In Transit April 1994

 

I have a series of copies of In-Transit newsletter from the 1990s which I will upload from time to time.

Notable in this issue are:

• SH2 realignment at Mt Bruce, featuring efforts by Transit NZ to protect what is now called the Pukaha Wildlife Centre.
• Comparison of New Zealand's reform experience (by this point) with some other jurisdictions, which noted NZ is well ahead of many
• Endorsement of the "Sandhills" route through Kapiti (which ultimately became the route of the Kapiti Expressway) and announcement of a study to assess improvements to SH1 between Porirua and Kapiti
• Investigation of earthquake proofing of the Wellington Urban Motorway over bridge
• Noting a study that indicated that a Levin bypass was not justified
• Noting that a major upgrade of Rimutaka Hill Road would not proceed for around 20 years

SH2 Wairarapa: The Mount Bruce realignment project had a high benefit/cost ratio, but was at a sensitive location. The lead article focused on how the roadworks progressed to minimise harm to the wildlife at the reserve. 

Reform: An article followed a series of conferences and meetings indicating that the funding evaluation process applied by Transit New Zealand was superior to that seen elsewhere. It was noted that assessment of maintenance budgets was more advanced in New Zealand than in other countries. Of other matters of note, a trial of congestion pricing in Cambridge (UK) is noted, based on travel time and distance, and how to contract for toll roads with private sector financing, with some concerns over not being able to introduce competition into service delivery.  PPPs at the time overseas primarily involving a single long-term partner, raising questions about how to manage the handover of assets after the concession has concluded.

SH1 Kapiti: Transit New Zealand sought to address congestion issues on SH1 north of Porirua, and so commenced investigations on a Pukerua Bay Bypass (which did not proceed ultimately because of Transmission Gully), four-landing Pukerua Bay to Plimmerton (which did proceed as it had a high benefit/cost ratio primarily due to safety benefits), increasing traffic efficiency along Mana Esplanade (which did proceed) and improvements to intersections of SH1 in Paraparaumu (which did proceed). The report noted the preservation of the historic "Sandhills Motorway" designation in Kapiti, which dated from 1950s proposals for a Wellington-Levin motorway, and much of which ultimately was used for the Kapiti Expressway.  

SH1 Wellington: Transit New Zealand undertook a major review of the earthquake resilience of the Thorndon overbridge of the Wellington Urban Motorway, and concluded that it should be strengthened to cope with an earthquake of 6.5-7, with a 7-15% likelihood within 50 years. Strengthening the overbridge to cope with a greater earthquake than that was seen to be unlikely to be effective.  This project would subsequently get funded, notwithstanding that it would not meet the funding threshold from a benefit/cost appraisal, because the Transit New Zealand board was convinced resilience was not adequately valued.

SH1 Horowhenua: A transportation study on a bypass for Levin reported the benefit/cost ratio would "only" be 1.3-2.5, which was far below the fundable threshold in 1994.  Of course today that would be a level that could support funding. A designation from Queen St, Levin to Waitarere Beach Road was to be retained.  Preliminary funding approval for a bypass of Levin, as part of the extension of the Kapiti Expressway from north of Otaki, was granted, but is being reviewed.

SH2 Wellington-Wairarapa: An investigation of a major upgrade of Rimutaka Hill Road indicated it would not proceed within 20 years (by 2014) without an additional source of funding. The proposal was a 70km/h design speed with passing lanes and sealed shoulders at a price then of $25m.  Since then there have been some upgrades of the route, but it is still far from being a 70km/h route!