Changed lines 10-11 from:
Over four years have passed, LGWM has become bogged down and public confidence in the project has suffered. Changes in project personnel, endless reviews, and conflicting views of the form mass rapid transit should take have all contributed to a lack of progress. The time has come to stop considering alternative proposals, show leadership and get on with implementing LGWM as a pilot programme for what can also be achieved in Auckland and Christchurch.
to:
Over four years have passed, LGWM has become bogged down and public confidence in the project has suffered. Changes in project personnel, endless reviews, and conflicting views of the form mass rapid transit (MRT) should take have all contributed to a lack of progress. The time has come to stop considering alternative proposals, show leadership and get on with implementing LGWM as a pilot programme for what can also be achieved in Auckland and Christchurch.
Changed lines 24-28 from:
There is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to ''deliver mass rapid transit based on light rail'' from Wellington Railway Station to the Eastern Suburbs and Airport, via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
We believe that a mass rapid transit system designed to meet LGWM aims and objectives will negate the need for a second Mt Victoria road tunnel and encroachment on treasured green space along Ruahine Street, which is not compatible with LGWM's principles and the expressed wishes of the general public.
The Golden Mile is overloaded with buses and MRT in some form is the only effective solution. In March 2014, the Regional Transport Committee decided to take BRT (Bus Rapid Transit) forward for implementation and BRT remains an option LGWM is considering. While BRT works well in Auckland, with off-street hubs, there is not enough space on Wellington's streets. If implemented in Wellington, BRT would be RINO Transit -- rapid in name only.
to:
A possible alternative is a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to ''deliver mass rapid transit based on light rail'' from Wellington Railway Station to the Eastern Suburbs and Airport, via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
We believe that a mass rapid transit system designed to meet LGWM aims and objectives will negate the need for a second Mt Victoria road tunnel and encroachment on treasured green space along Ruahine Street. Expanding road capacity is not compatible with LGWM's principles and the expressed wishes of the general public.
The Golden Mile is overloaded with buses and MRT in some form is the only effective solution. In March 2014, the Regional Transport Committee decided to take BRT (Bus Rapid Transit) forward for implementation and BRT remains an option LGWM is considering. While BRT works well in Auckland, with off-street hubs, there is not enough space for these on Wellington's streets. If implemented in Wellington, BRT would be RINO Transit -- rapid in name only.
Changed line 16 from:
Applying this rule to rapid transit innovation in New Zealand cities, there is a strong case for building the smaller Wellington line ahead of Auckland's first light rail line. New Zealand's MRT talent pool is too small and shallow to support multiple independent developments. A Wellington light rail project would develop skills, technology standards and design patterns which could then be applied in Auckland and Christchurch.
to:
Applying this rule to rapid transit innovation in New Zealand cities, there is a strong case for designing the smaller Wellington line ahead of Auckland's first light rail line. New Zealand's MRT talent pool is too small and shallow to support multiple independent developments. A Wellington light rail project would develop skills, technology standards and design patterns which could then be applied in Auckland and Christchurch.
Changed lines 4-5 from:
# ''note'' that bus rapid transit on the city centre to eastern suburbs corridor would be rapid in name only
to:
# ''note'' that bus rapid transit on the city centre to eastern suburbs corridor would be rapid in name only.
Changed line 32 from:
FIT (fair intelligent transport) Wellington is a group of professionals who want to see a change in transport priorities so the private motor vehicle no longer dominates other transport modes. Our vision for Wellington is a modern, vibrant city designed around the needs of people, not cars.
to:
FIT (fair intelligent transport) Wellington is a group of professionals who want to see a change in transport priorities so the private motor vehicle no longer dominates our city. Our vision for Wellington is a modern, vibrant city designed around the needs of people, not cars.
Changed lines 1-2 from:
Following the 2014 Board of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
to:
Following the 2014 Board of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
Changed lines 14-16 from:
* A public transport operating model that is clearly failing to provide the desired transport service;
* Conflicting interests of WCC and GWRC--one responsible for managing and maintaining the road network within the city and suburbs, the other for managing bus and train operations and schedules in the city and wider region;
* An outdated fare collection and pricing system that allows cash payments on bus and train services leading to operational inefficiencies; and
to:
* A PTOM (public transport operating model) that is clearly failing to provide the desired transport service;
* Competing interests of WCC and GWRC--one responsible for managing and maintaining the road network within the city and suburbs, the other for managing bus and train operations and schedules in the city and wider region;
* An outdated fare collection and pricing system on bus and train services leading to operational inefficiencies; and
Changed lines 19-24 from:
We consider there is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to ''deliver mass rapid transit based on light rail'' from Wellington Railway Station to the Eastern Suburbs and Airport, via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
We believe that a mass rapid transit system designed to meet LGWM aims and objectives will negate the need for a second Mt Victoria tunnel and encroachment on treasured green space along Ruahine Street, which is not compatible with LGWM's principles and the expressed wishes of the general public.
X:Michael Barnett\\
Convenor, FIT Wellington
to:
There is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to ''deliver mass rapid transit based on light rail'' from Wellington Railway Station to the Eastern Suburbs and Airport, via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
We believe that a mass rapid transit system designed to meet LGWM aims and objectives will negate the need for a second Mt Victoria road tunnel and encroachment on treasured green space along Ruahine Street, which is not compatible with LGWM's principles and the expressed wishes of the general public.
The Golden Mile is overloaded with buses and MRT in some form is the only effective solution. In March 2014, the Regional Transport Committee decided to take BRT (Bus Rapid Transit) forward for implementation and BRT remains an option LGWM is considering. While BRT works well in Auckland, with off-street hubs, there is not enough space on Wellington's streets. If implemented in Wellington, BRT would be RINO Transit -- rapid in name only.
X:';Michael Barnett;', Convenor\\
FIT (fair intelligent transport) Wellington is a group of professionals who want to see a change in transport priorities so the private motor vehicle no longer dominates other transport modes. Our vision for Wellington is a modern, vibrant city designed around the needs of people, not cars.
Changed line 1 from:
Following the Commission of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
to:
Following the 2014 Board of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
Changed lines 17-19 from:
* A collection of agencies, NZTA, LGWM, WCC and GWRC, struggling to function as a unified body.
We consider there is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to deliver mass rapid transit based on light rail from Wellington Railway Station to the Eastern Suburbs and Airport via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
to:
* A collection of agencies, LGWM, Waka Kotahi, WCC and GWRC, struggling to function as a unified body.
We consider there is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to ''deliver mass rapid transit based on light rail'' from Wellington Railway Station to the Eastern Suburbs and Airport, via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
Changed lines 1-2 from:
Following the Commission of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
to:
Following the Commission of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
(:typeset-page parasep=number colophon=off colorlinks=on subtitle="Advancing Wellington Light Rail and Mass Rapid Transit" headingcolor=RoyalBlue :)
Added lines 22-24:
X:Michael Barnett\\
Convenor, FIT Wellington
Changed lines 7-9 from:
;;It is faster to make a four-inch mirror then a six-inch mirror, than to make a six-inch mirror. The skills and knowledge required to make a six-inch mirror are considerable, and practicing the skills and acquiring the knowledge on a small, practice piece gives the necessary base for completing the larger task.
Applying this rule to the development of rapid transit in New Zealand cities, there is a strong case for building the smaller Wellington line ahead of Auckland's first light rail line. New Zealand's talent pool is too small and too shallow to support multiple independent designs of MRT technology. A Wellington light rail project would define technology standards and design patterns which could then be applied in Auckland and Christchurch.
to:
;;It is faster to make a four-inch mirror then a six-inch mirror, than to make a six-inch mirror. Why? Because the skills and knowledge required to make a six-inch mirror are considerable, and practising the skills and acquiring the knowledge on a small, practice piece gives the necessary base for completing the larger task.
Applying this rule to rapid transit innovation in New Zealand cities, there is a strong case for building the smaller Wellington line ahead of Auckland's first light rail line. New Zealand's MRT talent pool is too small and shallow to support multiple independent developments. A Wellington light rail project would develop skills, technology standards and design patterns which could then be applied in Auckland and Christchurch.
Added lines 1-21:
Following the Commission of Inquiry into the proposed Basin Reserve Fly-over, a new agency Let's Get Wellington Moving (LGWM) was established to develop a comprehensive plan for Wellington City's future urban and land transport development. An LGWM progress report of February 2017 presented a set of guiding principles and public survey data showing Wellingtonians want fewer roads and cars, better public transport, a more pedestrian-friendly city and protection of the natural environment.
Over four years have passed, LGWM has become bogged down and public confidence in the project has suffered. Changes in project personnel, endless reviews, and conflicting views of the form mass rapid transit should take have all contributed to a lack of progress. The time has come to stop considering alternative proposals, show leadership and get on with implementing LGWM as a pilot programme for what can also be achieved in Auckland and Christchurch.
According to ''Thomson's Rule for First-time Telescope Makers'':[^Programming Pearls, Communications of the ACM, September 1985^]
;;It is faster to make a four-inch mirror then a six-inch mirror, than to make a six-inch mirror. The skills and knowledge required to make a six-inch mirror are considerable, and practicing the skills and acquiring the knowledge on a small, practice piece gives the necessary base for completing the larger task.
Applying this rule to the development of rapid transit in New Zealand cities, there is a strong case for building the smaller Wellington line ahead of Auckland's first light rail line. New Zealand's talent pool is too small and too shallow to support multiple independent designs of MRT technology. A Wellington light rail project would define technology standards and design patterns which could then be applied in Auckland and Christchurch.
Other factors contributing to the lack of progress in Wellington include:
* A public transport operating model that is clearly failing to provide the desired transport service;
* Conflicting interests of WCC and GWRC--one responsible for managing and maintaining the road network within the city and suburbs, the other for managing bus and train operations and schedules in the city and wider region;
* An outdated fare collection and pricing system that allows cash payments on bus and train services leading to operational inefficiencies; and
* A collection of agencies, NZTA, LGWM, WCC and GWRC, struggling to function as a unified body.
We consider there is a case for a region-wide transport authority with representation from these agencies, working in harmony to implement the LGWM programme and priorities. Its first task would be to deliver mass rapid transit based on light rail from Wellington Railway Station to the Eastern Suburbs and Airport via high intensity residential and activity zones including the Newtown hospital and Zoo, Kilbirnie and Miramar, linked to a functioning bus network via well-designed hubs.
We believe that a mass rapid transit system designed to meet LGWM aims and objectives will negate the need for a second Mt Victoria tunnel and encroachment on treasured green space along Ruahine Street, which is not compatible with LGWM's principles and the expressed wishes of the general public.
[^#^]