Candidates' meetings are scheduled for:
Tuesday 14 September, Miramar Baptist Church Hall, 33 Park Rd, 7.30pm;
Saturday 18 September, Kilbirnie-Lyall Bay Community Centre, 56 Bay Rd, 2.30pm for Eastern Ward candidates, 4pm for mayoral candidates
There's also a meeting planned for the morning of Sunday 19 September in Hataitai or Roseneath, details to be confirmed.
Tuesday, August 31, 2010
Draft water policy
The city council has started consulting on a Draft Water Efficiency and Conservation Plan - see http://www.wellington.govt.nz/haveyoursay/publicinput/2010-10-draftwater.html .
There are public meetings in Kilbirnie library on Monday 20 September at noon and 6pm, and I'll certainly be attending. Water is too important a topic not to have your say!
There are public meetings in Kilbirnie library on Monday 20 September at noon and 6pm, and I'll certainly be attending. Water is too important a topic not to have your say!
WCC's approach to affordable public transport
One of Wellington City Council's Community Outcomes is that the city's public transport system will be affordable for all. While the city council doesn't control the cost of bus fares, it can certainly make its opinions heard - if it wants to.
Bus fares go up on 1 October, with Snapper fares going up by about 2.5% for most individual journeys between the eastern suburbs and the city centre, just a bit more than the Government's GST increase (that equates to about 2.2%). But many eastern suburbs passengers use GoWellington's $99 Gold Pass, and the bad news for them is that the nearest equivalent pass, the Getabout 30-day Pass, will cost $185 - that's about a 90% increase. Admittedly the new pass will also allow travel to and in the Hutt Valley, but I suspect that that is a facility that not that many easterners would take advantage of.
So the only real option will be to use Snapper, which for three zones (most of the Eastern Ward is in zone 3) will equate to about $137 a month - that's nearly a 40% increase (and the new cost would be about $250 if you used your Snapper on the Airport Flyer!).
And daily passengers will be affected, too. The $6 Daytripper is being replaced by the BusAbout Day Pass at $9 (and also valid in the Hutt Valley) - a 50% increase for journeys with Wellington city.
Clearly these large increases will make bus travel a lot less affordable - so where's the outcry from our elected representatives?
I protested against these increases to Greater Wellington Regional Council, but our transport system is that messy that passes are outside their control, so responsibility sits squarely with Infratil's Go Wellington. My commitment is to work on behalf of the many people who contribute to the city by catching the bus and not driving, and I guarantee that at least one council voice would have been heard if I had been sitting round the council table.
Bus fares go up on 1 October, with Snapper fares going up by about 2.5% for most individual journeys between the eastern suburbs and the city centre, just a bit more than the Government's GST increase (that equates to about 2.2%). But many eastern suburbs passengers use GoWellington's $99 Gold Pass, and the bad news for them is that the nearest equivalent pass, the Getabout 30-day Pass, will cost $185 - that's about a 90% increase. Admittedly the new pass will also allow travel to and in the Hutt Valley, but I suspect that that is a facility that not that many easterners would take advantage of.
So the only real option will be to use Snapper, which for three zones (most of the Eastern Ward is in zone 3) will equate to about $137 a month - that's nearly a 40% increase (and the new cost would be about $250 if you used your Snapper on the Airport Flyer!).
And daily passengers will be affected, too. The $6 Daytripper is being replaced by the BusAbout Day Pass at $9 (and also valid in the Hutt Valley) - a 50% increase for journeys with Wellington city.
Clearly these large increases will make bus travel a lot less affordable - so where's the outcry from our elected representatives?
I protested against these increases to Greater Wellington Regional Council, but our transport system is that messy that passes are outside their control, so responsibility sits squarely with Infratil's Go Wellington. My commitment is to work on behalf of the many people who contribute to the city by catching the bus and not driving, and I guarantee that at least one council voice would have been heard if I had been sitting round the council table.
Saturday, August 28, 2010
Green light for tunnel?
There's rather an odd front-page lead in this week's Wellingtonin http://www.stuff.co.nz/dominion-post/local/the-wellingtonian/4059978/Green-light-for-second-Mt-Vic-tunnel, with the mayor claiming that it's "fantastic news for the eastern suburbs" that a new tunnel will be built.
It's odd, because nothing has changed since the Government announced their RONS scheme before Christmas; that NZTA haven't even started designing a new tunnel; that the best estimate is that it won't open for another 15 years; and that part of the justification for the tunnel is apparently traffic created by the new Indoor Community Sports Centre (famously once labelled a "mayoral vanity project") and by the airport exapansion.
If the mayor thinks that it's good news for the taxpayer (that's us) to be spending $175m on a project that will destroy part of the Town Belt, induce more traffic and generate more congestion in the city centre, all in order to offset her council's expensive blunder in the location of the sports centre, perhaps we need a new mayor?
If the council wasn't planning for 95% of sports centre users to arrive by private car, and if it gave some thought as to how to get airport passengers out of the huge number of taxis and into public transport, it would realise that traffic problems don't need expensive and long-drawn-out solutions, particularly when SH1 traffic volumes have barely increased over the last five years. Invest much less money in public transport, walking and cycling now, and we can avoid spending our hard-earned cash on a project that the government's own figures show barely makes any sense economically, let alone in any other way.
It's odd, because nothing has changed since the Government announced their RONS scheme before Christmas; that NZTA haven't even started designing a new tunnel; that the best estimate is that it won't open for another 15 years; and that part of the justification for the tunnel is apparently traffic created by the new Indoor Community Sports Centre (famously once labelled a "mayoral vanity project") and by the airport exapansion.
If the mayor thinks that it's good news for the taxpayer (that's us) to be spending $175m on a project that will destroy part of the Town Belt, induce more traffic and generate more congestion in the city centre, all in order to offset her council's expensive blunder in the location of the sports centre, perhaps we need a new mayor?
If the council wasn't planning for 95% of sports centre users to arrive by private car, and if it gave some thought as to how to get airport passengers out of the huge number of taxis and into public transport, it would realise that traffic problems don't need expensive and long-drawn-out solutions, particularly when SH1 traffic volumes have barely increased over the last five years. Invest much less money in public transport, walking and cycling now, and we can avoid spending our hard-earned cash on a project that the government's own figures show barely makes any sense economically, let alone in any other way.
Wednesday, August 25, 2010
How do we fix Wellington Eastern Suburbs traffic?
On the http://www.elections2010.co.nz/ website Margot asked the following question of all Eastern Ward candidates:
If elected as Eastern councillor what do you plan to do about the traffic issues in the Eastern Suburbs? Please comment on the traffic exiting Hataitai towards the Mt Victoria tunnel, traffic flow at, the roundabout where the new stadium is being built (there is already congestion in this area now) and the traffic coming out from the road to the netball courts on Saturdays. Margot
This is my reply:
First, I think some background may be helpful.
The agencies
Transport in Wellington is split between several different bodies. The New Zealand Transport Agency is responsible for State Highway 1, from the airport along Cobham Drive and through the Mt Victoria tunnel; the Greater Wellington Regional Council plans and supports bus operation (except commercial services, the relevant one here being the Airport Flyer, run independently by NZ Bus); and Wellington City Council provides local roads, the bus tunnel, bus stops and shelters, and the trolleybus overhead. So any approach to traffic issues requires a lot of co-operation – WCC on its own can’t do a lot.
Current plans
Transport improvements for the route to the airport are in the Ngauranga to Airport Corridor Plan (http://www.gw.govt.nz/ngauranga-to-wellington-airport/) jointly prepared by NZTA’s predecessor Transit NZ, GWRC and WCC. That plan includes, within 10 years,
• Investigating duplicating the Mt Victoria tunnel and four-laning Ruahine St and Wellington Rd;
• Investigating improvements to walking and cycling through Mt Victoria tunnel;
• Investigating ferries to Miramar wharf;
• Improving the Cobham Drive/Troy St roundabout;
• Undertake feasibility study on high-quality public transport system in the CBD;
• And smaller improvements to public transport, walking and cycling.
And after 10 years,
• Duplicating Mt Victoria tunnel and four-laning Ruahine St and Wellington Rd;
• Implementing a step-change in public transport in the CBD.
In addition, WCC has had plans to install traffic lights at the Ruahine St/Goa St intersection, which would of course have to be implemented jointly with NZTA.
Subsequent to the Ngauranga to Airport plan being agreed, NZTA announced unilaterally the Government’s plan to skip the investigation stage and go straight into the Mt Victoria tunnel, Ruahine St and Wellington Rd changes, but as the last phase of the massive Wellington Road of National Significance scheme (http://www.nzta.govt.nz/network/projects/wellington-northern-corridor/). There are no proposed changes to other parts of the plan, so the balanced approach of its proposals has been lost.
In addition, the transport situation was changed significantly by WCC’s decision to add to the traffic problems by building the new sports centre on Cobham Drive, with 95% of its users planned to arrive by car. (I took WCC to court to get improvements to this.)
So the only definite physical changes planned for the next few years are the Cobham Drive/Troy St roundabout (required to be completed before the sports centre opens), and perhaps Goa St lights.
The SH1 plans are probably some years away from being designed, let alone built, and will be very disruptive and expensive when they do happen, and Ruahine St and the adjacent Town Belt and Wellington Rd will be very different places. They are also likely to generate more traffic, so we will probably end up where we started (or worse). Most cities around the world have learned that trying to road-build your way out of traffic congestion is generally futile and expensive.
What I will work towards, in conjunction with the other agencies
I’d put in the Goa St lights, the Cobham Drive roundabout changes and the walking, cycling and public transport improvements listed above, but otherwise I’d take a different – faster, cheaper and effective - approach. Experience round the world shows that where there are public transport and general roads along the same corridor, speeding up public transport improves speed for all users; trying to speed up general roads without doing at least the same for public transport makes the situation worse for all concerned.
In conjunction with GWRC, I’d improve public transport between the eastern suburbs and the CBD, with faster, more direct and more frequent buses on a simplified route structure with good transfer facilities. That would reduce much of the pressure, particularly at commuter times. The CBD public transport improvements in the Ngauranga to Airport plan are an essential part of this.
Second, I’d talk to the airport about reducing the large number of taxis on this route. Improvements to the Airport Flyer have helped, and need to go further.
Third, I’d encourage walking and cycling, by means such as improving the Mt Victoria tunnel environment (Hataitai has a lower rate of commuting on foot or by bike than suburbs a similar distance from the CBD, largely because of the unpleasantness of the Mt Victoria tunnel), and better cycle tracks.
Fourth, I’d recognise that people want to cross SH1 as well as travel along it, and seek ways to reduce the significant barrier it creates for pedestrians and cyclists. Otherwise, it encourages car use for short journeys, something which most people are agreed should be avoided. As things stand the only safe way to get the short distance from Miramar to the centre or Kilbirnie is to drive or catch a bus, which is ridiculous.
And last, I’d look at ferries from Miramar wharf – the current ferry from Seatoun is an excellent way to travel, but offers a very limited service.
And in the longer term, modern trams connecting the eastern suburbs with the CBD and the region’s railway network will definitely be the way to go.
Your questions
So, to go back to your specific questions:
Exiting from Hataitai towards the Mt Victoria tunnel:
Reduce traffic along SH1 by making the bus service more attractive in speed and frequency, and by improving facilities for walking and cycling – the CBD is not that far away. Goa St lights would help break up the traffic flow to help Hataitai users get into the tunnel – but any changes to the Basin Reserve to smooth the flow of eastbound traffic, as envisaged by NZTA, could have just the opposite effect.
The roundabout by the sports centre:
This will be improved before the centre opens, and improved public transport will ease the congestion – particularly with the sustainable transport initiatives agreed by WCC as part of the Environment Court settlement.
Traffic to the netball courts:
Reduced traffic by the initiatives outlined above and traffic lights at Goa St will ease the situation.
Sorry that this is such a long answer, but I hope it helps explain the situation.
If elected as Eastern councillor what do you plan to do about the traffic issues in the Eastern Suburbs? Please comment on the traffic exiting Hataitai towards the Mt Victoria tunnel, traffic flow at, the roundabout where the new stadium is being built (there is already congestion in this area now) and the traffic coming out from the road to the netball courts on Saturdays. Margot
This is my reply:
First, I think some background may be helpful.
The agencies
Transport in Wellington is split between several different bodies. The New Zealand Transport Agency is responsible for State Highway 1, from the airport along Cobham Drive and through the Mt Victoria tunnel; the Greater Wellington Regional Council plans and supports bus operation (except commercial services, the relevant one here being the Airport Flyer, run independently by NZ Bus); and Wellington City Council provides local roads, the bus tunnel, bus stops and shelters, and the trolleybus overhead. So any approach to traffic issues requires a lot of co-operation – WCC on its own can’t do a lot.
Current plans
Transport improvements for the route to the airport are in the Ngauranga to Airport Corridor Plan (http://www.gw.govt.nz/ngauranga-to-wellington-airport/) jointly prepared by NZTA’s predecessor Transit NZ, GWRC and WCC. That plan includes, within 10 years,
• Investigating duplicating the Mt Victoria tunnel and four-laning Ruahine St and Wellington Rd;
• Investigating improvements to walking and cycling through Mt Victoria tunnel;
• Investigating ferries to Miramar wharf;
• Improving the Cobham Drive/Troy St roundabout;
• Undertake feasibility study on high-quality public transport system in the CBD;
• And smaller improvements to public transport, walking and cycling.
And after 10 years,
• Duplicating Mt Victoria tunnel and four-laning Ruahine St and Wellington Rd;
• Implementing a step-change in public transport in the CBD.
In addition, WCC has had plans to install traffic lights at the Ruahine St/Goa St intersection, which would of course have to be implemented jointly with NZTA.
Subsequent to the Ngauranga to Airport plan being agreed, NZTA announced unilaterally the Government’s plan to skip the investigation stage and go straight into the Mt Victoria tunnel, Ruahine St and Wellington Rd changes, but as the last phase of the massive Wellington Road of National Significance scheme (http://www.nzta.govt.nz/network/projects/wellington-northern-corridor/). There are no proposed changes to other parts of the plan, so the balanced approach of its proposals has been lost.
In addition, the transport situation was changed significantly by WCC’s decision to add to the traffic problems by building the new sports centre on Cobham Drive, with 95% of its users planned to arrive by car. (I took WCC to court to get improvements to this.)
So the only definite physical changes planned for the next few years are the Cobham Drive/Troy St roundabout (required to be completed before the sports centre opens), and perhaps Goa St lights.
The SH1 plans are probably some years away from being designed, let alone built, and will be very disruptive and expensive when they do happen, and Ruahine St and the adjacent Town Belt and Wellington Rd will be very different places. They are also likely to generate more traffic, so we will probably end up where we started (or worse). Most cities around the world have learned that trying to road-build your way out of traffic congestion is generally futile and expensive.
What I will work towards, in conjunction with the other agencies
I’d put in the Goa St lights, the Cobham Drive roundabout changes and the walking, cycling and public transport improvements listed above, but otherwise I’d take a different – faster, cheaper and effective - approach. Experience round the world shows that where there are public transport and general roads along the same corridor, speeding up public transport improves speed for all users; trying to speed up general roads without doing at least the same for public transport makes the situation worse for all concerned.
In conjunction with GWRC, I’d improve public transport between the eastern suburbs and the CBD, with faster, more direct and more frequent buses on a simplified route structure with good transfer facilities. That would reduce much of the pressure, particularly at commuter times. The CBD public transport improvements in the Ngauranga to Airport plan are an essential part of this.
Second, I’d talk to the airport about reducing the large number of taxis on this route. Improvements to the Airport Flyer have helped, and need to go further.
Third, I’d encourage walking and cycling, by means such as improving the Mt Victoria tunnel environment (Hataitai has a lower rate of commuting on foot or by bike than suburbs a similar distance from the CBD, largely because of the unpleasantness of the Mt Victoria tunnel), and better cycle tracks.
Fourth, I’d recognise that people want to cross SH1 as well as travel along it, and seek ways to reduce the significant barrier it creates for pedestrians and cyclists. Otherwise, it encourages car use for short journeys, something which most people are agreed should be avoided. As things stand the only safe way to get the short distance from Miramar to the centre or Kilbirnie is to drive or catch a bus, which is ridiculous.
And last, I’d look at ferries from Miramar wharf – the current ferry from Seatoun is an excellent way to travel, but offers a very limited service.
And in the longer term, modern trams connecting the eastern suburbs with the CBD and the region’s railway network will definitely be the way to go.
Your questions
So, to go back to your specific questions:
Exiting from Hataitai towards the Mt Victoria tunnel:
Reduce traffic along SH1 by making the bus service more attractive in speed and frequency, and by improving facilities for walking and cycling – the CBD is not that far away. Goa St lights would help break up the traffic flow to help Hataitai users get into the tunnel – but any changes to the Basin Reserve to smooth the flow of eastbound traffic, as envisaged by NZTA, could have just the opposite effect.
The roundabout by the sports centre:
This will be improved before the centre opens, and improved public transport will ease the congestion – particularly with the sustainable transport initiatives agreed by WCC as part of the Environment Court settlement.
Traffic to the netball courts:
Reduced traffic by the initiatives outlined above and traffic lights at Goa St will ease the situation.
Sorry that this is such a long answer, but I hope it helps explain the situation.
Monday, August 23, 2010
Eastern ward: time for change?
The Wellingtonian's views on the Eastern Ward:
Eastern ward: time for change?
By JIM CHIPP - The Wellingtonian
Last updated 05:00 05/08/2010
The Wellingtonian continues its local body election countdown with a look at the Eastern ward, which has been the field of the bitterest battle of this triennium – the indoor sports centre.
Ray Ahipene-Mercer was the highest polling councillor in the ward in 2007, followed closely by Labour councillor Leonie Gill, with Rob Goulden a distant third.
All are long-serving councillors and Mr Ahipene-Mercer and Mr Goulden also stood for the mayoralty.
The ward election will be livened by the entry of Miramar vet Allan Probert, Taima Fagaloa of the Labour Party and radio announcer Simon (Swampy) Marsh.
Indoor sports centre: `Public policy by utu'
The most contentious issue of the council term was the $50 million indoor sports centre project at Cobham Park in Rongotai.
Some argued the 12-court building would be too small, and that the extra traffic between the city and the centre would overwhelm the Mt Victoria tunnel.
A councillor, Andy Foster, and a resident, Mike Mellor, appealed against the project's resource consent in the Environment Court, on grounds of choice of location, traffic congestion and pedestrian access.
Mr Foster's appeal made him unpopular with his fellow councillors, and when a council decision to extend the Golden Mile bus lanes into Courtenay Place was overturned while he was transport portfolio leader, it was seen by some as payback.
"It's public policy by utu," said Southern ward councillor Bryan Pepperell.
Mr Foster agreed to withdraw his appeal on condition of an independent review and Mr Mellor's objections were settled in mediation.
The centre is under construction and expected to open next August.
Sport Wellington chief executive Paul Cameron, who is also an Eastern ward resident, welcomed the centre, and said it would have caused traffic issues wherever it was located.
"From a Sport Wellington point of view, they appear to be doing extremely well. I am comfortable with the way they are handling things. It's going to be superb."
Mr Mellor withdrew his appeal when concessions were made to make it easier for people to access the centre on foot.
"They [council] didn't take into account the things they had to do according to their own District Plan," he said.
"It took me taking them to court. Once they realised that I was serious they took me seriously.
"It was unfortunate from everybody's point of view, particularly the ratepayers who had to pay out tens of thousands of dollars."
He said he had received some support from Mr Goulden, but had no contact with the other two councillors.
Taking the slow road
A traffic report on the probable effects of the indoor sports centre pointed out that Mt Victoria tunnel was already fully loaded, carrying 3600 vehicles an hour at peak times, and appeared to be the busiest two-lane road in New Zealand.
It projected an extra 139 vehicles per hour heading to and from the indoor sports centre.
"This amount of additional traffic using Mt Victoria tunnel equates to four years of traffic growth in one big hit," it said.
The same report said the average queue length on Cobham Drive east on a Saturday could extend from 166 metres to 260m once the indoor sports centre was built, and the maximum queue length could be two to three times bigger.
The opening of the centre may be the last straw in its effect on traffic congestion in the area, which was part of the subject of the Ngauranga to Airport transport corridor consultation and plan.
Wellington city and regional councils, and what is now New Zealand Transport Agency joined forces to consult the public on long-term transport issues and come up with a plan, which seems likely to help drivers more than public transport.
It includes a flyover at the Basin Reserve and a second Mt Victoria tunnel.
Charles Finny, Wellington Chamber of Commerce chief executive at the time, made submissions.
"I was very pleased with the outcome but I wonder why it took so long to focus on some aspects of this roading, particularly between the airport and the central business district," he said.
"It really is one of the most congested pieces of road in New Zealand and it's a great shame. It seemed to be Wellington City Council that was delaying it."
Mt Victoria Residents' Association chairman Kent Duston was also involved in the consultation.
As part of State Highway 1, the road is under the control of the transport agency which, he said, was "strongly focused on roads and ripping into the fabric of the city".
"From my point of view the sensible solution would have been the light rail system proposed by councillor Wade-Brown."
He said some of the council's decisions in terms of improving public transport in the eastern suburbs "haven't been particularly helpful".
"An example is Ray Ahipene-Mercer voting against bus lanes in Courtenay Place. Given that he is also the climate change portfolio leader it is disappointing."
Eastern ward: time for change?
By JIM CHIPP - The Wellingtonian
Last updated 05:00 05/08/2010
The Wellingtonian continues its local body election countdown with a look at the Eastern ward, which has been the field of the bitterest battle of this triennium – the indoor sports centre.
Ray Ahipene-Mercer was the highest polling councillor in the ward in 2007, followed closely by Labour councillor Leonie Gill, with Rob Goulden a distant third.
All are long-serving councillors and Mr Ahipene-Mercer and Mr Goulden also stood for the mayoralty.
The ward election will be livened by the entry of Miramar vet Allan Probert, Taima Fagaloa of the Labour Party and radio announcer Simon (Swampy) Marsh.
Indoor sports centre: `Public policy by utu'
The most contentious issue of the council term was the $50 million indoor sports centre project at Cobham Park in Rongotai.
Some argued the 12-court building would be too small, and that the extra traffic between the city and the centre would overwhelm the Mt Victoria tunnel.
A councillor, Andy Foster, and a resident, Mike Mellor, appealed against the project's resource consent in the Environment Court, on grounds of choice of location, traffic congestion and pedestrian access.
Mr Foster's appeal made him unpopular with his fellow councillors, and when a council decision to extend the Golden Mile bus lanes into Courtenay Place was overturned while he was transport portfolio leader, it was seen by some as payback.
"It's public policy by utu," said Southern ward councillor Bryan Pepperell.
Mr Foster agreed to withdraw his appeal on condition of an independent review and Mr Mellor's objections were settled in mediation.
The centre is under construction and expected to open next August.
Sport Wellington chief executive Paul Cameron, who is also an Eastern ward resident, welcomed the centre, and said it would have caused traffic issues wherever it was located.
"From a Sport Wellington point of view, they appear to be doing extremely well. I am comfortable with the way they are handling things. It's going to be superb."
Mr Mellor withdrew his appeal when concessions were made to make it easier for people to access the centre on foot.
"They [council] didn't take into account the things they had to do according to their own District Plan," he said.
"It took me taking them to court. Once they realised that I was serious they took me seriously.
"It was unfortunate from everybody's point of view, particularly the ratepayers who had to pay out tens of thousands of dollars."
He said he had received some support from Mr Goulden, but had no contact with the other two councillors.
Taking the slow road
A traffic report on the probable effects of the indoor sports centre pointed out that Mt Victoria tunnel was already fully loaded, carrying 3600 vehicles an hour at peak times, and appeared to be the busiest two-lane road in New Zealand.
It projected an extra 139 vehicles per hour heading to and from the indoor sports centre.
"This amount of additional traffic using Mt Victoria tunnel equates to four years of traffic growth in one big hit," it said.
The same report said the average queue length on Cobham Drive east on a Saturday could extend from 166 metres to 260m once the indoor sports centre was built, and the maximum queue length could be two to three times bigger.
The opening of the centre may be the last straw in its effect on traffic congestion in the area, which was part of the subject of the Ngauranga to Airport transport corridor consultation and plan.
Wellington city and regional councils, and what is now New Zealand Transport Agency joined forces to consult the public on long-term transport issues and come up with a plan, which seems likely to help drivers more than public transport.
It includes a flyover at the Basin Reserve and a second Mt Victoria tunnel.
Charles Finny, Wellington Chamber of Commerce chief executive at the time, made submissions.
"I was very pleased with the outcome but I wonder why it took so long to focus on some aspects of this roading, particularly between the airport and the central business district," he said.
"It really is one of the most congested pieces of road in New Zealand and it's a great shame. It seemed to be Wellington City Council that was delaying it."
Mt Victoria Residents' Association chairman Kent Duston was also involved in the consultation.
As part of State Highway 1, the road is under the control of the transport agency which, he said, was "strongly focused on roads and ripping into the fabric of the city".
"From my point of view the sensible solution would have been the light rail system proposed by councillor Wade-Brown."
He said some of the council's decisions in terms of improving public transport in the eastern suburbs "haven't been particularly helpful".
"An example is Ray Ahipene-Mercer voting against bus lanes in Courtenay Place. Given that he is also the climate change portfolio leader it is disappointing."
The French show the way?
From the New Zealand Herald: just imagine Wellington like this!
Toulouse: French role model paves the way
By Peter Bills
New Zealand Herald, 12:00 PM Tuesday Aug 17, 2010
Toulouse is showing the rest of Europe how it can clean up its cities and go green, writes Peter Bills.
The pavements on bridges in Toulouse have been widened to include cycle and pedestrian lanes. Photo / Creative CommonsOK, OK. Maybe it was the temperature, 32C by day and a scarcely cooler 25C in the evenings, that so beguiled.
Maybe it was the demonstration of the quintessential south of France summer night: Hot, still, filled with melancholy, chilled red or rose wine.
But maybe, just maybe it was neither. Perhaps Toulouse, capital of the Haute-Garonne region at the centre of the south of France, looked so resplendent, seemed so elegant last weekend because modern technology has come to define the place.
This town, population about 450,000 which makes it the fourth largest French town, is offering Europe a role model of how to make progress in the ecological field.
On a summer's day, a line of bicycles stands where once stood the taxi rank, its polluting cars waiting for their customers. The first half hour's hire is free; you pay about one euro an hour thereafter.
You enter your credit card as a guarantee against theft, remove a receipt and pull your bike out of the rack. Then off you go.
But where Toulouse is superior to so many other towns and cities across Europe where bike use is encouraged, is it has multiple cycle lanes. Pavements have been specially widened over several of the bridges that cross the Garonne River leading into the city - half the width for pedestrians, half for cyclists.
You can cycle in specially designated cycling lanes through most of the city which means you feel relatively safe from the traffic, even if you have to use the roads. And on a warm, sunny weekend day what could be nicer than to stop at the city's open air market, buy some luscious local cherries or apricots and cycle off into one of the parks, where you can find a shady tree, park your bike and relax.
France cannot boast a city in the top nine of Europe's greenest cities ... Paris is best at 10th. But the three leading cities, headed by Copenhagen, with Stockholm second and Oslo third, all have two things in common: They are all by the sea and they all greatly encourage transport by bicycle. So too does Amsterdam, which came fifth.
Another method used increasingly by European city councils to reign in polluting cars and heavy vehicles is by closing major thoroughfares to traffic, turning them into pedestrian only zones. In Toulouse, the huge Rue d'Alsace Lorraine is no longer accessible to public vehicles. It has meant shoppers visiting major stores such as Galerie Lafayette and accessing the world famous Place du Capitole with the imposing Hotel de Ville at its centre, can stroll in peace and not be victims of traffic fumes.
In the nearby Place Saint Georges, one of the prettiest squares in the city, Toulousains sit out at night, sharing a drink before dinner or eating at one of the many restaurants or little cafes. It is an exquisite site. Swooping swallows fly in formation around the square, like RAF fighters from World War II.
And through the square come only a very few vehicles. The most important, the bus powered by electricity, offering the same service yet much cleaner and less polluting.
The difference with another European city, Bath, in the UK, is significant. The Georgian centre of Bath is a World Heritage site, revered and treasured by visitors from every continent. Yet the local council continues to allow lumbering, old, heavily polluting tourist buses as well as private cars to pour through the centre of the city.
Credit goes to the approach of the Toulouse city council which has taken active and meaningful steps to fight back against polluting transport.
Many tours are available in Toulouse, but the majority are on foot, or bike.
I was reminded midway through an exquisite south of France afternoon that gently riding a bike frees the mind. On a lovely summer's day, the pleasures are endless.
Toulouse: French role model paves the way
By Peter Bills
New Zealand Herald, 12:00 PM Tuesday Aug 17, 2010
Toulouse is showing the rest of Europe how it can clean up its cities and go green, writes Peter Bills.
The pavements on bridges in Toulouse have been widened to include cycle and pedestrian lanes. Photo / Creative CommonsOK, OK. Maybe it was the temperature, 32C by day and a scarcely cooler 25C in the evenings, that so beguiled.
Maybe it was the demonstration of the quintessential south of France summer night: Hot, still, filled with melancholy, chilled red or rose wine.
But maybe, just maybe it was neither. Perhaps Toulouse, capital of the Haute-Garonne region at the centre of the south of France, looked so resplendent, seemed so elegant last weekend because modern technology has come to define the place.
This town, population about 450,000 which makes it the fourth largest French town, is offering Europe a role model of how to make progress in the ecological field.
On a summer's day, a line of bicycles stands where once stood the taxi rank, its polluting cars waiting for their customers. The first half hour's hire is free; you pay about one euro an hour thereafter.
You enter your credit card as a guarantee against theft, remove a receipt and pull your bike out of the rack. Then off you go.
But where Toulouse is superior to so many other towns and cities across Europe where bike use is encouraged, is it has multiple cycle lanes. Pavements have been specially widened over several of the bridges that cross the Garonne River leading into the city - half the width for pedestrians, half for cyclists.
You can cycle in specially designated cycling lanes through most of the city which means you feel relatively safe from the traffic, even if you have to use the roads. And on a warm, sunny weekend day what could be nicer than to stop at the city's open air market, buy some luscious local cherries or apricots and cycle off into one of the parks, where you can find a shady tree, park your bike and relax.
France cannot boast a city in the top nine of Europe's greenest cities ... Paris is best at 10th. But the three leading cities, headed by Copenhagen, with Stockholm second and Oslo third, all have two things in common: They are all by the sea and they all greatly encourage transport by bicycle. So too does Amsterdam, which came fifth.
Another method used increasingly by European city councils to reign in polluting cars and heavy vehicles is by closing major thoroughfares to traffic, turning them into pedestrian only zones. In Toulouse, the huge Rue d'Alsace Lorraine is no longer accessible to public vehicles. It has meant shoppers visiting major stores such as Galerie Lafayette and accessing the world famous Place du Capitole with the imposing Hotel de Ville at its centre, can stroll in peace and not be victims of traffic fumes.
In the nearby Place Saint Georges, one of the prettiest squares in the city, Toulousains sit out at night, sharing a drink before dinner or eating at one of the many restaurants or little cafes. It is an exquisite site. Swooping swallows fly in formation around the square, like RAF fighters from World War II.
And through the square come only a very few vehicles. The most important, the bus powered by electricity, offering the same service yet much cleaner and less polluting.
The difference with another European city, Bath, in the UK, is significant. The Georgian centre of Bath is a World Heritage site, revered and treasured by visitors from every continent. Yet the local council continues to allow lumbering, old, heavily polluting tourist buses as well as private cars to pour through the centre of the city.
Credit goes to the approach of the Toulouse city council which has taken active and meaningful steps to fight back against polluting transport.
Many tours are available in Toulouse, but the majority are on foot, or bike.
I was reminded midway through an exquisite south of France afternoon that gently riding a bike frees the mind. On a lovely summer's day, the pleasures are endless.
Why vote for me?
Wellington is great, but it could be better. It needs a revitalised council with new councillors who have experience in both business and the voluntary sector, and who listen and respond.
A recent editorial in the New Zealand Herald said that Auckland deserves “candidates with ideas, vigour and independence”, but then it lamented “It is a shame that, in the main, they will have to settle for less."
Wellingtonians in the Eastern Ward don't have to settle for less, and here's your chance!
My top five points:
1. A revitalised council
• Councillors with energy, fresh ideas and independent minds who listen and respond
• A council that is fair, transparent and open
• A council that is in touch with its communities
2. Better transport options
• Improve accessibility by encouraging walking, cycling and public transport (buses, ferries, and modern trams), rather than expensive, destructive and long-drawn-out road “improvements”
• Speeding up bus journeys with an uncongested route along the whole of the Golden Mile
• Providing better bus interchanges at Kilbirnie, Miramar and the hospital
• Making it safe for pedestrians and cyclists to cross Cobham Drive & Calabar Road
• Developing a modern tram system to link the eastern suburbs right through to the region’s railway network
• Supporting the Great Harbour Way walking and cycling route around the region’s coastline
3. A fully sustainable city
• Proper assessment of the environmental and social effects of major projects, such as the Kilbirnie bus barns redevelopment, the Marine Education Centre and transport changes. (The poor location of the Indoor Community Sports Centre on Cobham Drive shows the consequences if this assessment doesn’t happen!)
• Climate change action plan implementation and carbon neutrality
• City Council leadership in sustainability strategies
• Analysis of the effects of peak oil on the city and the eastern suburbs
• Supporting sustainable urban form and urban growth
• Ensuring that the city is financially sustainable, including the level of rates
4. Environment and heritage
• Safeguarding beaches, parks and reserves
• Extending the Eastern Walkway through Fort Dorset to Seatoun beach
• Opening up the Miramar Peninsula’s heritage sites to the public
• Building on the possum-free status of the Miramar Peninsula as a “mainland island”
• Respecting the area’s built and natural heritage
• Establishing a recreational walkway along Kilbirnie’s drainage reserve
5. Local communities
• Safeguarding local council facilities such as libraries, community centres and sports fields
• Supporting the revitalisation of Kilbirnie and Miramar town centres
• Helping local community initiatives such as community gardens
A recent editorial in the New Zealand Herald said that Auckland deserves “candidates with ideas, vigour and independence”, but then it lamented “It is a shame that, in the main, they will have to settle for less."
Wellingtonians in the Eastern Ward don't have to settle for less, and here's your chance!
My top five points:
1. A revitalised council
• Councillors with energy, fresh ideas and independent minds who listen and respond
• A council that is fair, transparent and open
• A council that is in touch with its communities
2. Better transport options
• Improve accessibility by encouraging walking, cycling and public transport (buses, ferries, and modern trams), rather than expensive, destructive and long-drawn-out road “improvements”
• Speeding up bus journeys with an uncongested route along the whole of the Golden Mile
• Providing better bus interchanges at Kilbirnie, Miramar and the hospital
• Making it safe for pedestrians and cyclists to cross Cobham Drive & Calabar Road
• Developing a modern tram system to link the eastern suburbs right through to the region’s railway network
• Supporting the Great Harbour Way walking and cycling route around the region’s coastline
3. A fully sustainable city
• Proper assessment of the environmental and social effects of major projects, such as the Kilbirnie bus barns redevelopment, the Marine Education Centre and transport changes. (The poor location of the Indoor Community Sports Centre on Cobham Drive shows the consequences if this assessment doesn’t happen!)
• Climate change action plan implementation and carbon neutrality
• City Council leadership in sustainability strategies
• Analysis of the effects of peak oil on the city and the eastern suburbs
• Supporting sustainable urban form and urban growth
• Ensuring that the city is financially sustainable, including the level of rates
4. Environment and heritage
• Safeguarding beaches, parks and reserves
• Extending the Eastern Walkway through Fort Dorset to Seatoun beach
• Opening up the Miramar Peninsula’s heritage sites to the public
• Building on the possum-free status of the Miramar Peninsula as a “mainland island”
• Respecting the area’s built and natural heritage
• Establishing a recreational walkway along Kilbirnie’s drainage reserve
5. Local communities
• Safeguarding local council facilities such as libraries, community centres and sports fields
• Supporting the revitalisation of Kilbirnie and Miramar town centres
• Helping local community initiatives such as community gardens
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