From:
Andrew Wharton
To:
Moana Mackey
Cc:
Liam Hodgetts; John McSweeney
Subject:
RE: Criteria for MRT
Date:
Monday, 21 June 2021 12:01:00 pm
Attachments:
Item 14. Statistics on Cable Car, Bus & rail services.pdf
image001.png
Hi Moana, Liam, I’ve attached Adam McCutcheon’s summary of statistics on Cable Car, Johnsonville line, and a range of bus routes including Route 1. In his view, having a roadside bus lane along some of the route, some of the time,
does not meet the criteria of “largely separated from other traffic”.
The LGWM Mode Report for the Mass Rapid Transit IBC (still classified), states that rapid transit needs a high level of segregation (exclusive lanes) to maximise journey time reliability and travel time competitiveness, and a high quality
running surface. This would mean either Right of Way A, or Right of Way B+ (exclusive). B (semi-exclusive or RoW C (mixed traffic) would not be included:
The One Network Framework is the new national classification system for transport corridors. As the ONF is a non-statutory document, it will not have decisive legal weight; decision makers will need to have regard to it. I’m checking
whether this is the text in the final ONF.
Class
Public Transport Service Level Strategic significance (Role in
Indicative capacity –Vehicle
Indicative Capacity –People
Description
descriptor
Public Transport Network)
Volume (at peak)
Movement (indicative)(bi-
directional)
PT1
Dedicated
Corridors where ‘rapid transit’
All metro rail corridors and
>3000 per day
Dedicated or largely separated
services are operated,
dedicated corridors for non-rail
public transport corridors
providing a quick, frequent,
public transport: all services
provide for the fast and
reliable, and high-capacity
Buses and other non-rail public
efficient movement of people
service that operates on a
transport on largely separated
by rapid transit. By definition,
permanent route (road or rail)
corridors >12 services per hour
they include dedicated
that is dedicated to public
busways and all metro rail
transport or largely separated
lines. They only service public
from other traffic.
transport (excepting rail lines
that can also provide a goods
movement function under the
freight mode).
Andrew Wharton
(he/him)
Principal Advisor Planning (LGWM) | City Design and Place Planning | Wellington City Council
021 365 051
From: Moana Mackey <[email address]>
Sent: 21 June 2021 10:02 AM
To: Andrew Wharton <[email address]>
Subject: FW: Criteria for MRT
FYI – do we have something we can send Cr Condie on this?
Moana Mackey
Chief Advisor to the Chief Planning Officer and Chief Infrastructure Officer
Wellington City Council
P +6448038317 | M +64212278317 | F
E [email address] | W Wellington.govt.nz | |
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From: Councillor Jenny Condie <
[email address]>
Sent: Monday, 21 June 2021 9:05 am
To: Moana Mackey <[email address]>
Cc: Liam Hodgetts <[email address]>
Subject: Criteria for MRT
Kia ora Moana
I was talking to Liam last week about want to compare the number of people who can be moved per hour during current peak schedules across the Johnsonville train line, cable car, and number 1 bus from the hospital
stop.
The reason I selected these three is that they all meet the NPS-UD criteria for being primarily separated from other traffic, as there are bus lanes along Adelaide Rd and Cambridge Tce, and now planned bus lanes for the
rest of the golden mile. Therefore if Johnsonville line train is MRT (which I believe is correct) then there must be other reasons why the cable car and #1 bus from the hospital stop are not classed as such.
I was looking at the schedules over the weekend and there are 11 services on the Johnsonville line between 6am and 9am, 14 services on the #1 bus, and for comparison 11 services from the Tawa stations of the Kapiti
line in the same time period. The cable car runs every 10 minutes, which means there are 18 services in the same time. If the Kapiti line is setting the standard for frequency, then clearly all of these services also meet
that standard.
As such all three of these meet the criteria for rapid - there are frequent services that run separated from other traffic. So the main difference must be "mass" or the capacity of these PT services per hour during peak.
Keen for this comparative information since classing the Johnsonville line as MRT in the spatial plan continues to raise questions among some constituents.
Cheers
Jenny
