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Ngauranga to Airport Corridor Plan Adopted October 2008

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Greater Wellington Published November 2008 142 Wakefield Street GW/TSD-G-08/228 PO Box 11646 Manners Street [email protected] Wellington 6142 www.gw.govt.nz T 04 384 5708 F 04 385 6960

The to Wellington Airport Corridor

This multi-modal corridor starts at the Immediate priorities Ngauranga Merge and continues through the The immediate priorities for this corridor are: Wellington City CBD to Newtown (including the regional hospital), the Eastern Suburbs and • Continuing a programme of travel demand Wellington International Airport. It includes management measures to reduce the number State Highway One, major arterial routes, the of car trips (particularly sole occupant to railway line where the Main Trunk work) and encourage alternatives such as and the Wairarapa lines merge and through to public transport, walking, cycling and Wellington City rail terminals, and key routes for telecommuting, flexible working hours and passenger transport, walking and cycling. working from home. • Establishing bus priority measures as a first Introduction step towards the development of a high quality, high frequency public transport This plan defines a number of packages for spine that will cater for travel growth, reduce improvements to the transport network within vehicle congestion, improve liveability, guide the Ngauranga to Wellington Airport Corridor. and support urban intensification and In particular, it provides for a major planned shift provide resilience against fuel supply and to passenger transport, walking and cycling in price shocks. order to improve the sustainability of this part of the region’s transport system. This shift is • Improving traffic management at the Basin consistent with the targets in the recently Reserve to enable more reliable bus journey released Transport Strategy 2008, times, improved reliability of the ring route the Government Policy Statement1 and the and improved pedestrian and cyclist Regional Land Transport Strategy (RLTS) 2007. facilities. • Improving the relatively poor cycling routes This corridor plan aims to strengthen the four and facilities, with an emphasis on safety key transport elements in the city which are: improvements, to encourage the increasing 1. a high quality and frequency passenger use of this small but growing transport transport ‘spine’ mode. 2. highly accessible and attractive ‘activity’ or • Improving the already highly-developed shopping streets walking routes to cater for the substantial numbers of people who walk and encourage 3. a reliable and accessible ‘ring’ or bypass growth in these numbers - also essential for route for vehicles urban vitality. 4. interconnected and convenient local street, • Protecting the strategic road network to walking, cycling and passenger transport ensure the ability to provide for future networks. development of a high quality ‘predictable’ vehicle ‘ring route’ for inter-regional The plan identifies measures that should be accessibility, economic linkages, time critical completed over the next ten years, as well as travel and to support the public transport longer term measures that should be developed network. over the next ten years and then programmed to be implemented as conditions and funding allows.

1 Government Policy Statement on Land Transport Funding 2009/10 – 2018/19 (Aug 2008)

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 1 The Ngauranga to Wellington Airport Corridor Strategic Context

The long term vision for this corridor described in the RLTS 2007-2016 is: Along the Ngauranga to Wellington Airport Corridor, access to key destinations such as CentrePort, Wellington City CBD, Newtown Hospital and the International Airport will be efficient, reliable, quick and easy. Priority will be given to passenger transport through this corridor, particularly during the peak period. Passenger transport will provide a very high quality, reliable and safe service along the Wellington City growth spine and other key commuter routes. The road network will provide well for those trips which can not be made by alternative modes and will allow freight to move freely through the corridor. Traffic congestion through the corridor will be managed at levels that balance the need for access against the ability to fully provide for peak demands due to community impacts and cost constraints. Maximum use of the existing network will be achieved by removal of key bottlenecks on the road and rail networks.

The RLTS also contains the following region Existing pressures and reasons for wide strategic outcomes: change • Increased peak period passenger transport Sustainability mode share. • Increased mode share for pedestrians and National and regional policy clearly signals the cyclists. need to shift towards more sustainable forms of transport in order to deliver a transport system • Reduced greenhouse gas emissions. that is integrated, responsive, safe, affordable • Reduced severe road congestion. and sustainable. • Improved regional road safety. • Improved land use and transport integration. Oil supply and price volatility • Improved regional freight efficiency. Oil prices have risen dramatically over the past three years and are likely to continue to grow. ’s Transport and Urban Prices are currently very volatile , having Development Strategies seek to achieve the fluctuated between US$51 and US$137 per barrel following outcomes: during the last two years.2 This volatility is • Concentrated future population and expected to continue but with an upward trend. employment growth along the Growth Spine, In an era of rapidly rising fuel prices, vehicle use supported by: may decline or at least the rate of growth may –– A dedicated, high quality and high slow. Conversely, if there is a large uptake of frequency public transport corridor alternative fuels or electric vehicles then the historic trends in increasing personal vehicle –– A high quality state highway route with usage may continue. dependable travel times –– Bus priority along connecting arterial routes • Convenient and safe walking and cycling routes. • Limited commuter parking in the Central 2 Source: Ministry of Economic Development, Weekly Average Area. Price of Dubai Crude and the US$/NZ$ Exchange Rate (accessed • Improved access to the waterfront. 29/10/2008)

2 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 The Ngauranga to Wellington Airport Corridor Increasing travel demand Social and lifestyle changes

There are many significant factors that influence Over the next 30 years it is possible that there travel in the region. There is some uncertainty as will be significant social and technological to the outlook for some of these factors. changes which could affect the demand for Therefore this Plan has been developed to transport. Future changes could, for example, commit to short term measures that address include a substantial increase in telecommuting, pressing needs and to signal the likely changes working from home and flexible working hours. needed to address longer term requirements. Where such effects change travel demand The short term measures will in some cases (e.g. significantly, a review of the measures in the Plan public transport corridor) provide a platform for may be required. initiatives that may be needed in the future. The timing of longer term measures will be reviewed Urban form as significant trends become evident. Current travel demand derives from the existing An example of increasing demand is travel urban form of the region which primarily generated by the airport. They expect use to influences population and employment densities. double by 2030. There is real potential to move If future settlement patterns change densities some of this travel from cars to improved materially, a review of the Plan may be required. passenger transport services. For example, a significant increase in densities within the Wellington City Central Area (along Population growth the public transport spine) or the development of major venues and attractions in the Eastern Population for the whole is Suburbs could bring forward the need for one of expected to grow by 12% (53,200) by 2026 in line the higher capacity public transport options such with the 2007 Statistic Department estimates as bus rapid transport or light rail. (medium projection), 66% of this growth is expected to be in Wellington City. Thereafter Population in Wellington City is forecast to grow populations are predicted to stabilise and by 20% (35,000) by 2026. The city has developed possibly decline primarily due to aging. A a growth strategy, in line with its Urban significant change in population and living Development Strategy and the Wellington locations would affect travel demand and trigger Regional Strategy, aimed at ensuring most of that a review of the plan. This would normally be growth is concentrated along a growth spine identified following each Census. from Johnsonville, through the CBD and Newton to Kilbirnie as shown in the following diagram. Economic growth This corridor plan assumes that the city manages There is a strong correlation between economic growth, mainly through controls in its district growth and the growth in demand for transport. plan, in accordance with its growth strategy. The transport modelling underpinning the Plan Passenger transport services will be improved assumes 1.8% annual growth in regional Gross along the growth spine to support the denser Domestic Product, in line with the expectation of urban development that is envisaged. the Wellington Regional Strategy. A significant change in the region’s economy may require the plan to be adjusted.

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 3 The Ngauranga to Wellington Airport Corridor

Operating costs of private motor decades. This is strongly related to people’s need vehicles to travel for work, social and recreational purposes. In many cases the private car is the Any factor which changes the relationship most efficient way of travelling, hence its between the cost of operating private motor popularity3. While there is an assumption that vehicles and the cost of alternative transport car ownership and use will continue to rise in (passenger transport, walking, cycling, and line with economic growth, the rate of car telecommuting) will affect travel patterns. Factors ownership growth is forecast to taper off as we which could significantly affect this relationship near a saturation level and may also fall if oil include international oil prices, carbon charges, prices become too high. Reaching this theoretical vehicle technology changes (such as a shift to saturation level is forecast to be beyond 2050, so electric cars) or subsidy policies regarding public current projections show there is a need to ensure transport. A significant change in such factors the community’s needs for private vehicle may require the plan to be adjusted. transport are reasonably provided for. Car ownership and use

Research shows that the region’s level of car 3 76% of all weekday trips throughout the region are ownership has been increasing steadily for undertaken in private vehicles.

4 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 The Ngauranga to Wellington Airport Corridor

Adaptability tertiary institutions to implement sustainable transport initiatives. Greater Wellington is also The scope of the longer term measures set out in working with a number of schools and plans to the Plan is based on a number of assumptions extend participation over the coming years. which are likely to affect the growth of travel demand. These assumptions are set out above. In September 2007, the Wellington City Council Any material changes in these assumptions may approved a new parking policy which trigger a review of the timing and or need for the established the role of parking within the city measures in the Plan. The Plan will be reviewed transport network and its contribution to the every five years to ensure that it is taking account strategic goals. The policy establishes a number of significant changes, or earlier if new of work programmes including review of central information arises that affects our understanding city parking, review of the coupon parking of the network. scheme and investigation of park and ride facilities. Work on these programmes will What we plan to do commence in mid 2008. Travel demand management Walking and cycling The region wide Travel Demand Management The plan aims to improve the level of service (TDM) Strategy will be implemented by all for walking and cycling. It largely relies on agencies. Key initiatives include: Wellington City Council developing and • Ensuring the best use is made of existing implementing appropriate improvement infrastructure. programmes. This includes an investigation • Raising awareness of individual travel of cycling and walking improvements between choices. Ngauranga and Wellington City, providing • Encouraging integrated land use and high quality facilities to connect local networks transport planning. and consistent with the vision of the ‘Great Harbour Way’. • Encouraging school and work places to have travel plans. Passenger transport • Advocating to Central Government for the ability to implement congestion pricing. Greater Wellington is the primary agency responsible for the provision of passenger The TDM Strategy aims to limit car traffic growth transport services throughout the region. particularly at peak times, increase journey to Greater Wellington has a number of work mode share for passenger transport, improvements currently underway that will walking and cycling; and improve integration improve the passenger transport system over the between all modes of transport. It is expected next few years. The key improvements are: that such changes will lead to reduced • 61 new trolley buses to replace the aged fleet greenhouse gas emissions, reduced fuel and increase passenger capacity (2007 to consumption, reduced road congestion, 2009). increased residents’ satisfaction and the region’s • Progressive implementation of real time economic development being supported. information from 2009. Greater Wellington will continue to promote its • Progressive implementation of travel planning programme to schools and comprehensive integrated ticketing from workplaces. Greater Wellington is currently 2011. working with a number of central government • Providing additional capacity through the agencies, regional District Health Boards and throat (rail bottleneck).

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 5 The Ngauranga to Wellington Airport Corridor

• Ongoing bus fleet renewal will provide more Wellington City Council will implement roading super low floor vehicles to improve improvements including the installation of new accessibility and new buses will have cleaner, intersections over the next few years to improve more efficient engines that will produce access to the Inter Island Ferry Terminal and lower emissions. CentrePort. These improvements will also service ongoing development at Harbour Quays Wellington City Council, in collaboration with and on KiwiRail land in the Pipitea precinct. Greater Wellington and the New Zealand Transport Agency, has a 10 plus year plan to Wellington City Council is responsible for the progressively implement bus priority measures renewal, maintenance and operations on all key routes to ensure passenger transport programmes for roads, footpaths, traffic signals services can operate as reliably and efficiently as and street lighting. The Council will also possible. continue to identify and implement road safety improvements and urban redevelopment projects A key initiative of this Plan is the development of to revitalise city streets and to enhance safety for the passenger transport network to support the all users of the city’s roading network. growth spine. This Plan proposes a staged approach to the implementation of the passenger Measures within the corridor transport improvements. In the early years the railway line to Johnsonville will be upgraded This section of the corridor plan defines a and bus priority measures will be provided number of measures for improvements to the through the central city where the greatest transport infrastructure with in the corridor. The benefits can be gained for the biggest number of measures have been grouped into those that users. Bus priority measures will also be should be completed over the next ten years, and implemented on arterial routes which service the longer term measures that should be developed city centre and eventually the network will be over the next ten years and then programmed to completed out to the key suburban centres. In be implemented as conditions and funding later years the dedicated road space that has allows. Timing has taken account of the been allocated for passenger transport use may ‘immediate priorities’ set out above. be upgraded further to provide a high quality Funding for the measures will normally be a mix busway or light rail service. Alternatively, a of national and local sources. Larger projects personal rapid transport system may be may also require funding from the regional and appropriate. crown funding sources. This will be determined Road network management by the Regional Transport Committee in 2009 as part of the development of the new Regional The New Zealand Transport Agency will work Land Transport Programme in accordance with with Wellington City Council to ensure that the the requirements of the Land Transport traffic signal operations are managed to ensure Management Amendment Act 2008. the most efficient means of moving public transport, pedestrians and private transport through the roading network and to best meet the competing demands of these modes.

6 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 The Ngauranga to Wellington Airport Corridor Overview diagrams

Figure 1: Ngauranga to Wellington Airport Corridor - Measures to be implemented within 10 years.

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 7 The Ngauranga to Wellington Airport Corridor

Figure 2: Ngauranga to Wellington Airport Corridor - Measures that may be implemented (beyond 10 years).

8 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 The Ngauranga to Wellington Airport Corridor Measures to be implemented within 10 years

Indicative cost1 Performance Measure Responsibility Timing $M measure(s) Implement passenger transport improvements WCC (lead) Immediate 202 Faster, more reliable (including bus priority measures, signal pre- start journey times emption, real time information) along the GWRC golden mile route to improve journey times, Ongoing from Greater passenger reliability and passenger waiting and boarding 2008 satisfaction provisions. Improvements to include: More passengers • Golden Mile (from Lambton Interchange carried to eastern end of Courtenay Place)

Implement bus priority measures on arterial routes, including: • Kent/Cambridge Tce • Taranaki St • Mulgrave/ Murphy/ Molesworth St • Adelaide Rd • Thorndon Quay • Glenmore St

Implement bus priority measures to Wellington International Airport, Wellington Regional Hospital and key Suburban Centres, including: • Newtown • • Kilbirnie • Brooklyn • • Island Bay • Miramar Finalise and implement a Wellington City WCC (lead) Ongoing from To be Increased pedestrian walking policy to promote walking trips that 2008 determined volumes would otherwise be taken by car, including: NZTA Reduced crash rates • Improving the walking environment • Increasing the number of short trips to Greater pedestrian work or study satisfaction • Increasing walking in suburban centres by encouraging people to walk to their local services

Investigate cycling and walking improvements between Ngauranga and Wellington City that provide high quality facilities connecting local networks and are consistent with the vision of the ‘Great Harbour Way’.

1 Indicative costs are December 2007 dollars. 2 Excludes the cost of the real time information system which is being progressed separately by Greater Wellington.

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 9 The Ngauranga to Wellington Airport Corridor

Indicative cost1 Performance Measure Responsibility Timing $M measure(s) Finalise and implement a Wellington City WCC (lead) Ongoing from To be Reduced crash rates cycling policy to make cycling safer and more 2008 determined convenient, including: NZTA Greater cyclist satisfaction • Improving the safety and convenience of cycling Maintained cyclist • Emphasising the quality and continuity of volumes cycle routes • Providing better facilities for cyclists • Investigate cycling and walking improvements between Ngauranga and Wellington City that provide high quality facilites connecting local networks and are consistent with the vision of the ‘Great Harbour Way’ Investigate water borne passenger transport GWRC Investigation To be More people using services between the Wellington CBD and from 2008/09 determined passenger transport Miramar Peninsula, and improving passenger to get to /from the transport services to/from the airport airport Design and construct improvements at the NZTA (lead) Investigation 33 More passengers Basin Reserve to improve passenger transport, from 2008/09 carried walking and cycling by separating north-south WCC Construction flows from east-west traffic; and implement from 2011/12 Improved Passenger complementary bus priority measures on Kent GWRC transport journey Tce, Cambridge Tce and Adelaide Rd times and reliability

Reduced crash rates

Reduced severe congestion Investigate improvement to walking and NZTA (lead) 2009/10 To be Increased pedestrian cycling facilities in Mt Victoria Tunnel determined and cyclist volumes WCC Reallocate existing general traffic lanes on Hutt NZTA (lead) Investigation 30 More passengers Road between Ngauranga and Thorndon for from 2009/10 carried bus lanes and possibly high occupancy WCC vehicles; and construct peak period lanes on Construction Improved Passenger State Highway 1 between Ngauranga to Aotea from 2011/12 transport journey Quay times and reliability

Reduced single occupant vehicle trips

Reduced severe congestion Implement intersection improvements, NZTA (lead) Construction <1 Reduced congestion including improved pedestrian facilities at from 2009/10 levels Troy St/Cobham Dr to reduce congestion and WCC improve safety Reduced crash rates

Improved pedestrian access across Cobham Dr

1 Indicative costs are December 2007 dollars.

10 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 The Ngauranga to Wellington Airport Corridor

Indicative cost1 Performance Measure Responsibility Timing $M measure(s) Investigate improvements to Wellington GWRC (Lead) 2010/11 Administrative Review complete Railway Station to improve walking and reported to connections to buses and the pedestrian ONTRACK GWRC network WCC Undertake a feasibility study for a high quality GWRC (lead) 2011/12 1 Feasibility study public transport system, including light rail complete and (the most favourable option(s) will then be WCC reported to partner developed further by a more detailed scheme agencies assessment after 2013/14) NZTA Review the operational performance and GWRC 2011/12 Administrative Review complete capacity of bus service provisions within the and reported to corridor following the completion of the GWRC Golden Mile bus lane improvements and the delivery of the new trolley buses. This review should also assess the effectiveness of the Hataitai bus tunnel Undertake a feasibility study for the four NZTA (lead) Investigation <1 Feasibility study laning of Ruahine Street and Wellington Road from 2011/12 complete and and for the duplication of the Mt Victoria WCC reported to partner Tunnel considering in particular its agencies relationship with the Basin Reserve flyover and improved transport links from the airport to the CBD for freight, taxis and public transport The following scheme assessments are intended to occur within the 5 to 10 year period, after the first review of the Plan, taking account of new feasibility studies. Undertake a scheme assessment for a high GWRC (lead) After 2013/14 6 Scheme assessment quality public transport system complete WCC

NZTA Undertake a scheme assessment for the four NZTA (lead) After 2013/14 1 Scheme assessment laning of Ruahine Street and Wellington Road complete WCC Undertake a scheme assessment for the NZTA (lead) After 2013/14 5 Scheme assessment duplication of Mt Victoria Tunnel complete WCC Undertake a scheme assessment for the WCC (lead) After 2016/17 6 Scheme assessment removal of 2 lanes from the waterfront route complete and the concurrent duplication of the Terrace NZTA Tunnel

A scheme assessment is a detailed study to determine the scope, options and likely cost of the proposal. If appropriate, the next steps in the project development process are to seek consents and develop detailed construction and implementation plans.

1 Indicative costs are December 2007 dollars.

Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008 11 The Ngauranga to Wellington Airport Corridor Measures that may be implemented (beyond 10 years)

The implementation of these projects will depend on the outcome of the scheme assessments and be influenced by the factors set out in the ‘existing pressures and reasons for change’ section above.

Indicative cost Suggested Measure Responsibility Timing $M funding Implement further improvements to the WCC (lead) Likely to be beyond 20-140+ To be passenger transport spine giving consideration 10 years determined to further bus improvements, light rail or new GWRC personal rapid transport systems Four laning of Wellington Road and Ruahine NZTA (lead) Likely to be beyond 43 To be Street 10 years but may be determined WCC appropriate to develop in stages, particularly to coordinate with improvements to access for Hataitai Park. It would be necessary prior to opening any duplicate Mt Victoria Tunnel. Duplication of Mt Victoria Tunnel NZTA (lead) Likely to be beyond 175 To be 10 years determined WCC Duplication of Terrace Tunnel and NZTA (lead) Likely to be beyond 167 To be Waterfront lane reduction 10 years determined WCC

12 Ngauranga to Wellington Airport Corridor Plan – Adopted October 2008