Scenario Costing Wellington City Council
13-Nov-2017
Let's Get Welly Moving
Scenario Costing
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing Let's Get Welly Moving
Let's Get Welly Moving 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
AECOM in Australia and New Zealand is certified to ISO9001, ISO14001 AS/NZS4801 and OHSAS18001.
© AECOM New Zealand Limited (AECOM). All rights reserved.
AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing Let's Get Welly Moving
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
Authorised Rev Revision Date Details 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
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing Let's Get Welly Moving
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 4th 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
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 1 Let's Get Welly Moving
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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 2 Let's Get Welly Moving
Figure 1 – Scenario A
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 3 Let's Get Welly Moving
Figure 2 – Scenario B
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 4 Let's Get Welly Moving
Figure 3 – Scenario C
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 5 Let's Get Welly Moving
Figure 4 – Scenario D
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 6 Let's Get Welly Moving
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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 7 Let's Get Welly Moving
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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 8 Let's Get Welly Moving
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
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 9 Let's Get Welly Moving
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,
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 10 Let's Get Welly Moving
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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 11 Let's Get Welly Moving
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. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 30 - 40M 38 - 50M
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. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 60 - 70M 75 - 88M
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 Percentile Estimate $ Total Outturn Cost 287M 361M Total Construction Cost 248M 314M Net Property Cost 12M 13M Professional Fees and Client 27M 34M Managed Costs
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 12 Let's Get Welly Moving
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. Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 182M 228M Total Construction Cost 100M 125M Net Property Cost 64M 80M Professional Fees 18M 23M
5.6 Priority PT Lanes - Wellington Station to Newtown The estimated costs are derived from other reports. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 66M 73M
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. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 40M 50M
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. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 122M 153M
5.9 Priority PT Lanes – Wellington Station to Newtown, to Kilbirnie and Airport via Existing Bus Tunnel The estimated costs are derived from other reports. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 86M 98M
5.10 PT Uptake to the North The estimated costs are derived from other reports. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 5 – 10M 6 - 13M
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 13 Let's Get Welly Moving
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. Category Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 577M 721M Total Construction Cost 431M 540M Net Property Cost 89M 111M Professional Fees and Client 57M 71M Managed Costs
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. Category Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 995M 1,245M Total Construction Cost 881M 1,100M Net Property Cost 76M 95M Professional Fees and Client 38M 48M Managed Costs
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. Category Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 425M 530M
5.14 Clearways on Vivian Street The estimated costs are derived from generalised costs from other interventions. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 10M 13M
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 14 Let's Get Welly Moving
5.15 Improvements to Basin at Grade The estimated costs are derived from other reports. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 10M 13M
5.16 Grade Separation at Basin Reserve The estimated costs are derived from other reports and generalised costs from similar projects. Category Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 85M 103M Total Construction Cost 59M 74M Net Property Cost 13M 16M Professional Fees 12M 15M
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. Category Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 725M 906M Total Construction Cost 615M 770M Total Property Cost 88M 92M Net Property Cost 50M 54M Professional Fees 53M 67M
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. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 25 - 30M 32 - 38M
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. Expected Estimate $ 95th Percentile Estimate $ Total Outturn Cost 260M 325M Total Construction Cost 226M 283M Net Property Cost 3M 4M Professional Fees 31M 39M
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 15 Let's Get Welly Moving
5.20 4th Lane on SH1 – Ngauranga to Aotea Quay The estimated costs are derived from generalised costs from similar projects. Expected Estimate $ 95th Percentile Estimate $ Total Construction Cost 100M 125M
5.21 Scenario Costs The cost range associated with each scenario is: Scenario A Scenario B Scenario C Scenario D $126 to $660 to $1405 to $1795 to TOTAL (Expected outturn cost) $146M $1111M $1831M $2221M $158 to $825 to $1760 to $2245 to TOTAL (95th outturn cost) $183M $1389M $2289M $2776M
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 16 Let's Get Welly Moving
Appendix A – Scenarios and Interventions – Summary Table
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A Let’s Get Welly Moving – Draft Scenario Costing 26 October 2017
A Outturn Cost B Outturn Cost for C Outturn Cost for D Outturn Cost for for Scenario A Scenario B Scenario C Scenario D
Improve walking priority in CBD along $5-$10M CBD walking improvements (see A) $5-$10M CBD walking improvements (see A) $5-$10M CBD walking improvements (see A) $10-$20M key routes (eg Golden Mile) and at Improve walking priority around Basin Improve walking priority along Willis, Improve walking priority along Willis, Victoria, selected intersections and through Mt Vic Victoria, Cuba, Vivian, around Basin, Cuba, Vivian, around Basin, and through Mt Vic Widen selected footpaths and through Mt Vic Improve walking connections between CBD and harbour CBD cycle lanes (Featherston, Willis, $30-$40M CBD cycle lanes (see A) $30-$40M CBD cycle lanes (see A) $30-$40M Cycle lanes on main CBD routes (see A), , $30-$40M Taranaki, Vivian, Kent, Courtney, Connect CBD to north, south & Connect CBD to north, south & along and across Quays Dixon, and around Basin) Cobham Drive (through Mt Vic) Cobham Drive (through Mt Vic) Connect CBD to north, south & Cobham Drive Connect CBD to north & south cycleways cycleways (through Mt Vic) cycleways cycleways PT lanes and priority from station to $66M PT lanes and priority from station to $565M (includes PT lanes and priority from station to $590M (includes PT lanes and priority from station to hospital and $590M (includes hospital (dedicated on Golden Mile). hospital and airport (dedicated on Golden grade separation at hospital and airport (dedicated on grade separation at airport (dedicated on Golden Mile and through grade separation at Mile and through Basin) Basin, extra Mt Vic Golden Mile and through Basin). Basin, extra Mt Vic Basin) Basin, extra Mt Vic tunnel and widening tunnel and widening tunnel and widening Ruahine Street) Ruahine Street) Ruahine Street) PT uptake to the north. Priority at $5-$10M PT uptake to the north. Priority at $5-$10M PT uptake to the north. Priority at $10-$20M PT uptake to the north. Priority at intersections $10-$20M intersections intersections. intersections and clearways along and clearways along Thorndon Quay Thorndon Quay
Continue with upgraded bus fleet (mass Mass transit (bus) from station to hospital $610M (includes PT Mass transit (bus) from station to $635M (includes PT Mass transit (bus) from station to hospital and $635M (includes PT transit options limited by Basin and Mt and Kilbirnie/airport with supporting lanes, grade separation hospital and Kilbirnie/airport with lanes, grade Kilbirnie/airport with supporting infrastructure lanes, grade Vic constraints) infrastructure at Basin, extra Mt Vic supporting infrastructure separation at Basin, separation at Basin, tunnel and widening extra Mt Vic tunnel extra Mt Vic tunnel Ruahine Street) and widening and widening Ruahine Street) Ruahine Street)
Mass transit (light rail) from station to $995M (includes PT Mass transit (light rail) from station to $995M (includes PT Mass transit (light rail) from station to hospital and $995M (includes PT hospital and Kilbirnie/airport with lanes, grade separation hospital and Kilbirnie/airport with lanes, grade Kilbirnie/airport with supporting infrastructure lanes, grade supporting infrastructure at Basin, extra Mt Vic supporting infrastructure separation at Basin, separation at Basin, tunnel and widening extra Mt Vic tunnel extra Mt Vic tunnel Ruahine Street) and widening and widening Ruahine Street) Ruahine Street)
Retain eastbound SH1 on Vivian St, add $10M Retain eastbound SH1 on Vivian St, add $10M Move eastbound SH1 from Vivian St to $725M* Move eastbound SH1 from Vivian St to Karo Drive $725M* clearways clearways Karo Drive cut & cover (2-way) cut & cover (2-way)
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 $468M Extra Mt Vic tunnel including active $468M Extra Mt Vic tunnel including active mode access, $468M access, widen Ruahine St mode access, widen Ruahine St widen Ruahine St
Reduce vehicles on Quays and increase active $25-$30M mode capacity
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 * = 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 AECOM Scenario Costing 1 Let's Get Welly Moving
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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 2 Let's Get Welly Moving
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. Description of key interventions Make smarter use of the current and future transport system, and optimise its operation 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). Increased priority for public transport on the core public transport spine 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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 3 Let's Get Welly Moving
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. Description of key interventions Make smarter use of the current and future transport system, and optimise its operation 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. 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 and north/south within Te Aro. 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. Opportunity for significantly enhanced north-south cycling priority through Te Aro. 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). Increased priority for public transport on the core public transport spine 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. 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 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. 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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 4 Let's Get Welly Moving
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. Description of key interventions Make smarter use of the current and future transport system, and optimise its operation 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. New pedestrian facility through duplicated Mt Victoria tunnel designed to address current issues of space, air pollution, noise, and safety. 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. 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. Opportunity for significantly enhanced north-south cycling priority through Te Aro. 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). New cycle facility along the quays. Increased priority for public transport on the core public transport spine 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. Mass transit vehicles share lanes with general traffic through duplicated Mt Victoria Tunnel and along Ruahine Street, with priority measures at intersections. 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. 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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A AECOM Scenario Costing 5 Let's Get Welly Moving
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. 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.
P:\605X\60508819\6. Draft Docs\6.1 Reports\Final\Inner City Routes Report Final.docx 13-Nov-2017 Prepared for – Wellington City Council – ABN: N/A