Comments on scenarios

I believe there are only two options realistically available for this transport corridor – the light rail enhanced rail scenarios. I am opposed to both bus-based scenarios because they fail to take into account issues such as our already congested roads, climate change, peak oil, and because they limit transport options within the Northern region.

It is positive to see improvements to the bus network under all four scenarios and believe this is another reason why diversified transport options such as light rail or enhanced rail are needed, rather than offering just one transport option to commuters.

I submit that two scenarios be investigated further – light rail and enhanced rail.

Scenario 1: Enhanced rail

I submit that this option be considered and investigated further.

I consider this option the second best of the four. However we see it as an uninspired stop gap measure that does not provide increased services or options to passengers and is only a continuation of what is currently available – though it does provide new and refurbished trains.

Rail is an efficient way to move large numbers of people along a corridor without a great deal of impact on roads, or a negative impact on society and the environment. Electric trains produce almost no noise or air pollution and can be powered on local energy supplies, unlike buses, which are reliant on imported fuel supplies from insecure sources. Having already developed rail infrastructure reduces the need for large-scale infrastructure improvements and the ensuing problems switching transport modes would cause during construction for passengers.

Rail is unable to provide a seamless service through to the CBD and this is a problem that has been identified since at least 1959 when a subway through the CBD was planned. With a price tag in the hundreds of millions for underground tracks from the railway station through to Taranaki St and Courtney Place, seamless rail travel is too expensive and cannot link in with the airport or hospital. Switching transport modes can be mitigated through smart design and integrated ticketing and is only one factor limiting the enhanced rail scenario.

Wellington is fortunate to have its rail infrastructure intact and despite years of under-funding, it is in relatively good condition. Wellington has a unique environment that is characterised by compact and defined geographical corridors with high population densities. This structure makes rail an efficient and popular means of travel along the corridor. Rail is considerably more popular than buses as a main transport mode and this is in large part to its perceived stability, superior comfort, reliability and speed.

Scenario 2: On-road bus with walking and cycling

I submit that this alternative is not investigated further or considered as a possible scenario.

I reject this scenario and see it as an unsustainable and dangerous path to go down. Relying on buses does not take into consideration possible future scenarios such as climate change, probable Central Government carbon taxes, peak oil and the end of cheap oil, and local pollution and exhaust particulates. Converting the railway line into a bike or walking track limits transport options for the residents who made approximately 3.1 million trips in 2005 and seems crazy when the 15% population growth expected is anticipated to see a 35% increase in public transport patronage for peak hour commuters.

I applaud identifying green belts, bike and walking tracks as desirable features of urban design however they cannot be at the expense of public transport modes.

Scenario 3: Busway

I Submit that this scenario not be considered.

Removing the rail lines is a crazy step backwards and would place Wellington with other cities around the world that removed tram, trolley bus or train infrastructure and are now regretting the decision and finding the massive infrastructure costs to replace tram, trolley bus and train infrastructure prohibitive. This scenario has many disadvantages, such as reducing transport options and reliability for Northern residents; it is in conflict with the Johnsonville transport hub design; it would increase traffic congestion, especially in Wellington city; and would cause massive disruption to commuters during construction; and lastly, it has serious negative environmental effects on local communities and the climate. Buses are dirtier, noisier and less popular than trains or light rail.

Ripping up the rail tracks is a foolish idea and damaging for our regions transport future. Rail tracks and stations provide and represent fixed certainty of transport mode options and encourage people to rely on those modes. In contrast, a busway could easily be reconstructed into a cycleway or greenbelt, limiting future transport options, and this uncertainty would reduce passenger support.

The busway is envisioned to be a one-way system catering for the morning and evening commute to Wellington city: not providing for passengers who travel from Wellington to the Northern suburbs. The busway cannot cater for all travellers and is likely to be confusing for passengers. Rail currently provides two-way transport and as such provides a better service.

Construction of the busway would cause massive disruption to Northern residents and may take 2–3 years. Unlike the light rail scenario, the busway construction cannot provide the inspiration or excitement of improved services, reliability and comfort that would mitigate the inconvenience of construction disruption. The modal switch necessary during construction may not return once completed.

Having buses as the only transport mode for the Northern region does little for already congested roads, especially on Lambton Quay, and would in fact increase road congestion – hardly a prudent public transport strategy. 30–40 buses could be necessary for this route, increasing congestion, and this would negatively affect return timetables and the reliability of service. Trains and light rail can carry more passengers efficiently, with fewer side effects and in more comfort than buses.

The major flaw in the two bus based options is relying on fossil fuel-based public transport. This is a major issue and must be addressed in the interests of sustainability. Public transport rates in the region have increased on average above 5% in 2006 as a result of increased fuel prices. Assuming that this current round of high oil prices is a temporary blip is neither smart, future-orientated nor sustainable. Diesel is a dirty, polluting and climate changing fuel source that comes from unreliable sources. The transport sector currently makes up 40% of our CO₂ emissions in New Zealand and the Wellington region must do as much as possible to reduce its greenhouse gas emissions, both to help limit the risks of climate change and also as a matter of financial self-interest to avoid fuel price rises and probable carbon taxes. Alternatives such as an electric-powered trolley buses or using alternative fuels such as biodiesel to power the buses are possible but would need considerable research first, whereas the enhanced rail and light rail options utilise existing technology and infrastructure and are therefore more desirable.

The only thing going for the busway scenario is its cheapness, however, this does not translate to value for money. Trains can carry more passengers for the same price and are not subject to fuel price rises. It is easier to fix what we have got – an urban rail network, rather than build a whole new busway.

Buses will play a role in the Northern regions transport mix but more as an accompanying transport mode in areas of lesser population density not as the major public transport mode of the corridor.

Scenario 4: Light rail.

I submit that this scenario is the most sustainable and best suited to this transport corridor. I would like to see included in this scenario the light rail extension through to the airport.

I see this as the most desirable transport option because it is the cleanest, most sustainable and future-orientated transport mode of the four scenarios. It is also is the only option that would inspire and excite people, and would be one of the most important shifts of transport planning in our region’s history. Light rail offers the most holistic strategy and would benefit residents and commuters both in the Northern suburbs and in Wellington City. The ability to provide seamless travel is one advantage and light rail offers services that will be frequent, reliable and it will be the most sustainable alternative and as such, is the most preferred scenario.

Light rail has considerable advantages over its competitors. It is modern, flexible and compatible both on existing rail lines and within urban environments such as pedestrian malls or on roads. Compared to heavy rail it is flexible, more adaptable and can negotiate curves and gradients better. Light rail trams are attractive and do not emit street level particulate or produce noise pollution benefiting both Northern residential communities, and also the commercial district

A major disadvantage of this alternative is its cost; 138–146% of LTCCP funding for public transport on the Northern suburbs. However, this needs to be put in perspective; that operating costs would be less than its alternatives, it has considerable environmental positives associated and is both part of Northern and Ngauranga to airport corridor investigations. The 15 June 2004 Waterfront Conference on light rail found that it was the most economical long term transport solution for routes carrying in excess of approximately 3000 passengers per hour. It is also a major investment in a new transport mode and as such does not come cheap, but we consider it value for money.

I believe in future proofing our society against potential shocks and see our transport dependence on oil as a liability. The light rail scenario utilises national electricity supplies that are predominately renewably sourced; and if Project West Wind is built, we will have a light rail network reliably running on our regions famed asset – the wind.

Conclusion

The scenarios report can only include two real options –light rail and enhanced rail. The bus options do not make sense and are only cheap short-term solutions. We are fortunate to have a rail network and it would be a massive disservice to future generations to rip up an efficient and popular line.

The light rail scenario will give Wellington the clean, dynamic transport system it deserves; a pollution-free passenger transport network powered by wind and other forms of renewable energy. If implemented, it will make Wellington one of the easiest places in the world to get around in. It will encourage smart, sustainable growth throughout the Northern region. This corridor is an essential part of the entire Wellington region, and light rail would be part of making Wellington a world leader in sustainable urban transport, well equipped to cope with the realities of soaring oil prices, climate change and similar inescapable issues.

Light rail builds on our region's strengths – its compactness, existing electric transport infrastructure and clean, renewable wind energy.