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Cook Strait Connectivity Programme Business Case for the Wellington Ferry Terminals

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JULY 2019 JULY COOK STRAIT CONNECTIVITY PROGRAMME BUSINESS CASE FOR THE WELLINGTON FERRY TERMINALS THE COOK STRAIT FERRIES: Growing demand for the Cook Strait ferries means that change is necessary. NZ’S WATER BRIDGE We need to align out investment in ferry terminal infrastructure for maximum RESILIENT LIFELINE INFRASTRUCTURE effect, but first, where should they go? SUPPORTING THE ECONOMY www.beca.com A QUALITY EXPERIENCE Connecting the Country Why are we looking at this? Foreword We’re examining a once-in-a-lifetime opportunity to reconfigure the Wellington ferry terminals. This nationally important infrastructure needs investment now. It’s complex. Included are changes to marine infrastructure, road and rail, public transport and active mode provision, terminal buildings, civic redevelopment and strengthening for resilience. It requires key stakeholders to come together. CentrePort, the New Zealand Transport Agency, Greater Wellington Regional Council, Wellington City Council, Interislander and Bluebridge are working collaboratively on a solution. Wider support is also needed. Together, the stakeholders identify opportunities to improve resilience for ferry operations, the city and region, to enhance the experience of ferry passengers and the general public, and to support the local, regional and national economy. Kaiwharawhara has been identified as the preferred location for a multi-user ferry terminal. Determining the governance and ownership structure for this programme is one of the crucial next steps. There is a need for certainty on the future of the ferry terminals in order to coordinate stakeholders’ decision-making and the many hundreds of millions of investment needed. The opportunity presented on a local, regional and national level is very significant. All stakeholders are committed to continuing to work together to achieve the best result for New Zealand. So where in the lower North Island should the Cook Strait ferry terminal(s) be located? Cook Strait Connectivity | Programme Business Case | June 2019 | Page 1 Who’s involved? Project Partners Has statutory responsibilities in relation to overall land use and movement planning, spatial planning, local infrastructure provision and consenting. Has regional statutory responsibilities relating to transport planning, public transport, harbour master services, civil defence, and environmental management. Owns and operates Wellington’s port, including the land and the marine assets from which the two existing ferry companies operate from. Operates the Bluebridge ferry service which caters for road freight, private vehicles and foot passengers transiting the Cook Strait. Operates the Interislander ferry service which caters for road and rail freight, private vehicles and foot passengers transiting the Cook Strait. The road controlling authority for the State Highway network and for linkages to communities, businesses and nationally significant facilities (ports, airports, hospitals). Cook Strait Connectivity | Programme Business Case | June 2019 | Page 2 WADESTOWN A Snapshot Why are the ferries important? KAIWHARAWHARA SITE: EMPLOYMENT: Interislander Current ships: 183m 3600 jobs Future ships: 209m are supported by the Cook Strait ferry services in Wellington ECONOMY: WESTPAC STADIUM $330m per year is injected into the city’s economy from the ferry services FREIGHT: $15b - $20b BEEHIVE of commercial freight is operated on the Cook Strait ferries each year, comprising 4-5 million tonnes CONNECTIVITY: 1.2m passengers WELLINGTON BOTANICAL GARDEN travel on the Cook Strait ferries each year, of which KINGS WHARF SITE: 35% are overseas tourists RESILIENCE: Bluebridge Current ships: 186m ROSENEATH ROSENEATH 4-5 days to access Wellington by sea after an Earthquake, versus 15 days by road TE PAPA ORIENTAL BAY The ferries are New Zealand’s State Highway 1 water-bridge and main trunk railway line connecting the north and south islands. MOUNT VICTORIA LOOKOUT The ferries are a vital component of the New Zealand supply chain. Cook Strait Connectivity | Programme Business Case | June 2019 | Page 3 NATIONAL WAR MEMORIAL Can we accommodate the forecast growth? Growth Context FORECAST GROWTH IN DEMAND FOR COOK STRAIT FERRIES 2.8 2.6 2.4 2.2 2 1.8 RELATIVE TO 2013 RELATIVE 1.6 1.4 1.2 1 2010 2020 2030 2040 2050 2060 Local Heavy Commercial Vehicles (GWRC) National Freight (MoT) Tourists (MBIE) Extrapolated Trend (Stantec) based on data from 2013 - 2018 THE EXISTING TRANSPORT NETWORK IS ALREADY UNDER PRESSURE. • The network as it is now cannot accommodate planned and forecast growth in ferry services and city population • There is an aspiration to increase connectivity via public transport and active modes • Interislander plan to introduce 50% larger ferries ferries by the mid 2020s Cook Strait Connectivity | Programme Business Case | June 2019 | Page 4 Problems What are the problems? RESILIENCE Lack of resilience in infrastructure, land and operations puts Wellington communities and NZ’s economy at risk EXPERIENCE Poor integration of ferry terminals with the city disrupts journey connectivity causing poor user experience that impact liveability ECONOMY Ferry terminal infrastructure and the surrounding transport network cannot meet current and future demand harming national and regional economic opportunities Cook Strait Connectivity | Programme Business Case | June 2019 | Page 5 THORNDON OVERBRIDGE HAS Disaster Risk Levels for the WADESTOWN KNOWN VULNERABILITIES Wellington Region: Resilience Context HIGH RISK OF Earthquake: Very SLOPE FAIL HIGH TSUNAMI RISK High How important are the ferries for WELLINGTON FAULT Tsunami: High Severe Storm/Flood: High Human Pandemic: High regional and national resilience? Landside: High THE FERRY TERMINALS ARE LIFELINE INFRASTRUCTURE KAIWHARAWHARA : RESPONSE TO A MAJOR EVENT: • Located on Wellington Fault Estimated access time after an earthquake event: WESTPAC • SH1 Thorndon Overbridge is STADIUM particularly vulnerable HIGH TSUNAMI RISK • Liquefaction risk KINGS WHARF: 4-5 days by sea vs. 15 days by road • Sustains damage even in minor-to- moderate earthquake events due to 90% of food, fuel and materials deliveries to the region will have to the basin effect & reclaimed land come via the sea. • More vulnerable to tsunami • Damaged buildings in surrounding BEEHIVE area could create cordons CentrePort will be the main point of entry for HIGH supplies to Wellington, Western Wellington and the Hutt Valley. LIQUEFACTION RISK Emergency response plans assume CentrePort will be usable MODERATE WELLINGTON SUPPLIES IN within 5 days after an earthquake for roll-on/roll-off ferries. BOTANICAL LIQUEFACTION GARDEN RISK In an event Wellington is at risk of being isolated by road for a long period, making the port critical for transport of emergency supplies ROSENEATH 2nd largest regional economy TE PAPA Contributing $35b GDP, the resumption of economic activity in the region is hugely important to the NZ economy ORIENTAL BAY INVESTMENT IN THE FERRY TERMINAL AND SURROUNDING INFRASTRUCTURE COULD IMPROVE THE RESILIENCE OF THE CITY AND THE NATIONAL ECONOMY MOUNT VICTORIA LOOKOUT Refer Working Papers for more commentary and engineering Cook Strait Connectivity | Programme Business Case | June 2019 | Page 6 NATIONAL WAR MEMORIAL assessment of both sites. What do the ferries mean to people? Experience Context New Zealand Inc. Located at the heart An iconic kiwi of our capital city holiday and a key part of most tourist agendas Affects how 420,000 tourists experience A domestic travel Wellington each year essential for moving between islands, and an alternative to flying A vital connection between the north and south islands A recognisable part CONNECTING STATE of Wellington’s character HIGHWAY 1, THE FERRIES PROVIDE A CRUCIAL LINK IN THE NEW ZEALAND SUPPLY CHAIN AND SERVE AN IMPORTANT SOCIAL A major influence on city FUNCTION. vibrancy and aesthetics Cook Strait Connectivity | Programme Business Case | June 2019 | Page 7 Who are ferry customers? Economy Context ROAD FREIGHT: PRIVATE VEHICLES 310,000 Average number of vehicles journeys per 4-5 million tonnes year on the Cook Strait Ferries of freight transported across the Cook Strait annually Average growth of road freight: Average growth of private vehicles users: 7% per annum 4% per annum I’m looking for travel time reliability and I’m more interested in the experience in travel efficiency, and the efficiency of queuing and times, transport options and reliability of onboarding/offboarding. getting to the terminal. RAIL FREIGHT: PASSENGERS 300,000 tonnes of cargo transported 1.2 million average number of passengers through CentrePort in 2015 per year on the Cook Strait ferries Average growth of rail freight: Average growth of foot passengers: 3-4% per annum 6-8% per annum I’m interested in minimising conflict with road users, having efficient onboarding and I want the unique experience of crossing the offboarding procedures and providing a Cook Strait on ferry, with easy and efficient reliable and timely end-to-end journey. transitions at either end. Cook Strait Connectivity | Programme Business Case | June 2019 | Page 8 $330m Economy Context Who are ferry customers? ESTIMATED GDP IMPACT PER YEAR OF FERRY SPENDING IN WELLINGTON 3600 jobs IN WELLINGTON ARE SUPPORTED BY THE COOK STRAIT FERRY SERVICES PICK UP AND DROP OFF EMPLOYEES 350,000 pick up and drop off vehicle 820 directly employed in the ferry operations movements per year I need to get to work on time so ease of I want an easy and efficient way to pick up
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