- The North Wellington PT Study considered four “Scenarios” with convert the line into a Busway being the most popular but the Labour government said keep the trains.
- The consultants report also recommended “Do Minimum” which was to keep the line.
- LGWM did not even consider reviewing this decision so now it is time to check how this recommendation was fixed.
Post Organisation: <span>GWRC</span>
- The SKM Stage 3 Report recommended keeping the Johnsonville Line because no bus Scenario had a better Benefit Cost Ratio
- But the SKM Stage 3 Report recommended “Base Case” excluded the cost of buying any replacement EMU trains and other costs as well
- Excluding these costs hid that the Bus-On-Street Scenario had the best Benefit Cost Ratio
This post follows The North Wellington Public Transport Study (2006) which is the introduction this series of posts on “How to Fix a Transport Business Case for Rail” and will focus on how the “Do Minimum” Rail Base Case Benefit Cost Ratio was fixed in the SKM Stage 3 Report to help it come first.… Read more ...
- The SKM Stage 3 Report recommended keeping the Johnsonville Line because no bus Scenario had a better Benefit Cost Ratio (BCR)
- But the SKM Stage 3 Report included tens of millions in costs in the Bus-On-Street that were not required to implement this Scenario
- Including these costs hid that the Bus-On-Street Scenario had the best BCR
This is the 3rd in this series of posts on “How to Fix a Transport Business Case for Rail” and it is recommended that the introduction post, The North Wellington Public Transport Study (2006) and then How to Fix a Transport Business Case for Rail – Part 1 Jack Up the Rail Option BCR are read first to provide context.… Read more ...
- The SKM Stage 3 Report recommended keeping the Johnsonville Line by fixing the BCRs to hide that its modelling showed the Bus-On-Street Scenario was the best performing option.
- The Bus-On-Street Scenario only performed so well because the model invalidly included billions of future transport project improvements meaning future roads would be congestion free.
How to Fix a Transport Business Case for Rail – Part 4 Bait and Switch – Change the Decision for Rail Later
- In 2006, the SKM Stage 3 Report recommended a Do Minimum “Base Case” based on replacing the old English Electric EMUs with refurbished Ganz-Mavag EMUs.
- In 2010, the GWRC then announced that new Matangi EMUs would operate on the Johnsonville Line.
How many Commuters will a future Wellington’s have and what Mode will they be using?
* Lets Get Wellington Moving expects about 17,000 more peak hour commuters will travel into the CBD by 2036
* But there’s a problem because the Wellington City Council predicts many more future residents and so this may mean over 35,000 more commuters
* The commitment to handle the majority of future commuter growth by bus and rail public transport means majors increases in the capacity of both are needed
Wellington City is facing two huge challenges, how to house more people in a city with the highest housing prices in the country and how to improve transport for all the city’s residents.… Read more ...
Wellington City has the worst PT services yet pays the highest fares and the highest Transport Rates.
* About 20 cents in every dollar of fare paid by Wellington City Bus riders actually goes to help fund poorly used bus services in the rest of region
* About 40 cents in every dollar paid by Wellington City, Lower Hutt City and Porirua city residential ratepayers goes to subsidise expensive rail and poorly used bus services in Upper Hutt, Kapiti and especially the Wairarapa
* In 2017/18, Wellington City ratepayers outside the CBD paid 20% of the region’s Transport Rates and this more than pays for Wellington City public transport (PT) services. … Read more ...
The Greater Wellington Regional Council (GWRC) 2019/20 Annual Plan Public Transport (PT) collects revenue of $304.4M to fund the cost of providing the regions PT services. The GWRC calculates Metlink funding by subtracting fare revenue from the cost of the service and then allocates government subsidies and other revenue (such as loans) against the cost of providing each line item of PT services and the final deficit being the amount to be funded through the GWRC Transport Rate as outlined below:
NOTE1: All figures in this analysis are to the nearest dollar. … Read more ...
* Understanding the funding of bus and rail services is an essential part of understanding the value of spending $301M on bus and rail services to different parts of the Wellington Region
* Greater Wellington Regional Council (GWRC) collects about $70M in Transport Rates to help make up the difference between fares and bus/rail costs – but not all ratepayers are being charged equally.… Read more ...
Passenger Rail PT services are very expensive due to high capital costs. But because so much of the capital infrastructure is shared across multiple services cost allocation is more difficult than bus services.
This does not mean that the rail costs cannot be estimated for different services sharing tracks, stations and network systems. … Read more ...