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Scenario Costing

Wellington City Council

13-Nov-2017

Let's Get Welly Moving

Scenario Costing

AECOM

Scenario Costing




Scenario Costing

Client: Wellington City Council

ABN: N/A

Prepared by

AECOM New Zealand Limited

Level 3, 80 The Terrace, Wellington 6011, PO Box 27277, Wellington 6141, New Zealand

T +64 4 896 6000 F +64 4 896 6001 www.aecom.com

13-Nov-2017

Job No.: 60508819

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Quality Information

Document Let's Get Welly Moving

Ref 60508819

Date 13-Nov-2017

Prepared by Mary McConnell, Gordon Dobson, Graeme Doherty

Reviewed by Graeme Doherty

Revision History

Rev Revision Date Details

Authorised

Name/Position Signature

27-Oct-2017 Draft for Review Graeme Doherty Manager - Civil Infrastructure, Wellington

13-Nov-2017 Final Graeme Doherty Manager - Civil Infrastructure, Wellington

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Table of Contents

1.0 Introduction 1 1.1 Purpose of this report 1

1.1.1 Structure 1 2.0 Interventions Associated With Scenarios 1

2.1 Scenarios 1 2.2 Interventions 6

3.0 Assumptions About Interventions 7 3.1 General 7 3.2 Mass Transit 7 3.3 Significant Interventions 8

3.3.1 Second Terrace Tunnel 8 3.3.2 Move Eastbound SH1 to Karo Drive 8 3.3.3 Second Tunnel Under Mt Victoria and Widen Ruahine Street 9 3.3.4 Grade Separate 2-Way at Basin 9

4.0 Constraints 10 4.1 Underground Services 10 4.2 Cultural Heritage 10 4.3 Contaminated Land 10 4.4 Property Purchases 10

5.0 Estimates 11 5.1 Improve Walking Priority in CBD, Widen Selected Footpaths 11 5.2 CBD Cycle Lanes, Connect CBD to North and South Cycleways 11 5.3 Separate Walking and Cycling Tunnel Under Mt Victoria 11 5.4 Duplicate Mt Victoria Tunnel 11 5.5 Mt Victoria Tunnel to Cobham Drive 12 5.6 Priority PT Lanes - Wellington Station to Newtown 12 5.7 Priority PT Lanes - Wellington Station to Basin 12 5.8 Mass Transit (Bus) - Wellington Station to Newtown 12 5.9 Priority PT Lanes – Wellington Station to Newtown, to Kilbirnie and Airport via

Existing Bus Tunnel 12 5.10 PT Uptake to the North 12 5.11 Mass Transit (Bus) – Basin Reserve to Airport 13 5.12 Mass Transit (Light Rail) – Wellington Station to Hospital, Basin Reserve to

Airport 13 5.13 Priority PT – Basin Reserve to Airport 13 5.14 Clearways on Vivian Street 13 5.15 Improvements to Basin at Grade 14 5.16 Grade Separation at Basin Reserve 14 5.17 Move SH1 Eastbound to Karo Drive 14 5.18 Reduce Vehicles on Quays and Increase Active Mode Capacity 14 5.19 Additional Terrace Tunnel 14 5.20 4

th Lane on SH1 – Ngauranga to Aotea Quay 15

5.21 Scenario Costs 15

Appendix A – Scenario and Interventions Scenarios Summary Table

Appendix B – Scenario and Intervention Descriptions

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1.0 Introduction

1.1 Purpose of this report

AECOM is currently assisting Let’s Get Wellington Moving (LGWM) who are investigating a number of scenarios and interventions for improving the transport and urban planning outcomes for Wellington City.

AECOM has been tasked with providing high level costing information for interventions (projects) associated with the different scenarios that LGWM is investigating.

As well as providing rough order costs for the interventions and scenarios, this report sets out the high level assumptions and constraints identified to date which have been used to inform the cost estimates.

Detailed design for the large interventions has not been undertaken and there will be a range of possible options for most of the interventions. This report bases the cost estimation at this stage on one of the possible options for each intervention.

1.1.1 Structure

The structure of this report is as follows:

Section 2 – Interventions Associated with Scenarios

Section 3 – Assumptions about interventions;

Section 3 – Constructability effects and constraints;

Section 4 – Estimates.

2.0 Interventions Associated With Scenarios

2.1 Scenarios

The following scenarios have been identified by LGWM:

Scenario A – minimal infrastructure investment in conjunction with network priority and management changes, with the focus on improvements to public transport (PT) and active mode performance without significant road infrastructure investment;

Scenario B - moderate infrastructure investment in conjunction with network priority and management changes, with the focus on maximising PT performance and conditions for active modes, while improving state highway 1 (SH1) resilience and reducing conflict between SH1 traffic and other modes;

Scenario C – moderate to high infrastructure investment in conjunction with network priority and management changes, with the focus on improving PT performance and conditions for active modes, while improving urban amenity, SH1 resilience and reducing conflict between SH1 traffic and other modes;

Scenario D - maximum infrastructure investment in conjunction with network priority and management changes, with the focus on improving PT performance and conditions for active modes, while delivering major improvements to urban amenity, SH1 resilience reducing conflict between SH1 traffic and other modes.

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Figure 1 – Scenario A

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Figure 2 – Scenario B

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Figure 3 – Scenario C

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Figure 4 – Scenario D

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2.2 Interventions

The identified interventions within the scenarios are categorised under the following main headings. These interventions are then grouped into scenarios (as above) and tabled in Appendix A:

Increase safety and priority for people walking within the central city;

Increase safety, amenity and priority for people walking within the central city and north/south within Te Aro;

Increase safety and priority for people walking within the central city. Improved walking facility through Mt Victoria Tunnel;

Increase safety, amenity and priority for people walking within the central city and north/south within Te Aro. Improved connections to the harbour and waterfront. Improved walking facility through Mt Victoria Tunnel;

Increased safety and priority for people cycling within the central city.

Increased safety and priority for people cycling within the central city and north/south within Te Aro;

Increased safety and priority for people cycling within the central city and north/south within Te Aro. Improved cycle facility through Mt Victoria Tunnel

Increased priority for public transport on the core public transport spines;

Mass transit (bus) from Wellington Station to the hospital, Kilbirnie and the airport*;

Prioritise traffic movement over parking at peak times along SH1 Vivian Street;

Move eastbound SH1 route to Karo Drive and put SH1 in cut and cover underground sections (2-way);

Optimise the current layout around Basin Reserve;

Physically separate all traffic at Basin reserve (2-way);

Grade separate westbound SH1 traffic at Basin Reserve;

Construct a second tunnel through Mt Victoria;

Upgrade Ruahine Street/Wellington Road for all transport users;

Reduce traffic lanes on the Quays and provide increased priority and new space for walking and cycling;

Construct a second Terrace Tunnel;

Provide an additional southbound lane on SH1 from Ngauranga to Aotea Quay.

A more detailed description of the activities within each intervention is provided in Appendix B.

* A separate estimate using light rail as the mass transit system is also provided.

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3.0 Assumptions About Interventions

3.1 General

In determining the space required to construct an intervention, apart from those listed below, it is assumed that all other interventions can be constructed within the existing road corridors:

Improved cycle facility through Mt Victoria Tunnel;

Priority public transport lanes from Basin to airport;

Mass transit from the Basin Reserve to Evans Bay Parade;

Move eastbound SH1 route to Karo Drive and put SH1 in cut and cover underground sections (2-way);

Physically separate all traffic at Basin reserve (2-way);

Grade separate westbound SH1 traffic at Basin Reserve;

Construct a second tunnel through Mt Victoria;

Upgrade Ruahine Street/Wellington Road for all transport users;

Construct a second Terrace Tunnel;

Provide an additional southbound lane on SH1 from Ngauranga to Aotea Quay.

Net property costs associated with the interventions above, have been derived using a percentage of the construction costs for similar projects for those above using the NZ Transport Agency’s cost estimation database within their SM014 Cost Estimation Manual.

3.2 Mass Transit

Mass transit (Wellington station to the hospital/airport/Kilbirnie) operates in its own dedicated ‘lane’, therefore the overall corridor width required equates to 2 ‘lanes’ in each direction (one for general traffic and the other for mass transit).

Mass transit to the airport is assumed to use Mt Victoria tunnel, Ruahine Street, Wellington Road, Kilbirnie Crescent, Rongotai Road, Troy Street and SH1. Consequently a second Mt Victoria tunnel, widening of Ruahine Street and Wellington Road is required to provide for a dedicated mass transit lane and a traffic lane for general traffic in each direction. Elsewhere (Wellington station to Newtown and Kilbirnie Crescent to airport), it is assumed that there is sufficient space within the existing transport corridors for mass transit, through the removal/relocation of parking.

Although mass transit (Wellington station to hospital/Kilbirnie/airport) has been costed as a bus based system, a separate estimate is provided for light rail based on the following assumptions:

A heavy reinforced concrete track bed is provided to minimise the need for future service disruptions for maintenance or repairs. Other pavement and track designs being developed overseas could reduce the cost of construction but potentially have higher maintenance requirements and associated disruptions to services. The final pavement construction will be based on a trade-off between willingness to accept periodic planned service disruptions versus cost as well as the procurement methodology and risk transfer mechanism adopted.

All underground utilities lying directly under the light rail corridor require relocation to remove the risk of electrolytic corrosion from stray currents associated with the light rail vehicle or because they will be difficult to access if needing repair or renewal. The full cost of the relocation forms part of the estimate (ie there is no cost share between LGWM and the utility provider). Advances in light rail propulsion technologies such as battery power may lessen the risk of electrolytic corrosion and therefore might reduce the quantum of relocation needed.

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The actual quantum of work associated with relocating services is currently unknown and based on the information that utility providers currently have. Experience on similar projects overseas (eg Sydney and Edinburgh light rail) is that utility relocation can have a significant impact on project costs.

The cost estimate assumes the construction of four interchanges and five line stations in total.

Operational costs or vehicle fleet costs for Mass Transit have not been included. The ever-changing technological advances means it is difficult to determine when a stable future operating environment will exist. Depending on an individual’s viewpoint, the future could be any of the following examples, whilst also acknowledging that something new may appear. The next ten years is considered to be a transformational period, which will have a big impact on operational costs, of which labour is a major component.

Fully electric buses;

Battery operated light rail;

Driverless buses or light rail vehicles;

Developments in fare collection technology.

3.3 Significant Interventions

The following sub-sections provide an overview of the assumptions made in determining costs for some of the significant interventions.

3.3.1 Second Terrace Tunnel

Acknowledging that the existing terrace tunnel is one-half of a project abandoned in the 1970s, this intervention effectively completes the earlier abandoned project by utilising the previously constructed bridge piers within the Terrace carpark facility to construct two southbound lanes for SH1 from Aurora Street overbridge through a new 2 lane tunnel.

The number of lanes provided requires testing as part of a traffic modelling exercise.

The existing terrace tunnel becomes the northbound lanes of SH1 (3 lanes) and the existing median barrier removed down to the Aurora Terrace overbridge to facilitate 3 lanes northbound, with Clifton Terrace on ramp creating the fourth lane to Tinakori Road off ramp.

The new southbound lanes are constructed on a separate bridge structure between Aurora Terrace and the north portal of the new tunnel.

The design speed is 100 km/hr at Aurora Terrace overbridge, reducing to 70 km/hr at the south end of the new Terrace tunnel.

3.3.2 Move Eastbound SH1 to Karo Drive

The western end of this project ties into the intervention above (second Terrace tunnel).

The primary principle behind this intervention is to utilise the existing westbound corridor of SH1 to create a bi-directional four lane state highway with a series of underpasses at specific locations. Utilising underpasses rather than tunnels provides significant safety advantages and the associated construction and operational costs are significantly reduced.

The existing underpass located under Pukeahu National War Memorial Park would continue to be used for westbound SH1 traffic as would the existing at-grade intersection with Taranaki Street. For the purposes of this estimate, additional underpasses would be located under Willis, Victoria and Cuba Streets.

At the western end of the intervention, access to SH1 would be via an on ramp beginning at Abel Smith Street. Access to the westbound lanes of SH1 would also be from Sussex and Taranaki Streets

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as per the current situation. Egress from SH1 in the westbound direction would be to Taranaki and Victoria Streets.

Access to the eastbound lanes of SH1 would be from Taranaki Street and Kent Terrace. Egress from SH1 in the eastbound direction would be via Vivian and Taranaki Streets and Cambridge Terrace.

This intervention also incorporates a revised local roading network to facilitate better east/west connectivity between the southern end of Willis/ Victoria Streets and Taranaki Street via Webb Street.

3.3.2.1 Move Eastbound SH1 Under Vivian Street

Initially, some work was done to investigate whether the eastbound lanes of SH1 could be placed under Vivian Street using cut and cover techniques. An initial review of the construction methodology to achieve this outcome highlighted two significant constraints:

- Whilst constructing the cut and cover tunnel, existing buildings could be at risk from damage from vibration and/or loss of ground support and would most likely have to be unoccupied during construction;

- General and emergency access to existing buildings and property would be very difficult to achieve whilst construction was being undertaken and buildings would most likely have to be unoccupied during construction.

To mitigate the above constraints would require the purchase of all properties along each side of Vivian Street and would likely require demolition of a majority of those buildings to provide the room for construction activities. The disruption and cost was considered too significant and this idea was parked from further investigation at this stage.

3.3.3 Second Tunnel Under Mt Victoria and Widen Ruahine Street

This intervention is the duplication of the Mt Victoria Tunnel to provide an additional two vehicular lanes in width via a separate tunnel north of the existing tunnel. A separate tunnel for walking and cycling is also provided north of the new tunnel. The bore of the new tunnel provides for HCV size vehicles. The costs include for removal of the existing walking and cycling facility in the existing tunnel to enable traffic lanes to be widened.

The western end of this intervention ties into the grade separated Basin Reserve intervention (see below).

Linking the eastern end of the Mt Victoria tunnels to the existing four lanes of state highway at the Evans Bay intersection, Ruahine Street is widened to provide four lanes in width. Between Wellington Road intersection and Evans Bay Parade, 6 lanes of width are provided, primarily to provide access and egress to and from the local road network.

A separated one-way access road parallel to Ruahine Street around to Evans Bay Parade is provided to enable access and egress to properties on the north and west side of SH1.

Access is available from the northern tunnel (eastbound) to Taurima Street but access to the westbound state highway is no longer available, with the closest access point being at the Goa Street intersection.

The existing pedestrian overbridge near Taurima Street is lengthened.

3.3.4 Grade Separate 2-Way at Basin

The primary assumption for this intervention is to grade separate north/south local road traffic movements from the east/west state highway traffic, whilst maintaining the existing view shaft along the valley between Newtown and Waitangi Park.

SH1 travels to the north of the Basin Reserve and is at grade within the valley floor. Grade separation occurs on the eastern and western sides of the Basin Reserve on the flanks of the valley. Local southbound traffic movements pass under the state highway on the eastern side of the Basin Reserve,

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with local northbound traffic movements passing over the state highway at the north-western corner of the Basin Reserve.

This intervention can either link into a second tunnel under Mt Victoria and Karo Drive as above (Section 3.3.2) or can be linked into the existing transport network.

Wider shared paths between the western and southern entrances would be constructed as would an improved pedestrian and cycling linkage from Pukeahu Memorial Park. Shared paths are also provided around the eastern side of the Basin Reserve next to the local road, linking Adelaide Road to Kent Terrace.

4.0 Constraints

4.1 Underground Services

At this stage of the investigation, stormwater and sewer pipe distribution networks are a major constraint for the intervention along Karo Drive between the southern portal of the existing Terrace Tunnel and the Basin Reserve due to cut and cover activities.

The interventions assume that the stormwater and sewer networks can be relocated and continue to operate under gravity flow conditions by taking them parallel to the proposed intervention along Karo Drive and connecting them to the existing systems at the Basin Reserve and near the Terrace Tunnel.

Other services can be relocated as and when required and facilitated within the proposed ground levels of all other interventions apart from a light rail mass transit system (see Section 3.2 above).

4.2 Cultural Heritage

Items of natural or cultural heritage are known to exist within the space required by the interventions. The cost estimates have allowed for relocation of Cultural Heritage buildings.

4.3 Contaminated Land

Parcels of land that have had activities that are on the Hazardous Activities and Industries List (HAIL) are known to exist within the space required for the interventions. It is assumed that approvals from WCC and GWRC to disturb contaminated soils will be granted.

4.4 Property Purchases

Properties required to enable an intervention to be constructed are associated with the interventions listed in Section 3.1 above. It is assumed that these properties are willingly sold and do not require purchase via the Public Works Act. The estimates (Section 5 below) include net property costs (ie the cost of purchasing property less the revenue generated from selling property after completion of an intervention),which is based on a percentage of the construction estimate for similar projects elsewhere using the NZ Transport Agencies cost estimate database.

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5.0 Estimates

Rough order outturn costs (client managed costs, construction costs and professional fees) for the Interventions have been estimated and formatted to feasibility level (“FE” type estimate as per the NZ Transport Agency’s Cost Estimation Manual). Risk contingency and funding risk has been qualitatively assessed and applied to the base estimate.

Where provided, net property costs, investigation, pre-implementation, design and construction costs are separately identified. Construction supervision professional fees are included in construction costs.

The estimates are based on generalised costs for items eg cost per kilometre for a new shared path, cost per kilometre for a new road and using previous estimates from previous reports (where available) from similar projects elsewhere, as the basis for estimating to 2017 costs. The estimates are correlated to the assumptions and constraints above.

Total estimates for each intervention are provided in the table contained in Appendix A. Descriptions of interventions are provided in Appendix B.

5.1 Improve Walking Priority in CBD, Widen Selected Footpaths

The estimated costs are taken from previous Wellington City Council studies.

Expected Estimate $ 95th

Percentile Estimate $

Total Construction Cost 5 - 10M 6 - 13M

5.2 CBD Cycle Lanes, Connect CBD to North and South Cycleways

The estimated costs are taken from previous Wellington City Council studies.




5.3 Separate Walking and Cycling Tunnel Under Mt Victoria

The estimated costs are derived from other reports and generalised costs for tunnels on similar projects.




5.4 Duplicate Mt Victoria Tunnel

The estimated costs are derived from other reports and generalised costs for tunnels on similar projects. The estimated costs are inclusive of a new cycle facility.

Category Expected Estimate $ 95th


Total Outturn Cost 287M 361M

Total Construction Cost 248M 314M

Net Property Cost 12M 13M

Professional Fees and Client Managed Costs

27M 34M

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5.5 Mt Victoria Tunnel to Cobham Drive

The estimated costs are derived from other reports and generalised costs on similar projects. The estimated costs are inclusive of a new cycle facility.






Professional Fees 18M 23M

5.6 Priority PT Lanes - Wellington Station to Newtown

The estimated costs are derived from other reports.




5.7 Priority PT Lanes - Wellington Station to Basin

The estimated costs are derived from other reports. This estimate is based on no grade separation at the Basin Reserve.




5.8 Mass Transit (Bus) - Wellington Station to Newtown

The estimated costs are derived from Section 5.6 above and other reports. Mass transit bus vehicles utilise the priority PT lanes. This estimate is based on no grade separation at the Basin Reserve.




5.9 Priority PT Lanes – Wellington Station to Newtown, to Kilbirnie and

Airport via Existing Bus Tunnel





5.10 PT Uptake to the North




Total Construction Cost 5 – 10M 6 - 13M

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5.11 Mass Transit (Bus) – Basin Reserve to Airport

The estimated costs are derived from other reports and generalised costs from other interventions. Bus vehicles utilise grade separation at the Basin, a duplicated tunnel under Mt Victoria, a widened Ruahine Street and Wellington Road and uses the existing road corridors along Kilbirnie Crescent, Rongotai Road and Troy Street with a consequent loss/relocation of parking, and a loss of one lane of general traffic in each direction on SH1 between Calabar Road and Troy Street.







57M 71M

5.12 Mass Transit (Light Rail) – Wellington Station to Hospital, Basin

Reserve to Airport

The estimated costs are derived from other reports. Light rail vehicles utilise the bus mass transit lanes as above and includes grade separation at the Basin, a duplicated tunnel under Mt Victoria, a widened Ruahine Street and Wellington Road and uses the existing road corridors along Kilbirnie Crescent, Rongotai Road and Troy Street with a consequent loss/relocation of parking, and a loss of one lane of general traffic in each direction on SH1 between Calabar Road and Troy Street.



Total Outturn Cost 995M 1,245M

Total Construction Cost 881M 1,100M



38M 48M

5.13 Priority PT – Basin Reserve to Airport

The estimated costs are derived from other reports. This estimate is based on grade separation at the Basin reserve, an additional tunnel under Mt Victoria and widening of Ruahine Street and Wellington Road and uses the existing road lanes along Kilbirnie Crescent, Rongotai Road and SH1.




5.14 Clearways on Vivian Street

The estimated costs are derived from generalised costs from other interventions.




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5.15 Improvements to Basin at Grade





5.16 Grade Separation at Basin Reserve

The estimated costs are derived from other reports and generalised costs from similar projects.







5.17 Move SH1 Eastbound to Karo Drive

The estimated costs are derived from other reports and generalised costs from similar projects. Cost are inclusive of additional amenity facilities on Vivian Street.





Total Property Cost 88M 92M



5.18 Reduce Vehicles on Quays and Increase Active Mode Capacity

The estimated costs are derived from other reports and generalised costs from similar projects.




5.19 Additional Terrace Tunnel

The estimated costs are derived from other reports and generalised costs from similar projects. The estimates are inclusive of works from Aurora Street overbridge.







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5.20 4th Lane on SH1 – Ngauranga to Aotea Quay

The estimated costs are derived from generalised costs from similar projects.




5.21 Scenario Costs

The cost range associated with each scenario is:

Scenario A Scenario B Scenario C Scenario D

TOTAL (Expected outturn cost) $126 to $146M

$660 to $1111M

$1405 to $1831M

$1795 to $2221M

TOTAL (95th outturn cost) $158 to $183M

$825 to $1389M

$1760 to $2289M

$2245 to $2776M

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Appendix A – Scenarios and Interventions – Summary Table

Let’s Get Welly Moving – Draft Scenario Costing 26 October 2017

* = Includes $15M for additional amenity facilities on Vivian Street

Vehicle fleet and operational costs for Mass Transit are not included.

Maintenance costs associated with each intervention are not included

A Outturn Cost

for Scenario A

B Outturn Cost for

Scenario B

C Outturn Cost for

Scenario C

D Outturn Cost for

Scenario D

Improve walking priority in CBD along key routes (eg Golden Mile) and at selected intersections

Widen selected footpaths

$5-$10M CBD walking improvements (see A)

Improve walking priority around Basin and through Mt Vic


Improve walking priority along Willis, Victoria, Cuba, Vivian, around Basin, and through Mt Vic


Improve walking priority along Willis, Victoria, Cuba, Vivian, around Basin, and through Mt Vic

Improve walking connections between CBD and harbour

$10-$20M

CBD cycle lanes (Featherston, Willis, Taranaki, Vivian, Kent, Courtney, Dixon, and around Basin)

Connect CBD to north & south cycleways

$30-$40M CBD cycle lanes (see A)

Connect CBD to north, south & Cobham Drive (through Mt Vic) cycleways

$30-$40M CBD cycle lanes (see A)


$30-$40M Cycle lanes on main CBD routes (see A), , along and across Quays


$30-$40M

PT lanes and priority from station to

hospital (dedicated on Golden Mile).

$66M PT lanes and priority from station to

hospital and airport (dedicated on Golden

Mile and through Basin)

$565M (includes

grade separation at

Basin, extra Mt Vic

tunnel and widening

Ruahine Street)

PT lanes and priority from station to

hospital and airport (dedicated on

Golden Mile and through Basin).

$590M (includes

grade separation at

Basin, extra Mt Vic

tunnel and widening

Ruahine Street)

PT lanes and priority from station to hospital and

airport (dedicated on Golden Mile and through

Basin)

$590M (includes

grade separation at

Basin, extra Mt Vic

tunnel and widening

Ruahine Street)

PT uptake to the north. Priority at

intersections

$5-$10M PT uptake to the north. Priority at

intersections.

$5-$10M PT uptake to the north. Priority at

intersections and clearways along

Thorndon Quay

$10-$20M PT uptake to the north. Priority at intersections

and clearways along Thorndon Quay

$10-$20M

Continue with upgraded bus fleet (mass

transit options limited by Basin and Mt

Vic constraints)

Mass transit (bus) from station to hospital

and Kilbirnie/airport with supporting

infrastructure

$610M (includes PT

lanes, grade separation

at Basin, extra Mt Vic

tunnel and widening

Ruahine Street)

Mass transit (bus) from station to

hospital and Kilbirnie/airport with

supporting infrastructure

$635M (includes PT

lanes, grade

separation at Basin,

extra Mt Vic tunnel

and widening

Ruahine Street)

Mass transit (bus) from station to hospital and

Kilbirnie/airport with supporting infrastructure

$635M (includes PT

lanes, grade


extra Mt Vic tunnel

and widening

Ruahine Street)

Mass transit (light rail) from station to



$995M (includes PT

lanes, grade separation

at Basin, extra Mt Vic

tunnel and widening

Ruahine Street)

Mass transit (light rail) from station to



$995M (includes PT

lanes, grade


extra Mt Vic tunnel

and widening

Ruahine Street)

Mass transit (light rail) from station to hospital and

Kilbirnie/airport with supporting infrastructure

$995M (includes PT

lanes, grade


extra Mt Vic tunnel

and widening

Ruahine Street)

Retain eastbound SH1 on Vivian St, add

clearways

$10M Retain eastbound SH1 on Vivian St, add

clearways

$10M Move eastbound SH1 from Vivian St to

Karo Drive cut & cover (2-way)

$725M* Move eastbound SH1 from Vivian St to Karo Drive

cut & cover (2-way)

$725M*

Improved Basin at grade $10M Grade separate westbound at Basin $60M Grade separate 2-way at Basin $85M Grade separate 2-way at Basin $85M

Extra Mt Vic tunnel including active mode

access, widen Ruahine St

$468M Extra Mt Vic tunnel including active

mode access, widen Ruahine St

$468M Extra Mt Vic tunnel including active mode access,

widen Ruahine St

$468M

Reduce vehicles on Quays and increase active

mode capacity

$25-$30M

Extra Terrace Tunnel $260M

4th lane southbound on SH1 Ngauranga-Aotea $100M

TOTAL LRT (expected estimate) $126 to $146M $1045 to $1065M $1765 to $1790M $2155 to $2190M

TOTAL LRT (95th

percentile cost) $160 to $185M $1305 to $1330M $2205 to $2240M $2695 to $2740M

TOTAL Bus (expected cost) $126 to $146M $615 to $680M $1360 to $1430M $1750 to $1830M

TOTAL Bus (95th

percentile cost) $160 to $185M $770 to $850M $1700 to $1790M $2190 to $2290M

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Appendix B – Scenario and Intervention Descriptions

SCENARIO A Minimal infrastructure investment in conjunction with network priority and management changes. A focus on improvements to public transport and active mode performance in the city centre, without significant road infrastructure investment.

TRANSPORT FOCUS Improve walking, cycling, and public transport, as much as possible while making no major changes to SH1.

PLACE FOCUS Improve urban amenity in the CBD, especially along the Golden Mile.

Description of key interventions

Make smarter use of the current and future transport system, and optimise its operation

Encourage and incentivise reduced car movements in the CBD through the use of travel demand tools such as ride sharing schemes and parking controls.

Use traffic signalling and other intelligent transport systems to align waiting times at junctions and crossings with agreed priorities for different users of the transport system.

Increase safety and priority for people walking within the central city

Reduce traffic speeds to 30km/h in some parts of CBD; increased priority for pedestrians at key intersections; new and upgraded crossing facilities (along key pedestrian routes such as the Golden Mile, and pedestrian desire lines such as between the train station and the CBD).

Increased safety and priority for people cycling within the central city

Cyclists travel on slower speed routes and on new cycle facilities. The type of facility (in-lane or protected cycle lane) will depend on adjacent traffic speeds and safety of travel environment.

CBD cycle lanes and/or facilities (routes could include Featherston, Willis, Taranaki, Kent, Courtney, Dixon, and around Basin).

Facilities that focus on connecting CBD to north and south cycleways.

Increased priority for public transport on the core public transport spine

Dedicated bus lanes on Golden Mile (western side of Lambton Quay, southern side of Courtenay Place) and along Kent / Cambridge Terrace (centre running on either side of central reservation).

Peak time bus lanes on Adelaide Rd / Riddiford St through to Newtown. Buses to eastern suburbs use existing Hataitai bus tunnel and peak time bus lanes on the Hamilton Road / Kilbirnie Crescent approach to Wellington Road with some signal priority.

Peak time, continuous, (inbound only) bus lanes on Thorndon Quay, and short bus lane and signal priority (inbound only) at intersections on Hutt Road.

Increased level of service and capacity for public transport (committed - will be delivered in 2018 as part of the Do Minimum)

A new, simpler network design where more people will have access to high frequency routes, more regular off-peak services, and more weekend services. Bigger buses will carry more people. More buses will be low emission or electric. Less bus on bus congestion along Golden Mile. More reliable and punctual services.

Prioritise traffic movement over parking at peak times along SH1 Vivian St

Clearways prohibit on-street parking along Vivian St during specific time periods. Off-sets a reduction in space for general traffic elsewhere in the central city.

Optimise the current layout around Basin Reserve

Minor changes within current highway designation to optimise flows and improve lane utilisation. Enables some bus priority to be provided.

AECOM

Scenario Costing



2

SCENARIO B Moderate infrastructure investment in conjunction with network priority and management changes. Focus on maximising public transport performance and conditions for active modes, while improving SH1 resilience and through traffic connections.

TRANSPORT FOCUS Improve walking, cycling, and public transport, as much as possible while reducing Basin conflicts, and improving connections to the east.

PLACE FOCUS Improve walkability throughout central area and amenity along the Golden Mile.



As for Scenario A.

Greater use of smart technologies to realise the opportunities provided by rapid transit.

Increase safety, amenity and priority for people walking within the central city. Improved walking facility through Mount Victoria Tunnel.

Reduce traffic speeds to 30km/h throughout CBD; more shared space and pedestrian only space; increased priority for pedestrians at some intersections; new and upgraded crossing facilities (throughout the CBD, with emphasis on the Golden Mile and pedestrian desire lines).

New pedestrian facility through duplicated Mt Victoria tunnel designed to address current issues of space, air pollution, noise, and safety.

Increased safety and priority for people cycling within the central city. Improved cycle facility through Mount Victoria Tunnel.

Cyclists travel on slower speed routes and on new cycle facilities. Type of facility (in-lane or protected cycle lane) will depend on adjacent traffic speeds. Protected CBD cycle lanes (see scenario A). Cycle facilities connect CBD to north and south cycle ways.

New cycle facility connecting CBD to the east (Cobham Drive cycleway) through duplicated Mt Victoria tunnel (designed to address current issues of space, air pollution, noise, and safety).


Dedicated mass transit lanes on Golden Mile (western side of Lambton Quay, southern side of Courtenay Place) and Kent / Cambridge Terrace (centre running on either side of central reservation). Priority measures at signals.

Mass transit priority lanes around centre kerb of Basin Reserve and kerbside along Adelaide Road to Newtown. Mass transit lanes do not extend to intersection stop line at John Street / Adelaide Road due to heritage building constraints.

Mass transit vehicles share lanes with general traffic through duplicated Mt Victoria Tunnel and along Ruahine Street, with priority measures at intersections.

Higher priority for public transport on Thorndon Quay, and priority measures at intersections on Hutt Road.

Mass transit from Wellington Station to the hospital, Kilbirnie, and the airport

New high capacity (100+ person) mass transit vehicles introduced on core routes and corridors, providing a superior level of service. Some additional hubbing/feeder services required.

Prioritise traffic movement over parking at peak times along SH1 Vivian St

Clearways prohibit on-street parking along Vivian St during specific time periods. Off-sets a reduction in space for general traffic elsewhere in the central city.

Grade separate westbound SH1 traffic at Basin Reserve

Partial grade separation of westbound traffic from Mt Victoria Tunnel to Arras Tunnel. Reduced traffic lanes and continuous dedicated mass transit lane at ground level around the Basin Reserve.

Construct a second tunnel through Mt Victoria

A second Mt Victoria tunnel provides two lanes of eastbound traffic and a new high quality walking and cycling facility; the existing tunnel provides two lanes of westbound traffic with wider lanes/shoulders (due to removal of existing walk/cycle structure). Mass transit shares with general traffic.

Upgrade Ruahine Street/Wellington Road for all transport users

A wider Ruahine St and Wellington Rd to provide two traffic lanes in each direction. Mass transit vehicles share lanes with general traffic, but with priority at intersections. New shared off-road walk/cycle path on east side of Ruahine St. Reduces traffic demand around Evans Bay and through Newtown.

AECOM

Scenario Costing



3

SCENARIO C Moderate to high infrastructure investment in conjunction with network priority and management changes. Focus on improving public transport performance and conditions for active modes, while improving urban amenity, SH1 resilience and through traffic connections.

TRANSPORT FOCUS Improve walking, cycling, and public transport as much as possible while reducing Te Aro SH1 conflicts and severance, reducing Basin conflicts, and improving connections to the east.

PLACE FOCUS Improve walkability throughout central area. Improve amenity along the Golden Mile, Kent & Cambridge, Vivian. Reduce severance and unlock redevelopment opportunities in the centre of Te Aro.



As for Scenario B.

Increased safety, amenity and priority for people walking within the central city and north/south within Te Aro. Improved walking facility through Mount Victoria Tunnel.

Central area – as per scenario B – with walking priority to the south and east of the CBD through Te Aro.


Increased safety and priority for people cycling within the central city and north/south within Te Aro. Improved cycle facility through Mount Victoria Tunnel.


Opportunity for significantly enhanced north-south cycling priority through Te Aro.



Dedicated mass transit lanes on Golden Mile (western side of Lambton Quay, southern side of Courtenay Place) and Kent / Cambridge Terrace (centre running on either side of central reservation). Priority measures at signals.

Mass transit priority lanes around eastern side of Basin Reserve and, centre running along Adelaide Road to Newtown.


Higher priority for public transport on Thorndon Quay and Hutt Road. Mass transit from Wellington Station to the hospital, Kilbirnie, and the airport

High capacity (100+ and 150+ person) mass transit vehicles on core routes and corridors, providing a superior level of service. Some additional hubbing/feeder services required.

Move eastbound SH1 route to Karo Drive and put SH1 in cut and cover underground sections (two-way)

Relocate eastbound SH1 traffic parallel to the existing westbound route (Buckle Street, Arthur Street, Karo Drive).

Eastbound and westbound SH1 traffic lanes in cut and cover underground sections under Willis Street, Victoria Street and Cuba Street, and alongside the Pukeahu National War Memorial Park and Tory Street.

Priority for north-south movements across Vivian St, traffic calming, re-instating two-way vehicular movements and improving pedestrian and cycle facilities.

Opportunities to reinstate building frontages, local street connections and improve pedestrian facilities.

Physically separate all traffic at Basin Reserve (two way)

Full grade separation of east bound and west bound SH1 traffic from Mt Victoria Tunnel to Taranaki Street.

Reduced traffic lanes, continuous dedicated mass transit lanes, and improved walk/cycle facilities at ground level around the Basin Reserve.


A second Mt Victoria tunnel provides two lanes of eastbound traffic and a new high quality walking and cycling facility; the existing tunnel provides two lanes of westbound traffic with wider lanes/shoulders (due to removal of existing walk/cycle structure). Mass transit shares with general traffic.



AECOM

Scenario Costing



4

SCENARIO D Maximum infrastructure investment in conjunction with network priority and management changes. Focus on improving public transport performance and conditions for active modes, while delivering major improvements to urban amenity, SH1 resilience and through traffic connections.

TRANSPORT FOCUS Improve walking, cycling, and public transport, as much as possible while reducing Te Aro SH1 conflicts and severance, reducing Basin conflicts, improving east connections, reducing waterfront traffic, and reducing SH1 bottlenecks to the north.

PLACE FOCUS Improve walkability throughout central area and amenity along the Golden Mile, Kent, Cambridge and Vivian. Reduce severance and unlock redevelopment opportunities in the centre of Te Aro. Reduce severance between CBD and the harbour.



As for Scenario B.

Increased safety, amenity and priority for people walking within the central city and north/south within Te Aro. Improved connections to the harbour and waterfront. Improved walking facility through Mount Victoria Tunnel.

Central area – as per Scenario B – with walking priority to the south and east of the CBD through Te Aro.


Improved priority and space for pedestrians on the waterfront quays.

Increased safety and priority for people cycling within the central city and north/south within Te Aro. Improved cycle facility through Mount Victoria Tunnel.


Opportunity for significantly enhanced north-south cycling priority through Te Aro.


New cycle facility along the quays.


Dedicated mass transit lanes on the Golden Mile (western side of Lambton Quay, southern side of Courtenay Place) and Kent / Cambridge Terrace (centre running on either side of central reservation). Priority measures at signals.

Mass transit priority lanes around eastern side of Basin Reserve and, centre running along Adelaide Road to Newtown.


Highest priority for public transport on Thorndon Quay and Hutt Road. Mass transit from Wellington Station to the hospital, Kilbirnie, and the airport

High capacity (100+ and 150+ person) mass transit vehicles on core routes and corridors, providing a superior level of service. Some additional hubbing/feeder services required.

Move eastbound SH1 route to Karo Drive and put SH1 in a cut and cover underground sections (two-way)

Relocate eastbound SH1 traffic parallel to the existing westbound route (Buckle Street, Arthur Street, Karo Drive). Eastbound and westbound SH1 traffic lanes in cut & cover underground sections as per Scenario C.

Priority for north-south movements across Vivian St, traffic calming, reinstating two-way vehicular movements and improving pedestrian and cycle facilities.

Opportunities to reinstate building frontages, local street connections and improve pedestrian facilities.

Physically separate all traffic at Basin Reserve (two- way)

Full grade separation of east bound and west bound SH1 traffic between Mt Victoria Tunnel and Taranaki St.

Reduced traffic lanes, continuous dedicated mass transit lanes, and improved walk/cycle facilities - at ground level around the Basin Reserve.


A second Mt Victoria tunnel provides two lanes of eastbound traffic and a new high quality walking and cycling facility. The existing tunnel provides two lanes of westbound traffic with wider lanes/shoulders (due to removal of existing walk/cycle structure). Mass transit shares with general traffic.

AECOM

Scenario Costing



5



Reduce traffic lanes on the quays and provide increased priority and new space for walking and cycling

Reduce traffic speeds, remove one lane of traffic in each direction and re-allocating this space to active modes and streetscape improvements. Dedicated cycle lanes in each direction along quays. Signalised pedestrian crossings on all legs of all junctions along quays, Cable Street and Wakefield Street (pedestrian overbridge at the junction of Harris Street and Jervois Quay removed). Remove or restrict general traffic on Bunny Street in front of the train station.

Construct a second Terrace Tunnel

Additional tunnel providing two southbound traffic lanes (future proof for three lanes). Existing tunnel providing two northbound through lanes and wide shoulder. Off-ramp provided to Vivian Street. Additional capacity on SH1 allows a transfer of general traffic from the local road network, including the quays and Hutt Road/Thorndon Quay.

Provide an additional southbound lane on SH1 from Ngauranga to Aotea Quay

Additional (forth) southbound lane between Ngauranga interchange and Aotea off-ramp. Lane drop at Aotea Quay providing direct access to Interislander Ferry Terminal. Additional capacity on SH1 allows a transfer of general traffic from the local road network, including Hutt Road/Thorndon Quay.

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