Regional Councillor Paul Bruce reports on changes in the Transport Plan

Presentation to the Rotary Club of Wellington, May 2010

Tena koutou katoa!

According to Charles Finny, CEO of Wellington Regional Chamber of Commerce, Greater Wellington is possibly the best performing regional council in the country, with highly dedicated staff, and a couple of significant plans produced during the recent triennium.

The major expenditure item has been the replacement of 1940’s trains, and the addition of some extra transit capacity.

However, as well as running the buses and trains, GW is the environmental manager of the region, does transport planning, water supply, flood protection, pest and land management, harbour safety, regional parks and forests, emergency management and funds a regional economic development agency.  Three years ago I talked to you about climate and weather.

Well, greenhouse gas emissions continue their relentless climb, as do signs of global climate change.

In fact we are following along the worst case scenario … in spite of what the climate deniers say!
The way we use energy and transport matters not only for sustainability, but also for our safety, comfort and health. The most dangerous thing we do in our lives is to travel in a car.  And two thirds of cyclist accidents are due to cars.

If you want to be really safe, then travel by train, they are doing so increasing numbers in Europe – the risk reduces ten-fold! Less hassle and you arrive safely at your destination.

Well, what about Wellington?

Our city hums with a vibrancy that comes from a denser inner core and the seat of Governance, and plenty of intellectual debate. And, we have other things, like a Sustainable Cities faculty (Otago University), the most used public transit system in New Zealand, and almost all our electricity about to be produced by a couple of wind farms. About 75% of public transport use, measured in passengers times distance travelled (passenger-km), is powered by electricity: trains and trolleybuses.

Thirty one percent of inner city residents no longer own a car, with 73% choosing to walk to work. A WCC 2006 survey, also showed 27% of trips in Wellington city between 1km and 2km were made by walking and cycling.

Yet, in spite of this only 17% of the wider regional population commute by public transport to the CBD, with about 70% commuting by car. But 70% of car journeys are not work-related: visits to the supermarket, sport, recreation, and for social occasions.

New Zealand has one of the highest per capita transport demand profiles, and is highly dependent on oil imports to support this demand. Thirty six percent of Greater Wellington greenhouse emissions come from petrol, diesel and aviation fuel.

This suggests that NZ would fare comparatively badly in response to high oil prices, especially lower socio-economic communities, with poor public transport connections. An interesting survey done at Griffith University shows how communities located in peripheral suburbs by cheaper housing suffer disproportionately from oil price increases. The same would probably happen here, in Wainuiomata, Porirua East, and Titahi Bay and so on unless there is strategic development of post-oil alternatives.

Oil Vulnerability in the Australian City – Griffith University

The sustainable response? Provide people with the opportunity to choose sustainable transport modes for most of their travel, generate services locally, increase efficiency of our services, give support to active transport and adjust our urban form.

Greater Wellington funds public transport

Our system suffers from decades of neglect. Trolleybus, and rail networks have been allowed to run down.  Since 1993 the National and Labour governments have invested roughly $14 billion in road maintenance and renewal and only $2 billion in rail improvements, so it is not surprising our railway lines are carrying less freight than the trucks on our roads.

Good news for Kiwirail today, making a modest profit, according to the half-year report [PDF].

96 new electric “Matangi” trains will start arriving from August this year. This has been accompanied by a year long upgrade of station platforms, signalling and electrification to Waikanae, with new double tracking. Work is continuing on providing real time information for bus and train travellers, with a pilot involving 25 buses under way at present.

Integrated ticketing is planned, but held up in order to coordinate with Auckland. NZTA has chosen Thales as the supplier for a national system.

At the same time, GW is reviewing bus efficiency on routes south of Wellington Railway Station.

A major deterrent to public transport use south of the CBD, has been the congested hub at Wellington Railway Station and along Lambton Quay. Multiple routes passing through this space, produces bus congestion, and poor timetabling.

A collaborative NZ/Australian transport study, directed by Prof. Gustaf Nielson, indicated the value of moving towards spoke and hub services (and sub-hubs) feeding into enhanced arterial transport routes, and I am very pleased to say the GW officers now believe that we can make significant improvements to the efficiency of our networks, which allow for increased frequency in outer areas, and less congestion in the CBD.

Roads of National Significance (RoNS)

However, these fine aspirations have been undermined by Government’s announcement of Roads of National Significance or RoNS, and has thrown into doubt the purchase of another 14 trains, that would allow for 3% annual growth.

Minister of Transport, Stephen Joyce, has outlined an additional $21 billion of investment in roads. The same National Infrastructure Plan lists only a further $0.7 billion investment in alternatives to roads.

It is indeed ironic that Prime Minister John Key can claim in Copenhagen, that NZ can’t afford to reduce GHE, yet National can find $2.2 billion public money for expenditure on non-performing assets in the Wellington region that saddle us with long term costs and more greenhouse emissions!

GW’s Regional Land Transport Strategy contains a vision that few would disagree with.

It advocates modal shift to public transport and active travel, and transfer of freight to rail, as a response to climate change, rising fuel prices, health, safety and security.

However, the key outcomes listed - Reduced severe road congestion (6.4.1), and the related outcomes - Maintained vehicle travel times between communities and regional destinations, and Improved reliability of the strategic roading network, have been used to justify the inclusion of the Transmission Gully project (8.1r, 10.2.1), the “Road of National Significance” (8.5d, 10.2.1), and Ngauranga to Wellington Airport Corridor (10.2.4). The timing of the Mt Victoria and Terrace Tunnel duplications and the widening of Ruahine Street have been brought forward in response to the inclusion of the Road of National Significance.

I also say, “non-performing” non-reservedly, as the cost benefit analysis shows that all the different components come out at well below One.  This means, the Government is planning to build roads that will have no net benefit to the economy, that is a loss will be made.  And the Transmission Gully road lies on an active fault line, and soil mapping indicates that the area suffers the same propensity for slips after heavy rains, as the coastal route.

The latest OECD comparison (2002) shows that New Zealand is already suffering from a very expensive transport network, with the highest vehicle kilometers travelled (VKT) per unit of Gross  Domestic Product (GDP) in the OECD:

Vehicle Kilometres Travelled by Road – MfE website

Each year in New Zealand, traffic-related air pollution is a contributing factor to 500 deaths, a similar number of deaths to road accidents. Car drivers and passengers have a death/injury rate ten times that of bus passengers.
There are also a lot of hidden costs, and one Ministry of Transport study, estimates that car and trucks only contribute 65% towards the total cost to the community.

For example, wastes such as used oil, batteries and tyres require careful disposal and cost New Zealand $3.8 billion. Road transport is also a primary source of harmful air pollutants in urban areas, and waterways are affected by contaminated run-off from roads.

Roading projects are funded from the National Land Transport Fund [Government Policy Statement GPS 2009/10 – 2018/19 May 2009 - PDF].  Some funding also comes from local authority rates.  So ratepayers are paying for a portion of the cost of the Roads of National Significance (RoNs).

While most trucks pay road user charges it is not generally enough to cover the cost of road maintenance and the remainder is funded from taxpayers contributions.  Road freight causes significant damage to roads and the most efficient means of transporting heavy goods is by rail.  So in effect, roads are subsidized three times, firstly by vehicle registrations, secondly by taxpayers and thirdly by rates.

Many of us believed that peaking oil prices would see a shift in the car friendly culture irrespective of which Government was elected. We did not imagine in our wildest dreams that the Government would begin raising billions of dollars to keep the whole structure going and would prefer that our children inherit an impossible debt just to feed this addictive use of mineral oil.

The RONS proposal will result in unnecessary road capacity and community severance.

They will increase traffic speed and feed more vehicles into already congested Wellington streets. New expressways, like Karo Drive, may well lead to further high speed accidents, making a mockery of the recently launched Traffic Safety program, aimed at getting speed down.

The Minister wants a racetrack, in a similar manner to Muldoon’s think big projects, and they seem to be placing all their bets on bio-fuels and electric cars to replace gasoline.

However, electric cars are expensive, their uptake will be slow, with resource constraints on essential materials necessary for both batteries and electrical infrastructure. The Hon Steven Joyce has in fact estimated that there will be 300 light electric motor vehicles in the fleet by July 2013, and only reach 5% of the vehicle fleet by 2020. (NZ Energy Strategy PDF).

As a Regional Councillor, I have been advocating a balanced approach and seek the funds needed to fix the key problems with the rail system – the North-South junction, the fixing of the missing rail link from Wellington Railway station, that is light rail through to the Airport, and looking at our Urban form.

Urban form – access rather than mobility

A recent Health Department report, Healthy Places, Healthy Lives: Urban environments and wellbeing, provides detailed evidence about the strong link between poor urban design and poor health, and the large burden that puts on our communities and health services.

If designed appropriately, urban form and transport can increase physical activity, improve air quality, reduce road traffic injuries, increase social cohesion, and achieve maximum health benefits from services and facilities. Urban form can also help create a sense of place.

Urban form is a key factor in reducing the need for fossil fuels.

All the territorial authorities except Upper Hutt are signatories to the Urban Protocol (March 2005). The Regional Land Transport Programme has a vision that acknowledges the need for better land use, that people live closer to their main destinations for work and play, more vehicles run on renewable fuels, and that peoples choices recognise the risk and impact of climate change and diminishing non-renewable resources.

A vibrant city will facilitate compact development around transport hubs -

• safe cycle ways on all arterial routes, and speed limit of 30km/h on shared roads.
• electric trolley buses and light rail
• freight to shipping and rail powered by a combination of solar, wind and bio-fuels. Coastal shipping is the most energy efficient way to move freight around the country, producing only 14 grams of CO2 per tonne-kilometre compared with road at 92–123 grams of CO2
• moderate density apartments allowing regen heat, smart transport design,  car share, passive solar aspects, savings in building design, community gardens
• connectedness through broad band, social access
• time share
• free cycle and swap of used goods
• clean air and good health
• demand management programs run through workplace and schools, to encourage active modes, school walking buses etc.

Projects such as dual rail tunnels from Pukerua Bay through to Paekakariki, can enhance the public transport network and take cars and trucks off the road.

Tram – Train

Brent Efford, a recipient of a Winston Churchill Fellowship in 2003, to study transit in North America, says that extending the rail system into the CBD using tram-train would knock ten minutes off the journey time for thousands of commuters every day, the same time saving claimed for Transmission Gully, but at less than $100m – less than a tenth of the cost.

Let’s look at a schematic of a possible new tram-train network, connecting Johnsonville and Melling directly through the Wellington CBD to the airport. Of course this would be done in stages, and based on similar light rail developments in Adelaide, Melbourne and most recently in Christchurch, would cost no more than $20 million per km to lay down the lines.

Allowing an inland rail port at Waingawa in Wairarapa, would remove the need for heavy trucks to use the Rimutaka Hill road.

And we need more passenger connections – rail commuters are complaining of “Third World travelling conditions” and safety concerns on packed trains. Passenger counts of 1200 on the three peak morning services from Masterton to Wellington, outnumbered available seats last year (DomPost 12th March 2009).

And another way that John Key and Steven Joyce could give us real dividends is to ….

Active modes

… invest in cycle friendly infrastructure.  All TAs and GW have cycle plans specifying the need for safe cycling routes. In spite of this, change is slow and some times non-existent.  Riddiford Street was upgraded in January last year, with no provision for cyclists, though advance stop markings have since been added.

A cycle/walk way connecting Petone and Nguaranga was first mooted over 100 years ago.  Progress has been made here with the adoption of the concept of the Great Harbour Way by all TAs including GW. NZTA has also completed a study recommending a stand alone seaward track only between Petone and Horokiwi. We need political pressure to expand that to a fully fledged cycle way into the heart of Wellington.

Thirteen National cycle trails got the nod at the start of February to go through to the next stage for National Cycleway funding.  Wellington region was excluded!

Based on experience in other cities, a 3 to 5 metre two way track connecting Wellington’s two major cities, could lead to a 20 fold increase with up to 8,000 new cyclists.  This would significant number of cars off State highway 2 with corresponding benefits for us al.

The economic benefits are well established.

NZTA have found that a car driver shifting mode to cycling on a 5km commuter trip to work, brings $9,000 savings per year to the rider and the rest of the community.

A 10% shift back to cycling would bring savings of billions of dollars to the NZ economy.

30% of our land travel trips are for distances of under two kilometres.

Urban planner Richard Register recounts meeting a bicycle activist friend wearing a t-shirt that said “I just lost 3,500 pounds. Ask me how.”  When queried he said he had sold his car. Replacing a 3,500-pound car with a 22-pound bicycle obviously reduces energy use dramatically, but it also reduces materials use by 99 percent, indirectly saving still more energy.

Enrique Penalosa, Mayor of Bogota (Colombia), was responsible for numerous radical improvements to his city, and for its citizens. He promoted a city model giving priority to children and public spaces and restricting private car use, building hundreds of kilometers of sidewalks, bicycle paths, pedestrian streets, greenways, and parks.

Penalosa, said that he had seen transportation systems where people had to walk or bike unprotected on highways and risk being killed, because figuring out how to move people who choose to walk, was less important than figuring out how to move rich people who had fancy cars.

“There are 1 or 2% kamikaze cyclists who will mix it with car traffic. If you paint a white line on the road, the number of cyclists increases to 5%. Then if you construct a special cycle way, protected from the traffic by shrubs, then 30 to 40% will venture out”

Broadway in New York has removed car parks, and traffic lanes, and created really popular cycle ways and broader sidewalks.

Overseas cities are no longer investing in accommodating the motorcar. They are promoting and improving their public transport. In cities such as Toronto and Seattle, there are moves to demolish freeways (motorways).

Moving our City with Free Public Transport

Bob Jones hit the mark when he called for a car free golden mile. However, there a number of other things that we should do to help people move more freely about town.  One of these is free public transport, and the other is reducing the number of car parks.

Wellington City Council provides, through a business levy, free carparking at weekends to encourage shoppers to come into the city, but this may well be counter-productive. It costs $1.2m in forgone parking revenue, and contributes to vehicle pollution and traffic snarl ups as cars search for parking spaces. It may also put some people off coming to town, and actually decrease retail returns.

Wellington City Council “free” weekend car parks cost a lot in foregone revenue, in fact three to four times more than the cost of inner city public transport weekend fares. Wellington is in fact, an extreme case in terms of provision of car parks, with the highest number of parking spaces per job, according to figures gathered from around the world.

We outrank Christchurch and Auckland, and well known US cities, Phoenic, Denver, and Detroit. In his book The High Cost of Free Parking, Donald Shoup estimates that off-street parking subsidies in the United States are worth at least $127 billion a year. What societies should be striving for is not parking subsidies, but parking fees, reflecting the costs of congestion and the deteriorating quality of life as cars and parking lots take over.

In a time of diminishing resources, this isn’t the best message to send out.

Instead, we should aim for fewer cars in shopping areas, which would improve air quality and traffic flow, and hence ambience and retail sales. It also can give an added pull to tourists.

Number of CBD parking spaces in 1996 per 1000 CBD jobs

(figures collated by Kerry Wood)

Wellington	1050
Christchurch	940
Auckland	650
Sourced figures:
Phoenix	910
Denver	730
Detroit	710
Perth	630
Houston	610
Los Angeles	520
Portland	400
Melbourne	340
Brisbane	320
Sydney	220
Copenhagen	220
Zürich	140
London	120
New York	60

Zero fare public transport services

Auckland	Free downtown bus loop, ‘City Circuit’
Christchurch	Free downtown bus loop, ‘The Shuttle’
Invercargill	Free downtown bus & free off peak buses
Adelaide	Free downtown tram route
Sydney	Free downtown city bus loop
Melbourne	Free downtown tram and bus loop
Chapel Hill , USA	Free area-wide bus services
Hasselt , Belgium	Free area-wide bus services

Bachels, M, Newman, P and Kenworthy, J (1999). Indicators of urban transport efficiency in New Zealand’s main cities. Perth: Murdoch University, ISBN 0 86905 669 7

Newman, P and Kenworthy, J (1999). Sustainability and cities — overcoming automobile dependence. ISBN 1 55963 660 2.

The High Cost of Free Parking, Donald Shoup estimates that off-street parking subsidies in the United States are worth at least $127 billion a year.

Why not look at shifting some of the business levy to cover bus fares in the central business district? This would tie in with Greater Wellington’s intention to move towards integrated fares, allowing people arriving from outer suburbs such as Hutt Valley and Kapiti Coast to proceed through to Courtenay Place without any extra cost. Greater Wellington already provides a free connecting bus service on the Kapiti Coast to connect with train services, and has found this measure to be cost neutral.

Overseas experience has shown that zero fare inner city public transport encourages people to test the alternative.

More about free public transport

“The Thrill is Gone”

There are signs of deeper shifts in consumer attitudes towards cars, notably among the younger people on which its future rests. Studies now show they will be less willing to spend on them than their parents –  Toyota, the world’s largest carmaker, concluded recently that in the US “frugalism is the new cool”, according to Bob Carter, brand head in the country.

We do have ways to live more lightly on the earth that give joy and better health.  Our end game can be a delightful, cradle-to-cradle, pollution free environment.

Now is the time to wake up to irresistible cities, with light rail, Great Harbour cycle walkways, community gardens, energy efficient buildings, and the power of solar.

One last thing…. remember that

The economy is a wholly owned subsidiary of the environment.

For more information

Contact Regional Councillor Paul Bruce
paul.bruce@greens.org.nz
phone: 04 9728699 cellphone:021 02719370

The Dominion Post reported; “Round-the-clock gridlock has been predicted if The Terrace and Mt Victoria tunnels are closed for five weeks to kickstart a $80 million project to remedy serious safety problems.”

Could we use this sense of crisis to achieve immediate improvements in public transport services and safe cycle and walk ways between Wellington CBD and its suburbs?

A report to the Greater Wellington’s Transport and Access Committee is proposing that all fares be increased from 1 October 2010, to take account of the GST increase, and to produce a 3% increase in fare revenue to balance increased costs

Fare increases: bad timing

Greater Wellington Regional Councillor Paul Bruce said that coinciding Public Transport fare increases with the Mt Victoria tunnel safety upgrades is bad timing. “If we are going to close off routes, we must provide some counter balancing measure to help people move freely about Wellington city.

One of these measures could be moving the subsidy for free weekend public parking to zero inner city fares. Mr Bruce said that many other cities provide zero fare services, including Auckland, Christchurch and Invercargill.

Use the business levy

Shifting some of the Wellington City Council business levy to cover bus fares in the central business district ties in with a move towards integrated fares, allowing people arriving from outer suburbs to proceed through to Courtenay Place without any extra cost.

This will attract extra riders and lead to fewer cars in the inner city area, which in turn will improve traffic flow and air quality and thus ambience and … retail sales. Convenient public transport will also give an added pull to tourists.

Other advantages to alternative transport

There are also health, social and environmental advantages to funding alternative modes of transport such as cycling, walking and public transport.

Physical inactivity accounts for almost 10 percent of New Zealand’s 20 leading causes of death. It is a contributor to obesity and type 2 diabetes, which together cost the health system over $500 million per year. In the United States, the Environmental Protection Agency is now promoting “car reduced” communities.  And the British government’s 2001 planning document says: “Development comprising jobs, shopping, leisure and services should not be designed and located on the assumption that the car will represent the only realistic means of access for the vast majority of people”.

Car parking

Wellington is an extreme case in terms of provision of car parks, with the highest number of parking spaces per job, according to figures collated by Kerry Wood. We outrank Christchurch and Auckland, and well known US cities, Phoenic, Denver, and Detroit.

Wellington City Council “free” weekend car parks cost a lot in foregone revenue, in fact four times more than the inner city public transport weekend fare, and about half the total weekend bus revenue take. Free parking contributes to vehicle pollution and traffic snarl ups as cars search for parking spaces, and may actually diminish retail sales. In a time of diminishing resources, a subsidy for free parking isn’t the best plan.

Creative solutions

Improving Wellington’s transport network can happen with some creative solutions. Our transport network includes every bus, car, skateboard or pair of feet that people use to get around, each with different requirements, whether in use or not.

Wellington’s compact size means space is at a premium downtown.What goes unnoticed are the ways in which we prioritise and even sponsor car use above every alternative. Private cars are the part of that network that take up the most space and energy, for the least return.

Instead, providing some real alternatives, such as zero inner city public transport fares combined with safer cycling after the removal of some parking, enhances the village atmosphere that we all seek.

Paul Bruce concluded that the closure of the Mt Victoria tunnel for safety upgrades should be seen as an opportunity to promote our public transport system. “Greater Wellington provides a free connecting bus service on the Kapiti Coast to connect with train services, and has found this to be a great success. What about moving towards zero weekend fares for Wellington city?”

Number of CBD parking spaces in 1996 per 1000 CBD jobs

(figures collated by Kerry Wood)

Wellington	1050
Christchurch	940
Auckland	650
Sourced figures:
Phoenix	910
Denver	730
Detroit	710
Perth	630
Houston	610
Los Angeles	520
Portland	400
Melbourne	340
Brisbane	320
Sydney	220
Copenhagen	220
Zürich	140
London	120
New York	60

Zero fare public transport services

Auckland	Free downtown bus loop, ‘City Circuit’
Christchurch	Free downtown bus loop, ‘The Shuttle’
Invercargill	Free downtown bus & free off peak buses
Adelaide	Free downtown tram route
Sydney	Free downtown city bus loop
Melbourne	Free downtown tram and bus loop
Chapel Hill , USA	Free area-wide bus services
Hasselt , Belgium	Free area-wide bus services

Links

Economic benefits of people-friendly streets

Parking lots to parks – designing livable cities by Lester R Brown

Paved with gold – the real value of street design – by CABE, UK

Economic value of walkability – Victoria Transport Policy Institute [PDF, 233KB]

Bachels, M, Newman, P and Kenworthy, J (1999). Indicators of urban transport efficiency in New Zealand’s main cities. Perth: Murdoch University, ISBN 0 86905 669 7

Newman, P and Kenworthy, J (1999). Sustainability and cities — overcoming automobile dependence. ISBN 1 55963 660 2.

The High Cost of Free Parking, Donald Shoup estimates that off-street parking subsidies in the United States are worth at least $127 billion a year.

For more information

Contact Regional Councillor Paul Bruce
paul.bruce@greens.org.nz
phone: 04 9728699 cellphone:021 02719370

Buses should have been given priority before replacing a zebra crossing with traffic lights.

Traffic signals are being installed on the pedestrian crossing near Reading Cinemas. Originally this was part of a package designed to improved bus priority that included 30k limits and giving buses priority during peak hours. Wellington City Council agreed to consult on the details of bus priority lanes in Courtenay Place in June 2008 but a couple of elected members changed their minds and revoked that agreement.

I have walked, cycled, caught a bus and driven my car along Courtenay Place at different times of day.

There are considerable peak hour delays in this part of the route caused by private cars, especially in the evening. Sometimes there are ten cars per bus going through Courtenay Place. We should have collectively had the vision to improve public transport by reducing car access at peak times, not simply restricting people on foot!

At the moment many Wellington traffic signals give very poor priority to people on foot. I say that as the founder of Living Streets Aotearoa, the national organisation for improving urban walking.

Walking increased

Wellington is the only metropolitan region where walking to work has increased between 1991 and 2006. More people live downtown and in inner suburbs and enjoy walking to work. Giving priority to a bus with 40 or 50 passengers is acceptable but why should walkers have to give way to one person occupancy cars?

Natural allies

Walkers, cyclists and public transport should be natural allies in improving the liveability of downtown cities, improving access and economic success without increasing congestion, pollution and parking problems. The private car has its place in Wellington’s transport system but not at 5 p.m. on Courtenay Place! Drivers could use other roads to get across town in these busy times instead of paralysing our public transport spine.

References

1 Original Bus Priority Plan [PDF] -  http://www.wellington.govt.nz/haveyoursay/meetings/committee/Strategy_and_Policy/2008/12Jun0915/pdf/3_Bus_Priority_Plan.pdf

Extract: “During peak periods Courtenay Place is no longer adequately coping with the competing demands. This is especially the case for buses and bus users, who unlike cars, have no alternative routes through this part of the central area. Currently passengers and bus companies experience significant delays on Courtenay Place, which filter through the entire transport system and affect public transport users and drivers across the city.
The average journey time for buses along Courtenay Place in the morning is 1.5 minutes and in the evening is 4.25 minutes. This is against a free flow journey time of 40 seconds. Of more concern is the variability of the bus journey time ranging from 40 seconds to in excess of 10 minutes. ”

http://www.ijbnpa.org/content/6/1/64
Extract:
Two New Zealand regions that bucked the overall trends by revealing increasing levels of walking warrant further comment. Regional strategies in Wellington and Nelson have made substantial investments in active transport. Wellington has proposed an urban development strategy, based on the idea of a “growth spine” (a strip of land along which more intensive urban development is encouraged), a bus lane programme and school, workplace and community travel plans.

Contact me

celia.wadebrown@greens.org.nz

phone: 04-938 6691 cellphone: 027 483 6691

Celia’s Councillor profile on the Wellington City Council website

Greater Wellington has a report on the Transport and Access agenda
on Carriage of cycles on buses and trains.

Report 6: the Transport and Access Committee on Carriage of Cycles on Buses and Trains

This report includes a review of the recent survey of people using trains, and a Environment Canterbury trial of racks on buses. The good news is that cycles can still be carried for free on trains (but with possible restrictions on peak hour Matangi trains).

The bad news is that the Report recommends against carriage of bikes on buses.

The report says that there has been little demand for bikes to be carried on buses, and recommends that Greater Wellington not install bike racks on buses, or move to carry bikes inside buses.

This is very contentious. The general public has never been consulted at all. The Public Transport Review was  circulated to 50,000 Wellingtonians, and could have included a relevant question but didn’t!

What you can do

Request a copy of the Wellington Public Transport Review from the Greater Wellington reception, freephone 0800 496 734, or you can send an email to ptreview@gw.govt.nz

Contact myself, Paul Bruce indicating your support for cycle carriage on buses, and/or Peter Glensor

Summary of Bikes on Buses report

This report reviews Environment Canterbury’s experience with racks on small buses (competed in Nov 08), and an extended trail to large buses, to be completed in April 2010.

NZ Transport Agency has advised that there will be an amendment to a Ministry of Transport rule change, to allow for bike racks without special exemptions being necessary. Bikes may be carried inside a bus only if the bus has been designed and built accordingly. Bikes may be transported at the outside rear of a bus provided certain conditions are met.

NZ Bus is opposed to the carriage of cycles inside buses on health and safety grounds, and indicates that they believe that the addition of cycle racks would pose significant issues for bus storage at depots.

The cost to Greater Wellington to provide racks for 450 buses amounts to about $1m, or $2000 per rack.

The report states that there has been little demand for bikes to be carried on buses.

Please free to ring me at any time.

For more information

Contact Regional Councillor Paul Bruce
paul.bruce@greens.org.nz
phone: 04 9728699 cellphone:021 02719370

Following the deaths of a Transport Safety Officer last year,the need for a safe cycleway around the Wellington Harbour became more urgently apparent.

This is also a great opportunity for a tourist attraction that allows visitors and locals to walk or cycle the entire length of the harbour coastline.

What’s happening

Fran Wilde, chair of the Greater Wellington Regional Council agreed to call a meeting of all local agencies on a urgent resolution to the inadequate cycling facilities between Petone and Wellington.

A new Greater Wellington regional cycle plan went through the public submission stage, with an excellent outcome supporting an expanded network including the Great Harbour Way.

Following intense lobbying by other Cycle Aware and Living Streets members, Hutt and Wellington City Council also included mention of the Great Harbour Way in their cycle plans.

The NZ Transport Agency will now report back in August 2009 on a number of options for the cycle/walking path between Nguaranga and Petone.

Links

• Regional Cycling Plan – Greater Wellington Regional Council
• Great Harbour Way website
• Cycle Aware Network
• Living Streets Aotearoa Inc

For more information

Contact City Councillor Celia Wade-Brown
celia.wadebrown@greens.org.nz
phone: 04-938 6691 cellphone: 027 483 6691

Contact Regional Councillor Paul Bruce
paul.bruce@greens.org.nz
phone: 04 9728699
cellphone:021 02719370

The International Panel on Climate Change confirms that serious climate change impacts are already happening, and significant climate tipping points have already been passed.

Greenhouse emissions must peak now, and then we must return them to their pre-industrial level of 280ppm.

Fran Wilde, Chair of Greater Wellington, acknowledges in the foreword to our Regional Policy Statement, that “..our planet has reached a tipping point in terms of sustainability of life….. there is clear evidence that boundless consumption has depleted or damaged physical resources to the extent that we must fundamentally change our approach to the environment.”

In the natural world, waste from one process provides nutrients for another. A whole of life cycle. Nothing is wasted. This is our vision. Uptake of renewable energy forms will play a crucial part.

We have the mandate. New Zealanders are looking for change, and local Government has the levers and resources. In moving away from fossil fuels will also improve safety, employment, social justice and resilience.

Super-city

Government under National is set on a course of local government reform, starting with the creation of a Auckland super city.

However, we need to take a step back, and rephrase the question as one of resiliency and sustainability. What are cities doing well now? What shared services are done better on a regional (super city) basis? How can we increase participation of our communities as we move into a post-carbon age?

Greater Wellington Regional Council already takes on some rolls of a super city. Greater Wellington runs the region’s public transport system, and rightly or wrongly, determines what new roads and/or cycle ways will be built. That consultation is occurring right now, though the outcomes may be altered by the Government’s shifting of $1 billion allocated spending from public transport and active modes to roads.

Potential

Wellington region has enormous renewable energy potential. Wellington city itself hums with a vibrancy that comes from a denser inner core. Thirty one percent of inner city residents no longer own a car, and 73% walk to work. Thirteen per cent of regional commuting trips were by foot or cycle at the last census, and a WCC 2006 local survey, showed that 27% of trips in Wellington city between 1km and 2km were made by walking and cycling.

48,000 (17% of population) commute by public transport daily to the CBD, amounting to 17million rides a year. We use less fossil fuels in Wellington than elsewhere in New Zealand, not only because of the higher use of public transport, but because seventy five percent of regional public transport passenger-kilometers are electrically powered. About two per cent of national electricity production is used in the transport sector, most of that probably coming from local trains and trolley buses.

We, of course, can still do better. Thirty six percent of Greater Wellington greenhouse emissions come from petrol, diesel and aviation fuel, and seventy per cent of car journeys are non work related visits to the super market, sport and recreation, and for social occasions, running on diesel or petrol. And up to thirty five per cent of Wellington’s electricity will be generated from thermal power stations from outside the region. This is about to change as new local wind farms are commissioned.

We also supply bulk water to most of the region.. but are not able to determine how it is used, ensure that a water conservation strategy is implemented, or incentivise rain water collection. Capacity, a Council Controlled profit making business run the retail part for Hutt Valley and Wellington city, while storm and waste water are controlled by local Councils. These functions might be better performed under a three in one regional trust.

Barriers/options for reduction of fossil fuel use

Electric vehicle support infrastructure

Moving towards biofuels and a electric vehicle support infrastructure should be part of a larger process of moving toward a sustainable transportation system, including light rail or tram-train, better urban design, with active modes integrated with a more efficient transit system, including better utilisation of rail and shipping for passenger services and freight.

Greater Wellington has purchased 96 new electric “Matangi” trains, which will replace the present fleet. Our 10 year LTCCP includes the purchase of another 14 trains, allowing for 3% annual population growth. A major deterrent to public transport use, is the hassle of a congested change of mode at Wellington Railway Station. An extension of the rail system, using tram-train through the CBD to the southern and eastern suburbs, would resolve this.

Electric cars very definitely have a place in NZ… however, they are yet to be sold here on a commercial basis, and few may be able to afford the proposed $50-60,000 price tag. According to the Boston Consulting group, electric cars in major US cities is only likely to reach 18% penetration cities by 2020. The study indicates that, unless adequate incentives are provided, electric cars might not be popular.

There is an urgent need for an infrastructure that would ensure that vehicles can be charged wherever they happen to be. Few households are wired for three phase power and/or 30 amp specifications. Public and private investment is also required to develop “smart” grid technologies, and to ensure the grid can handle the demands of these vehicles. Provision of three-pin plugs at Council bike parks for electric motorbikes and scooters and electric car charge points in association with Pay & Display ticket machines, would be a good short term provision.

Smart grid

New Zealand urgently needs a smart grid, with two-way communication, balancing supply and demand in real time, smoothing out demand peaks, and making customers active participants in the production as well as consumption of electricity.

A smart grid will also allow electric vehicles to store power for later transport use, or to sell power back to the grid when needed.

Smart meters, automated control systems, and digital sensors, will provide consumers with real-time pricing and enable them to save money and power by setting appliances, entire building heating and cooling systems, or shut off industrial loads.

Smart meters will help shift loads to low demand periods, and other types of energy storage will become an option. Two way meters are available, but there is an urgent need for legislation that would require feed in tariffs, which will encourage home generation.

Access rather than mobility

Urban form is a key factor in reducing the need for fossil fuels.

Every territorial authority except Upper Hutt are signatories to the Urban Protocol (March 2005), and Greater Wellington’s Regional Policy Statement translates this into policy. The Regional Land Transport Programme 2007-16 has a vision that acknowledges the need for better land use, that people live closer to their main destinations for work and play, more vehicles run on renewable fuels, and that peoples choices recognise the risk and impact of climate change and diminishing non-renewable resources. WCC is encountering political problems in the implementation of a high priority transport corridor through the city, and the Adelaide road redesign has been linked to a contentious basin reserve flyover.

A vibrant city will facilitate compact development around transport hubs.

• Design walkability with trips less (70%?) than 6km replaced with active modes.
• Electric trolley buses and light rail replace fossil fuelled vehicles on longer trips
• Freight shifted onto shipping and rail powered by a combination of solar, wind and bio-fuels.
  [Coastal shipping is the most energy efficient way to move freight around the country, producing only 14 grams of CO2 per tonne-kilometre compared with road at 92–123 grams of CO2 ]
• Moderate density apartments allowing regen heat, smart transport design, car share, passive solar aspects, savings in building design, community gardens
• connectedness through broad band, social access
• time share
• free cycle and swap of used goods
• clean air and good health
• Demand management programmes run through workplace and schools, encourages active modes, school walking buses etc.

Renewable energy options in Wellington region

Cost effectiveness should be balanced against contribution to low carbon footprint resilient living.

1.  Marine

Tidal energy through Cook Strait is regarded as the premier world class resource alongside Oakley Islands. It is important to note that tidal power is at this stage in a development phase, and much more expensive that other options available. It is also likely to be regarded as a national rather than local resource.

On the plus side, there is a difference of 6 hours in phase in tides from one side of Cook Strait to the other, giving the possibility of a balanced energy supply.

ECCA is looking at whether we should be allocating this resource, what is legally possible, and then how and what sort of criteria should be used to allocate rights. A report is expected in July this year. Seabed issues will need to be worked through with IWI. At this stage, Neptune has been granted resource consent by GW for an investigation of a 1 MW marine turbine tidal prototype model. The resource consent requires them to report on effects on the environment and marine life. NIWA has been giving advice. Grow Wellington is working with European Marine Energy Centre on marine technologies and potential environmental impacts.

2. Wind

Electricity from wind turbines is competitively produced near the average wholesale price, and does not appear to need any form of subsidy. EECA suggests that there is approximately 500-700MW of wind capacity available for development.

Meridian Energy will have commissioned the West Wind Farm by the end of the year, with 62×2.4mw turbines supplying enough energy for 70,000 Wellington homes. Project Mill Creek (Ohariu Valley) has now also been consented for another 29 wind turbines. GW is proposing wind farms for Puketiro in the Akatarawa forest (about 50 turbines) and Stoney Creek in the Wairarapa. Wind Flow Technologies are seeking consent for 28 smaller 500kW turbines for Long Gully behind Brooklyn. In 2007, Vector began trials of micro wind turbines in urban sites around Wellington, each with a rated capacity of 1.5KW.

There is some controversy over whether wind farms should be sited in Regional Parks. However, schemes consented or about to be consented, will supply most of the region’s electrical needs within a few years.

3. Hydro

No major schemes are available in the region. However, a number of small schemes are planned, including a min-hydro generator at the Wainuiomata Water Treatment Plant. According to EECa, there is about 38MW available, in mini and small scale projects in areas outside the Department of Conservation land and native forest areas.

4. Wood

EECA assesses more than 20 million litres per year of ethanol or 90GWh/year of electrical energy from woody biomass derived from low-grade forestry.

There are reasonable sized pine forests in the region, some of that on GW land. Most dwellings contain trees and waste wood that could be utilised in wood burners. A national project to shift schools to pellet burners instead of gas and coal began last year. Modern pellet burners are extremely efficient and could also be used in regen units to produce electricity and heat water. Molly Melhuish believes that are sufficient sources of public land and road reserve that could supply most households with waste wood. Wood stoves for heating are especially beneficial for off setting peak loads during cold snaps, eliminating the need for new capacity Modern burners run efficiently with very low emissions. The GW Regional Sustainability Committee will look at possible actions to support uptake.

5. Biofuels

Wellington city council collects landfill gas from its Happy Valley landfill, which then runs a one Mwh generator. WCC is planning for zero waste city. Green matter and food waste is also converted to compost. We can go one better, and build a biogas digester for energy and crop fertilizer for community gardens, as happens with Christchurch city.

Aquaflow in Blenheim has a prototype sewage to algae plant. This algae can be used in power plants as fuel or converted into bioethanol, biodiesel, or biogas and provide high-protein feed for livestock, aquaculture or trees.

Wellington’s plastics could be turned into methane gas under an ambitious plan to reduce offshore recycling and help power the city. Human waste could provide extra fuel, with sewage sludge a possible additive to create more gas which could power 250,000 homes. Wellington company SpectioNZ has been asked to do a feasibility study by Grow Wellington, Wellington City Council and Kapiti Coast District Council

Plantation forestry in the region, some of it on GW land, could also used as a feed stock for bio-fuels using an enzymic process. However, there are no commercial projects in sight.

6.  Solar water heaters, heat pump water heater, insulation, domestic air tightness

A new building code went into effect last year, which places 900,000 in New Zealand and 169,000 occupied dwellings in Wellington region without adequate insulation. A third of Wellington city’s households have inadequate insulation (BRANZ). Anything built before 2000 will be less than best practice, while homes built before 1978 may have no insulation at all.

The Sustainability Trust, a Wellington based non-profit charitable trust which supports local communities in addressing sustainability related issues, is currently focused on energy efficiency, with free and subsidised insulation retrofits. A Green fund of $1billion dollars over 10 years is currently being repackaged as a Blue fund of $100m per year.

Solar water heaters, heat pump water heater are economical over a period of 8 to 15 years. Subsidies of $1000 are available through EECA.

GW would like to see greater clarity of information supplied to households on efficiencies of various models alongside available subsidies.

7. Photovoltaics (PVs)

Cost effective in isolated environments. European countries are integrating PVs into rooftops and even building facades, where they are sometimes cheaper than traditional sidings. However, the cost is at least double conventional sources of electricity in NZ, and is not being actively supported by Government.

8. Human body

The conversion of high quality nutritious food into calories available to run our legs for walking and cycling is the most under rated renewable energy about. Our bodies need at least an hour of moderate exercise a day to remain healthy and this can easily substitute for 6km car ride, with consequent reduction in fossil fuel use (Substituting car trips with walking and cycling of up to one hour, would reduce US oil consumption by 28%, Higgins & HIggins 2005)

All TAs and GW have cycle plans specifing the need for safe cycling routes. In spite of this, change is slow and some times non-existent. Riddiford Street was upgraded in January this year, with no provision for cyclists, though advance stop markings have since been added.

A Petone to Ngauranga cycle/walk way has the potential to take 10,000 cars off the road, and would cost a fraction of the cost of new road lanes.

What you can do

Greater Wellington is developing a Genuine progress framework for a picture of well-being of the region. These include the following community outcomes: Prosperous community, Connected community, entrepreneurial and Innovative community, Healthy environment, Quality lifestyle, Sense of place, Regional Foundations , Healthy community, Strong and Tolerant Community.

Renewable energy and the replacement of fossil fuels play a key part in everyone of these indicators, and the Greenhouse gas emissions inventory is available as part of the milestone 2 and 3 of the CCP-NZ climate protection programme. A regional energy plan is also being developed.

Let Greater Wellington Regional Council know you support renewable energy in Wellington

For more information

Contact Regional Councillor Paul Bruce
paul.bruce@greens.org.nz
phone: 04 9728699
cellphone:021 02719370