The options we considered

Options

The options range from leaving the existing bus stop and intersection layout and facilities as they are whilst doing a bare minimum treatment with only paint to an approach which includes implementing all accessibility issues across the Eastern bus corridor as raised by an accessibility audit.  A summary of the options is provided below and described in more detail in the commentary under the summary. 

Three options summary 

Option 1

Bus stops

• The majority of bus stops lengthened through road markings (28 stops).
• Rationalise 11 bus stops
• Bus shelters - real time information (RTI) screens not moved 

Intersections

• The other proposed intersection changes would be left as is and treated with lower cost options or a decrease in level of service would be accepted. 

Parking and accessibility

• Loss of 32 carparks and reinstatement of 28 parks for a net loss of four car parks 
• Minimal accessibility improvements 

Option 2

Bus stops

• As option 1 for bus stops plus the seven bus stops that require other works resulting in all bus stop changes being made.
• Rationalise 11 bus stops
• Bus shelters and RTIs moved 

Intersections

• All intersection work undertaken 

Parking and accessibility

• Loss of 39 carparks and a reinstatement of 28 parks for a net loss of 11 car parks
• Consider further accessibility audit actions in places/locations of significance if able.

Option 3

Bus stops

• As option 2 for bus stops
• Rationalise 11 bus stops
• Bus shelters and real time information (RTIs) screens moved and improved 

Intersections

• All intersection work undertaken 

Parking and accessibility

• Net loss of more than 15 car parks pending inclusion of design changes.
• Full accessibility audit recommendations implemented 

Options in more detail

Option 1 (Do Minimum)

• The minimum intervention would be lengthening the majority of bus stops (28 stops) through road markings and rationalising 11 bus stops. By lengthening the current 12m bus boxes to 20m and adding entry and exit tapers two standard buses or an articulated bus can safely pull against the kerb and in and out of the general traffic lane.
• The remaining seven bus stops which require civil works to meet service requirements will not be undertaken meaning the bus is likely to stop in the road and block the road. This situation is unlikely to be acceptable to bus operators, passengers and general traffic.
• Bus stops will be rationalised under this option to improve the efficiency of the service. 11 bus stops will be rationalised. While minimum impact may appear to be changing these stops to meet the longer bus stop length, the added design work, additional parking loss and potential for civil work makes rationalising the lowest investment option which further delivers a more efficient network.
• Lengthening the bus stops often changes the location of the front of the stop and will put many bus shelters and RTIs in sub-optimal locations. Leaving these bus shelters and RTIs in their current position will decrease project benefits.  Experience shows that in this situation customers do not change their behaviour and wait at the current bus shelter placements.  Also, bus drivers may stop at the current shelter placement rather than the head of the stop which will not fully utilise the lengthened bus stop.
• Under this option preliminary treatments at the Miramar Ave/Park Rd/Hobart St roundabout at the Miramar town centre could be installed using markings to improve the swept path of the articulated buses through this intersection.
• The other proposed intersection changes would be left as is and a decrease in level of service would have to be accepted.
• Lengthening the 28 bus stops will remove 32 localised carparks throughout the bus corridor, however the rationalised bus stops create another 28 new carparks in localised areas for a net corridor loss of 4 carparks.

Option 2 (Ensure all bus stops and intersections are viable)

• The scope of this option ensures that longer and/or more buses can access all 35 lengthened bus stops on the Eastern bus corridor. In addition to the changes outlined in option 1 this option includes undertaking civil works at seven bus stops which could not be expanded through line marking alone. This generally means adding buildouts at bus stops where there are overhead obstructions which affect how a bus approaches a bus stop or the kerb geometry does not permit buses to pull against the bus stop fully.
• 11 bus stops will be rationalised under this option to improve the efficiency of the service.
• The bus shelters and RTIs at bus stops where the bus stop or bus shelter has been moved will be relocated to better serve the new bus stop location. This would affect five shelters along the corridor.
• All proposed intersection works would be completed as follows:
• Changes to the Brougham Street/Pirie/ Street intersection will facilitate smoother articulated bus travel through that area.
• The Miramar Avenue/Park Road/Hobart Street roundabout will have modification
• Realigning the Hobart Street/Broadway intersection will solve current issues and allow articulated bus access to the new Metlink Kauri St. depot.
• Ross Street/Coutts Street and Coutts Street/Onepu Road intersections will enable better access to the Kilbirnie bus depot.
• Lengthening bus 35 bus stops will remove 39 localised carparks throughout the bus corridor; however, the rationalised bus stops create another 28 new carparks in localised areas for a net loss of 11.
• Consideration could be given in this option (subject to funding availability) to include some accessibility audit actions in places/locations of significance e.g. health centres.

Option 3 (Full accessibility treatment)

• The final option encompasses all the changes from option 2 and adds further works to fully address the accessibility concerns raised during an accessibility audit completed by MR Cagney. This includes more extensive bus shelter relocation and installation, relocating RTIs and several power and utility poles to ensure better access for mobility aids, and improved infrastructure across the Eastern bus corridor for ramps and getting on and off the bus.
• The primary beneficiary of the increased investment in accessibility aspects will be the disabled community; however, it will also deliver an improved, smoother customer experience for all users.
• The parking impact of this scale of intervention would be a net loss of greater than 15 spaces.

You can read more about the options we considered in the business case