Ngauranga to Wellington Airport Corridor Plan
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Ngauranga to Wellington Airport Corridor Plan Adopted October 2008 For more information, contact: Greater Wellington Published November 2008 142 Wakefield Street GW/TSD-G-08/228 PO Box 11646 Manners Street info@gw.govt.nz Wellington 6142 www.gw.govt.nz T 04 384 5708 F 04 385 6960
The Ngauranga to Wellington Airport Corridor
This multi-modal corridor starts at the Immediate priorities
Ngauranga Merge and continues through the
The immediate priorities for this corridor are:
Wellington City CBD to Newtown (including the
regional hospital), the Eastern Suburbs and • Continuing a programme of travel demand
Wellington International Airport. It includes management measures to reduce the number
State Highway One, major arterial routes, the of car trips (particularly sole occupant to
railway line where the North Island Main Trunk work) and encourage alternatives such as
and the Wairarapa lines merge and through to public transport, walking, cycling and
Wellington City rail terminals, and key routes for telecommuting, flexible working hours and
passenger transport, walking and cycling. working from home.
• Establishing bus priority measures as a first
Introduction step towards the development of a high
quality, high frequency public transport
This plan defines a number of packages for
spine that will cater for travel growth, reduce
improvements to the transport network within
vehicle congestion, improve liveability, guide
the Ngauranga to Wellington Airport Corridor.
and support urban intensification and
In particular, it provides for a major planned shift
provide resilience against fuel supply and
to passenger transport, walking and cycling in
price shocks.
order to improve the sustainability of this part of
the region’s transport system. This shift is • Improving traffic management at the Basin
consistent with the targets in the recently Reserve to enable more reliable bus journey
released New Zealand Transport Strategy 2008, times, improved reliability of the ring route
the Government Policy Statement1 and the and improved pedestrian and cyclist
Regional Land Transport Strategy (RLTS) 2007. facilities.
• Improving the relatively poor cycling routes
This corridor plan aims to strengthen the four and facilities, with an emphasis on safety
key transport elements in the city which are: improvements, to encourage the increasing
1. a high quality and frequency passenger use of this small but growing transport
transport ‘spine’ mode.
2. highly accessible and attractive ‘activity’ or • Improving the already highly-developed
shopping streets walking routes to cater for the substantial
numbers of people who walk and encourage
3. a reliable and accessible ‘ring’ or bypass
growth in these numbers - also essential for
route for vehicles
urban vitality.
4. interconnected and convenient local street,
• Protecting the strategic road network to
walking, cycling and passenger transport
ensure the ability to provide for future
networks.
development of a high quality ‘predictable’
vehicle ‘ring route’ for inter-regional
The plan identifies measures that should be
accessibility, economic linkages, time critical
completed over the next ten years, as well as
travel and to support the public transport
longer term measures that should be developed
network.
over the next ten years and then programmed to
be implemented as conditions and funding
allows.
1
Government Policy Statement on Land Transport Funding
2009/10 – 2018/19 (Aug 2008)
Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 1The Ngauranga to Wellington Airport Corridor
Strategic Context
The long term vision for this corridor described in the RLTS 2007-2016 is:
Along the Ngauranga to Wellington Airport Corridor, access to key destinations such as CentrePort,
Wellington City CBD, Newtown Hospital and the International Airport will be efficient, reliable, quick
and easy. Priority will be given to passenger transport through this corridor, particularly during the
peak period. Passenger transport will provide a very high quality, reliable and safe service along the
Wellington City growth spine and other key commuter routes. The road network will provide well for
those trips which can not be made by alternative modes and will allow freight to move freely through
the corridor. Traffic congestion through the corridor will be managed at levels that balance the need for
access against the ability to fully provide for peak demands due to community impacts and cost
constraints. Maximum use of the existing network will be achieved by removal of key bottlenecks on the
road and rail networks.
The RLTS also contains the following region Existing pressures and reasons for
wide strategic outcomes: change
• Increased peak period passenger transport
Sustainability
mode share.
• Increased mode share for pedestrians and National and regional policy clearly signals the
cyclists. need to shift towards more sustainable forms of
transport in order to deliver a transport system
• Reduced greenhouse gas emissions.
that is integrated, responsive, safe, affordable
• Reduced severe road congestion. and sustainable.
• Improved regional road safety.
• Improved land use and transport integration. Oil supply and price volatility
• Improved regional freight efficiency. Oil prices have risen dramatically over the past
three years and are likely to continue to grow.
Wellington City Council’s Transport and Urban Prices are currently very volatile , having
Development Strategies seek to achieve the fluctuated between US$51 and US$137 per barrel
following outcomes: during the last two years.2 This volatility is
• Concentrated future population and expected to continue but with an upward trend.
employment growth along the Growth Spine, In an era of rapidly rising fuel prices, vehicle use
supported by: may decline or at least the rate of growth may
–– A dedicated, high quality and high slow. Conversely, if there is a large uptake of
frequency public transport corridor alternative fuels or electric vehicles then the
historic trends in increasing personal vehicle
–– A high quality state highway route with
usage may continue.
dependable travel times
–– Bus priority along connecting arterial
routes
• Convenient and safe walking and cycling
routes.
• Limited commuter parking in the Central 2
Source: Ministry of Economic Development, Weekly Average
Area.
Price of Dubai Crude and the US$/NZ$ Exchange Rate (accessed
• Improved access to the waterfront. 29/10/2008)
2 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008The Ngauranga to Wellington Airport Corridor
Increasing travel demand Social and lifestyle changes
There are many significant factors that influence Over the next 30 years it is possible that there
travel in the region. There is some uncertainty as will be significant social and technological
to the outlook for some of these factors. changes which could affect the demand for
Therefore this Plan has been developed to transport. Future changes could, for example,
commit to short term measures that address include a substantial increase in telecommuting,
pressing needs and to signal the likely changes working from home and flexible working hours.
needed to address longer term requirements. Where such effects change travel demand
The short term measures will in some cases (e.g. significantly, a review of the measures in the Plan
public transport corridor) provide a platform for may be required.
initiatives that may be needed in the future. The
timing of longer term measures will be reviewed Urban form
as significant trends become evident.
Current travel demand derives from the existing
An example of increasing demand is travel urban form of the region which primarily
generated by the airport. They expect use to influences population and employment densities.
double by 2030. There is real potential to move If future settlement patterns change densities
some of this travel from cars to improved materially, a review of the Plan may be required.
passenger transport services. For example, a significant increase in densities
within the Wellington City Central Area (along
the public transport spine) or the development of
Population growth
major venues and attractions in the Eastern
Population for the whole Wellington region is Suburbs could bring forward the need for one of
expected to grow by 12% (53,200) by 2026 in line the higher capacity public transport options such
with the 2007 Statistic Department estimates as bus rapid transport or light rail.
(medium projection), 66% of this growth is
expected to be in Wellington City. Thereafter Population in Wellington City is forecast to grow
populations are predicted to stabilise and by 20% (35,000) by 2026. The city has developed
possibly decline primarily due to aging. A a growth strategy, in line with its Urban
significant change in population and living Development Strategy and the Wellington
locations would affect travel demand and trigger Regional Strategy, aimed at ensuring most of that
a review of the plan. This would normally be growth is concentrated along a growth spine
identified following each Census. from Johnsonville, through the CBD and Newton
to Kilbirnie as shown in the following diagram.
Economic growth
This corridor plan assumes that the city manages
There is a strong correlation between economic growth, mainly through controls in its district
growth and the growth in demand for transport. plan, in accordance with its growth strategy.
The transport modelling underpinning the Plan Passenger transport services will be improved
assumes 1.8% annual growth in regional Gross along the growth spine to support the denser
Domestic Product, in line with the expectation of urban development that is envisaged.
the Wellington Regional Strategy. A significant
change in the region’s economy may require the
plan to be adjusted.
Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 3The Ngauranga to Wellington Airport Corridor
Operating costs of private motor decades. This is strongly related to people’s need
vehicles to travel for work, social and recreational
purposes. In many cases the private car is the
Any factor which changes the relationship
most efficient way of travelling, hence its
between the cost of operating private motor
popularity3. While there is an assumption that
vehicles and the cost of alternative transport
car ownership and use will continue to rise in
(passenger transport, walking, cycling, and
line with economic growth, the rate of car
telecommuting) will affect travel patterns. Factors
ownership growth is forecast to taper off as we
which could significantly affect this relationship
near a saturation level and may also fall if oil
include international oil prices, carbon charges,
prices become too high. Reaching this theoretical
vehicle technology changes (such as a shift to
saturation level is forecast to be beyond 2050, so
electric cars) or subsidy policies regarding public
current projections show there is a need to ensure
transport. A significant change in such factors
the community’s needs for private vehicle
may require the plan to be adjusted.
transport are reasonably provided for.
Car ownership and use
Research shows that the region’s level of car 3
76% of all weekday trips throughout the region are
ownership has been increasing steadily for undertaken in private vehicles.
4 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008The Ngauranga to Wellington Airport Corridor
Adaptability tertiary institutions to implement sustainable
transport initiatives. Greater Wellington is also
The scope of the longer term measures set out in
working with a number of schools and plans to
the Plan is based on a number of assumptions
extend participation over the coming years.
which are likely to affect the growth of travel
demand. These assumptions are set out above. In September 2007, the Wellington City Council
Any material changes in these assumptions may approved a new parking policy which
trigger a review of the timing and or need for the established the role of parking within the city
measures in the Plan. The Plan will be reviewed transport network and its contribution to the
every five years to ensure that it is taking account strategic goals. The policy establishes a number
of significant changes, or earlier if new of work programmes including review of central
information arises that affects our understanding city parking, review of the coupon parking
of the network. scheme and investigation of park and ride
facilities. Work on these programmes will
What we plan to do commence in mid 2008.
Travel demand management
Walking and cycling
The region wide Travel Demand Management
The plan aims to improve the level of service
(TDM) Strategy will be implemented by all
for walking and cycling. It largely relies on
agencies. Key initiatives include:
Wellington City Council developing and
• Ensuring the best use is made of existing implementing appropriate improvement
infrastructure. programmes. This includes an investigation
• Raising awareness of individual travel of cycling and walking improvements between
choices. Ngauranga and Wellington City, providing
• Encouraging integrated land use and high quality facilities to connect local networks
transport planning. and consistent with the vision of the ‘Great
Harbour Way’.
• Encouraging school and work places to have
travel plans.
Passenger transport
• Advocating to Central Government for the
ability to implement congestion pricing. Greater Wellington is the primary agency
responsible for the provision of passenger
The TDM Strategy aims to limit car traffic growth transport services throughout the region.
particularly at peak times, increase journey to Greater Wellington has a number of
work mode share for passenger transport, improvements currently underway that will
walking and cycling; and improve integration improve the passenger transport system over the
between all modes of transport. It is expected next few years. The key improvements are:
that such changes will lead to reduced • 61 new trolley buses to replace the aged fleet
greenhouse gas emissions, reduced fuel and increase passenger capacity (2007 to
consumption, reduced road congestion, 2009).
increased residents’ satisfaction and the region’s
• Progressive implementation of real time
economic development being supported.
information from 2009.
Greater Wellington will continue to promote its • Progressive implementation of
travel planning programme to schools and comprehensive integrated ticketing from
workplaces. Greater Wellington is currently 2011.
working with a number of central government • Providing additional capacity through the
agencies, regional District Health Boards and Kaiwharawhara throat (rail bottleneck).
Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 5The Ngauranga to Wellington Airport Corridor
• Ongoing bus fleet renewal will provide more Wellington City Council will implement roading
super low floor vehicles to improve improvements including the installation of new
accessibility and new buses will have cleaner, intersections over the next few years to improve
more efficient engines that will produce access to the Inter Island Ferry Terminal and
lower emissions. CentrePort. These improvements will also
service ongoing development at Harbour Quays
Wellington City Council, in collaboration with and on KiwiRail land in the Pipitea precinct.
Greater Wellington and the New Zealand
Transport Agency, has a 10 plus year plan to Wellington City Council is responsible for the
progressively implement bus priority measures renewal, maintenance and operations
on all key routes to ensure passenger transport programmes for roads, footpaths, traffic signals
services can operate as reliably and efficiently as and street lighting. The Council will also
possible. continue to identify and implement road safety
improvements and urban redevelopment projects
A key initiative of this Plan is the development of to revitalise city streets and to enhance safety for
the passenger transport network to support the all users of the city’s roading network.
growth spine. This Plan proposes a staged
approach to the implementation of the passenger Measures within the corridor
transport improvements. In the early years the
railway line to Johnsonville will be upgraded This section of the corridor plan defines a
and bus priority measures will be provided number of measures for improvements to the
through the central city where the greatest transport infrastructure with in the corridor. The
benefits can be gained for the biggest number of measures have been grouped into those that
users. Bus priority measures will also be should be completed over the next ten years, and
implemented on arterial routes which service the longer term measures that should be developed
city centre and eventually the network will be over the next ten years and then programmed to
completed out to the key suburban centres. In be implemented as conditions and funding
later years the dedicated road space that has allows. Timing has taken account of the
been allocated for passenger transport use may ‘immediate priorities’ set out above.
be upgraded further to provide a high quality
Funding for the measures will normally be a mix
busway or light rail service. Alternatively, a
of national and local sources. Larger projects
personal rapid transport system may be
may also require funding from the regional and
appropriate.
crown funding sources. This will be determined
by the Regional Transport Committee in 2009 as
Road network management part of the development of the new Regional
The New Zealand Transport Agency will work Land Transport Programme in accordance with
with Wellington City Council to ensure that the the requirements of the Land Transport
traffic signal operations are managed to ensure Management Amendment Act 2008.
the most efficient means of moving public
transport, pedestrians and private transport
through the roading network and to best meet
the competing demands of these modes.
6 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008The Ngauranga to Wellington Airport Corridor Overview diagrams Figure 1: Ngauranga to Wellington Airport Corridor - Measures to be implemented within 10 years. Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 7
The Ngauranga to Wellington Airport Corridor Figure 2: Ngauranga to Wellington Airport Corridor - Measures that may be implemented (beyond 10 years). 8 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008
The Ngauranga to Wellington Airport Corridor
Measures to be implemented within 10 years
Indicative cost1 Performance
Measure Responsibility Timing
$M measure(s)
Implement passenger transport improvements WCC (lead) Immediate 202 Faster, more reliable
(including bus priority measures, signal pre- start journey times
emption, real time information) along the GWRC
golden mile route to improve journey times, Ongoing from Greater passenger
reliability and passenger waiting and boarding 2008 satisfaction
provisions. Improvements to include:
More passengers
• Golden Mile (from Lambton Interchange
carried
to eastern end of Courtenay Place)
Implement bus priority measures on arterial
routes, including:
• Kent/Cambridge Tce
• Taranaki St
• Mulgrave/ Murphy/ Molesworth St
• Adelaide Rd
• Thorndon Quay
• Glenmore St
Implement bus priority measures to
Wellington International Airport, Wellington
Regional Hospital and key Suburban Centres,
including:
• Newtown
• Hataitai
• Kilbirnie
• Brooklyn
• Karori
• Island Bay
• Miramar
Finalise and implement a Wellington City WCC (lead) Ongoing from To be Increased pedestrian
walking policy to promote walking trips that 2008 determined volumes
would otherwise be taken by car, including: NZTA
Reduced crash rates
• Improving the walking environment
• Increasing the number of short trips to Greater pedestrian
work or study satisfaction
• Increasing walking in suburban centres by
encouraging people to walk to their local
services
Investigate cycling and walking improvements
between Ngauranga and Wellington City that
provide high quality facilities connecting local
networks and are consistent with the vision of
the ‘Great Harbour Way’.
1
Indicative costs are December 2007 dollars.
2
Excludes the cost of the real time information system which is being progressed separately by Greater Wellington.
Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 9The Ngauranga to Wellington Airport Corridor
Indicative cost1 Performance
Measure Responsibility Timing
$M measure(s)
Finalise and implement a Wellington City WCC (lead) Ongoing from To be Reduced crash rates
cycling policy to make cycling safer and more 2008 determined
convenient, including: NZTA Greater cyclist
satisfaction
• Improving the safety and convenience of
cycling
Maintained cyclist
• Emphasising the quality and continuity of volumes
cycle routes
• Providing better facilities for cyclists
• Investigate cycling and walking
improvements between Ngauranga and
Wellington City that provide high quality
facilites connecting local networks and are
consistent with the vision of the ‘Great
Harbour Way’
Investigate water borne passenger transport GWRC Investigation To be More people using
services between the Wellington CBD and from 2008/09 determined passenger transport
Miramar Peninsula, and improving passenger to get to /from the
transport services to/from the airport airport
Design and construct improvements at the NZTA (lead) Investigation 33 More passengers
Basin Reserve to improve passenger transport, from 2008/09 carried
walking and cycling by separating north-south WCC Construction
flows from east-west traffic; and implement from 2011/12 Improved Passenger
complementary bus priority measures on Kent GWRC transport journey
Tce, Cambridge Tce and Adelaide Rd times and reliability
Reduced crash rates
Reduced severe
congestion
Investigate improvement to walking and NZTA (lead) 2009/10 To be Increased pedestrian
cycling facilities in Mt Victoria Tunnel determined and cyclist volumes
WCC
Reallocate existing general traffic lanes on Hutt NZTA (lead) Investigation 30 More passengers
Road between Ngauranga and Thorndon for from 2009/10 carried
bus lanes and possibly high occupancy WCC
vehicles; and construct peak period lanes on Construction Improved Passenger
State Highway 1 between Ngauranga to Aotea from 2011/12 transport journey
Quay times and reliability
Reduced single
occupant vehicle
trips
Reduced severe
congestion
Implement intersection improvements, NZTA (lead) ConstructionThe Ngauranga to Wellington Airport Corridor
Indicative cost1 Performance
Measure Responsibility Timing
$M measure(s)
Investigate improvements to Wellington GWRC (Lead) 2010/11 Administrative Review complete
Railway Station to improve walking and reported to
connections to buses and the pedestrian ONTRACK GWRC
network
WCC
Undertake a feasibility study for a high quality GWRC (lead) 2011/12 1 Feasibility study
public transport system, including light rail complete and
(the most favourable option(s) will then be WCC reported to partner
developed further by a more detailed scheme agencies
assessment after 2013/14) NZTA
Review the operational performance and GWRC 2011/12 Administrative Review complete
capacity of bus service provisions within the and reported to
corridor following the completion of the GWRC
Golden Mile bus lane improvements and the
delivery of the new trolley buses. This review
should also assess the effectiveness of the
Hataitai bus tunnel
Undertake a feasibility study for the four NZTA (lead) InvestigationThe Ngauranga to Wellington Airport Corridor
Measures that may be implemented
(beyond 10 years)
The implementation of these projects will
depend on the outcome of the scheme
assessments and be influenced by the factors set
out in the ‘existing pressures and reasons for
change’ section above.
Indicative cost Suggested
Measure Responsibility Timing
$M funding
Implement further improvements to the WCC (lead) Likely to be beyond 20-140+ To be
passenger transport spine giving consideration 10 years determined
to further bus improvements, light rail or new GWRC
personal rapid transport systems
Four laning of Wellington Road and Ruahine NZTA (lead) Likely to be beyond 43 To be
Street 10 years but may be determined
WCC appropriate to
develop in stages,
particularly to
coordinate with
improvements to
access for Hataitai
Park. It would be
necessary prior to
opening any
duplicate Mt Victoria
Tunnel.
Duplication of Mt Victoria Tunnel NZTA (lead) Likely to be beyond 175 To be
10 years determined
WCC
Duplication of Terrace Tunnel and NZTA (lead) Likely to be beyond 167 To be
Waterfront lane reduction 10 years determined
WCC
12 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008You can also read
