P.O Box 19056, Courtenay Place, Wellington.
20 February 2015
Contact: Craig Palmer, Acting President
29 Moir St, Mt Victoria, Wellington 6011
Phone: (04) 384 2127
Email: palmerspring@actrix.co.nz
Greater Wellington Regional Council
PO Box 11646
Wellington 6142
Email: info@gw.govt.nz
Submission on Draft Wellington Regional Land Transport Plan 2015
The Mt Victoria Residents’ Association Inc (MVRA) submits the following on the draft Plan which
sets out the strategic direction for Wellington region’s land transport over the next 10-30 years,
and the programme of activities for the next six years.
We would like to present our views in person at a council hearing.
The Association does not agree with the overall approach in the draft Plan for the reasons that
follow.
Strategic vision
It is a grave error to place economic prosperity at the centre of the vision for land transport.
Surely, people must come first, suggesting a vision of “a safe, effective and accessible transport
network which enables people to move from place to place for work and leisure in a way that is
socially, environmentally and economically sustainable”. “People” includes individuals, truck
drivers moving freight, and tradespeople.
The Regional Transport Committee still has an opportunity to keep Wellington as a peoplecentred, eco city – this is our region’s point of differentiation from other large New Zealand and
Australasian cities with their alienating and polluting motorways and flyovers slicing through
them. The Wellington transport network can avoid going along the same pathway as the
Auckland fiasco. The Te Papa report for 2012 suggests the first activity of visitors, who are
important contributors to our social and economic life, is to walk the city streets. Wellington city
is our nation’s capital and guardian of many social and cultural heritage aspects of national
significance
A people-centred, eco vision for land transport would also give priority to active transport modes,
then public transport, and then local roads and state highways. The MVRA is dismayed to see
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the opposite order of priority in the draft Plan, which allocates 74.2% ($2,744.6m) of the six-year
total investment in land transport to state highways and other roads. The remainder is for public
transport (23.4% or $866.8m) a miniscule amount to active modes (1.8% or $$65.3m), and the
rest (0.6%) for road safety and investment management.
Strategic opportunities
Information in the draft Plan suggests strategic opportunities for significantly improving the
region’s land transport network:
 Population growth is expected to continue to occur mainly in and around the Wellington CBD
and Kapiti. Wellington CBD growth, particularly along the planned ‘growth spine’, is
expected to continue to result in lower car dependency and higher use of active modes (ie.
walking and cycling), and public transport.
 Journey to work Census data shows a large increase in active modes, a moderate increase
in public transport use, only a small increase in car use, with vehicle kilometres travelled on
state and local roads static. These trends are expected to continue.
 Despite continuing claims of severe congestion on strategic roads, congestion has gradually
decreased since 2010, and so-called delays seem small – from 2003-2013 at morning peak
the average ‘delay’ per km was only 25-35 seconds, at inter-peak only 10-15 seconds, and
at evening peak 19-26 seconds. The draft Plan indentifies ‘‘pinch-points’ in some areas
where delays are longer, one being the Basin Reserve area, but the Basin Reserve flyover
Board of Inquiry did not find traffic congestion significant in this area.
In addition, the 2014 Wellington Region Genuine Progress Index (GPI) shows from 2001-2013
the economic and environmental well-being aspects increased by 11.1% and 11.6%
respectively, the social aspect improved by only 0.7%, and the cultural aspect declined by 7.6%.
As transport is specifically or by implication included in many of the GPI indicators, this suggests
more needs to be done to improve how transport contributes to the social and cultural aspects of
Wellington’s liveability, rather than the over-emphasis on economic development.
The draft Plan and programme also place little or no emphasis on three important matters good
transport planning can positively influence:
 Health - the need to facilitate improvements in people’s health through improved air quality
and encouragement to walk or cycle, including to catch public transport
 Heritage, quality of life and amenity value - transport infrastructure should avoid negative
impacts on social and cultural heritage (including Maori heritage), local community quality of
life and amenity value
 Mobility of people with disabilities - the increasing number of people who are disabled or
have an impairment making them more reliant on public transport and on services such as
the total mobility taxi scheme.
Health
Choice of transport can affect people’s health both positively and negatively. A 2013 report co2
authored by the GWRC - The Cost of Physical Inactivity - estimates the cost to the Wellington
region and whole community in 2010 from physical inactivity at $141 million. The report refers
(pg64-65) to the important role local government can play in addressing the financial and health
costs of inactivity through urban design, transport planning, development of pedestrian and
cycling infrastructure, and use of parking charges as a disincentive to private car use.
The 2014 GPI’s healthy community index declined during most of the first eight years of the
2001-2013 time series, but by 2013 was 0.6% higher than in 2001. The GWRC Long-Term Plan
states that without good health, people are less able to enjoy their lives, their options may be
limited, and they are also less likely to be able to contribute to the economic, social and cultural
life of the region.
The MVRA is concerned increasing inner city residential development and numbers of walkers
and cyclists in the city mean more people who are vulnerable to the intensified health hazards
from noise and air pollution from vehicles. We note the World Health Organisation’s recording of
a 20% increase in pollution in Wellington over two years.
There are known health risks, especially to young people, of use of diesel-powered buses. Air
pollution, and in particular diesel particulates, are strongly implicated in causing or contributing
to asthma in children. These risks are severe enough to warrant a decrease in the use of diesel
buses, rather than a removal of the current electrically-powered buses from Wellington streets.
Heritage, quality of life and amenity value
The draft Plan is silent on heritage. The Basin Reserve flyover case and Maori land issue with
the Kapiti expressway both highlight the need for transport planning to pay careful consideration
to the Resource Management Act provisions regarding negative heritage and environmental
impacts of strategic roading infrastructure. The Act also requires particular regard be had to the
maintenance and enhancement of amenity values.
The MVRA recognises Wellingtonians do not want Roads of National Significance such as
these, designed by road engineers with a 1950s vision of covering New Zealand in roads and
bridges. They create permanent barriers through local communities, ghettoize the surrounding
properties as no-one wants to live in them, and impose unfair major disbenefits on local
communities in favour of people living elsewhere.
The Basin Reserve area in particular is one of significant national heritage and was recognised
as such by the Culture and Heritage Minister when she appointed the Board of Enquiry. The
Board did not agree to resource consents for the flyover, including on heritage grounds. The
current hiatus provides an opportunity for the Transport Committee to reconsider options for
improving how the roundabout functions through ground-level improvements that remain
sympathetic with the environment and heritage of the area and minimise any reductions in
amenity values.
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Mobility of people with disabilities
Currently, one in four New Zealanders identify as disabled, and with an aging population, we can
expect this group to increase. While some of these people will be able to drive, many will be
reliant on public transport and walking. In addition, the Total Mobility Scheme is struggling with
peak demand issues that limit the times mobility-impaired people can call on services. More
provision is needed for growing numbers of people in this group. Also, more bus services are
needed over the whole week, including weekends.
Strategic direction to fulfil the vision
If the region is to move towards more people-centred, eco transport outcomes, the transport
programme needs to be reshaped.
Actively promote and encourage people to use active modes of transport, or a mix of
active modes and public transport.
Active modes contribute to people’s improved health and wellbeing, a pollution-free
environment, cover less ground space, and are likely to be important if there is a major disaster
which disrupts vehicle movements. Pedestrian and cyclist safety is a serious issue in the
Wellington region with its high fatal accident rate and large number of walk to work and cycle
trips. Despite this, trends show people are moving towards more active modes. Research has
shown the main barrier to cycling identified by people who would like to cycle to work or for
recreation is the perceived lack of safety on shared roads. . We would like to see similar
research on how to increase walk mode share.
Major gains can be made in this area and require increased investment in:
 major improvements in pedestrian and cycle safety, including reduced vehicle speeds
around schools and areas of high mixed use by all modes. We do not agree to shared
facilities for pedestrians and cyclists as this has serious safety and amenity concerns for
both groups
 improved accessibility and priority for pedestrians at road crossings and intersections
 more pedestrian infrastructure that meets as a minimum the standards in the NZ Pedestrian
Planning and Design Guide, and pedestrian-friendly urban centres
 more cycle infrastructure including cycle-friendly urban centres
 developing the Great Harbour Way, and an attractive, pollution-free, and quiet environment
 better promotion of public transport and public encouragement away from car use,
particularly at peak times
 more school travel plans so that by 2025 all schools are covered
 education campaigns that promote good road use behaviour of all users.
Provide public transport that is reliable, safe, pollution-free and well-connected with other
transport modes.
The MVRA urges that all public transport be electrically-powered as soon as possible. As part of
that, serious consideration needs to be given to investment in a light rail system in Wellington
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City – it was included in growth spine options but overpriced by incorrectly including the cost of a
second Mt Victoria tunnel. Population size is not a barrier - French cities such as Tours
(population 135,000) and Montpellier (population 255,000) have similar populations to
Wellington City and excellent light rail systems. The decision to stop using the electricallypowered trolley buses in favour of diesel and hybrid buses was a retrograde step which we do
not support.
Bus rapid transit (BRT) is also a retrograde step as it perpetuates diesel buses and will not
deliver on its aims. BRT claims of faster journey times are unlikely to happen between
Courtenay Place and the north end of Lambton Quay because the speed limit is 30kmh and
there are many pedestrian crossings and lights. We strongly support the speed limit and
crossings, and they should not be removed to enable BRT. Larger BRT buses and fewer stops
will mean longer waits at bus stops so more people can get on and off. Longer and larger BRT
buses will also face even more difficulty turning at sharp corners between Lambton Quay and
Courtenay Place than the longer diesel buses do currently. BRT apparently also depends on a
second Mt Victoria tunnel and widening of Ruahine St and Wellington Rd (although these were
not included in its costs when spine options were considered). This makes no sense as there is
already a functioning bus tunnel at the top of Pirie St and buses running along Moxham Ave
(where the population is) which keeps eastern suburb buses away from putting pressure on the
Basin Reserve area.
Major gains can be made in this area by:
 dropping the BRT system
 instead of BRT, investing in a light rail system in Wellington city. This could start along the
existing transport spine and be expanded later into more suburban areas
 improvements to trolley buses and their infrastructure
 replacing all diesel buses by electrically-powered buses
 upgrading the train fleet and infrastructure, including improvements to walk or bus and ride
options at stations across the rail network
 p0roviding priority bus lanes on motorways and in urban centres
 investing in an integrated fare and ticketing system for all public transport that can meet
speed and efficiency requirements
 improved transition areas between rail and bus facilities, and timetabling to minimise wait
times between them
 improving public transport access for people with mobility disabilities
 improved connections and way-finding signage between public transport stops and major
venues or places of interest.
Actively discourage private car use in and around the CBD
One of the barriers to economic growth and the amenity value of the CBD is the amount of land
occupied by unpleasant and unproductive roads and parking buildings required for commuters’
private vehicles. Reduced commuter car traffic would remove pressure for wider roads, more
tunnels and flyovers, and enable parking building space to be used more productively. It would
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also free road space for active transport modes and public transport, reduce air pollution and
noise, and make the city safer, healthier and more attractive for all.
Major gains in this area can be made by:
 a public education campaign to discourage private car use into and around the CBD and ti
instead use active or public transport modes
 dropping major roading projects that encourage more private cars entering the CBD,
including the Basin Reserve flyover, the second Mt Victoria tunnel, the widening of Ruahine
St and Wellington Rd, and highways to the Ngauranga Gorge area from further afield
 introducing road-use pricing, at least at peak times
 introduce further controls on parking, including to free up street space for pedestrians and
bus and cycle lanes.
Provide transport network improvements that are fair, respect areas of cultural and
heritage significance, and facilitate good urban design
Roading developments have given unfair priority to people living outside an affected area over
people living in affected local communities. Local communities are being forced to live in
blighted and ghettoized areas where their living conditions and amenity values are seriously
diminished. It is unfair people have to pay through taxes and rages for roading that has such
major adverse effects on themselves. Developments have also had scant regard for any cultural
and heritage features and local urban design plans in affected areas. As noted above, this is
particularly the case with the Basin Reserve flyover and the Kapiti expressway.
The draft Plan includes liveability as one key focus of its objectives. This suggests that gains
can be made by transport improvements that:
 give priority to the views of local communities affected by proposed changes over the wishes
of people living outside the area
 take due consideration of any impacts on areas of cultural and heritage significance and
ensure changes are sympathetic
 align with and contribute to local urban design plans.
Ngauranga to Airport Corridor Strategy
As Mt Victoria sits within this ‘corridor’, the MVRA has comments specifically relating to it.
The ‘corridor’ and designation of Ngauranga to airport roads as a’ ring route for vehicles’ are
misguided concepts which have led some Wellington city streets to be classified as SH1. There
is no demand for a ring road through Wellington – it is the end of the island and the eastern
suburbs are a cul de sac. Classifying these roads as SH1 ignores the reality that these are local
streets inhabited and used by residents and visitors for daily activity, and is contrary to a peoplecentred, eco and liveable city. It also disrespects the significant heritage aspects of the areas
passed through.
The MVRA is opposed to proposals in the draft Plan which encourage and prioritise vehicle use
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over local activity and active and public transport modes: If the other measures we suggest are
adopted there will be no need for the following, or the other major roading projects proposed.
 Basin Reserve flyover – as noted above, claims of congestion are exaggerated. Instead of
the flyover, viable and more cost-effective alternatives at ground level (such as those
presented to the Board of Inquiry), which are sympathetic to the national heritage
significance of the Basin Reserve area and support active and public transport modes,
should be developed. Buses and any light rail should be prioritised through the Basin
Reserve to Newtown.
 Mt Victoria tunnel duplication – this will require the removal or Universal Studios-style
relocation of a further large number of historic houses, and have major negative impacts on
amenity values of many Mt Victoria residents and others working and attending school in the
area. We urge instead that all buses (and light rail should it eventuate) to the eastern
suburbs use the bus tunnel, and that the exploratory tunnel to the north of Paterson St be
developed to provide separated pedestrian and cycle access through Mt Victoria.
 Widening of Ruahine St and Wellington Rd – this will require removal of part of the Town
Belt which belongs to the citizens of Wellington as public recreation space on which no
throroughfare is to be built. In addition, residents along these streets will have their houses
destroyed, properties reduced and largely lose their amenity values.
Craig Palmer, Acting President
Mt Victoria Residents’ Association Inc
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