependent on location), which could be relocated.Property purchase likely to be necessary.

May result in loss of parking for businesses reliant on space.This option is unlikely to be desirable to QLDC as landowner if the site is identified for the Civic hub.

Potential loss of significant buildings – courthouse and/or heritage building


0 0 1 2 1 ‐2

No change Draws more foot traffic to the area and provides development opportunities to provide associated services within close proximity (i.e. coffee services). If it is located directly outside a business, this may detract from the business depending on the services they offer.

Opportunity for consolidation of activities and this option would draw more foot traffic to the area and provides development opportunities to provide associated services within close proximity (i.e. coffee services).

Option presents an opportunity for new business and activity immediately adjacent or existing businesses including active uses fronting the street. It could draw more foot traffic to the area and associated services

Opportunity for consolidation of activities and this option would draw more foot traffic to the area and provides

Loss of major civic services (Court House and Historic Building containing Citizen Advice Bureau and Tourism Board) which would be costly to relocate.

Landscape

Economy

Property


Natural Environment

Social

Human Health


Heritage

Urban Design

Cultural

Transport Safety



Appendix 6

Assessment of options for the Public Transport hub

Queenstown Public Transport Hub Locations MCA Long List Assessment of Effects


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PT Hub Location options considered

On-street

Off-Street



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Option 0: Camp Street (expansion of existing location)


1. Construction impacts -1 Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on business operation.

2. Transport Safety

-2

Current interchange location, increase of buses will exacerbate existing issues; pedestrian and vehicle conflicts associated with the narrow footpath on Camp Street and high pedestrian traffic flow. Due to the location of the bus interchange at Camp Street, buses would be routed through Shotover Street which increases potential vehicle/pedestrian conflict.

3. Heritage 0 Heritage site: #11 Home Creek - Queenstown Town Centre. No effects anticipated on heritage buildings .


5. Urban Design 0

Limited if any opportunity for place-making and improvements to connectivity within the town centre. Existing issues incl. significant volume of traffic and congestion do not facilitate good outcome.

6. Landscape 0 Built environment, no effects.

7. Natural Environment 0 Highly developed area, no natural features or hazards identified.

8. Community 8a.

Social

0

Minimal improvement on current situation. Disruption from loss of on-street parking and taxi bays. Current situation leads to pedestrian congestion on footpath blocking entrance to shopping centre; future growth and increased use would exacerbate this.

8b.

Human

Health 0

Potentially contaminated site at intersection of Camp/ Ballarat streets - no disturbance anticipated Heavily trafficked area (including buses) minimal changes to existing environment.

8c.

Property -1 Removal of loading services for local properties. Property potentially required for ancillary building.

9. Transport System

Integration -2

Within 400m of other modes. Potential for further delays due to existing traffic congestion on Camp St. Exacerbates existing issues incl. ability for pedestrians to cross. Also prevents development of proposed cycle route through Camp Street.

10. Economy 1 Potential removal of loading zone and existing coach parks. Potential positive impact from increased patronage of PT and foot traffic in this area.



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Option 1: New Interchange at an on-street location - Stanley

Street - between Shotover Street and Ballarat Street


1. Construction impacts -1

Some sensitive receivers nearby - Play Centre. Potential for part of street cordoned off, impacting on businesses operation and restricted access for employees / service users (Play Centre etc.)

2. Transport Safety

+2

Upgrades of intersections, proposed bus lane on Stanley Street, alternate arterial for traffic (away from Stanley Street) and pedestrian facilities will moderately improve traffic safety. Improved pedestrian environment (widened footpath) associated with interaction of pedestrian through traffic and bus users on Stanley Street.

3. Heritage 0 Heritage building #106 (Former Lakes County Council

Building). No effects anticipated on heritage buildings.


5. Urban Design

+2

Improvements to the space adjoining Stanley Street, reflecting the Master Plan and improved access with the town centre. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment 0 Highly developed area no natural features or hazards identified.

8. Community 8a.

Social

+1

Improved PT for community within 400m of other key community facilities. Loss of on-street parking for Play Centre, Art centre and Queenstown Visitor Centre. However, the improvements to Stanley Street and the adjoining space will facilitate access to services across Stanley Street.

8b.

Human

Health 0

Sensitive receiver (Play Centre) identified - heavily trafficked area (including buses) minimal changes to existing environment. The diversion of traffic onto a new arterial and improvements to Stanley Street and the space adjoining will provide a better quality environment.

8c.

Property -1 Access restrictions and public parking removed. Assumed to be sufficient space in the corridor for buses. Property potentially required for ancillary building.

9. Transport System

Integration +3


10. Economy +2 Greater opportunities for expansion of the town centre and a more reliable PT service. Ease of access into/ out of town centre.



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Option 2: New Interchange at an on-street location – Stanley

Street between Ballarat Street and Beetham Street



Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation. Also, traffic effects anticipated with re-routing/ diversion.

2. Transport Safety

+2

Upgrades of intersections, proposed bus lane on Stanley Street, alternate arterial for traffic (away from Stanley Street) and pedestrian facilities will moderately improve traffic safety. Improved pedestrian environment (widened footpath) associated with interaction of pedestrian through traffic and bus users on Stanley Street.

3. Heritage

-1

Protected tree (#147) for which work may be within the drip-line. Works in vicinity of Courthouse, Public Building (#107). Heritage Precinct (#141). No effects anticipated on heritage buildings.


5. Urban Design

+2

Improvements to the space adjoining Stanley Street, reflecting the Master Plan and improved access with the town centre. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment 0 Highly developed area no natural features or hazards

identified.

8. Community 8a.

Social

+1

Improved PT access for community within 400m of other key community facilities. Loss of on-street parking outside courthouse. However, the improvements to Stanley Street and the adjoining space will facilitate access to services across Stanley Street.

8b.

Human

Health 0

Option will not improve the existing road environment with congestion and associated noise, air quality effects. The diversion of traffic onto a new arterial and improvements to Stanley Street and the space adjoining will provide a better quality environment.

8c.

Property -1 Assumed to be sufficient space in the corridor for buses.

Property potentially required for ancillary building.

9. Transport System

Integration +3




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Option 3: New Interchange at an on-street location - Athol Street

- between Shotover Street and Ballarat Street (incorporating the

existing Inter-city coach service stops)



Potential for moderate but localised effect on residents. Also a moderate effect on businesses with access disrupted incl. pedestrian movement. Also difficulty of construction in narrow corridor.

2. Transport Safety

+1

Assuming car parks are removed to make way for the PT hub this is a relatively safe pedestrian environment. Proposed traffic calming on Stanley Street (lower speed and pedestrian prioritisation) will increase safety entering onto Shotover Street, however buses would be routed through Shotover Street which increases potential vehicle/pedestrian conflict.

3. Heritage 0 Heritage features on both sides of Athol Street (Ballarat Street End) heritage building, creek and bridge(#11 and #134) - unlikely to be affected


5. Urban Design +1

Potential for activation of space on Athol Street and attractiveness of the street. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment 0 Highly developed area, no natural hazards identified The creek is set back off street in a modified environment, not anticipated to be impacted.

8. Community 8a.

Social 1 Improved PT for community within 400m of other key

community facilities.

8b.

Human

Health

0 Sensitive receivers (Residential) identified - existing location for intercity buses minimal changes to existing environment.

8c.

Property -1

Assumed to be sufficient space in the corridor for buses. Property potentially required for ancillary building. Section of Athol Street designated as car park but not an issue for QLDC.

9. Transport System

Integration +1


10. Economy -1

Potential positive impact from increased patronage of PT and foot traffic in this area, however required space for interchange and associated ancillary building may preclude other developments here.



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Option 4: New Interchange at an on-street location - Shotover

Street – between Stanley Street and Athol Street



-1

Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation. Potential constraint on movement of coaches from/ to Athol Street.

2. Transport Safety

-1


3. Heritage 0 No heritage features and therefore no effects.


5. Urban Design

+2

Planned improvements to Shotover Street including a slow speed environment that encourages pedestrian activity. While there is a risk of conflict, between buses and pedestrians, this can be addressed through appropriate design With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment 0 Highly developed area no natural features or hazards identified.

8. Community 8a.

Social

+1

Improved PT for community within 400m of other key community facilities. Loss of on-street parking in proximity to businesses on Shotover Street. However, improvements to create a shared space will facilitate access to services and people's enjoyment of the space.

8b.

Human

Health

0 Heavily trafficked area (including buses) minimal changes to existing environment.

8c.

Property -1 Assumed to be sufficient space in the corridor for buses.


9. Transport System

Integration +1




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Street – between Athol Street and Camp Street

10. Economy +1 Reduced parking and vehicular access to stores. Potential positive impact from increased patronage of PT and foot traffic in this area.


1. Construction impacts --1


2. Transport Safety

-1


3. Heritage 0 No heritage items and therefore no impact anticipated,


5. Urban Design

+2



7. Natural Environment 0 Highly developed area, no natural hazards identified

8. Community 8a.

Social

+1

Improved public transport facility for the community. Location is within 400m of main tourist, civic and retail/commercial services in the town centre (including lake front). Exacerbates congestion on the existing arterial with high frequency of buses. Loss of parking in close proximity to businesses on Shotover St. However, improvements to create a shared space will facilitate access to services and people's enjoyment of the space.

8b.

Human

Health -1

Potential contaminated site between 18 and 20 Shotover Street. Identified asbestos cement pipes running along Shotover Street, will need to avoid breakage of these pipes.



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8c.

Property -1

Appears to have space within the corridor to accommodate plans. Highly developed area. Property acquisition would be required to provide passenger facility.

9. Transport System

Integration +1





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Street – between Camp Street and Rees Street


1. Construction impacts -1 Minor effects (dust, vibration etc.). Potential for part of street to be cordoned off, impacting on businesses operation. Also, traffic effects anticipated with re-routing/ diversion.

2. Transport Safety

-1

Proposed traffic calming on Shotover; lower speed environment and prioritisation of pedestrians should improve the safety of operating a PT hub in this location. Pedestrian safety may be compromised when crossing with the frequency of buses. Because the passenger transport tourism operators are also in this environment there is a high probability of double parking requirements which will keep buses in the flow of traffic and require passengers to step out onto the Street between vehicles...



5. Urban Design

+2


6. Landscape Built environment, no effects.

7. Natural Environment 0

Rainfall flooding area identified on section of Shotover street nearest Rees St, no increase in impervious surface area therefore impact on stormwater network or existing flooding issues anticipated.

8. Community 8a.

Social

+1

Improved public transport facility for the community. Location is within 400m of main tourist, civic and retail/commercial services in the town centre (including lake front). Exacerbates congestion on the existing arterial with high frequency of buses. Loss of parking in close proximity to businesses on Shotover St.

8b.

Human

Health

-1 High pedestrian area which could be affected by increased bus traffic including noise and vehicle emissions.

8c.

Property -1

Appears to have space within the corridor to accommodate plans. Highly developed area for which property acquisition would be required to provide passenger facility (not this has not been scored)

9. Transport System

Integration 1




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10. Economy 1 Reduced parking and vehicular access to stores. Potential positive impact from increased patronage of PT and foot traffic in this area.



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Street – between Rees Street and Beach Street




2. Transport Safety

-1




5. Urban Design

+2




-0

Rainfall flooding area identified on section of Shotover street nearest Rees St, no increase in impervious surface area therefore impact on stormwater network or existing flooding issues anticipated.

8. Community 8a.

Social

+1

Improved public transport facility for the community. Location is within 400m of main tourist, civic and retail/commercial services in the town centre (including lake front). Exacerbates congestion on the existing arterial with high frequency of buses. . Loss of parking in close proximity to businesses on Shotover St. .

8b.

Human

Health

-1 Increased heavy traffic in area where residential activity and accommodation is adjacent with potential for noise effects and vehicle emissions.

8c.

Property -1

Some disruption in access to commercial and residential properties. Highly developed area with property acquisition required to provide passenger facility (not this has not been scored)

9. Transport System

Integration +1

Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. However, the improvements to Shotover Street to create a slow street



3331989 // NZ1-14887886-16 0.16

environment may not be as conducive to efficient movement of buses.




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Option 8: New Interchange at an on-street location - Camp

Street – between Shotover Street and Memorial Street




2. Transport Safety

-3

Narrow existing environment; conflict of competing traffic (bus/cycle/vehicle and pedestrian) which increases risk of crashes. Locating a PT Hub on this section of Camp Street would reduce the capacity and safety of adjoining intersections with Man and Shotover Street due to reduced lane width for through traffic.



5. Urban Design +1

Potential for enhancements to Camp Street and improved access with the town centre. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.



Highly developed area, no natural hazards identified

8. Community 8a.

Social

-+1

Location is within 400m of main tourist, civic and retail/commercial services in the town centre (including lake front). However sloped gradient of street may reduce access for all users e.g. mobility impaired. Impacts on existing goods loading stops

8b.

Human

Health -1


8c.

Property -1

Sitting and eating areas along pavement will be affected. Note: highly developed area with property acquisition required to provide passenger facility (not this has not been scored)

9. Transport System

Integration

-3

Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. However, the improvements to Shotover Street to create a slow street environment may not be as conducive to efficient movement of buses. However this location of the PT hub would significantly impact on the performance of the new arterial on Man Street.

10. Economy +1 Removal of stops for tourist buses will impact on local

businesses. However, this is balanced by the benefits for



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business of customers arriving by PT in a convenient location.



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Option 9: New Interchange at an on-street location - Coronation

Drive – between Stanley Street and High Top/Frankton Road


1. Construction impacts -1 Potential for moderate but localised effect (Dust, noise, access) on residents. Also difficulty of construction in narrow corridor.


Minor positive impact on safety on Stanley St from removal of buses along this section of the route, however overall there will still be conflicts with buses on the rest of Stanley St.

3. Heritage -2 Likely to require removal of most street trees including a

protected tree ((#150)

4. Cultural n/a

5. Urban Design

-1

Locating PT hub on Coronation Drive is anticipated to change the function of Coronation Drive and associated quality of the environment. Limited opportunities for place-making particularly given the separation from the core of the town centre. There is opportunity for improving pedestrian connectivity to the town centre, however this could be limited due to the distance for the town centre.



-1

Sloping either side of road wold require cut into bank or retaining wall to widen road. Increase in impervious surface area from street widening may have a discernible impact on stormwater network due to gradient of site. Potential removal of trees and vegetation – resulting in potential loss of habitat.

8. Community 8a.

Social

-2

Separated from the town centre to provide easy access (More than 400m to tourist, civic and retail/commercial services in the town centre located in Shotover street or west of this). Disruption to residential activity including coherence of residential area on northern side of road residential.

8b.

Human

Health

-2 Potential effects on the air quality and associated amenity of residential area to north. Also, increased noise may detract from the quality of the environment.

8c.

Property -2

Will require property to widen street with impacts on residential and service facilities. Further property acquisition would be required to provide passenger facility

9. Transport System

Integration -1

Further from core of the town centre, therefore not providing the same level of connectivity to other modes. The new arterial via Melbourne-Henry could reduce pressure on the road network, facilitating movement to Coronation Drive.



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10. Economy -1 Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.



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Option 10: New Interchange at an on-street location - Man Street

(between Camp Street and Brecon Street)




2. Transport Safety

-3

Potential for collisions between buses and cars (this location will become the main arterial) due to inefficient space separate buses from through traffic in the westbound direction. This would result in vehicles needing to use the flush median to manoeuvre around stationary buses. Pedestrian and cycle safety would be compromised by locating bus shelter on the shared path (cycle/pedestrian path) Camp Street/Man Street intersection is identified as one of the highest areas for pedestrian crashes. An intersection upgrade will improve safety at this location.

3. Heritage

-1

Glen Arrm Cottage (#68) at 50 Camp Street is a heritage building, the setting of which may be impacted from the required road widening (notwithstanding the hedge screening the building). No other historic features identified


5. Urban Design

-1

Locating PT hub on Man Street is anticipated to change the function of this street and associated quality of environment. Limited opportunities for place-making particularly given the separation from the core of the town centre



-1

Increase in impervious surface area from street widening however unlikely to have a discernible impact on stormwater network. Potential removal of the remaining grass verge and some trees and vegetation – resulting in potential loss of habitat.

8. Community 8a.

Social

-2

Removal of on-street parking may be required. Option may impede access along Man Street to major car parking facility (Man Street Car Park) to west of the area defined for the PT hub. Facility may not be accessible to all due to incline to get to Man Street from town centre (More than 400m from tourist, civic and retail/commercial services located east of Earl Street).. Commercial and residential properties will be impacted by the street widening required, disrupting the current residential community located here.

8b.

Human

Health -2

Road widening will result in traffic being in close proximity to residential properties. Increased noise for sensitive receivers. There may not be adequate separation from the street and these properties

8c.

Property -2 Road widening will necessitate property acquisition, this is

likely to affect multiple residences.



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9. Transport System

Integration -2

Further from core of the town centre, therefore not providing the same level of connectivity to other modes. Also, being on the proposed arterial route, there is a greater risk of congestion and frequent bus movements exacerbating this as well as bus services being delayed.

10. Economy

-1

Impacts on local businesses associated with loss of parking. Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.



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Option 11: New Interchange at an off-street location - A site

north of Stanley Street, bounded by Gorge Road, Henry Street

and Ballarat Street



Removal of buildings and clearance of site required, potentially affected adjoining property. Potential for moderate but localised effect (Dust, noise, access) on residents.



3. Heritage 0


5. Urban Design

+2

Opportunity for development that integrates with the town centre while recognising the sensitive land use activities adjoining... Potential for being a catalyst to enhancements along Stanley Street. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment -1 Increase in impervious surfacing. May have discernible impact on stormwater network. Potential need for removal of vegetation.

8. Community 8a.

Social -3

Improved PT for community within 400m of other key community facilities. Moderate effect through loss of play centre, art centre and other community facilities. Loss of opportunity for civic campus on same site.

8b.

Human

Health -2

The interchange will be located adjacent to residential buildings and hostel. Potential for a moderate negative effect in terms of noise from the operation of buses within close proximity.

8c.

Property -2

Property purchase required. Land partially designated for Local purpose Reserve-Community Centre (#215) Potentially complex due to change in reserve status required

9. Transport System

Integration +3

Opportunity for a concentrated PT hub with ease of movement into and out of the site, having regard to the diversion of traffic onto a new arterial and improvements to Stanley Street. Otherwise similar outcomes to option 1.




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Option 12: New Interchange at an off-street location -

Recreation Ground car park (off Memorial Street and Isle Street)


1. Construction impacts -1 Potential for moderate but localised effect (Dust, noise,

access) on residents and users of adjoining reserve.





5. Urban Design

+2

Opportunity for development that integrates with the town centre while recognising the sensitive land use activities adjoining. With diversion of traffic onto a new arterial, opportunities for enhancements will be created.


7. Natural Environment 0 Potential increase in impervious surface area from property take within the reserve, however unlikely to have a discernible impact on stormwater network.

8. Community 8a.

Social -2 Separated from the core of the town centre relative to other options and reducing accessibility for some users. Loss of parking associated with a major recreational facility.

8b.

Human

Health

-1 Land immediately adjacent to sensitive receiver’s incl. residential, visitor accommodation and open space. Potential adverse effects incl. noise and vehicle emissions.

8c.

Property -2

Widening would likely require property adjoining road, including potentially the Queenstown Recreation Reserve. Potentially complex due to change in reserve status required. The proposed site is designated - Queenstown Recreation Reserve (#210).

9. Transport System

Integration -1

Further from core of the town centre, therefore not providing the same level of connectivity to other modes. Also, being on the proposed arterial route, there is a greater risk of congestion and frequent bus movements exacerbating this as well as bus services being delayed.

10. Economy

-1

Impacts of loss of parking on local businesses and other activities. Reduced benefits of PT for the town centre, having regard to the location, and therefore not promoting growth to the same extent.



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Option 13: New Interchange at an on-street location – Gorge

Road between Henry and Stanley Street




2. Transport Safety

-2

Narrow environment due to the construction of the new Henry/Memorial Link intersection. Conflict of competing traffic (bus/cycle/vehicle and pedestrian) which increases risk of crashes. Locating a PT Hub on this section of Gorge Road would reduce the capacity and safety of adjoining intersection with Stanley and Shotover due to reduced lane width for through traffic.

3. Heritage 0 No heritage features and therefore no effects.


5. Urban Design

+1

Potential for enhancements to space adjoining Gorge Road and improved access with the town centre. Existing issues incl. significant volume of traffic and congestion reduce effectiveness. With diversion of traffic onto a new arterial, this would be addressed in part.


7. Natural Environment -1 Increase in impervious surfacing from widening. May have discernible impact on stormwater network. Potential need for removal of vegetation.

8. Community 8a.

Social +1 Improved PT for community within 400m of other key

community facilities.

8b.

Human

Health

0 Heavily trafficked area (including buses) minimal changes to existing environment.

8c.

Property +1 Assumed to be sufficient space in the corridor for buses.


9. Transport System

Integration -1

Within 400m of other modes. Arterial traffic will be shifted to a new route enabling improved access to a PT hub in this location. This location of the PT hub would significantly impact on the performance of a new arterial on Henry/Melbourne and Memorial Link.




Appendix 7

Assessment of options for the Public Transport ancillary building

Option 1: Status Quo – No ancillary building to Hub


1. Construction impacts 0 No construction required

2. Transport Safety n/a Transport safety criteria not scored

3. Heritage 0 No change.


5. Urban Design -2 No opportunities for place-making or improved facilities to

meet future needs.

6. Landscape 0 Built environment. No effects.


No change

8. Community 8a.

Social -1 No waiting area or facilities to use close to the proposed interchange may cause queuing on the street and discourage users.

8b.

Human

Health

0 No change

8c.

Property 0 No change

9. Transport System

Integration

n/a Transport system integration criteria not scored

10. Economy 0 No change

Option 2: Within Road Reserve (On Stanley Street)



-1

Potential for noise and vibration effects on sensitive receivers - Play Centre, dependent on the location. If works are not immediately adjacent to the Play Centre, construction effects are temporary and minor in the worst case. Also the potential for traffic disruption associated with construction including access and parking on Stanley Street.


3. Heritage 0 No Heritage features identified and therefore no effects.


5. Urban Design

+2

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the street space, which can be achieved through an integrated development incl. the ancillary building. Location through careful design can achieve integration with the adjoining space and facilitate development of adjacent sites including the civic hub as identified in the Master Plan.



-1

Loss of street trees and associated habitat (presumed all of road reserve required; most likely location would be on the north side of Stanley Street due to available space) resulting in increased impervious surface (no discernible effect on stormwater anticipated).

8. Community 8a.

Social +1

Impacts on pedestrian space and a risk of congestion of people waiting for the buses. This is counter balanced by the ease of accessibility and close proximity to services, together with the benefits that PT offers.

8b.

Human

Health

0 to -1 Dependent on location. Proximity to Play Centre may result in increased noise and disruption, hence a -1. Otherwise, a score of 0.

8c.

Property 0 No private land required.

9. Transport System

Integration


10. Economy

0

Draws more foot traffic to the area and provides development opportunities to provide associated services within close proximity (i.e. coffee services). If it is located directly outside a business, this may detract from the business depending on the services they offer.

*presumed location considered would be on north side due to available space Also refer to the MCA for options X, Y and Z which are on-street option for the PT hub. Effects identified under those options would also be applicable to this option for an ancillary building.

Option 3: North Side of Stanley Street – Between Shotover and

Ballarat



-1

Potential for noise and vibration effects on sensitive receivers - Residential properties, Hostel (Henry St) and Play Centre (Stanley Street (dependent on timing of construction). If works are not immediately adjacent to sensitive receivers, then construction effects are temporary and minor in the worst case. Also the potential for traffic disruption associated with construction including access and parking on Stanley Street.




5. Urban Design

+2

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the street space, which can be achieved through an integrated development incl. the ancillary building and the civic hub.


7. Natural Environment 0 to -1 Dependent on location – Potential loss of park on corner of Stanley and Shotover St (-1), no other features identified (0)

8. Community 8a.

Social

+1


8b.

Human

Health

0 to -1 Dependent on location. Proximity to Play Centre may result in increased noise and disruption, hence a -1. Otherwise, a score of 0.

8c.

Property -2 to -3 Dependent on location. Existing buildings (-2 to -3 (Refer to 'Social' criteria above). QLDC is landowner and could intergrate with Civic hub.

9. Transport System

Integration


10. Economy +1

Opportunity for consolidation of activities and this option would draw more foot traffic to the area and provides development opportunities to provide associated services within close proximity (i.e. coffee services).

Option 4: South Side of Stanley Street – Between Shotover and

Ballarat



-1

Potential for noise and vibration effects on sensitive receivers – residential apartments on corner of Ballarat and Athol St and Play Centre on north side of Stanley St. If works are not immediately adjacent to sensitive receivers, then construction effects are temporary and minor in the worst case. Also the potential for traffic disruption associated with construction including. access and parking on Stanley Street.

2. Transport Safety - N/A

3. Heritage

0 or -3

Potential loss of heritage buildings (#106 – Former Lakes County Council Building (original part only) and #134 Façade of Foresters Lodge Building) located at the corner of Stanley and Ballarat Streets. These are part of the historic precinct (#141 – see Map 36, collectively the features within the precinct are noted to be of considerable urban and heritage quality). If the buildings or features within the precinct are demolished for the hub it would be -3 otherwise if heritage features are avoided scores would be 0.


5. Urban Design

+2


6. Landscape 0 Built environment. No landscape visual effects.

7. Natural Environment 0 Highly developed area, no natural features or hazards

identified.

8. Community 8a.

Social

+2

Loss of a shops (pub, real estate, liquor or supermarket – dependent on location), noting these could be relocated and there are nearby sites providing similar products. Overall improved public facilities in the area and convenient location to interchange.

8b.

Human

Health

0 Already service area with levels of noise that will be similar to the existing environment

8c.

Property -1 to

-2

Private property purchase likely to be necessary. Loss of commercial premises (pub, real estate, liquor store (-1) or supermarket (-2) – dependent on location), which could be relocated.

9. Transport System

Integration

- N/A

10. Economy

+2

Option presents an opportunity for new business and activity immediately adjacent or existing businesses including active uses fronting the street. It could draw more foot traffic to the area and associated services.

Option 5: North Side of Stanley Street – Between Ballarat and

Beetham



-1

Noise and vibration effects associated with construction for sensitive receivers - site bounded by residential properties. If works are not immediately adjacent to sensitive receivers, then construction effects are temporary and minor in the worst case. Also the potential for traffic disruption associated with construction including access and parking on Stanley Street.

2. Transport Safety - NA



5. Urban Design

+2

With traffic being diverted to a new arterial route and the introduction of bus lanes on Stanley Street to facilitate bus movements, there are opportunities for the enhancement of the space, which can be achieved through an integrated development incl. the ancillary building and the civic hub.

6. Landscape Built environment. No effects.

7. Natural Environment 0 Currently a public car park so no effects on the natural

environment

8. Community 8a.

Social

+1

Loss of public parking, which can be compensated for elsewhere. Site is elevated so will need to provide accessibility options through design. Distance from interchange hub which may limit access for some. Potential temporary loss of public facilities; play centre, parking (off street), art centre and park. Opportunity exists for relocation/ consolidation of these services with the civic hub and ancillary building development.

8b.

Human

Health

0 No anticipated changes to current environment

8c.

Property 0 May result in loss of parking for businesses reliant on space. Land is owned by QLDC so no impacts This option could be integrated with plans for the Civic hub.

9. Transport System

Integration

- N/A

10. Economy +1 Opportunity for consolidation of activities and this option

would draw more foot traffic to the area and provides

development opportunities to provide associated services within close proximity (i.e. coffee services). Loss of parking may have some impact on surrounding businesses but mitigated by improved PT access.

Option 6: South Side of Stanley Street – Between Ballarat and

Beetham



-2

Disruption of either Courthouse or Citizen Advice Bureau and other public services at 44 Stanley St. If works are not immediately adjacent to these activities, then construction effects are temporary and minor in the worst case. Also the potential for traffic disruption associated with construction including access and parking on Stanley Street.

2. Transport Safety - N/A

3. Heritage

0 to -3

Potential loss of protected tree (#147) and effect on the setting of a historic building (#107) – Courthouse: former library and reading room and justice building) which is part of a historic precinct (#141) – see Map 36, collectively the features within the precinct are noted to be of considerable urban and heritage quality). Assumed that desire would be to locate close to the proposed PT Hub so the above features would be affected as they are located close to the PT Hub. Otherwise if heritage features are avoided, the score would be 0.


5. Urban Design

2


6. Landscape Built environment. No effects.

7. Natural Environment 0 to -1 Potential loss of protected tree (#147) and impact on water

course on Stanley Street.

8. Community 8a.

Social

-2

Potential loss of major civic services – library, courthouse or heritage building containing CAB, tourist bureau and other services. Scoring based on the loss of these facilities. However, there is an opportunity for relocation/ consolidation of services/ other mitigation. Distance from interchange hub which may limit access for some.

8b.

Human

Health

0 No changes to existing environment anticipated

8c.

Property -2 Impacts of acquiring land with significant and well established buildings and leases (i.e. courthouse) and protected heritage building.

9. Transport System

Integration

- N/A

10. Economy -2

Loss of major civic services (Court House and Historic Building containing Citizen Advice Bureau and Tourism Board) which would be costly to relocate.

| Conclusion |



Appendix B – 2017 Queenstown Town Centre Arterials Business Case Long List Options Summary

B

Queenstown Town Centre Arterials Business Case

QUEENSTOWN LAKES DISTRICT COUNCIL QLDC/NZTA revision

November 2017 REV 3.4 Page 84

7.4.3 Assessment of Options

This long list was tested with the Town Centre Advisory Group and then with Queenstown Lakes District Mayor and Councillors.

The agreed longlist is shown in the table below with a full description and drawings of all options included in the Queenstown Masterplan -Queenstown Arterials Preliminary

Design Report – Beca, September 2017, (Appendix 4).

No. Programme name Description Discussion Overall

Assessment

DO NOTHING

1 Status Quo – Do Nothing

No Investment This option does not meet the investment objectives.

Continued congestion would lead to continued decrease in satisfaction and visitor experience and Queenstown growth would be constrained.

Continue for VfM





Assessment

DEMAND MANAGEMENT

2 Do-Minimum - Travel Demand Management

Modal Shift Improvements - Improved Bus Service, Upgraded Camp Street Bus Station, on and off-street Parking Changes, Reduction of On Street All Day Parking close to the Town Centre

This option would partially address town centre access and mode shift but would be unlikely to encourage economic growth.

This option does not fully demonstrate strategic fit with only short-term improvements in congestion relief.

Possible

3 Arterial Relief Hallenstein Street Traffic Flow Improvements - Better accommodate traffic between Frankton Road and Gorge Road - No down grade of Stanley Street between Ballarat Street and Shotover Street.

This option will not improve liveability and visitor experience with continued congestion. It will provide short term relief for Stanley Street only.

There is consequently no strategic fit.

Discount

4 Minor Arterial Upgrade

Arterial diverted to Duke Street and Memorial Street with Hallenstein Street upgrade to improve traffic flow to better accommodate traffic between Frankton Road and Gorge Road - Shotover Street between Rees Street and Stanley Street modified to a Shared Space (Greater pedestrianisation with vehicle speeds and capacity significantly reduced) and no down grade of Stanley Street between Ballarat Street and Shotover Street

This option will not improve liveability and visitor experience with continued congestion. It is also unlikely to encourage economic performance. It bypasses only a small section of Shotover Street.

There is no strategic fit and value for money cannot be demonstrated.

Discount

5 Cordon Charging Smarter Road Pricing to support modal shift There is no strategic fit Discount





Assessment

REPLACEMENT OF SHOTOVER STREET – STAGE 3

6 Shotover Street Arterial Support - Man St/Shotover St One-way Pair

New arterial using Memorial, Man and Thompson Streets with a one-way connection to One Mile roundabout with Shotover Street one-way between Beach Street and Stanley Street to allow narrowed to provide wider footpaths. Lake Esplanade traffic calmed to reduce traffic speeds.

One-way traffic will partially address access through the town but continued congestion will not address liveability / visitor experience or encourage economic performance.

Value for money cannot be demonstrated.

Discount

7 Shotover Street Arterial Replacement Option 1 - New Man Street / Thompson Street Arterial link

New arterial using Memorial, Man and Thompson Streets with connection to One Mile Roundabout - Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced). Lake Esplanade traffic calmed to reduce traffic speeds

This option demonstrates realisation of all investment objectives and partially or fully meets the CSFs.

Preferred

8 Shotover Street Arterial Replacement Option 2- Isle Street Arterial - One MiIe to Memorial Street

New arterial using Memorial, Man and Thompson Streets with connection to One Mile Roundabout - Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced). Lake Esplanade traffic calmed to reduce traffic speeds.

No strategic fit Discount

9 Shotover Street Arterial Replacement Option 3 - New Man Street / Thompson Street/Isle Street Arterial - One MiIe to Memorial Street/Robins Road

New arterial from Memorial Street to One Mile Roundabout using Man and Thompson Streets and Isle Street and Robins Road - Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced) Lake Esplanade traffic calmed to reduce traffic speeds

No strategic fit Discount

10 Shotover Street Arterial Replacement Option 4 - Outer Boundary Arterial

New arterial aligned to the back of Lakeview Subdivision (PC50) at the base of Mt Ben Lomond with connection from Memorial Street to One Mile Roundabout, intersecting with Robins Road - Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced) Lake Esplanade traffic calmed to reduce traffic speeds.

This option will not allow improved access and does not achieve the CSFs of affordability and achievability.

Discount





Assessment

REPLACEMENT OF STANLEY STREET – STAGE 1

11 Stanley Street Arterial Replacement Option 1 - Ballarat Car Park/Henry Street

Arterial diverted through the Ballarat Street carpark to Henry Street. New Traffic Signal controlled intersection at Stanley Street/Arterial Link and Henry Street/Gorge Road - Stanley Street downgraded between Ballarat Street and Shotover Street

This option will only partially meet the investment objectives

Discount

12 Stanley Street Arterial Replacement Option 2 - Coronation Dr/Henry St

New arterial using the Coronation Drive and Henry Street alignment through the Ballarat Street carpark. New Traffic Signal controlled intersection at Coronation Drive/Stanley Street/Arterial Link and Henry Street/Gorge Road - Stanley Street downgraded between Ballarat Street and Shotover Street

This option will only partially meet the investment objectives and does not demonstrate value for money

Discount

13 Stanley Street Arterial Support Option 3 - Melbourne St/Stanley St One-way Pair

New arterial Melbourne Street, Henry Street one-way between Beetham Street and Gorge Road with Stanley Street one-way between Shotover Street and Ballarat Street to support wider footpaths and narrow the carriageway

Does not meet the investment objectives for liveability or improved economic performance

Discount

14 Stanley Street Arterial Replacement Option 4 - Melbourne St/Henry St

New arterial using the alignment Melbourne Street to Henry Street. New Traffic Signal controlled intersection at Melbourne Street/Frankton Road and Henry Street/Gorge Road - Stanley Street downgraded between Ballarat Street and Shotover Street.

This option would allow for the town centre to expand, will provide for the downgrading of Stanley Street and will better provide for public transport facilities.

Preferred





Assessment

INTERSECTION HENRY STREET & MEMORIAL LINK WITH GORGE ROAD -STAGE 2

15 Combined Shotover Street and Stanley Street Preferred Arterial Replacement options

New arterial to replace Shotover Street and Stanley Street. This will allow Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced), Stanley Street downgraded between Ballarat Street and Shotover Street.

A less ambitious option than Option 14 but allows for Shotover and Stanley Streets to be upgraded to a shared space

Possible

16 Combined Shotover Street and Stanley Street Preferred Arterial Replacement options - Melbourne St/Frankton Road intersection to One Mile Via QLDC Site

New arterial to replace Shotover Street and Stanley Street via QLDC Site. This will allow Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced), Stanley Street downgraded between Ballarat Street and Shotover Street and Gorge Road between Stanley Street and Henry Street, and Memorial Street between Shotover Street and Templeton Way to be closed.

This option will meet all investment objectives and at least partially all CSFs (but less than option 17)

Possible

17 Combined Shotover Street and Stanley Street Preferred Arterial Replacement options - Melbourne St/Frankton Road intersection to One Mile Via Private Land

New arterial to replace Shotover Street and Stanley Street via Private Land. This will allow Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (greater pedestrianisation with vehicle speeds and capacity significantly reduced), Stanley Street downgraded between Ballarat Street and Shotover Street between Stanley Street and Henry Street, and Memorial Street between Shotover Street and Templeton Way to be closed

This option will meet all investment objectives

It will address congestion and allows Shotover Street to be upgraded to a shared space with Stanley Street upgraded to a shared space with provision for public transport facilities.

Preferred





Assessment

ARTERIAL OPTIONS (COMBINATIONS)

18 Stanley Street Arterial Replacement Only - Melbourne St/Henry St

STAGE 1

New arterial using the alignment Melbourne Street to Henry Street. New Traffic Signal controlled intersection at Melbourne Street/Frankton Road and Henry Street/Gorge Road - Stanley Street downgraded between Ballarat Street and Shotover Street. Shotover Street would remain the arterial connection to One Mile with capacity improvements at Camp St and Rees St intersections

Access and liveability investment objectives will not be met.

No strategic fit

Discount

19 Stanley Street Arterial Replacement Only - Melbourne St to Man St

STAGE 1 & 2

New arterial using the alignment Melbourne Street to Man Street. New Traffic Signal controlled intersection at Melbourne Street/Frankton Road, Henry Street/Gorge Road and Man Street/Camp Street - Stanley Street downgraded between Ballarat Street and Shotover Street. Shotover Street would remain the arterial connection to One Mile with capacity improvements at Camp St and Rees St intersections. PC 50/ Lakeview and off-street parking would be better connected to Arterials.

Investment objectives will be fully or partially met as will CSFs.

Option 21 better delivers on investment objectives, fully meeting all.

Possible

20 Shotover Arterial Replacement Only - New Man Street / Thompson Street Arterial link

STAGE 3

New arterial using Memorial, Man and Thompson Streets with connection to One Mile Roundabout - Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (Greater Pedestrianisation with vehicle speeds and capacity significantly reduced). Lake Esplanade traffic calmed to reduce traffic speeds. Stanley Street would remain as an arterial connection to Frankton Road.

None of the investment objectives would be met if this option were implemented.

No strategic fit.

Discount

21 Combined Shotover Street and Stanley Street Arterial Replacement

STAGE 1,2 & 3

New arterial to replace Shotover Street and Stanley Street. This will allow Shotover Street between Beach Street and Stanley Street changed to a low speed environment with focus on pedestrians (greater pedestrianisation with vehicle speeds and capacity significantly reduced), Stanley Street downgraded between Ballarat Street and Shotover Street

Most favoured options in terms of meeting all investment objectives and all CSFs (potential value for money and AEE partial)

Preferred

| Conclusion |



Appendix C – Road Functional Requirements Between IBC and DBC

C


Road Functional Requirements for the Arterials between the IBC and DBC

Arterial Route Diagram

Table 1: Functional Requirements of the IBC and DBC Design

Shown in bold are the changes between the two designs.

Sections IBC DBC

Stage 1

JJ Melbourne Street to Frankton Road - Existing Melbourne Street, from Sydney Street to Frankton Road

● Driveway access with painted

central solid median;

● Posted speed limit proposed

50km/h;

● Footpaths both sides;

● On street parking both sides;

● Central median for pedestrian

refuge at selected crossing

points

● New traffic signals proposed at

Melbourne Street/Frankton

Road

● 3.5m lanes, 1.5m solid median

and 2.1m shoulders


central solid median;


40km/h;


● Limited on street parking

around the St Joseph

Church;



points.

● New traffic signals proposed

at Melbourne Street/Frankton

Road and Melbourne/Sydney

St intersection. (Refer to

section below)

● 3.25m lanes, 2.5m flush

median and 0.75m shoulders


II Melbourne Street - Existing Melbourne Street, from Beetham Street to Sydney Street


central median to cater for

turning movements;


40km/h;


● On street parking both sides;



points

● Beetham Street - two new culs-

de-sac either side of arterial

(not to be connected to arterial

other than by pedestrian steps)

● 3.5m lanes, 2.5m flush median

and 2.1m shoulders



turning movements;


40km/h;


● No on street parking both

sides;



points.

● Beetham Street - two new culs-


(not to be connected to arterial

other than by pedestrian steps)



HH Henry to Melbourne - New link between Ballarat Street and Beetham Street

● No driveways requiring access;


40km/h;

● Footpath South side only;

● No on-street parking;

● Pedestrian overpass at Ballarat

Street.

● Ballarat Street – two new culs-


(not to be connected to aterial)


and 2.1m shoulders


central median for turning

movements;


40km/h;

● Footpath both sides;

● No on-street parking.

● Ballarat Street new cul-de-

sac on north-east side of

arterial (not to be connected

to arterial other than by

pedestrian steps).

● Ballarat Street on south-west

side will be treated as part of

project Manawa but be

connected to arterial by

pedestrian steps.

● New retaining wall proposed



GG Gorge/Shotover to Henry - Henry Street, from Gorge/Shotover intersection to Ballarat Street



movements;


40km/h;

● Footpath South side and part

North side;

● Limited on-street parking

● Malaghan Street new cul-de-

sac (not to be connected to

arterial)



movements;


40km/h;

● Footpath on both sides;


● Existing road boundary to be

widened on the south side to

accommodate Henry Street


● 3.5m lanes and 1.0m shoulder

on the north side

approach to Gorge Street

intersection.

● Malaghan Street new cul-de-

sac (not to be connected to

arterial other than by

pedestrian steps).

● 3.25m lanes

Stage 2

FF Gorge - Gorge Street from New Memorial Street link to Henry Street.


40km/h;

● Footpath of both sides;

● Solid median (property access

restricted to left in/out);


● Turner Street/Gorge Road

intersection becomes left in/left

out;

● 3.5m lanes, 1.2m raised

median


40km/h;

● Footpath of both sides;

● Solid median (property access

restricted to left in/out);

● Turner Street/Gorge Road

intersection becomes left in/left

out;


● 3.5m lanes, 1.2m raised

median

EE Memorial - New link, from Camp Street /Man Street intersection along the new Memorial Street link to Gorge Road intersection.


40km/h;

● 5m shared path of the north

side and wide footpath of the

south side;

● No central median, centre line

only;

● On-street parking on the

recreation ground side only.

● New Traffic signals proposed at

Man Street/Memorial

Street/Camp Street/Duke

Street


● 4 -legged intersection of

Shotover/Henry/Gorge Road


40km/h;



south side;

● No central median, centre line

only;

● On-street parking on the

recreation ground side only.

● Stanley Street/Memorial Street

intersection restricted to buses

and local access only.

● New Traffic signals proposed at

Man Street/Memorial

Street/Camp Street/Duke

Street intersection

● Two 3-legged intersections

instead of the 4 legged (refer

to section below)



Stage 3

DD Man - Existing Man Street, from Hay Street to Camp Street



turning movements;


40km/h;


40km/h;



south side;

● No On-street parking;




south side;



points

● 3.5m lanes with central lane

split between Camp Street and

Brecon Street right turn lanes

● 3.5m lanes and 2.0m flush

median plus an eastbound bus

stop between Brecon Street

and Hay Street


Man Street/Brecon Road and

Man Street/Hay Street

intersections.


Man Street/Brecon Road and

Man Street/Hay Street

intersections.

● 3.25m lanes with central lane

split between Camp Street

and Brecon Street right turn

lanes

● 3.25m lanes and 3.0m flush

median plus an eastbound

bus stop between Brecon

Street and Hay Street

CC Man - Existing Man Street, from Thompson Street to Hay Street



turning movements;


40km/h;



south side;

● On-street parking on one side;



points




turning movements;


40km/h;


side and wide footpath on the

south side;

● No On-street parking;

● Pedestrian crossing at west

end with proposed Lake View

plaza and James Clouston

Memorial Park on the

northern side.

● Retailing wall on the

northern side with shared

path on top of the retaining

wall interfacing with James

Clouston Memorial Park.


median and 1.0m shoulder

on the northern side and

0.5m shoulder on the

southern side

● Partial indented bus stop to

be provide between Hay

Street and Lake Street on the

southern side for westbound

buses

BB Thompson - Existing Thompson


40km/h;


40km/h;


Street, from Thompson Street Link to Man Street


side and retain the existing

footpath of the south side;

● Shoulders.

● Priority controlled intersection

with new Isle Street Extension

and Glasgow Street

● 3.5m lanes and 1.0m shoulders


side and retain the existing

footpath of the south side;


with new Isle Street Extension

and Glasgow Street

● Retailing wall on the

northern side with shared

path on top of the retaining

● 3.25m lanes and 1.25m

shoulders

AA Thompson Link - New link from One Mile Roundabout to Thompson Street

(No change)


50km/h;

● One lane in each direction;

● Footpath on the north side

above the road connecting One

Mile with Thompson Street


with Thompson Street


shoulders


50km/h;

● One lane in each direction;

● Footpath on the north side

above the road connecting One

Mile with Thompson Street.


with Thompson Street


shoulders

Queenstown Arterials Options Assessment Report

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