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 because it had fixed cost and benefit figures to hide that its modelling showed the Bus-On-Street Scenario was the best performing option.
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.… Read more ...
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 ...
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