Confirmed elements 18 February 2005

Confirmed elements

Prepared for

Greater Wellington Regional Council

and Transit New Zealand Prepared by Maunsell Limited 10th Floor, KPMG Centre, 135 Victoria Street, PO Box 27 277, Wellington, New Zealand T +64 4 382 2999 F +64 4 382 2998 www.maunsell.com

In association with Boffa Miskell Limited & Environmental Management Services Limited 18 February 2005

1

Contents

Executive summary 1

1. Introduction 4

2. Standards of improvements 4

3. Identified elements 6

1

Executive summary This report documents the elements identified for the Western Corridor Transportation Study and identifies the rationale behind the selection of elements for further consideration. The initial list of project elements was identified from the following sources

• consultation • peer review workshop • Technical Steering Group workshop • Review of relevant previous reports.

Two groups of elements have been selected for further review. The following table identifies the elements that will be assessed and costed.

Elements to be considered

Element No. Description

RAIL IMPROVEMENTS RT1 Double track north/south junction. Double track the existing single

track section between Pukerua Bay and Paekakariki RT2 Double track MacKays to Raumati. Double track the existing single

track section between MacKays Crossing and Raumati RT3 Double track Raumati to Paraparaumu. Double track the existing

single track section between Raumati and Paraparaumu RE1 Extension of commuter network. Electrification of Waikanae section

(starting north of existing Paraparaumu station) RS1 New rail station at Lindale RS2 New rail station at Raumati, located between Poplar Avenue and

Leinster Road RS12 Improved cycle storage at stations RM2 Management of rail priorities: freight secondary to commuter trains RM6 Free carriage of bicycles RM7 Passenger real time information HIGHWAY IMPROVEMENTS HT1 Transmission Gully 4 lane for the full length HT4 Transmission Gully 2 lane for the full length HT7 Transmission Gully 4 lane for the full length. Includes the removal of

temporary improvements at Mana HC1 Coastal Upgrade + 2 lanes (Motorway). Over Transmission Gully

2

Elements to be considered

Element No. Description

length HC2 Coastal upgrade +2 lanes through Mana. Over Transmission Gully

length HC4 Coastal Upgrade - expressway concept. Over Transmission Gully

length HC5 Intersection and Bottleneck Upgrades. Involves small scale physical

works at the following locations; Whitford Brown Avenue, Mana, Paekakariki, Pukerua Bay, Paraparaumu, Otaihanga Road, Waikanae

HC6 Northern SH1 Upgrade + 2 lanes (Motorway). From MacKays Crossing to Peka Peka

HC7 Northern SH1 Upgrade + 2 lanes (Expressway) . From MacKays Crossing to Peka Peka

HC8 Southern SH1 Upgrade + 2 lanes (Motorway). From Ngauranga Gorge to south of Linden

HP1 Parallel local road to SH1 from Johnsonville to Pukerua Bay

HP2 Parallel local road to SH1 from Fishermans Table to Poplar Avenue HP3 Western Link Road. Runs from Poplar Avenue to Peka Peka. Is a

parallel local road to SH1 HE3 Grays Road HE5 New route Pauatahanui to Taupo Swamp TRAVEL DEMAND MANAGEMENT TR1 Car pooling / sharing TR2 Marketing and promotion. Multi modal access guides TR3 Travel Planning TR4 ITS/ ATMS TR6 Transmission Gully toll TR10 Incident management TA1 Cycle routes TA2 Walkway routes

3

The elements in the following table will be modelled in the WTSM and if they are observed to provide sufficient benefits for the corridor they will be assessed.

Elements to be considered where modelling supports

Element No. Description

RAIL IMPROVEMENTS RS3 New rail station at Aotea RS4 New rail station at Glenside RS5 New rail station at Newlands RS6 New rail station at MacKays RS7 Removal of station at Muri / Pukerua Bay RS8 Removal of station at Redwood / Takapu RS9 Park and ride capacity improvements. RS10 A bus rail interchange at Lindale RS11 A bus rail interchange at Porirua HIGHWAY IMPROVEMENTS HT2 Transmission Gully 4 lane for the southern section only ( Linden to

SH58) HT3 Transmission Gully 4 lane for the south section, 2 lane for the north

section HT5 Transmission Gully 2 lane reversible flow HT6 Transmission Gully 4 lane for the northern section (SH58 to

MacKays Crossing) HE1 Paekakariki Hill Road HE2 Akatarawa Road HE4 SH58 HE6 Petone- Grenada Link HE8 Belmont- Porirua Link

TRAVEL DEMAND MANAGEMENT TP1 Parking Charges TR5 HOV lanes. From Johnsonville south

4

1. Introduction This report documents the elements identified for the Western Corridor Transportation Study and identifies the rationale behind the selection of elements for further consideration. The initial list of project elements was identified from the following sources

• consultation • peer review workshop • Technical Steering Group workshop • Review of relevant previous reports.

The WCTS is a strategic study and consequently the elements will be defined at a strategic level. For instance this study will not specifically address the intersection treatment at Paekakariki in isolation. It will however consider the appropriate standard of highway through this area (eg rural highway, expressway, motorway etc.) and in this fashion the intersection treatment will be defined. The level of detail of particular elements in this study will be sufficient to allow robust comparisons between the elements. The projects identified in the Corridor Plan resulting from this study will then be investigated at a greater level of detail in further studies and the specific details for any particular element will be clearly determined.

2. Standards of improvements The standard of the elements has been developed around affordability, safety and recognised standards. It is very important to provide a degree of consistency between the various element standards so that comparisons can be made between elements. The general philosophy has been to identify existing standards and apply them if they have not been determined to be significantly inadequate. (eg Steyne Avenue rail crossing would be replaced with a similar level crossing). Where elements are directly competing similar standards will be applied (eg curve radii on TGM will be consistent with curve radii on any coastal route)

The standards adopted are

Rail improvements

Track Geometry Maximum gradients not to exceed existing

Existing minimum curve radii to be matched or bettered

Station Build Quality Petone Station Rebuild

5

Highway improvements

Standards Speed Geometry Intersections

Desirable minimum radii

Absolute minimum radii

Expressway 80/100 900 500

Grade separated major intersections, only left turns permitted for minor intersections and accesses, Key intersection movements to be ramped

Motorway 100 1600 900 All intersections grade separated and all movements ramped

Note TGM has vertical gradients up to 8% and minimum curve radii of 550m

Current curves on SH1 include Newlands curve (200m radius), Tawa Interchange curves (325m radii), South Mungavin Curves (400m radii)

Local road improvements

The standard of local road improvements will be matched to the existing standards except in the following cases

• where the current standard is clearly inadequate • Grays Rd ( for any comparison between Coastal and TG routes).

Base case

The base case is the current network plus currently committed construction projects of:

• Lindale Grade Separation • MacKays Crossing Grade Separation • Mana/Plimmerton Improvements • Inner City Bypass (Stage 2).

All assessments will be made for the projected medium growth traffic volumes in 2016. Sensitivity testing will be used to consider variations to this growth.

The philosophy of the base case is based around nil change from existing. This philosophy will be applied where the base case has not been explicitly stated (e.g. it will be assumed the vehicle fleet and its emission standards will be similar to existing).

6

3. Identified elements The initial list of elements was identified from:

• consultation • peer review workshop • Technical Steering Group workshop • review of relevant previous reports.

Elements were grouped together into similar categories and an initial analysis was carried out to identify the most promising elements within each category. This analysis considered the following questions

1. is the element likely to meet the Target Minimum Performance Levels 2. is the element affordable 3. will the element maintain or improve safety levels 4. are there elements with less effect on the triple bottom line ( economic,

environmental, social) that provide similar benefits 5. is the element a grander version of a competing element and therefore

should only be considered if the less grand element looks promising

The process of element selection and refinement is likely to be iterative. Where further analysis indicates that some of the elements not taken forward from the initial analysis may have benefits these elements will be considered at a later stage.

Each project element is identified and described in the table below. The rationale for selection of elements for modeling and specialist asssement is also provided. In some cases the table indicates that assessment will occur if supported by the modeling. This means that the element will be subject to full assessment if the modeling of the element in the Wellington Transport Strategy Model demonstrates that there are overall transportation benefits to the corridor.

Similarly “No unless RT3” means that the element will not be assessed unless the evaluation of, in this case, RT3 shows that the project is likely to have worthwhile potential.

1

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

Ra

il (R)

Trac

k imp

rove

ments

(T)

RT1

Doub

le tra

ck no

rth/so

uth ju

nctio

n. D

ouble

tra

ck th

e exis

ting s

ingle

track

secti

on

betw

een P

uker

ua B

ay an

d Pae

kaka

riki

Yes

Initia

l ope

ratio

nal a

nalys

is su

gges

t that

the si

ngle

track

secti

on

betw

een N

orth

and S

outh

Junc

tions

does

not p

rovid

e the

pr

imar

y con

strain

t to op

erati

on of

mor

e fre

quen

t sub

urba

n pea

k ho

ur tr

ain se

rvice

s. Th

ere i

s how

ever

a sig

nifica

nt am

ount

of co

ncer

n abo

ut the

affec

t that

this s

ectio

n has

on sy

stem

relia

bility

, on t

ime p

erfor

manc

e and

the a

bility

to re

cove

r fro

m ou

t of c

ourse

runn

ing.

RT2

Doub

le tra

ck M

acKa

ys to

Rau

mati.

Dou

ble

track

the e

xistin

g sing

le tra

ck se

ction

be

twee

n Mac

Kays

Cro

ssing

and R

auma

ti

Yes

This

secti

on of

trac

k rep

rese

nts th

e prim

ary c

onstr

aint to

the

intro

ducti

on of

mor

e fre

quen

t pea

k hou

r sub

urba

n rail

servi

ces

to Pa

rapa

raum

u. Th

e len

gth of

doub

le tra

ck re

quire

d will

be

deter

mine

d as p

art o

f an o

pera

tiona

l ana

lysis.

It is

poss

ible t

hat

doub

le tra

ck m

ay be

requ

ired f

or th

e full

dista

nce b

etwee

n Ma

ckay

s Cro

ssing

and P

arap

arau

mu.

RT3

Doub

le tra

ck R

auma

ti to P

arap

arau

mu.

Doub

le tra

ck th

e exis

ting s

ingle

track

secti

on

betw

een R

auma

ti and

Par

apar

aumu

Yes

This

secti

on m

ay ne

ed to

be du

plica

ted as

part

of the

prov

ision

of

more

freq

uent

servi

ces t

o Par

apar

aumu

. It m

ay al

so re

quire

du

plica

tion i

f ser

vices

are e

xtend

ed to

Waik

anae

, dep

endin

g on

the fr

eque

ncy o

f ser

vice a

pplie

d. RT

4 Do

uble

track

Par

apar

aumu

to W

aikan

ae.

Doub

le tra

ck th

e exis

ting s

ingle

track

secti

on

betw

een P

arap

arau

mu an

d Waik

anae

No un

less R

T3

The n

eed f

or du

plica

tion o

f this

secti

on of

trac

k only

come

s into

pla

y if s

ubur

ban s

ervic

es ar

e exte

nded

to W

aikan

ae an

d ser

vice

frequ

ency

requ

ireme

nts ar

e bett

er th

an 15

minu

tes.

This

eleme

nt wi

ll be e

xami

ned i

n mor

e deta

il as p

art o

f the

oper

ation

s ass

essm

ent h

owev

er it

would

be un

likely

that

this

2

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

level

of se

rvice

freq

uenc

y will

be re

quire

d fro

m W

aikan

ae w

ithin

the st

udy p

eriod

. RT

5 Do

uble

track

Waik

anae

to O

taki.

Doub

le tra

ck th

e exis

ting s

ingle

track

secti

on

betw

een W

aikan

ae an

d Otak

i

No un

less R

T4

The p

opula

tion o

f Otak

i doe

s not

supp

ort a

freq

uent

servi

ce

nece

ssita

ting d

ouble

trac

king t

o Otak

i.

RT6

Doub

le tra

ck O

taki to

Auc

kland

. Dou

ble

track

the e

xistin

g sing

le tra

ck se

ction

s be

twee

n Otak

i and

Auc

kland

.

No un

less R

T5

This

is ou

tside

the s

cope

of th

is co

rrido

r stud

y

RT7

Pass

ing lo

ops a

t var

ious l

ocati

on

No

Pass

ing lo

ops w

ould

need

to be

in th

e ord

er of

10km

leng

th to

allow

expr

ess t

rains

to ov

ertak

e ser

vices

stop

ping a

t eac

h sta

tion.

Give

n the

lack

of ro

om in

the c

orrid

or an

d the

top

ogra

phy t

he co

st of

such

a pa

ssing

loop

wou

ld be

very

expe

nsive

. Cap

acity

can b

e pro

vided

bette

r with

doub

le tra

cking

sin

gle se

ction

s and

incre

asing

the l

ength

of tr

ain se

ts.

RT8

3rd tr

ack.

A de

dicate

d fre

ight tr

ack.

No un

less R

T7

Only

one f

reigh

t train

is sc

hedu

led th

roug

h the

AM

peak

. Its

spee

d is s

imila

r to t

he co

mmute

r tra

in sp

eeds

thro

ugh t

he

corri

dor.

Most

metro

polita

n ser

vices

plac

e a cu

rfew

on fr

eight

servi

ces d

uring

peak

hour

s whe

n max

imum

trac

k cap

acity

is

reac

hed r

ather

than

cons

truct

an ad

dition

al fre

ight tr

ack

RT9

4th tra

ck.

No un

less R

T8

A fou

rth tr

ack i

s unn

eces

sary

RT10

Ra

il tra

ck im

prov

emen

ts to

incre

ase s

peed

. Ca

rry ou

t gra

de ea

sing.

No

Time g

ains w

ill on

ly be

in th

e ord

er of

seco

nds t

hat w

ill ha

ve no

ma

terial

effec

t on t

he de

sirab

ility o

f the s

ervic

e. Co

nstru

ction

co

sts w

ill be

very

expe

nsive

for li

ttle if

any g

ain. T

he cu

rrent

use

of ad

dition

al loc

omoti

ves f

or fr

eight

trains

over

the

Puke

rua B

ay

hill s

ectio

n mitig

ate th

e wor

st of

the gr

ade e

ffects

.

3

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

RT11

Ra

il tra

ck im

prov

emen

ts to

incre

ase s

peed

. Ca

rry ou

t cur

ve ea

sing.

No

Time g

ains w

ill on

ly be

in th

e ord

er of

seco

nds t

hat w

ill ha

ve no

ma

terial

effec

t on t

he de

sirab

ility o

f the s

ervic

e. Co

nstru

ction

co

sts w

ill be

very

expe

nsive

for li

ttle if

any g

ain

RT12

Ra

il tra

ck im

prov

emen

ts to

incre

ase s

peed

. Re

move

heigh

t res

trictio

ns.

No

Comm

uting

capa

city c

an be

prov

ided b

y inc

reas

ing th

e len

gth of

tra

ins ra

ther t

han n

eedin

g to d

ouble

deck

. No h

eight

incre

ases

ar

e nec

essa

ry for

comm

uter t

rains

. Heig

ht re

strict

ions f

or

conta

iners

have

rece

ntly b

een e

ased

by lo

werin

g the

floor

of th

e tun

nels

on th

e Pae

kaka

riki c

oast

secti

on. A

ny su

ch fu

rther

wor

k sh

ould

be co

mplet

ed in

line w

ith a

natio

nal s

trateg

y and

outsi

de

the sc

ope o

f this

study

RT

13

Rail t

rack

impr

ovem

ents

to inc

reas

e spe

ed.

Remo

ve w

eight

restr

iction

s. No

W

eight

restr

iction

s hav

e not

been

iden

tified

as an

issu

e

RT14

Im

prov

e stru

cture

gaug

e for

freig

ht tun

nels

/ ve

rand

a No

Co

mmuti

ng ca

pacit

y can

be pr

ovide

d by i

ncre

asing

the l

ength

of

trains

rathe

r tha

n nee

ding t

o dou

ble de

ck. N

o heig

ht inc

reas

es

are n

eces

sary

for co

mmute

r tra

ins. H

eight

restr

iction

s for

co

ntaine

rs ha

ve re

centl

y bee

n eas

ed by

lowe

ring t

he flo

or of

the

tunne

ls on

the P

aeka

karik

i coa

st se

ction

. Any

such

furth

er w

ork

shou

ld be

comp

leted

in lin

e with

a na

tiona

l stra

tegy a

nd ou

tside

the

scop

e of th

is stu

dy

RT15

Im

prov

e sign

alling

No

Th

e cur

rent

signa

lling c

an ha

ndle

24 tr

ains p

er ho

ur pe

r tra

ckwi

th an

acce

ptable

leve

l of r

eliab

ility w

hich e

xcee

ds th

e ex

pecte

d num

ber o

f ser

vices

. Impr

oved

sign

alling

will

be

prov

ided a

s nec

essa

ry wi

th an

y tra

ck up

grad

es

RT16

Ne

w sta

bling

north

of W

aikan

ae

Yes

Stab

ling f

urthe

r nor

th ma

y avo

id the

need

to do

uble

track

certa

in se

ction

s

4

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

RT17

Ra

il cor

ridor

alon

g Tra

nsmi

ssion

Gull

y rou

te No

Th

e gra

des a

re to

o stee

p for

rail o

pera

tions

with

out e

xtens

ive

tunne

lling.

RT18

Po

rirua

to H

utt va

lley r

oute

No

The g

rade

s are

too s

teep f

or ra

il ope

ratio

ns w

ithou

t exte

nsive

tun

nellin

g. A

2004

trial

bus o

pera

tion f

ailed

to es

tablis

h an

unde

rlying

dema

nd an

d was

disc

ontin

ued.

RT19

Jo

hnso

nville

line c

onne

ction

to N

IMT

at Ta

wa

No

The J

ohns

onvil

le lin

e use

d to b

e the

NIM

T un

til the

tunn

els

unde

r New

lands

wer

e com

pleted

. Give

n tha

t exis

ting N

orthe

rn

Trun

k Rou

te thr

ough

the T

awa t

unne

ls is

doub

le tra

ck an

d doe

s no

t pre

sent

a cap

acity

issu

e for

the W

ester

n Cor

ridor

ther

e is

little

reas

on to

cons

ider r

econ

necti

ng th

e Joh

nson

ville

line.

Th

ere i

s no b

enefi

t to re

conn

ect th

is tra

ck ba

ck to

the N

IMT.

The

Jo

hnso

nville

line i

s sing

le tra

ck, h

as st

eep g

radie

nts an

d the

ali

gnme

nt me

ande

rs an

d wou

ld the

refor

e be l

ittle u

se fo

r the

tra

ins on

the w

ester

n cor

ridor

(NIM

T)

RT20

Ka

piti C

oast

route

. To r

un fr

om R

auma

ti to

Waik

anae

No

Th

e cur

rent

bus s

ervic

es in

the a

rea a

re m

argin

al. T

he co

st of

the co

nstru

ction

of th

e line

inclu

ding b

ridgin

g the

Waik

anae

Ri

ver w

ould

far ex

ceed

any b

enefi

t RT

21

Akata

rawa

Rail

No

Th

e gra

des a

re to

o stee

p for

rail o

pera

tions

with

out e

xtens

ive

tunne

lling.

The H

utt ra

il cor

ridor

does

not h

ave a

ny si

gnific

ant

exce

ss ca

pacit

y. Th

ere i

s no s

ignific

ant d

esire

for r

ail se

rvice

s alo

ng th

is co

rrido

r RT

22

John

sonv

ille Li

ne Im

prov

emen

ts No

Th

e Joh

nson

ville

Line i

s not

part

of thi

s stud

y. Ch

ange

s in

patro

nage

on th

e Joh

nson

ville

Line h

ave v

ery l

ittle e

ffect

on th

e W

ester

n Cor

ridor

Elec

trifica

tion e

xtens

ions (

E)

5

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

RE1

Exten

sion o

f com

muter

netw

ork.

Elec

trifica

tion o

f Waik

anae

secti

on (s

tartin

g no

rth of

exist

ing P

arap

arau

mu st

ation

)

Yes

Curre

ntly W

aikan

ae co

mmute

rs tra

nsfer

to th

e tra

in at

Para

para

umu.

Elec

trifica

tion w

ill all

ow co

nnec

tions

at W

aikan

ae

and L

indale

and w

ill als

o red

uce t

raffic

on th

e high

way.

Elec

trifica

tion w

ill ma

ke ra

il tra

vel m

ore a

ttrac

tive f

or co

mmute

rs in

Waik

anae

. RE

2 Ex

tensio

n of c

ommu

ter ne

twor

k. El

ectrif

icatio

n of O

taki s

ectio

n No

Unle

ss

RE1

The p

opula

tion o

f Otak

i doe

s not

supp

ort a

freq

uent

servi

ce

nece

ssita

ting e

lectrif

icatio

n to O

taki

St

ation

impr

ovem

ents

(S)

RS1

New

rail s

tation

at Li

ndale

Ye

s A

Linda

le sta

tion w

ill re

duce

load

on th

e Par

apar

aumu

stati

on

and c

arpa

rk an

d mak

e rail

trav

el for

comm

uters

near

Lind

ale

more

attra

ctive

RS

2 Ne

w ra

il stat

ion at

Rau

mati,

locate

d be

twee

n Pop

lar A

venu

e and

Leins

ter R

oad

Yes

A Ra

umati

Stat

ion w

ill re

duce

load

on th

e Par

apar

aumu

Stat

ion

and m

ake r

ail tr

avel

for co

mmute

rs in

Raum

ati m

ore a

ttrac

tive.

RS3

New

rail s

tation

at A

otea

If mod

elling

su

ppor

ts W

ill inc

reas

e jou

rney

times

for t

rains

to th

e nor

th. W

ould

only

be

appr

opria

te wh

ere l

ocal

deve

lopme

nt cre

ated a

dema

nd.

RS4

New

rail s

tation

at G

lensid

e If m

odell

ing

supp

orts

Will

incre

ase j

ourn

ey tim

es fo

r tra

ins to

the n

orth.

Wou

ld on

ly be

ap

prop

riate

wher

e loc

al de

velop

ment

create

d a de

mand

. RS

5 Ne

w ra

il stat

ion at

New

lands

If m

odell

ing

supp

orts

RLTS

inve

stiga

tions

in 19

97 sh

owed

the s

tation

could

attra

ct ma

ny pe

ople

but th

e cos

t of th

e und

ergr

ound

stati

on w

ould

be

very

expe

nsive

and o

pera

tiona

lly di

fficult

in a

netw

ork t

hat is

oth

erwi

se co

mpris

ed of

abov

e gro

und s

tation

s RS

6 Ne

w ra

il stat

ion at

Mac

Kays

If m

odell

ing

supp

orts

The c

urre

nt ro

ad pr

oject

will m

ake a

cces

s eas

ier w

ith th

e gra

de

sepa

ratio

n. Th

ere a

ppea

rs to

be su

fficien

t are

a to d

evelo

p a

park

and r

ide fa

cility

6

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

RS7

Remo

val o

f stat

ion at

Mur

i / Pu

keru

a Bay

If m

odell

ing

supp

orts

Remo

val o

f stat

ions w

ill de

creas

e tra

vel ti

me fo

r tra

ins to

the

north

RS

8 Re

mova

l of s

tation

at R

edwo

od / T

akap

u If m

odell

ing

supp

orts

Remo

val o

f stat

ions w

ill de

creas

e tra

vel ti

me fo

r tra

ins to

the

north

RS

9 Pa

rk an

d ride

capa

city i

mpro

veme

nts.

If mod

elling

su

ppor

ts W

ill ma

ke ra

il tra

vel m

ore a

ttrac

tive

RS10

A

bus r

ail in

terch

ange

at Li

ndale

If m

odell

ing

supp

orts

Linda

le ha

s suff

icien

t are

a to p

rovid

e a tr

ansp

ortat

ion hu

b for

the

Kap

iti Co

ast

RS11

A

bus r

ail in

terch

ange

at P

oriru

a If m

odell

ing

supp

orts

Will

make

pass

enge

r tra

nspo

rt mo

re at

tracti

ve

RS12

Im

prov

ed cy

cle st

orag

e at s

tation

s Ye

s W

ill ma

ke ra

il tra

vel m

ore a

ttrac

tive

Un

its (U

)

RU

1 Ad

dition

al Un

its

If mod

elling

su

ppor

ts Cu

rrentl

y the

aver

age u

nit le

ngth

is 5 c

arria

ges,

platfo

rms a

re

able

to ac

comm

odate

8 ca

rriag

es. P

urch

ase o

f add

itiona

l unit

s wo

uld pr

ovide

incre

ased

capa

city.

The r

ecen

t gov

ernm

ent

anno

unce

ment

on un

it upg

rade

s obv

iates

the n

eed t

o con

sider

su

ch an

elem

ent in

this

study

Mana

geme

nt (M

)

RM

1 Im

prov

ed ra

il fre

quen

cy on

exist

ing

infra

struc

ture

No

The f

requ

ency

of th

e rail

mov

emen

ts ha

s alre

ady b

een

optim

ised f

or th

e cur

rent

infra

struc

ture

RM2

Mana

geme

nt of

rail p

rioriti

es: fr

eight

seco

ndar

y to c

ommu

ter tr

ains

Yes

Only

one f

reigh

t train

is sc

hedu

led th

roug

h the

AM

peak

. Its

spee

d is s

imila

r to t

he co

mmute

r tra

in sp

eeds

thro

ugh t

he

corri

dor.

Most

metro

polita

n ser

vices

plac

e a cu

rfew

on fr

eight

7

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

servi

ces d

uring

peak

hour

s whe

n max

imum

trac

k cap

acity

is

reac

hed r

ather

than

cons

truct

an ad

dition

al fre

ight tr

ack.

This

will b

e inc

luded

if ne

cess

ary

RM3

Fare

leve

ls an

d stru

cture

s: int

egra

ted

ticke

ting /

fare

stru

cture

s If m

odell

ing

supp

orts

Will

make

pass

enge

r tra

nspo

rt mo

re at

tracti

ve

RM4

Freig

ht ra

il dive

rsion

thro

ugh W

airar

apa

No

The H

utt ra

il cor

ridor

does

not h

ave a

ny si

gnific

ant e

xces

s ca

pacit

y at p

eak h

ours.

The

trav

el tim

e thr

ough

the W

airar

apa i

s lik

ely to

matc

h or e

xcee

d any

alter

nativ

e dela

y avo

iding

a pe

ak

hour

freig

ht cu

rfew

near

Par

apar

aumu

. The

addit

ional

fuel a

nd

maint

enan

ce co

sts ru

nning

thro

ugh t

he W

airar

apa w

ill no

t pr

ovide

a dis

bene

fit RM

5 Int

egra

ted sc

hedu

ling

If mod

elling

su

ppor

ts Th

ere i

s alre

ady a

high

degr

ee of

timeta

ble co

-ord

inatio

n be

twee

n bus

and t

rain

in thi

s cor

ridor

but n

ot all

train

s hav

e a

conn

ectin

g bus

servi

ce, w

hich e

ffecti

vely

redu

ces t

rave

l time

ch

oice f

or pe

ople

in aff

ected

area

s. Inc

reas

ing bu

s fre

quen

cy in

the

se ar

eas c

ould

have

a sim

ilar a

ffect

to inc

reas

ing tr

ain

frequ

encie

s for

thes

e peo

ple bu

t not

have

the p

otenti

ally h

igh

infra

struc

ture c

osts

some

times

asso

ciated

with

rail i

nfras

tructu

re

optio

ns re

lated

to in

creas

ing tr

ain fr

eque

ncies

RM

6 Fr

ee ca

rriag

e of b

icycle

s Ye

s W

ill ma

ke ra

il tra

vel m

ore a

ttrac

tive w

here

capa

city i

s ava

ilable

RM

7 Pa

ssen

ger r

eal ti

me in

forma

tion

Yes

Will

make

pass

enge

r tra

nspo

rt mo

re at

tracti

ve

Lig

ht Ra

il (L)

Trac

k (T)

The i

dea o

f con

vertin

g low

patro

nage

railw

ay lin

es to

light

rail (

tram)

oper

ation

is no

t new

, with

the P

ort M

elbou

rne a

nd S

t.Kild

a line

s

8

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

in Me

lbour

ne ha

ving b

een c

onve

rted i

n this

man

ner.

The a

dvan

tages

flow

from:

•

the us

e of s

malle

r unit

s of r

olling

stock

that

are l

ess e

xpen

sive t

o pur

chas

e tha

n tra

ins

• low

er m

ainten

ance

costs

for t

rack

resu

lting f

rom

lower

axle

loadin

gs

• low

er op

erati

ng co

sts

• fas

ter se

rvice

due t

o red

uced

stop

dwell

times

and b

etter

acce

lerati

on ra

tes

• mo

re fr

eque

nt se

rvice

due t

o sma

ller r

olling

stock

units

. Ho

weve

r the

re is

a sig

nifica

nt co

st as

socia

ted w

ith th

e con

versi

on. T

racti

on w

iring n

eeds

to be

chan

ged,

rails

may

need

repr

ofilin

g, pla

tform

heigh

ts ne

ed to

be al

tered

, leve

l cro

ssing

and s

ignall

ing sy

stems

need

mod

ificati

on

A sig

nifica

nt iss

ue to

be ov

erco

me is

the f

act th

at the

trac

k is c

urre

ntly a

t 106

4mm

gaug

e. Mo

st lig

ht ra

il sys

tems a

re bu

ilt to

1435

mm

gaug

e (inc

luding

Aus

tralia

) but

1000

mm ga

uge i

s also

popu

lar, p

artic

ularly

in ol

der c

ities w

here

stre

ets ar

e nar

row

(tram

bodie

s are

ge

nera

lly na

rrow)

. To i

ncre

ase t

he W

elling

ton ga

uge t

o 143

5mm

would

invo

lve a

comp

lete r

elay o

f the t

rack

beca

use t

he sl

eepe

rs (tie

s) wi

ll not

be lo

ng en

ough

for t

he w

ider t

rack

gaug

e. An

other

barri

er to

alter

ing ga

uge i

s the

fact

that th

e Nor

thern

Tru

nk is

the

main

link b

etwee

n Well

ington

and A

uckla

nd an

d is u

sed b

y dies

el ha

uled p

asse

nger

and f

reigh

t train

s. Ev

en if

the ga

uge i

ssue

s are

re

solve

d the

n the

re w

ould

be co

nside

rable

safet

y con

cern

s ass

ociat

ed w

ith m

ixing

light

rail v

ehicl

es w

ith he

avy f

reigh

t train

s. No

te als

o tha

t the i

ssue

s ass

ociat

ed w

ith th

e sing

le tra

ck se

ction

s will

need

to st

ill be

reso

lved a

nd in

fact

may b

e mor

e pre

ssing

as th

e de

nsity

of tr

am op

erati

on w

ould

most

likely

to be

high

er

Simi

larly

conv

ertin

g bus

servi

ces t

o ligh

t rail

requ

ire hi

gh de

mand

often

evide

nced

by fu

ll bus

es at

high

freq

uenc

ies. C

urre

ntly t

he

exist

ing bu

s ser

vices

have

the c

apac

ity to

mee

t the d

eman

d. Fu

rther

more

, it w

ould

be ne

cess

ary t

o agr

ee on

a sin

gle ro

ute fo

r the

tra

ms w

here

as th

e bus

es co

ver a

varie

ty of

origi

ns an

d des

tinati

ons.

The c

onclu

sion i

s tha

t ther

e is i

nsuff

icien

t patr

onag

e to j

ustify

a tra

m op

erati

on.

LT1

Servi

ces f

rom

Plim

merto

n on e

xistin

g tra

ck

No

No ad

vanta

ge ov

er co

nven

tiona

l rail a

nd m

ore e

xpen

sive.

Mixin

g ligh

t rail

vehic

les an

d hea

vy ra

il veh

icles

on on

e tra

ck w

ill po

se sa

fety i

ssue

s

9

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

LT2

Whit

by lig

ht ra

il No

Cu

rrent

bus o

pera

tion j

ust v

iable.

The

re is

insu

fficien

t patr

onag

e to

justify

a lig

ht ra

il ope

ratio

n LT

3 Pa

rapa

raum

u Bea

ch lig

ht ra

il. No

Cu

rrent

bus o

pera

tion j

ust v

iable.

The

re is

insu

fficien

t patr

onag

e to

justify

a lig

ht ra

il ope

ratio

n LT

4 Sk

y rail

No

No

area

s on t

he co

rrido

r hav

e suff

icien

t dem

and a

nd ha

ve su

ch

restr

icted

widt

h to m

ake e

levate

d rail

appr

opria

te

LT5

Paek

akar

iki -

Linda

le tra

m No

Cu

rrent

bus o

pera

tion j

ust v

iable.

The

re is

insu

fficien

t patr

onag

e to

justify

a lig

ht ra

il ope

ratio

n

High

way (

H)

Tr

ansm

ission

Gull

y (T)

HT

1 Tr

ansm

ission

Gull

y 4 la

ne fo

r the

full l

ength

Ye

s Th

is op

tion h

as be

en de

signe

d and

coste

d pre

vious

ly HT

2 Tr

ansm

ission

Gull

y 4 la

ne fo

r the

south

ern

secti

on on

ly ( L

inden

to S

H58)

If m

odell

ing

supp

orts

HT3

Tran

smiss

ion G

ully 4

lane

for t

he so

uth

secti

on, 2

lane

for t

he no

rth se

ction

If m

odell

ing

supp

orts

HT4

Tran

smiss

ion G

ully 2

lane

for t

he fu

ll len

gth

Yes

This

optio

n will

prov

ide th

e low

est c

ost v

ersio

n of T

G. T

he

curre

nt ge

ometr

y of T

G inc

ludes

550m

and 7

50m

radii

and

steep

grad

es. T

his op

tion a

long w

ith H

T1 ef

fectiv

ely br

acke

ts a

rang

e of tw

o and

thre

e lan

e var

iants

of TG

HT

5 Tr

ansm

ission

Gull

y 2 la

ne re

versi

ble flo

w If m

odell

ing

supp

orts

Allow

s for

a low

er co

st TG

and s

till pr

ovide

best

peak

hour

ca

pacit

y

10

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

HT6

Tran

smiss

ion G

ully 4

lane

for t

he no

rther

n se

ction

(SH5

8 to M

acKa

ys C

ross

ing)

If mod

elling

su

ppor

ts

HT7

Tran

smiss

ion G

ully 4

lane

for t

he fu

ll len

gth.

Includ

es th

e rem

oval

of tem

pora

ry im

prov

emen

ts at

Mana

Yes

The r

educ

tion i

n tra

ffic on

the c

oast

route

due t

o the

im

pleme

ntatio

n of T

G is

likely

to m

ake t

his op

tion i

ndisc

ernib

le fro

m HT

1. A

two l

ane r

oad t

hrou

gh M

ana w

ill me

et the

remn

ant

dema

nd

Co

astal

Upg

rade

(C)

HC1

Coas

tal U

pgra

de +

2 lan

es (M

otorw

ay).

Ov

er T

rans

miss

ion G

ully l

ength

Ye

s To

prov

ide a

motor

way r

oute

along

the c

oast

to a s

tanda

rd

abov

e the

TG

optio

n with

larg

er ra

dii an

d gra

des b

etter

ma

tching

the r

equir

emen

ts of

the G

eome

tric D

esign

Man

ual

HC2

Coas

tal up

grad

e +2 l

anes

thro

ugh M

ana.

Ov

er T

rans

miss

ion G

ully l

ength

Ye

s Si

milar

to H

C4 ex

cepti

ng th

at no

impr

ovem

ent is

mad

e thr

ough

Ma

na

HC3

Coas

tal U

pgra

de -

+ 1 l

ane t

idal fl

ow. O

ver

Tran

smiss

ion G

ully l

ength

No

unles

s only

na

rrow

corri

dor

avail

able

HC4

Coas

tal U

pgra

de -

expr

essw

ay co

ncep

t. Ov

er T

rans

miss

ion G

ully l

ength

Ye

s To

prov

ide a

very

near

equiv

alent

stand

ard t

o the

TG

optio

n

HC5

Inter

secti

on an

d Bott

lenec

k Upg

rade

s.

Involv

es sm

all sc

ale ph

ysica

l wor

ks at

the

follow

ing lo

catio

ns; W

hitfor

d Bro

wn A

venu

e, Ma

na, P

aeka

karik

i, Puk

erua

Bay

, Pa

rapa

raum

u, Ot

aihan

ga R

oad,

Waik

anae

Yes

To re

lieve

know

n con

gesti

on po

ints b

ut no

t to pr

ovide

full t

wo

lane c

apac

ity

11

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

HC6

North

ern S

H1 U

pgra

de +

2 lan

es

(Moto

rway

). F

rom

MacK

ays C

ross

ing to

Pe

ka P

eka

Yes

To up

grad

e SH1

north

of M

acKa

ys C

ross

ing to

a fou

r lane

mo

torwa

y stan

dard

HC7

North

ern S

H1 U

pgra

de +

2 lan

es

(Exp

ress

way).

Fro

m Ma

cKay

s Cro

ssing

to

Peka

Pek

a

Yes

To up

grad

e SH1

north

of M

acKa

ys C

ross

ing to

a fou

r lane

ex

pres

sway

HC8

South

ern S

H1 U

pgra

de +

2 lan

es

(Moto

rway

). F

rom

Ngau

rang

a Gor

ge to

so

uth of

Lind

en

Yes

To in

creas

e the

numb

er of

lane

s on t

he ex

isting

moto

rway

se

ction

Pa

ralle

l loca

l road

to S

H1 (P

)

HP

1 Pa

ralle

l loca

l road

to S

H1 fr

om Jo

hnso

nville

to

Puke

rua B

ay

Yes

To pr

ovide

an al

terna

tive a

cces

s and

bette

r con

nect

comm

unitie

s divi

ded b

y the

Stat

e high

way t

raffic

volum

es

HP2

Para

llel lo

cal ro

ad to

SH1

from

Fish

erma

ns

Table

to P

oplar

Ave

nue

Yes

To pr

ovide

an al

terna

tive a

cces

s and

bette

r con

nect

comm

unitie

s divi

ded b

y the

Stat

e high

way t

raffic

volum

es

HP3

Wes

tern L

ink R

oad.

Run

s fro

m Po

plar

Aven

ue to

Pek

a Pek

a. Is

a pa

ralle

l loca

l ro

ad to

SH1

Yes

To pr

ovide

an al

terna

tive a

cces

s and

bette

r con

nect

comm

unitie

s divi

ded b

y the

Stat

e high

way t

raffic

volum

es

HP4

Wes

tern L

ink R

oad a

s a by

pass

No

Ea

st W

est li

nkag

e upg

rade

s (E)

HE

1 Pa

ekak

ariki

Hill

Road

If m

odell

ing

supp

orts

HE2

Akata

rawa

Roa

d If m

odell

ing

supp

orts

12

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

HE3

Gray

s Roa

d Ye

s To

prov

ide im

prov

ed ac

cess

to S

H1, p

artic

ularly

with

any

coas

tal op

tions

HE

4 SH

58

If mod

elling

su

ppor

ts

HE5

New

route

Pau

ataha

nui to

Tau

po S

wamp

Ye

s To

prov

ide im

prov

ed ac

cess

to S

H1, p

artic

ularly

with

any

coas

tal op

tions

HE

6 Pe

tone-

Gre

nada

Link

If mod

elling

su

ppor

ts

HE7

Waik

anae

to T

otara

Par

k No

Ak

atara

wa R

oad o

ption

cove

rs thi

s opti

on

HE8

Belm

ont-

Porir

ua Li

nk

If mod

elling

su

ppor

ts

Ma

nage

ment

(M)

HM1

Bus l

anes

and b

us pr

iority

No

HM3

New

bus s

ervic

es / s

ched

ules

No

Ther

e are

no cu

rrent

restr

iction

s to b

us se

rvice

s and

sche

dules

HM

4 Bu

s far

e lev

els an

d stru

cture

No

Th

ere a

re no

curre

nt re

strict

ions t

o ope

rator

chan

ges t

o far

e lev

els

HM5

Supe

r rou

tes fo

r tru

cks

No

This

would

need

to be

cons

idere

d nati

onall

y HM

6 Sl

ow ve

hicle

lane

No

Tech

nolog

y and

mod

ernis

ation

is lik

ely to

impr

ove s

low ve

hicle

spee

ds

Tr

avel

dema

nd m

anag

emen

t (T)

Parki

ng co

nstra

int po

licy (

P)

13

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

TP1

Parki

ng C

harg

es

If mod

elling

su

ppor

ts Lim

iting t

he at

tracti

vene

ss of

priva

te ve

hicle

journ

eys w

ill re

duce

pe

ak ho

ur flo

ws

TP2

Parki

ng S

upply

on th

e frin

ge of

the C

BD

No

Ther

e are

no cu

rrent

restr

iction

s to t

he pr

ovisi

on of

parki

ng

arou

nd th

e CBD

. TP

3 Re

strict

ed pa

rking

in C

BD

No

TP1 i

n effe

ct mo

dels

the ef

fect o

f par

king r

estric

tions

Road

priva

te an

d PT

(R)

TR1

Car p

oolin

g / sh

aring

Ye

s W

ill re

duce

traff

ic flo

ws

TR2

Marke

ting a

nd pr

omoti

on. M

ulti m

odal

acce

ss gu

ides

Yes

Will

redu

ce tr

affic

flows

TR3

Trav

el Pl

annin

g Ye

s W

ill re

duce

traff

ic flo

ws

TR4

ITS/

ATM

S Ye

s W

ill re

duce

delay

s aris

ing fr

om in

ciden

ts an

d info

rm dr

ivers

TR

5 HO

V lan

es. F

rom

John

sonv

ille so

uth

If mod

elling

su

ppor

ts HO

V lan

es w

ill be

mod

elled

in th

e mos

t con

geste

d par

t of th

e co

rrido

r. Fu

rther

HOV

optio

ns w

ill be

mod

elled

as ap

prop

riate

durin

g refi

neme

nt of

any p

refer

red p

acka

ges

TR6

Tran

smiss

ion G

ully t

oll

Yes

Initia

l wor

k ind

icates

the p

otenti

al tol

l reve

nue w

ill be

small

in

relat

ion to

the c

onstr

uctio

n cos

t TR

7 Ad

dition

al lan

e toll

/ HOV

No

unles

s TR5

To

utilis

e add

itiona

l cap

acity

in H

OV la

nes

TR8

Stra

tegic

asse

ssme

nt of

cong

estio

n ch

argin

g No

Th

is is

a nati

onal

issue

TR9

Wee

kly ve

hicle

milea

ge ra

tionin

g No

Pu

blicly

unac

cepta

ble an

d ver

y diffi

cult t

o adm

iniste

r TR

10

Incide

nt ma

nage

ment

Yes

Refer

TR4

14

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

TR11

Gr

ade s

epar

ation

rail c

ross

ings

No

Curre

nt cro

ssing

s on s

ide ro

ads a

re ge

nera

lly su

itable

. Cha

nges

to

these

cros

sings

are n

ot co

rrido

r issu

es

TR12

Bu

ses t

o rep

lace r

ail

No

The c

urre

nt ra

il cor

ridor

deliv

ers 2

8% of

mor

ning c

ommu

ters

throu

gh th

e mos

t con

geste

d par

t of th

e cor

ridor

. Rec

ent

Gove

rnme

nt an

noun

ceme

nts in

dicate

a str

ong d

esire

to

maint

ain th

e rail

func

tion.

The e

xistin

g Gan

z Mav

ag un

its w

ould

still b

e the

re as

a co

mmer

cial p

ropo

sition

in 20

16 an

d so t

he

exist

ing ra

il ser

vice f

orms

part

of the

base

case

. The

Bus

iness

Ca

se de

mons

trates

that

rail i

s sup

erior

to bu

s. Re

mova

l of th

e tra

in se

rvice

will

add t

o roa

d con

gesti

on an

d be a

disb

enefi

t from

the

base

case

TR

13

PT to

Hutt

Vall

ey

No

A 20

04 tr

ial bu

s ope

ratio

n betw

een P

oriru

a and

the H

utt V

alley

fai

led to

estab

lish a

n und

erlyi

ng de

mand

and w

as di

scon

tinue

d. Th

e mod

el ind

icates

that

dema

nd fo

r trip

s fro

m Ka

piti to

the H

utt

Valle

y is 2

0% of

thos

e fro

m Po

rirua

to th

e Hutt

Vall

ey an

d the

refor

e a bu

s ser

vice f

rom

Kapit

i to th

e Hutt

Vall

ey is

also

lik

ely to

be un

succ

essfu

l. TR

14

Expr

ess b

uses

Kap

iti- W

elling

ton

No

This

servi

ce is

curre

ntly p

rovid

ed

TR15

Ro

ad fr

eight

by ra

il No

Ind

ividu

al pr

ojects

are a

lread

y ava

ilable

unde

r the

ATR

fund

ing.

The v

olume

of pa

rcel d

elive

ries i

s inc

reas

ing w

hich a

re

gene

rally

prov

ided b

y roa

d tra

nspo

rt

Ac

tive M

odes

(A)

TA1

Cycle

route

s Ye

s

TA2

Walk

way r

outes

Ye

s

15

Elem

ent

No.

Desc

riptio

n To

be c

oste

d an

d as

sess

ed

Ratio

nale

TA3

Walk

way r

outes

, sep

arate

from

shar

ed

paths

No

Sm

all vo

lumes

do no

t mer

it sep

arati

on. S

hare

d path

arou

nd

Orien

tal ba

y app

ears

to wo

rk re

ason

ably

for re

creati

onal

cycli

sts

and p

edes

trians

TA

4 Br

idlew

ays

No

Very

small

amou

nt of

horse

traff

ic

Land

use (

L)

TL1

Urba

n gro

wth p

olicy

No

Se

nsitiv

ity te

sting

will

be co

mplet

ed on

Well

ington

Reg

ional

Stra

tegy s

cena

rios

TL2

Emplo

ymen

t loca

tions

No

Se

nsitiv

ity te

sting

will

be co

mplet

ed on

Well

ington

Reg

ional

Stra

tegy s

cena

rios

TL3

High

dens

ity re

siden

tial a

t PT

node

s No

Se

nsitiv

ity te

sting

will

be co

mplet

ed on

Well

ington

Reg

ional

Stra

tegy s

cena

rios