Changed lines 28-30 from:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, using instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing a commercial discipline and financial transparency currently lacking. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
We believe this proposal is consistent with the government's transport and environmental policies. How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him? What's your advice and how can we best help?
to:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would:
* raise money from investors such as `KiwiSaver operators, here and overseas, using instruments such as infrastructure bonds
* use this money to finance infrastructure projects (design`-build`-operate`-maintain)
* bring a commercial discipline and financial transparency currently lacking
* necessarily take a 30-50 year view of its asset portfolio
* allow private investors to have a minority shareholding, if needed
We believe these proposals are consistent with the government's transport and environmental policies. How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him? What's your advice and how can we best help?
Changed lines 1-2 from:
gls(FIT) is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is separated from other vehicles, making it fast and reliable. This is the only kind of urban transit service that can compete with the private car.
to:
gls(FIT) is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way:
* high frequency means at least every 15 minutes
* all-day every-day means at least 7am to 7pm, 7 days a week
* a dedicated right-of-way means the service is separated from other vehicles, making it reliable and fast
* the only kind of urban transit service that can compete with the private car
Changed lines 22-23 from:
The high capital cost of light rail requires a strategy that actively seeks to maximise ridership and mode share, not the passive "demand follows population growth" strategy that LGWM has adopted. Future light rail mass transit as proposed by LGWM would be difficult and disruptive to build and could require large subsidies. Its proposals are predicated on private cars remaining the dominant mode.
to:
The high capital cost of light rail requires a strategy that actively seeks to maximise ridership and mode share, not the passive "demand follows population growth" strategy that LGWM has adopted. Future light rail mass transit as proposed by LGWM would be difficult and disruptive to build and expensive to run. Its proposals are predicated on private cars remaining the dominant mode.
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benefits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy, enabling urban development and enhancing urban form. Bringing rapid transit projects to fruition requires central government support, like that provided for gls(RoNS).
Changed lines 28-32 from:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, through instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing a commercial discipline and financial transparency currently lacking. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy, enabling urban development and enhancing urban form. Bringing rapid transit projects to fruition requires central government support, like that provided for gls(RoNS).
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him? What's your advice?
to:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, using instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing a commercial discipline and financial transparency currently lacking. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
We believe this proposal is consistent with the government's transport and environmental policies. How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him? What's your advice and how can we best help?
Changed line 20 from:
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy. Bringing rapid transit projects to fruition requires central government support, like that provided for gls(RoNS).
to:
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy, enabling urban development and enhancing urban form. Bringing rapid transit projects to fruition requires central government support, like that provided for gls(RoNS).
Changed line 18 from:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, through instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing the commercial discipline and financial transparency currently missing. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
to:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, through instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing a commercial discipline and financial transparency currently lacking. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
Changed line 6 from:
FIT's Scenario A+ proposes a people-centred, not car-centred, vision for Wellington's future. Scenario A+ fulfils gls(LGWM)'s objectives through:
to:
FIT's Scenario A+ alternative to gls(LGWM)'s proposals offers a people-centred, not car-centred, vision for Wellington's future. Scenario A+ fulfils LGWM's objectives through:
Changed lines 1-2 from:
gls(FIT) is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is fast and reliable. This is the only kind of urban transit service that can compete with the private car.
to:
gls(FIT) is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is separated from other vehicles, making it fast and reliable. This is the only kind of urban transit service that can compete with the private car.
Changed lines 5-8 from:
gls(LGWM) is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained gls(CBD) geography will ensure that buses, no matter how big, will be slow as there is not enough room for true gls(BRT). This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
FIT's Scenario A+ proposes a different vision for Wellington's future. Scenario A+ fulfils LGWM's objectives through:
to:
FIT's Scenario A+ proposes a people-centred, not car-centred, vision for Wellington's future. Scenario A+ fulfils gls(LGWM)'s objectives through:
Added lines 18-19:
One option may be to set up ''The NZ Infrastructure Bank'' as a subsidiary of `KiwiBank. The Bank would raise money from investors such as `KiwiSaver operators, here and overseas, through instruments such as infrastructure bonds. It would use this money to finance infrastructure projects (design`-build`-operate`-maintain), bringing the commercial discipline and financial transparency currently missing. It would necessarily take a 30-50 year view of its asset portfolio. Private investors could have a minority shareholding.
Changed line 22 from:
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him?
to:
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him? What's your advice?
Changed lines 3-6 from:
(:typeset-page parasep=number fontset=kepler fontsize=12pt colophon=off colorlinks=on :)
gls(LGWM) is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained gls(CBD) geography will ensure that buses, no matter how big, will be slow as there is no room for true gls(BRT). This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
to:
(:typeset-page parasep=number fontset=kepler fontsize=12pt colophon=off colorlinks=on subtitle="Rapid Transit is Smart Use of Scarce Space" :)
gls(LGWM) is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained gls(CBD) geography will ensure that buses, no matter how big, will be slow as there is not enough room for true gls(BRT). This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
Changed lines 13-16 from:
* rapid transit using gls(light_rail) to a regional hub at the railway station, with the first line open by 2027 at the latest
The high capital cost of light rail requires a strategy that actively seeks to maximise ridership and mode share, not the passive "demand follows population growth" strategy that LGWM has adopted. Future light rail mass transit as proposed by LGWM could require large subsidies. Its proposals are predicated on private cars remaining the dominant mode.
to:
* rapid transit using gls(light_rail), initially from Miramar to a regional hub at the railway station, opening by 2027 at the latest
The high capital cost of light rail requires a strategy that actively seeks to maximise ridership and mode share, not the passive "demand follows population growth" strategy that LGWM has adopted. Future light rail mass transit as proposed by LGWM would be difficult and disruptive to build and could require large subsidies. Its proposals are predicated on private cars remaining the dominant mode.
Changed line 21 from:
How can Wellington do this?
to:
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him?
Changed lines 3-4 from:
(:typeset-page parasep=number fontset=kepler fontsize=14pt colophon=off :)
to:
(:typeset-page parasep=number fontset=kepler fontsize=12pt colophon=off :)
Changed line 19 from:
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy. Bringing rapid transit projects to fruition requires central government support, like that provided for Roads of National Significance.
to:
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy. Bringing rapid transit projects to fruition requires central government support, like that provided for gls(RoNS).
Changed lines 1-2 from:
FIT is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is fast and reliable. This is the only kind of urban transit service that can compete with the private car.
to:
gls(FIT) is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is fast and reliable. This is the only kind of urban transit service that can compete with the private car.
Changed lines 5-6 from:
Let's Get Wellington Moving is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained CBD geography will ensure that buses, no matter how big, will be slow as there is no room for true BRT. This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
to:
gls(LGWM) is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained gls(CBD) geography will ensure that buses, no matter how big, will be slow as there is no room for true gls(BRT). This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
Changed lines 11-13 from:
* a congestion charge for cars entering the city centre during peak periods, starting when Transmission Gully opens
* rapid transit using light rail to a regional hub at the railway station, with the first line open by 2027 at the latest
to:
* a congestion charge for cars entering the city centre during peak hours, starting when Transmission Gully opens
* rapid transit using gls(light_rail) to a regional hub at the railway station, with the first line open by 2027 at the latest
Added lines 1-21:
FIT is here to talk about rapid transit for Wellington City -- a high frequency, all-day every-day service, on a dedicated right-of-way. High frequency means at least every 15 minutes; all-day every-day means at least 7am to 7pm, 7 days a week; a dedicated right-of-way means the service is fast and reliable. This is the only kind of urban transit service that can compete with the private car.
(:typeset-page parasep=number fontset=kepler fontsize=14pt colophon=off :)
Let's Get Wellington Moving is proposing "mass transit" which seems to mean "bigger buses". Wellington's constrained CBD geography will ensure that buses, no matter how big, will be slow as there is no room for true BRT. This is why bus patronage in the city has been static for years. LGWM's 4 scenarios contain no proposals for rapid transit. We won't solve Wellington's transport problems by applying the same thinking that created the problems in the first place.
FIT's Scenario A+ proposes a different vision for Wellington's future. Scenario A+ fulfils LGWM's objectives through:
* better, safer walking and cycling, starting now
* a congestion charge for cars entering the city centre during peak periods, starting when Transmission Gully opens
* rapid transit using light rail to a regional hub at the railway station, with the first line open by 2027 at the latest
The high capital cost of light rail requires a strategy that actively seeks to maximise ridership and mode share, not the passive "demand follows population growth" strategy that LGWM has adopted. Future light rail mass transit as proposed by LGWM could require large subsidies. Its proposals are predicated on private cars remaining the dominant mode.
Funding is the biggest barrier to making rapid transit happen. We'd like to encourage the government to play an active role. This could include facilitating innovative funding mechanisms, such as the recent proposal from Sam Stubbs of Simplicity that `KiwiSaver funds are a good fit to infrastructure investments. In countries such as Canada, pension funds have been investing in urban rapid transit since 2000.
FIT sees urban rapid transit as a strategic investment that brings economic, social and environmental benfits to the country. Rapid transit plays the same role in the urban economy that expressways play in the rural economy. Bringing rapid transit projects to fruition requires central government support, like that provided for Roads of National Significance.
How can Wellington do this?