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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?
One option may be to set up The NZ Infrastructure Bank as a subsidiary of KiwiBank. The Bank would:
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?
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.
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:
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.
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 RoNS.
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 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?
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?
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 RoNS.
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 RoNS.
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.
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’s Scenario A+ proposes a people-centred, not car-centred, vision for Wellington’s future. Scenario A+ fulfils LGWM’s objectives through:
FIT’s Scenario A+ alternative to LGWM’s proposals offers a people-centred, not car-centred, vision for Wellington’s future. Scenario A+ fulfils LGWM’s objectives through:
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.
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.
LGWM 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 not enough 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:
FIT’s Scenario A+ proposes a people-centred, not car-centred, vision for Wellington’s future. Scenario A+ fulfils LGWM’s objectives through:
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.
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him?
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?
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LGWM 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.
(:typeset-page parasep=number fontset=kepler fontsize=12pt colophon=off colorlinks=on subtitle="Rapid Transit is Smart Use of Scarce Space" :)
LGWM 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 not enough 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.
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.
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.
How can Wellington do this?
How can Wellington do this? Should we be asking you to brief Minister Twyford or should FIT offer to brief him?
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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.
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 RoNS.
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.
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.
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.
LGWM 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 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:
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?