Changed line 25 from:
Realistic light rail costs are well below the Spine Study's figures: from $650M (via Constable St) to $890M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for 5 recent French light rail systems, adjusted for New Zealand conditions, plus 20% contingency).
to:
Realistic light rail costs are well below the Spine Study's figures: from $640M (via Constable St) to $850M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for 5 recent French light rail systems, adjusted for New Zealand conditions, plus 20% contingency).
Changed line 3 from:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to make such a shift, we need major infrastructure changes.
to:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to make such a shift, we need major infrastructure changes. It's time to [[challenge the road planners -> http://wellington.scoop.co.nz/?p=96406]].
Changed lines 33-34 from:
%float=left%%width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" \
%float=left%%width=48pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany" %% Examples of light rail vehicles
to:
%float=left%%width=49pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" \
%float=left%%width=49pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany" %% Examples of light rail vehicles
Changed lines 33-34 from:
%float left%%width=48pct id=lrExamples"Light rail examples"%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" %width=48pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany"
to:
%float=left%%width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" \
%float=left%%width=48pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany" %% Examples of light rail vehicles
Changed line 33 from:
%float left%%width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" %width=48pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany" | Typical light rail vehicles
to:
%float left%%width=48pct id=lrExamples"Light rail examples"%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" %width=48pct%Attach:LR-in-Freiburg.jpg"Light rail in Freiburg, Germany"
Changed lines 33-34 from:
%float left width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland"
%width=48pct%Attach:LR-in-Freiburg.jpg"Light Rail in Freiburg, Germany"
to:
%float left%%width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland" %width=48pct%Attach:LR-in-Freiburg.jpg"Light Rail in Freiburg, Germany"
Changed lines 21-22 from:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion.
to:
Wellington's multiple traffic choke points give more space-efficient public transport a comparative advantage over other vehicles. Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion.
Changed lines 33-34 from:
%width=100pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland"
to:
%float left width=48pct%Attach:light-rail-dublin.jpg"Light rail in Dublin, Ireland"
%width=48pct%Attach:LR-in-Freiburg.jpg"Light Rail in Freiburg, Germany"
Changed lines 17-18 from:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000+ per hour), growing to 64,000 passengers per day (peak 8,000+ per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation. Ridership is comparable to similarly sized French cities. Trams would run every 5-6 minutes, all day every day.
to:
We aim for initial light rail ridership of 32,000 passengers per day (peak 4,000+ per hour), growing to 64,000 passengers per day (peak 8,000+ per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation. Ridership is comparable to similarly sized French cities. Trams would run every 5-6 minutes, all day every day.
Changed line 27 from:
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction. Wellington will need 2 reserved lanes for light rail and 2 for buses.
to:
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term decisions must not inadvertently compromise long term solution quality. Wellington will need 2 lanes for light rail plus 2 for buses.
Changed line 17 from:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000+ per hour), growing to 64,000 passengers per day (peak 8,000+ per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation. This ridership is consistent with that in similarly sized French cities.
to:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000+ per hour), growing to 64,000 passengers per day (peak 8,000+ per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation. Ridership is comparable to similarly sized French cities. Trams would run every 5-6 minutes, all day every day.
Changed lines 9-10 from:
Like many cities, Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value private car trips.
to:
Like many cities, Wellington's road space is scarce so we need to use it effectively; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value private car trips.
Changed lines 17-18 from:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000 per hour), growing to 64,000 passengers per day (peak 8,000 per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation.
to:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000+ per hour), growing to 64,000 passengers per day (peak 8,000+ per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation. This ridership is consistent with that in similarly sized French cities.
Changed lines 21-22 from:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
to:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion.
Changed lines 27-29 from:
=<The "economic halo zones" around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction. Wellington will need 2 lanes reserved for light rail and 2 for buses.
to:
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction. Wellington will need 2 reserved lanes for light rail and 2 for buses.
Added lines 17-18:
We estimate initial light rail ridership of 32,000 passengers per day (peak 4,000 per hour), growing to 64,000 passengers per day (peak 8,000 per hour). An at-grade system can support a peak of 10,000+ pass/hr, higher with grade separation.
Changed lines 27-30 from:
The "economic halo zones" around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction.
to:
=<The "economic halo zones" around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction. Wellington will need 2 lanes reserved for light rail and 2 for buses.
Deleted lines 31-32:
Cities with effective, high-capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing public perception, based on experience, that transfers are slow and unreliable.
Changed line 23 from:
Realistic light rail costs are well below the Spine Study's figures: from $650M (via Constable St) to $890M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, adjusted for New Zealand conditions, plus 20% contingency).
to:
Realistic light rail costs are well below the Spine Study's figures: from $650M (via Constable St) to $890M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for 5 recent French light rail systems, adjusted for New Zealand conditions, plus 20% contingency).
Changed line 23 from:
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
to:
Realistic light rail costs are well below the Spine Study's figures: from $650M (via Constable St) to $890M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, adjusted for New Zealand conditions, plus 20% contingency).
Changed line 3 from:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to achieve such a shift, we need major infrastructure changes.
to:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to make such a shift, we need major infrastructure changes.
Changed line 3 from:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to make this shift, we need major infrastructure changes.
to:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to achieve such a shift, we need major infrastructure changes.
Changed line 3 from:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to achieve this shift, major infrastructure changes are needed.
to:
The best way to reduce vehicle congestion at and around the Basin Reserve is to encourage mode-shift from private cars to public transport, walking and cycling -- to make this shift, we need major infrastructure changes.
Changed line 33 from:
Successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city. Continuing to expand road capacity is the wrong strategy.
to:
Successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city. Continuing to add road capacity is the wrong strategy.
Changed line 33 from:
Successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city. Continuing to increase road capacity is the wrong strategy.
to:
Successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city. Continuing to expand road capacity is the wrong strategy.
Changed line 33 from:
Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
to:
Successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city. Continuing to increase road capacity is the wrong strategy.
Changed line 29 from:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. To fund light rail projects, the N2A capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
to:
To fund light rail and related projects, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
Changed line 29 from:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. To fund light rail and related projects, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
to:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. To fund light rail projects, the N2A capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
Changed lines 29-30 from:
To fund light rail and related projects, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
to:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. To fund light rail and related projects, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, instead of a ''roading'' budget.
Changed line 33 from:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
to:
Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
Changed line 33 from:
Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
to:
Continuing to increase road capacity to and through the central area is the wrong strategy; it must stop. Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
Changed line 17 from:
Light rail vehicles in central city pedestrianised areas are much more suitable than cars or buses as their path is exactly predictable and there are fewer of them. Crossing the road is easy and safe, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
to:
Light rail vehicles in central city pedestrianised areas are much more suitable than cars or buses, as their path is exactly predictable and there are fewer of them. Crossing the road is easy and safe, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Changed line 31 from:
Cities with effective, high capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing public perception, based on experience, that transfers are slow and unreliable.
to:
Cities with effective, high-capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing public perception, based on experience, that transfers are slow and unreliable.
Changed lines 19-20 from:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion and because light rail needs little junction-time at traffic signals.
to:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
Changed line 31 from:
Cities with effective, high capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing the public's perception, based on experience, that transfers are slow and unreliable.
to:
Cities with effective, high capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing public perception, based on experience, that transfers are slow and unreliable.
Changed lines 19-20 from:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
to:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion and because light rail needs little junction-time at traffic signals.
Changed line 31 from:
Cities with effective, high capacity public transport have efficient, quick and reliable passenger transfers between transport modes. Introducing light rail in Wellington will mean changing the public's perception, based on experience, that transfers are slow and unreliable.
to:
Cities with effective, high capacity public transport have fast and reliable transfers. Introducing light rail in Wellington will mean changing the public's perception, based on experience, that transfers are slow and unreliable.
Changed lines 15-16 from:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). Putting that much capacity on a Tarankai St and Wallace St route past the hospital to Kilbirnie and the airport would transform the Basin Reserve road congestion problem.
to:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). Putting that much capacity on a Tarankai St and Wallace St route, past the hospital to Kilbirnie and the airport, would transform the Basin Reserve road congestion problem.
Changed line 19 from:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin. Motor vehicles on other streets will also benefit because light rail needs little junction-time at traffic signals.
to:
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
Changed lines 13-16 from:
Many similar cities around the world have made this shift by investing in high quality light rail systems, supported with incentives for switching such as congestion pricing.
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). Putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport, would transform the Basin Reserve road congestion problem.
to:
Many similar cities around the world have made this shift by investing in high quality light rail systems, supported with incentives for switching such as congestion charging and innovative ticket pricing.
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). Putting that much capacity on a Tarankai St and Wallace St route past the hospital to Kilbirnie and the airport would transform the Basin Reserve road congestion problem.
Changed line 31 from:
Introducing light rail will require showing a sceptical public that transfers between buses and light rail are quick and reliable, whereas we have spent 50 years training people that transfers are slow and unreliable.
to:
Cities with effective, high capacity public transport have efficient, quick and reliable passenger transfers between transport modes. Introducing light rail in Wellington will mean changing the public's perception, based on experience, that transfers are slow and unreliable.
Changed lines 15-20 from:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport, would transform the Basin Reserve road congestion problem.
Light rail vehicles in central city pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
to:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). Putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport, would transform the Basin Reserve road congestion problem.
Light rail vehicles in central city pedestrianised areas are much more suitable than cars or buses as their path is exactly predictable and there are fewer of them. Crossing the road is easy and safe, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin. Motor vehicles on other streets will also benefit because light rail needs little junction-time at traffic signals.
Changed lines 29-31 from:
To fund a light rail project, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, rather than a ''roading'' budget.
Introducing light rail will require showing a sceptical public that transfers between buses and light rail are quick and predictable, whereas we have spent 50 years training people that transfers are slow and unreliable.
to:
To fund light rail and related projects, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, rather than a ''roading'' budget.
Introducing light rail will require showing a sceptical public that transfers between buses and light rail are quick and reliable, whereas we have spent 50 years training people that transfers are slow and unreliable.
Changed lines 1-2 from:
FIT Wellington welcomes efforts to help us develop transport options that will facilitate a more liveable and sustainable city and provide better connectivity for all of our people. FIT supports the reported objectives, to find solutions that will reduce traffic congestion and make moving around the city more pleasant, efficient and effective.
to:
FIT Wellington welcomes efforts to develop transport options that facilitate a more liveable and sustainable city and provide better connectivity for all of our people. FIT supports the reported objectives, to find solutions that will reduce traffic congestion and make moving around the city more pleasant, efficient and effective.
Changed lines 15-16 from:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport would transform the Basin Reserve road congestion problem.
to:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport, would transform the Basin Reserve road congestion problem.
Changed lines 21-23 from:
The light rail route evaluated in the Spine Study was poorly chosen and hence found to be high cost and low benefit. Light rail does not need a Mt Victoria tunnel alignment: a tunnel from the Zoo to Kilbirnie would be better (and support greater patronage); or using Constable St and Crawford Rd would be substantially cheaper (using light rail vehicles 2.4 m wide).
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
to:
The light rail route evaluated in the Spine Study was poorly chosen and hence found to be high cost and low benefit. Light rail does not need a Mt Victoria tunnel alignment: a tunnel from the Zoo to Kilbirnie would be better (supporting greater patronage); or using Constable St and Crawford Rd would be substantially cheaper (using light rail vehicles 2.4 m wide).
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a Zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
Changed lines 15-18 from:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour).
For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport would transform the Basin Reserve road congestion problem.
to:
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour). For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport would transform the Basin Reserve road congestion problem.
Changed lines 21-23 from:
The light rail route evaluated in the Spine Study was poorly chosen and hence found to be high cost and low benefit.
Light rail does not need a Mt Victoria tunnel alignment: a tunnel from the Zoo to Kilbirnie would be better (and support greater patronage); or using Constable St and Crawford Rd would be substantially cheaper (using light rail vehicles 2.4 m wide).
to:
The light rail route evaluated in the Spine Study was poorly chosen and hence found to be high cost and low benefit. Light rail does not need a Mt Victoria tunnel alignment: a tunnel from the Zoo to Kilbirnie would be better (and support greater patronage); or using Constable St and Crawford Rd would be substantially cheaper (using light rail vehicles 2.4 m wide).
Changed lines 1-2 from:
The best way to reduce vehicle congestion at and around the Basin Reserve would be by encouraging more people to use public transport, walking and cycling.
to:
FIT Wellington welcomes efforts to help us develop transport options that will facilitate a more liveable and sustainable city and provide better connectivity for all of our people. FIT supports the reported objectives, to find solutions that will reduce traffic congestion and make moving around the city more pleasant, efficient and effective.
The best way to reduce vehicle congestion at and around the Basin Reserve is by encouraging more people to use public transport, walking and cycling -- it is in these areas that major infrastructure changes are needed.
Changed lines 11-14 from:
We welcome the improvements being made to the bus system, but buses alone cannot deliver the capacity and ride quality needed to attract large numbers of people out of their cars.
Many similar cities aroundworld have made this shift by investing in high quality light rail systems, along with incentives for switching such as congestion pricing.
to:
We welcome the planned improvements being made to the bus system, but this is a short-term solution that will soon need to be replaced by a higher capacity transport mode. Buses alone cannot deliver the capacity and ride quality needed to attract large numbers of people out of their cars.
Many similar cities around the world have made this shift by investing in high quality light rail systems, supported with incentives for switching such as congestion pricing.
Changed lines 17-22 from:
For example, putting that much capacity on Wallace St could transform the Basin Reserve congestion problem.
Light rail vehicles in pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the Airport from the northern parts of the GW region) will benefit from reduced congestion.
to:
For example, putting that much capacity on Wallace St, in a route past the hospital to Kilbirnie and on to the airport would transform the Basin Reserve road congestion problem.
Light rail vehicles in central city pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the Airport from the northern parts of the GW region) will benefit from reduced vehicle congestion at the Basin.
Changed lines 25-30 from:
Light rail could run on a Mt Victoria tunnel alignment but doesn't have to: a tunnel from the Zoo to Kilbirnie would be better (greater patronage), or Constable St and Crawford Rd substantially cheaper (practical using vehicles 2.4 m wide).
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the Railway Station to Airport, via the Hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
The economic halo around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
to:
Light rail does not need a Mt Victoria tunnel alignment: a tunnel from the Zoo to Kilbirnie would be better (and support greater patronage); or using Constable St and Crawford Rd would be substantially cheaper (using light rail vehicles 2.4 m wide).
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the railway station to airport, via the hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
The "economic halo zones" around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
Changed line 35 from:
Introducing light rail will mean proving to a sceptical public that transfers between buses and light rail can be quick and predictable, as we have spent 50 years training people that transfers are slow and unreliable.
to:
Introducing light rail will require showing a sceptical public that transfers between buses and light rail are quick and predictable, whereas we have spent 50 years training people that transfers are slow and unreliable.
Changed lines 17-18 from:
Light rail vehicles in pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety; having to do so degrades the whole ambience of a pedestrianised area.
to:
Light rail vehicles in pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety and having to do so degrades the whole ambience of a pedestrianised area.
Changed lines 21-22 from:
The light rail route evaluated in the Spine Study was found to be high cost, low benefit.
to:
The light rail route evaluated in the Spine Study was poorly chosen and hence found to be high cost and low benefit.
Changed line 29 from:
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the desired long term direction.
to:
Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the long term direction.
Changed lines 7-8 from:
Like many cities, Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value car trips.
to:
Like many cities, Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value private car trips.
Added lines 16-17:
Light rail vehicles in pedestrianised areas are much more suitable than cars or buses as it is exactly predictable where they will go, whereas pedestrians, not surprisingly, give motor vehicles a wide berth for safety; having to do so degrades the whole ambience of a pedestrianised area.
Changed lines 5-6 from:
(:typeset-page parasep=number fontset=kepler headingcolor=ForestGreen subtitle="Meeting with Jim Bentley and Jane Black":)
to:
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Reserving a light rail corridor that reflects modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the desired long term direction.
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Reserving a light rail corridor that embodies modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the desired long term direction.
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Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value car trips.
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Like many cities, Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value car trips.
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Putting that much capacity on Wallace St could transform the Basin Reserve congestion problem.
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For example, putting that much capacity on Wallace St could transform the Basin Reserve congestion problem.
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Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the Railway Station to Airport (based on costs for a range of recent French light rail systems, plus 20% contingency).
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Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the Railway Station to Airport, via the Hospital (based on costs for a range of recent French light rail systems, plus 20% contingency).
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Most successful cities look outward and replicate other cities' successes -- fast, high quality public transport is an essential mark of a successful 21st century city.
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Most successful cities look outward and replicate other cities' successes -- fast, high quality, electric public transport is an essential mark of a successful 21st century city.
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Wellington's road space is scarce so we need to use it efficiently; this means encouraging space-efficient transport modes and discouraging space-inefficient ones, particularly low-value car trips.
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Many similar cities around the world have done this by investing in high quality light rail systems, along with incentives for switching such as congestion pricing.
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Many similar cities around the world have made this shift by investing in high quality light rail systems, along with incentives for switching such as congestion pricing.
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Introducing light rail in Wellington will mean proving to a sceptical public that transfers between buses and light rail can be quick and predictable; we have spent 50 years training people that transfers are slow and unreliable.
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Introducing light rail will mean proving to a sceptical public that transfers between buses and light rail can be quick and predictable; we have spent 50 years training people that transfers are slow and unreliable.
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The best way to reduce vehicle congestion at and around the Basin Reserve would be by encouraging more people to use public transport, walking and cycling.
(:title N2A Talking Points:)
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We welcome the improvements being made to the bus system, but buses alone cannot deliver the capacity and ride quality needed to attract large numbers of people out of their cars.
Many similar cities around the world have done this by investing in high quality light rail systems, along with incentives for switching such as congestion pricing.
A light rail route has over three times the peak hour passenger capacity of a four-lane Mt Victoria tunnel (at least 12,000 people per hour versus at most 4,000 people per hour).
Putting that much capacity on Wallace St could transform the Basin Reserve congestion problem.
Road users who don't directly benefit by switching to light rail (eg commercial vehicles or people travelling to the Airport from the northern parts of the GW region) will benefit from reduced congestion.
The light rail route evaluated in the Spine Study was found to be high cost, low benefit.
Light rail could run on a Mt Victoria tunnel alignment but doesn't have to: a tunnel from the Zoo to Kilbirnie would be better (greater patronage), or Constable St and Crawford Rd substantially cheaper (practical using vehicles 2.4 m wide).
Realistic light rail costs are well below the Spine Study's figures: from $450M (via Constable St) to $650M (via a zoo tunnel) for the Railway Station to Airport (based on costs for a range of recent French light rail systems, plus 20% contingency).
The economic halo around light rail stops and along the corridor would enhance the urban form and make Wellington an even better place to live, work, study, and play.
Reserving a light rail corridor that reflects modern route design principles ought to form part of any Ngauranga to Airport plan; short term solutions must not inadvertently compromise the desired long term direction.
To fund a light rail project, the Ngauranga to Airport capital budget needs to be recast as a ''transport'' budget, rather than a ''roading'' budget.
Introducing light rail in Wellington will mean proving to a sceptical public that transfers between buses and light rail can be quick and predictable; we have spent 50 years training people that transfers are slow and unreliable.
Most successful cities look outward and replicate other cities' successes -- fast, high quality public transport is an essential mark of a successful 21st century city.