The debate has raged since the 90's. Some misconceptions have stuck, some simply do not apply. Find the real answers here to keep you and your family informed.
01. Why a cable car? Have alternatives been considered?
In 2011 an endeavour was undertaken to identify and resolve the existing and long term forecast issues surrounding access and amenity on kunanyi/Mount Wellington. This study concluded that a commercial, private sector solution was more appropriate than a government funded exercise due to economic and social conditions. A terms of reference was established to look into every plausible transport technology that could scale the height of kunanyi/Mount Wellington.
Building on the 2009 Sustainable Transport Study commissioned by the Wellington Park Management Trust, consideration for a Funicular, Aerial Cable Car, Cog-Railway, Light-rail, Shuttle Buses and All-terrain vehicles were examined in closer detail. Lines of communication were opened with various operators and manufacturers of these systems to obtain factual and relevant technical limitations. The build costs, operating costs and maintenance of each system were forensically compared, as was the capacity, turn-around time, queue length and wait times each system offered. Ride comfort and tourism experience was also a determining factor.
Systematically, a process of elimination that tested the technical, economic and environmental factors of each transport option narrowed. Aerial cableway won this contest hands down when tested on all parameters and community expectations.
A Cable Car, done well, has been deemed appropriate for consideration and in principle is entirely consistent with the current Wellington Park Management Plan.
MORE ON:CABLE CARS
02. What facilities will be at the top?
MWCC's proposal includes a 'Pinnacle Centre' that will house a raft of public and commercial facilities. These include:
PUBLIC FACILITIES: •Visitor/interpretation centre, •Educational tour operator, • New observational platform • New, enclosed 24/7 accessible emergency shelter • New toilets and parenting rooms, • Park rangers office/storage • Rubbish & recycling bins • CCTV and overnight security
COMMERCIAL FACILITIES: • All day cafe •Restaurant / function venue • Tasmanian wine and whisky bar • Sports lockers & Gift Shop
Our proposal includes the cost of building and maintaining the public facilities. There is no entry fee into the Pinnacle Centre, and all visitors traveling by road to the summit will be welcome.
03. Where will it start?
Our proposal has been carefully crafted to minimise visual impact and disruption from crosswinds, whilst maximising environmental benefits and the visitor experience. After an in-depth study in 2012/13 assessing nine potential locations against climatic, geographic and social conditions given to us from our phase 1 public consultation process, the preferred location for a base terminal is co-locating with Cascade Brewery. This does not, however suggest a straight line to the pinnacle as was the case in 1993.
Whilst we have two plausible alternatives [undisclosed], the owners of Cascade are keen to consider co-location and together establish Australia’s oldest operating brewery as the primary visitor gateway into Wellington Park.
Two other frequently suggested starting locations have included The Springs and Tolosa. Our response to these is as follows:
- Our study concluded that The Springs route would require too many large towers across the face and on top of the mountain and would financially struggle without road use restrictions.
- The Glenorchy City Council have granted MWCC conditional landowner consent to further investigate Tolosa, and we also have private landowner options in the vicinity. Preliminary analysis suggests more towers visible on the skyline than our optimal route, and would overall be more susceptible to suspensions due to excessive exposure to the prevailing westerly winds.
04. How much will a ticket cost?
MWCC is yet to announce final ticket pricing. However we can confirm that there will be a wide ticket choice available. Fares will vary based on the choice of ticket and time of year. Our pricing will compare favourably with existing tourist attractions in Tasmania and cableway operators in the Australia/New Zealand market. Tickets will be valid for 24 hours.
Season passes will be available to provide unlimited one-way or return access for outdoor enthusiasts during a valid season.
05. How fast will it be?
Our proposal functions in two sections; the Gondola can operate at a top speed of 4.5 metres per second, whilst the Skytram operates at 12 metres per second. Combined they allow for a seamless 11 minute journey to the summit, however (as we only expect to operate at a median 9.6% of capacity throughout the year) we will rarely need to operate at top speed. Slowing the trip time conserves energy and also ensures visitors have the time to cherish the experience of their journey.
A standard travel time will be determined once operational.
06. What are the proposed opening times?
MWCC is set to provide flexible operating hours to align with daylight hours, snowfall, public holidays and special events. For example, we expect to operate continuously through dawn on New Years Eve/Day. On average we anticipate the following schedule:
- 10-12 hours per day in winter,
- 12-14 hours per day in spring and autumn,
- 14-16 hours per day in summer.
07. How many people can it move per hour?
Our proposed system has been designed to carry a maximum of 650 people per hour per direction (1300 people per hour if counting both directions). This capacity is projected to provide ease of access on the mountain's busiest days, which historically is when two cruise ships are docked in Hobart simultaneously - or a large dump of fresh snow is followed by a weekend of sunny blue skies. Expect queues when these two scenarios happen together!
08. How many towers will it need, and how high?
Cableway towers come in many shapes and sizes. We’ve designed our cable car system in two sections that can rely on two different styles of towers.
Section 1 is planned entirely on Cascade Brewery land. As a circular Gondola system, the towers will most likely be single, solid vertical steel tubes with a sheave head fixed to the top. Five towers are required for section 1 between the Brewery Station and mid-station at the proposed Golden Gully Park.
Section 2 starts on Cascade Brewery land and then travels within Wellington Park to the proposed Pinnacle Centre. The style of cable car for Section 2 is an aerial tram to provide higher reliability and stability, and can also feature less frequently placed towers. These towers can be fabricated in a steel-lattice similar to high-voltage transmission pylons so they are more transparent from a distance than a solid structure. Our proposal features a 2.1km single span up the mountain face, providing zero footprint between tower 2 in the foothills and the final tower 3 near the top, just below the proposed Pinnacle Centre. (Tower 1 will be on Cascade Brewery land near the mid-station.)
Tower heights vary according to the existing forest canopy and will generally decrease with height above sea level. Existing towers on and around the mountain include the Broadcast Australia 'stick' at 131 metres, WIN TV tower at 90metres, and the Chimney Pot Hill radio tower at 71 metres. Our highest tower will be close to 30 metres tall.
Aesthetics of the towers will be considered in more detail as we progress further. Like other tourism cableways such as Skyrail in Queensland, it is envisaged that camouflage paint may be used to blend their appearance further with the natural environment.
09. What is the wind speed limit?
Wind direction is just as important as speed. Our proposal has been carefully designed to be predominately sheltered from the prevailing westerly winds. Whilst head-winds aren't a concern for the Skytram and the Gondola is reasonably sheltered below a ridge-line, it is the northerly cross-winds that we'll be actively monitoring. 40+ years of weather data suggest winds above our manufacturer's safety limit will occur at around 2.25% of our operating schedule.
We've established an operational limit of 80km/h N/NW as a comfort threshold and used the historical frequency of this occurring in our business model. This threshold is lower than the system manufacturer's limit and will be adjusted if required once operational.
10. Will there be a 'Scar'?
No. A corridor of cleared vegetation, similar to the requirements of high-voltage transmission lines, is not required under the cableway. The social conditions impressed upon MWCC by the Tasmanian public clearly state that for our project to be socially acceptable we must not clear swathes of vegetation up the mountain face. And why would we want that anyway?
In response, our proposal will carry visitors high above the forest canopy rather than through it. This requires taller towers but substantially reduces the overall visual impact from near or far. See question 8 above.
We have also employed the project manager responsible for delivering Skyrail, an global award-winning ecotourism attraction across a World Heritage rainforest near Cairns, Queensland. Mike rewrote the book on how to build cableways in sensitive environments and shares our ethos for showcasing - rather than exploiting - the environment we seek to protect.
Minimising our environmental footprint has been a very important factor and so our engineering team have come up with an impressive solution that not only floats above the forest canopy, but also has significantly reduced the number of towers required since the previous proponent. This optimal solution is technically possible on Mount Wellington specifically because of the steep vertical rise offered by the Organ Pipes.
In response to rock-climber concerns, and adopting the advice from other seasoned operators, MWCC does not intend to apply lubricant to the system cables. Whilst this shortens the life-cycle of our cables it negates any chance of oil dripping on climbing routes directly below the system. This ensures our environmental and recreational impact is benign.
MORE ON: MASTERPLAN
11. What about the skyline?
We aim to not just protect it, but restore it where possible. This issue is so important for us that we took the extraordinary step of requesting an amendment to the Wellington Park Management Plan in 2014 to adjust the boundary of the Pinnacle Zone. This was to ensure the planning scheme properly aligned with what the community have told us they want. As of Nov 4th 2015, our investment can now bear fruit.
Even prior to January 1 2014 when there were no planning guidelines in place, MWCC adopted a challenge given to us by the community: - Ensure the summit facility won’t impose on the skyline when looking at the mountain from the city. We pushed ourselves further; to find a way to ensure the facility doesn’t restrict the view when looking at the city from the top of the mountain.
MORE ON:VISUAL IMPACT
MORE ON:DESIGN REVEAL EVENT
12. Will the road need to be closed or restricted?
No. Our phase 1 and 2 public consultation activities clearly asked us to ensure our business model required no changes to the management of Pinnacle Road. This key criteria played an important role in our assessments of alternative transport systems and is a key reason why, through a process of elimination to determine which transport method could co-exist with the road, that an Aerial Cableway system was ultimately chosen to complement our project.
Together, the road and our cableway provide an improved reliability of access to the pinnacle year round. Furthermore, for the economics of our overall project we would want to ensure the maximum number of people can dine at our Pinnacle Centre, and this can only be achieved by ensuring road access remains free and open to all.
13. How does it compare to 'doing nothing'?
In times of peak demand/visitation to the mountain, the cableway can excel at offering comparable hassle-free transport without the congestion, emissions or queues currently experienced on the road. At a maximum capacity of 650per hour, our Preliminary Proposal is designed to cater for twice the record daily number of visitors. (August 2010).
Environmentally, the inclusion of a cable car on kunanyi / Mount Wellington is set to reduce the road vehicle count significantly year round. Our projections estimate up to 60% fewer cars and buses in Wellington Park once operational. For every vehicle removed from the road, the net environmental impact is a reduction on the 1100 tonnes of carbon currently emitted transporting people to and from the top.
We are already in positive talks with many tour bus operators who are likely to abandon driving to the summit in favour of servicing the base terminal. The positive impact here is safer, quieter road use for cyclists, other motorists and residents along Huon Road and Pillinger Drive.
Less traffic also reduces the risk of wildlife ending up as roadkill, especially after dark.
There is little to consider as a status quo. Pinnacle Drive was built in an era where motorised traffic volumes & future growth were not a key concern. To upgrade this road to modern AusRoads standards to add another 75 years lifespan would require significant widening at government expense. Cut & fill civil earthworks all along the 12km length to the summit, predominately on the visible mountain face, would ultimately result in a great deal of disturbance to the natural environment (and severely limit access during its reconstruction). It took decades of natural vegetation to regrow and hide 'Ogilvie’s Scar'; and it would take several more to hide any new such works. Upgrades to Pinnacle Drive (to improve its safety, accessibility and/or lifespan) would be a direct impost on public funds and would take away much needed funds from other (more) high-priority government expenditure.
14. How much will it cost to build?
The total calculated cost for the entire proposal including the cable cars and facilities at the pinnacle centre, mid-station park and brewery site upgrades is in excess of $50 million. Included is a $6 million budget for public infrastructure upgrades such as new, safer and compliant boardwalks at the pinnacle.
15. What about Maintenance?
Maintenance, Safety and associated funding will be managed in accordance with best practice protocols established by the Swiss Federal Office of Transport; Bundesamt für Verkehr BAV and as adopted in Australia. AS per comparable operators in Australia, New Zealand and South Africa, MWCC will set aside and deposit a percentage of revenue each year into a Capital Reserve Trust Fund (CRTF) as a way to amortize the cost of maintenance over the long term.
Our CRTF account then covers all minor annual maintenance, major 12 to 15 year rolling maintenance and upgrades as well as refurbishments, ensuring a sustainable business practice.
It is likely that annual maintenance on the entire system will occur across a few days in late May to coincide with historically lower visitor numbers, and before popular winter festivals commence.
16. How is the project financed?
The project is privately funded by its founders and predominantly Tasmanian shareholders and share option holders. They consist of a number of high net worth individuals, family trusts and private sector companies.
Our most recent Capital Raise in September 2016 achieved a fantastic 32% oversubscribed result, expanding upon our first raise in October 2015. Additional shares will be offered for sale in future funding rounds upon project milestones. There is currently a waiting list of Australian investors.
17. Can anyone buy shares?
Not at this stage. Mount Wellington Cableway Company Pty Limited (MWCC) is a privately held enterprise. As we are not a publicly-listed company on the ASX, shares are not for sale to the general public. Since the Federal Budget in May 2015 there has been significant changes drafted to the Corporations Act which may enable us to offer shares to the general public in future.
Anyone genuinely interested in joining our investment waiting list or making a bequest is more than welcome to contact our CFO and Compliance Director.
18. Is the Government expected to pay for this?
No. MWCC is not seeking government assistance to pay for any component of the commercial venture.
Furthermore, our adoption of the highest maintenance, standards and safety protocols set by the Swiss Federal Office of Transport; Bundesamt für Verkehr (BAV) will ensure our business model is self-sustainable for the long term (as do our comparable operators who have been in business for decades). This means Tasmanian taxpayers will not be left with another ABT Railway debacle.
19. Is it viable?
Comprehensive feasibility initially conducted by Riser + Gain has been analysed by several business analysts as well as tourism, cableway and construction industry experts - all without fail. In October 2016 the Tasmanian Development Board conducted an independent and comprehensive analysis of the business case for the State Government.
Furthermore, financial due diligence has been performed by several seasoned investors and their financial advisers before purchasing shares in MWCC (some of these financial advisers have even bought shares).
Noteworthy is the fact the feasibility study strictly used current and historical tourism visitation data in Hobart & Tasmania only, not projected forecasts, along with a variety of other overly conservative cost measures and worst case scenarios.
Research data, financial modelling, breakeven analysis and the business plan are considered core Intellectual Property (IP) of MWCC and will not be publicly disclosed for commercial reasons.
20. What happens if it fails financially?
If this venture fails to provide an adequate return on investment for our shareholders, several options can be actioned. As a last resort, the system will be decommissioned and dismantled with costs paid for by our Capital Reserve Trust Fund (CRTF). Parts will be sold on the global second-hand ski-lift market.
Nonetheless, it is incredibly rare for a cable car system to shut-down due to economic factors. Most decommissioning occurs where cable cars have been installed as a temporary attraction for sporting events, festivals or international exhibitions. Members of our project team have been involved in a number of installations and relocations for these purposes and understand the process well.
21. How does the rest of Hobart benefit?
Respected economist Saul Eslake has endorsed a robust macro-economic impact report written by 42 South Consulting, which points to MWCC boosting the broader economy by $79-99 million per annum. Notably, MWCC can reduce seasonality of the tourism industry, which helps drive more cruise ship visits, MTB appeal and fills hotel rooms through Hobart's slower winter months.
Historical visitation data for the mountain shows a 2nd peak period in late winter/early spring due to the onset of snow. This second peak is sporadic due to road closures but much broader and potentially stronger than the Christmas/New Year tourism peak.
Tickets will be valid for 24 hours so passengers can defer their trip should they choose not to travel during inclement weather. This deferral may even extend a visitor's time spent in Hobart along with their expenditure at other businesses.
Thirdly, our focus on establishing Hobart as a key mountain bike tourism destination in the Southern Hemisphere is projected to increase the number of travelling mountain bike tourists by 20,000 per annum. Our report by consultants Dirt Art also projects a relatively high daily spend accustomed to this target market, equating to an economic boost of $10million per annum to the wider community.
Additionally, a large percentage of anticipated passengers will be encouraged to pre-purchase tickets online before embarking on their trip to Hobart or Tasmania. By removing this expenditure from a tourist' daily budget, it reduces the prospect of cannibalising the benefit to other local businesses whilst tourists are in town.
Lastly, our preferred leasing arrangement would ensure that the more passengers we attract onto the cable car, the more funds are directed back into park management, maintenance of facilities and conservation efforts.
22. What is the likely traffic impact?
The road to the summit will remain open and free with our proposal, but we seek to reduce the vehicle traffic on the wholly residential and rural zoning of Pinnacle Road, Pillanger Drive and Huon Road as much as possible. This is to the benefit of Fern Tree & Neika residents, wildlife and our city's carbon reduction goals.
Our Traffic Impact Assessment suggests up to 60% fewer cars and buses accessing Wellington Park once operational.
This is offset by a marginal increase of 2.8% in vehicles on Upper Macquarie St and Cascade Road; an arterial road servicing a mixed urban zone including everything from the municpality tip, hospitals, schools, churches, aged care facilities, heavy industries, tourism attractions and sporting venues.
The marginal increase of our operation on Upper Macquarie/Cascade Road, which currently serves 12 vehicles per minute, is 1 additional vehicle every 3 minutes.
The net difference in annual carbon emissions between accessing the summit and the Cascade precinct is 1100 tonnes per annum.
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