Greater Wellington News

Wellington Public Transport Spine Study findings

Wed, 19 Jun 2013 07:44:10 +1200

A future Bus Rapid Transit system through central Wellington has been found to have the most benefits of three possible options, according to the final report of the Wellington Public Transport Spine Study.

The report will be presented to the Regional Transport Committee tomorrow, marking the completion of the 18-month study. The study, investigating the most feasible options for a future high quality public transport system through central Wellington, was carried out by consultant AECOM on behalf of study partners Greater Wellington Regional Council, Wellington City Council and the NZ Transport Agency.

The three options, evaluated on their feasibility in the report, are:

Bus priority, which involves more peak period bus lanes and priority traffic signals for buses, along the Golden Mile and Kent Terrace, through the Basin Reserve and along Adelaide Road to Newtown and through the Hataitai bus tunnel to Kilbirnie
Bus rapid transit (BRT) which involves a dedicated busway, for modern, higher capacity buses separated from other traffic as much as possible, along the Golden Mile and Kent / Cambridge Terrace then around the Basin Reserve and along Adelaide Road to Newtown and through the (duplicated) Mt Victoria tunnel to Kilbirnie
Light Rail Transit (LRT), whcih involves new tram vehicles running on dedicated tracks along the Golden Mile, Kent and Cambridge Terraces then around the Basin Reserve along Adelaide Road to Newtown adn through a separate Mt Victoria tunnel to Kilbirnie.

The study findings show that the BRT option has the highest benefits, followed by LRT and Bus Priority. All options result in shorter journey times between the south/south-east locations of Newtown and Kilbirnie through to the Wellington CBD. The most significant reduction is under the BRT and LRT options which almost halve the travel time between Kilbirnie and the Wellington Railway Station.

An increase in the overall number of people using public transport region-wide is achieved under all three options. However, from the south/south-east area of Wellington through to the CBD in the morning peak, BRT attracts a 7% increase in passenger numbers compared with a 3.2% increase under the Bus Priority option and no change under the LRT option. A key factor for LRT is the need to transfer between LRT and bus services for travel beyond Newtown and Kilbirnie.

The forecast benefits to public transport users for the three options are equivalent to $35 million for Bus Priority, $95 million for BRT and $56 million for LRT in 2012 dollars. The benefits are calculated using NZTA guidelines. These apply a monetary value to travel time savings experienced by existing and new public transport users and are offset by ‘disbenefits’ experienced by those who continue to drive because space has been allocated to public transport.

The cost of delivering each of the three options has been estimated as part of the study. The most expensive option is LRT at $940 million, which is almost five times that of BRT as the next most expensive option ($207 million). The option with the lowest estimated cost is Bus Priority at $59 million. These costs include both infrastructure and any new vehicles required.

The annual cost of running the Bus Priority option would be around $88m. For BRT the operating cost would be about 6% lower, mainly due to reduced overall bus kilometres travelled. The cost of running LRT would be around 1% higher due to running a mixture of light rail and bus services and the additional maintenance costs for light rail tracks.

The physical feasibility of the three options was also investigated through the study. Cross sections were developed to show how the different options might look and to understand the extent of impacts on parking, access and property. While all three options could be built, removal of on-street parking would be an element of all options. In addition, there would be impacts on some properties where limited road widening is needed outside the existing road corridor and more significant impacts under the BRT and LRT options along State Highway 1 Ruahine Street and Wellington Road, particularly on the Town Belt.

The report recommends that if the Bus Priority option is selected as the preferred option, it could be developed incrementally as opportunities arise. The optimal time for implementing the BRT and LRT options would be around 2021-22, with planning, approvals and procurement activities carried out in the preceding years. This is based on forecast demand and timing of relevant road improvement projects such as the Basin Reserve upgrade, Mt Victoria tunnel duplication and Ruahine Street improvements. Ideally the entire BRT or LRT network would be developed all in one stage to maximise benefits and avoid integration issues with existing bus services.

After receiving the final report tomorrow (Wednesday 19 June), the Regional Transport Committee will decide the next steps, leading to a decision on a preferred option.

Fran Wilde, Chair of the Regional Council, says the study provides some extremely useful information for decisions about the best form of public transport to meet the needs of population growth, reduce congestion and improve economic productivity in Wellington.

“The public transport spine through Wellington City has a crucial role as part of an efficient transport system to support growth and economic development for the city and the region. The spine study findings make a significant contribution to our understanding of what public transport in the city could look like in future and provide greater investment certainty. They give us a springboard for an informed debate about future public transport through this important corridor.”

Jenny Chetwynd, NZ Transport Agency’s Regional Director – Central Region, says “Wellington needs a flexible, practical and effective public transport solution that will increase patronage, deliver clear time savings, and integrate well with our wider transport system to provide travel choice for Wellingtonians.

“Whatever the preferred option is, it’s also important that it provides good value for money and is affordable for ratepayers, public transport users and road users. At this point it seems that the BRT option provides the best balance between transport benefits and value for money, but we’ll be interested in hearing what the public thinks.”

Mayor Celia Wade-Brown says defining and designating a corridor for significantly improved public transport from the Railway Station is essential. Urban redevelopment and growth in Adelaide Road and Kilbirnie are also a critical part of interconnecting smart transport and urban development.

“Let's build a better public transport system now starting with more bus priority lanes in 2014. This will follow on from the new bus lanes in Courtenay Place and Kent/Cambridge terraces.”

Mayor Wade-Brown says she will welcome informed input from the public on the study findings, including its assumptions about costs, routes and timing.

“While light rail is attractive, bus rapid transit may be a more immediate and pragmatic step and I want significant progress well before 2021. The study indicates real opportunities for the west and south as well as the east.”

She says the decisions and information about public transport options and RoNS for the Ngauranga to Airport corridor will feed into Wellington City’s transport strategy consultation, which will consider the role of all modes of transport.

For more information, phone our media team on 021 941 266 or email us.

Questions & Answers

Why was the study undertaken?

The study is a project in the Ngauranga to Airport Corridor Plan (2008). The Corridor Plan seeks improvements to public transport throughout the corridor and along the city growth spine, alongside a programme of improvements to the strategic road network, and walking and cycling improvements.

What was the scope of this study?

To assess the merits of long term options for a high frequency and high quality public transport system through the city growth spine, from Wellington Railway Station to Wellington Regional Hospital in Newtown, including possible connections to the north and south-east.

What problem is the study is working to address?

The study looked at the feasibility of public transport options to meet the needs of the Wellington region in the future. If we continue with the current system, the future public transport along the spine is likely to be increasingly inefficient and ineffective in supporting the function of the central city and the wider region. The study area is the most heavily used public transport corridor in the Wellington region; improvements along this spine will directly benefit the rest of the network.

What’s the difference between the Wellington PT Spine Study and the Wellington City Bus Review?

Changes from the Wellington Bus Review are shorter-term and operational (and relate to the existing network south of Grenada North). The spine study is longer-term and more strategic, focusing on the core spine through the city.

When will these public transport improvements be implemented?

The PT Spine Study looked at the best long term options for a high quality public transport spine for the city. The study findings suggest that the optimal timing for a BRT or LRT system to be constructed would be around 2021, based on demand from the south-eastern suburbs and timing of related RoNS projects including the Mt Victoria tunnel duplication and Ruahine Street/Wellington Road improvements. However, the timing for implementation of the preferred option will be dependent on a number of factors including funding availability.

Understanding the best option for a future high quality public transport spine will help to ensure that planned shorter-term improvements will support and not hinder the longer term solution.

What Does “Bus Priority” mean?

“Bus Priority” uses priority signals at traffic lights and bus lanes to help buses move faster than the other traffic in the morning and evening rush hours. Bus priority is already used on some of our roads now.

What does “Bus Rapid Transit” mean?

Bus rapid transit (BRT) is a bus system where buses run in a dedicated lane, separated from other traffic wherever possible, and designed to minimise conflict with other traffic (such as turning movements from mixed traffic lanes). BRT systems involve new high capacity buses. These buses could be electric or low emission, quieter vehicles, and would have doors on both sides. Other elements of a BRT system which can be used to significantly enhance their service relate to ticketing systems and stations/interchange facilities.

What does “Light Rail Transit” mean?

Light rail transit (LRT) is a form of electric rail transport. It normally runs on a separate dedicated track and route from other road traffic. While it is possible for LRT to share road space with other users, this can significantly impact on its speed and reliability.

Why is a new tunnel required for the light rail option? Why not just use the existing Hataitai bus tunnel or the duplicated Mt Victoria tunnel?

The existing Hataitai bus tunnel has limited capacity – it is one way only, and is currently restricted to one vehicle at a time. Safety requirements (e.g. to address fire risks) do not support increasing its use. Also, using this tunnel would mean the spine would travel through Mt Victoria residential area to the west and Hataitai/Moxham Avenue to the east which are considered to be unsuitable for a high capacity PT corridor. The numerous vehicle crossings to residential properties mean that an LRT or BRT system would require a separate central lane in each direction to be effective, which in these narrow residential street environments would involve loss of all on street parking and would impact on residential property.

The BRT option can use the duplicated Mt Victoria tunnel (once it has been built) because it involves road vehicles using the road network. A separate rail tunnel is needed for light rail through this route because of unacceptable fire safety risks associated with a shared road/rail tunnel.

Wouldn’t a Light Rail system that just went from the Railway Station to Newtown Hospital be more affordable?

A shorter Light Rail option that did not involve a new tunnel through Mt Victoria would cost less than the Light Rail option considered in the Study. However, the benefits would also be significantly less. Extending the three options through to Kilbirnie was done to ensure that maximum benefits could be obtained from the options. An extended route means that trip demand from Kilbirnie and the eastern suburbs can be captured and this presents a good opportunity for shifting people from using their car to public transport.

A single route to Newtown only would also require significantly more bus services from the south-east to continue running alongside LRT through the Golden Mile, or require people to transfer close to the CBD at Kent/Cambridge Terrace. This would significantly reduce the patronage of LRT, making it difficult to justify the high frequency service sought.

Why not extend Light Rail to Johnsonville using the Johnsonville line? And to the Hutt/Kapiti?

Extending the options (including Light Rail) to the north of the Railway Station was considered as part of the study. It was concluded that this would be of limited benefit, given the following considerations:

Significant investment has been made in heavy rail infrastructure and carriages over recent years to provide a high quality urban commuter rail network to the north.
Public transport already has a high share of trips from destinations to the north (40% - 70%), and replacing heavy rail with an alternative mode is unlikely to increase this.
The proportion of trips from the north that continue through and beyond the CBD is relatively low.
Converting the Johnsonville line to LRT has its own costs and challenges, including: significant costs for conversion (tunnel widening, platform lowering, additional passing loops); double the number of LRT vehicles would be needed to replace the capacity of the 4 car Matangi; there would be significant disruption to services for a long period during construction/conversion.

Why does the Light Rail option involve a split route from Kent/Cambridge Terrace? Why not just a single spine through Newtown via Constable Street to Kilbirnie?

A single route to Kilbirnie via Newtown would involve longer travel times for passenger to/from Kilbirnie and eastern suburbs than a route via Mt Victoria Tunnel. In addition, there are significant physical constraints south of Wellington Hospital on Riddiford Street (including Heritage Buildings) and along Constable Street. This means that only single track is feasible through this part of the corridor with associated dis-benefits resulting from capacity and timetabling issues.

Why do the Light Rail and Bus Rapid Transit options run along the centre of the road from Cambridge/Kent Terrace to Newtown? How will people access the stations?

Along some parts of the spine the Light Rail and Bus Rapid Transit options have been shown running along the centre of the road corridor (eg. along Kent/Cambridge Terrace and Adelaide Road in Newtown). This is to minimise conflict with side streets and vehicle crossings through these parts of the spine and also allows the existing central median along Kent/Cambridge to be utilised for stations. Along other parts of the spine (such as Lambton Quay and Kilbirnie Crescent) the Light Rail and Bus Rapid Transit options are shown running two-way on one side of the road carriageway as this is the best way to minimise conflict with side roads and turning traffic in those particular street environments. Pedestrian crossings would be provided at stations/stops to allow passengers to safely cross any adjacent traffic lanes onto the footpath.

Can Light Rail and Bus Rapid Transit share lanes with general traffic?

These systems can be designed to share with general traffic. However, doing so would erode the benefits of these systems, affecting their journey speed and reliability.

Will other bus services still run under Light Rail and Bus Rapid Transit options? Where will they go?

Under both LRT and BRT options, some buses become feeder services and require interchange onto the core PT Spine. Others will continue to run either through the core spine (in BRT lanes or general traffic lanes) or via a secondary spine (some buses from the north/west).

Why does the BRT option have more benefits than the Light Rail option?

Both of these options would significantly improve travel speeds and reliability along the public transport spine, with dedicated space and more attractive and environmentally friendly vehicles. However, because of its fixed track which would terminate at Kilbirnie and at Newtown, the light rail option would require a much larger proportion of passengers to transfer from bus to light rail as part of their journey. In comparison, a BRT system would allow bus services to travel through the PT spine using BRT facilities and to continue on beyond the core spine without the need for transfer.

What do the Capex and Opex costs for each option include?

The capital costs (Capex) for all options include changes to existing roadways, infrastructure, vehicles, design and a built in contingency amount. They also include allowance for interchanges/stations, depots, and signalling as appropriate to the option. The operational costs (Opex) for all options are based on the estimated cost to run and maintain the services, calculated based on kilometres and minutes in service.

Why is the light rail option so expensive?

Light rail has some unique costs that do not apply to other options. These include the cost of rails, power system and a tunnel. For light rail there is also a much higher cost associated with moving existing services, as a thick concrete slab must be laid beneath the rails.

How will the preferred option be funded?

Funding for public transport improvement projects is provided from the National Land Transport Fund, together with local funding from a combination of rates and fares. However, depending on which option is selected to be taken forward, significant additional funding may be required.

An ‘Alternative Funding Study’ is being completed alongside this PT Spine Study to investigate what other funding tools could be used and how much they might be able to generate. The results of this study will be available in July, to help inform consideration of affordability of the different options.

How has the interaction of options with pedestrians and the impact on pedestrian safety been considered?

The study considered alternative routes for the public transport spine through the central city in the early stages and concluded that an alignment following the Golden Mile was the best option to maximise public transport patronage. Regardless of the option chosen, the conflict between pedestrians and public transport vehicles through this part of the spine will need to be given consideration in future detailed design.

Under a Bus Priority option, the pedestrian impacts will be similar to the current situation along the Golden Mile. In the Light Rail and Bus Rapid Transit options, there would not need to be any physical infrastructure segregating BRT/LRT lanes from pedestrian activity. While light rail tracks could create a potential hazard for pedestrians, cyclists and wheel chair users, mitigation measures could be included in any future detailed design.

Future detailed design of stops/stations would need to include sufficient space for waiting passengers combined with high pedestrian flows along the adjacent footpath, and provide pedestrian crossings between central median stops/stations and the adjacent footpath.

Both the Light Rail and Bus Rapid Transit options would involve a decrease in the number of public transport vehicles along the Golden Mile (36% BRT, 40% LRT compared with the current situation) and a reduced number of stops/stations, making it easier for pedestrians to cross mid-block. Also, during the day general traffic would be removed totally under these options.

How does the public get to comment on the options?

Public feedback will be sought on the study outcomes during July/August 2013 through a number of methods which may include, for example, an online forum and wider community survey.

The Regional Transport Committee will consider the study outcomes and associated feedback in late 2013/early 2014 and recommend a preferred option for public consultation. The Regional Transport Committee will then confirm a preferred long term option for the public transport spine.

Forestry cutting rights go to market

Fri, 14 Jun 2013 13:49:25 +1200

Real estate agents L. J. Hooker have been appointed as the marketing agents for the sale of cutting rights to Greater Wellington Regional Council’s metro and Wairarapa forests.

The sale of exotic trees was consulted on through the 2012 – 22 Long Term Plan (LTP) process. The Regional Council resolved last December to sell the cutting rights for a 60 year period, on the proviso this would not have an impact on the activities of recreational users of the forests.

Marketing is scheduled to begin mid June and will include local and international media and promotions. Tenders close 22 August.

The Regional Council manages three forests in Wairarapa totalling 1,842 hectares and nine blocks in other parts of the region (Metro forests) totalling 3,588 hectares. Their total value of the cutting rights has been estimated (valuation 2012) to be around $28.5 million.

Wellington Region forests were planted for a number of reasons. In some cases the purchase and planting of badly eroded farmland was intended to stabilise land and reduce siltation in water catchment areas. The forests are funded by debt which is projected to increase to around $35 million by 2022.

Chairperson of the Regional Council Environmental Wellbeing Committee, Barbara Donaldson says the decision to sell the cutting rights was not taken lightly.

“We needed to consider a variety of views raised by submitters to the LTP as well as the advice of experts in the industry.

“Access was one of the main concerns people had as well as the environmental impacts of logging such as siltation and erosion and sustainable management of the forests. Council has put provisions into the contract to ensure the contractor manages these effects and Greater Wellington Regional Council will continue to employ a forestry ranger to maintain an overview of the contract and ensure recreational and forestry activity and environmental issues are balanced.

“The sale of community owned assets was considered at length. We were advised that given market conditions, it was unlikely that small scale forestry operations would realise steady and profitable returns for some time to come. As debt continued to escalate Council resolved to sell the cutting rights and put the proceeds toward the debt.

“The main thing is that the land remains in our ownership – it is only the current trees that are being sold. In 60 years time the land will return to Council management” Councillor Donaldson says.

ENDS

For more information contact our media team.

Phone: 021 914 266

Email: comms@gw.govt.nz

Low key, intelligent and collaborative consultation is the right approach

Thu, 13 Jun 2013 17:09:19 +1200

Residents in the Wellington region were given a wide range of opportunities to give their views on possible change to the region’s local government prior to yesterday’s decision by the Regional Council to make an application to the Local Government Commission.

The four councils which made up the Local Government Reform Party (Greater Wellington Regional Council, Wellington City Council, Porirua City Council and Kapiti Coast District Council) each held public meetings to discuss the models for change proposed by the Working Party, plus the status quo.

A total of 18 public meetings were held across the region during April, and an information brochure asking people for their views, including a submission form, was distributed to letter boxes. The public meetings were advertised in print and on radio, and various council newsletters and articles in the daily and community papers provided information about the proposed models.

Chair of Wellington Regional Council’s Audit and Risk Committee, Judith Aitken, says a range of consultation methods were used to stimulate interest in the regional governance debate.

“The Working Party set up a website which included background information, a description of the proposed models and how they would work, fact sheets, FAQs, an online submission form and a question forum,” she says. “Consultation by the Working Party resulted in 1892 submissions.

“Wellington and Porirua City and Kapiti Coast District Councils carried out independent surveys and other councils in the region have also engaged with their communities on the wider regional governance debate.

“The Independent Wellington Region Local Government Review Panel, which was set up in 2012 by the Wellington Regional Council and Porirua City Council and chaired by Sir Geoffrey Palmer, to assess governance models for the Wellington region and identify an optimal one, also undertook public consultation, including hosting nine public meetings, and received 234 submissions.”

Cr Aitken says discussion about regional governance in Wellington has been going on for a number of years and it was now time for the Regional Council to show leadership and put an application for change into the Local Government Commission.

“Residents in the Wellington region have had a number of opportunities to engage with councils and have their views heard and now it is time for action.”

Later this month the Regional Council will lodge an application for a single two tier council with local boards for the whole of the Wellington region.

For more information, contact our media team on 021 941 266 or email us.

Kaiwharawhara Station closed from 7pm today until further notice

Thu, 13 Jun 2013 16:53:26 +1200

Kaiwharawhara Station will be closed from 7pm today until further notice due to safety concerns.

Angus Gabara, Greater Wellington Regional Council’s Rail Operations Manager, says engineers visited the station today to begin a structural assessment after a Regional Council audit earlier this year found some safety issues.

“The engineers advised us today that the visual corrosion was well advanced and that the overbridge should not be used pending a more detailed investigation.

“We apologise to regular users of the station for the very short notice. However, having received such advice, the only course of action we have is to close the station pending a full investigation. Once we know the results of that investigation a decision will be made on the future of the overbridge.”

People who use Kaiwharawhara Station should go to Metlink to get information about alternative bus services that travel to and from Kaiwharawhara. These include bus route numbers: 43, 44, 46, 52, 53, 54, 55, 56, 57, 58 and 211.

For more information, call 021 914 266 or email us.

Wellington Regional Council supports single two tier council with local boards

Wed, 12 Jun 2013 13:56:49 +1200

The Wellington Regional Council has today voted in favour of lodging an application for a single council with local boards for the whole of the Wellington region.

The application is expected to be made to the Local Government Commission later this month, and will recommend the creation of a new Wellington Council to replace the nine existing councils.

Although the three Wairarapa councils have applied to the Commission to become a unitary authority, the Regional Council will include Wairarapa in its application for a single council because it considers that Wairarapa is an integral part of the wider Wellington region and its future prosperity is fundamentally linked.

Regional Council Chair, Fran Wilde, says Wellington needs to look at its future from a regional perspective but must also clearly identify its aims and aspirations within a national context.

“We need to embrace the positive attributes and benefits that this region has, but also recognise that we can’t afford to take things for granted,” she says.

“Wellington has challenges ahead – economically, socially and environmentally – and they affect all of us. We need to address the big issues like transport, infrastructure and economic growth head on, but must also ensure that at a local level, our communities are able to resolve their own community issues.”

The application from the Regional Council will support a single two tier council model, comprising a governing body of 22 members and eight local boards, each with up to nine members.

“We need a paradigm shift. This is an opportunity to create a new engagement model with our communities,” Ms Wilde says.

“Our application to the Commission is based on the principle that everything is local unless there is a need for it to be determined regionally.

“Local Boards would represent their local community and make decisions on local issues, activities and facilities. Local boards would provide important local input into region-wide policies and would be funded through the annual planning process.

“This means that the region-wide governing body would be able to focus on the big strategic issues, regional-scale infrastructure and services, as well as providing regional leadership and representation.”

Ms Wilde stressed that the final form of any proposal for Wellington would be determined by the Local Government Commission and that the community would have a chance to comment on a draft as well as voting on a final proposal.

Wellington Regional Council’s decision was informed by the work conducted during May by the four council Working Party on Local Government Reform and took into consideration the results of public consultation on two change models (one council with a single tier of decision making, and one council with two tiers of decision making – governing council and local boards).

At the council meeting today, 15 members of the public were heard prior to Council debate. Of the 15, two presented a petition from Hutt residents requesting the status quo be maintained. The remainder supported Council’s application for a single council with two tiers.

The application to the Local Government Commission will include a number of supporting documents.

For more information, contact our media team on 021 941 266 or email us.

Public art comes to public transport

Wed, 05 Jun 2013 17:08:32 +1200

Eight winners will soon have their artwork displayed as large-scale wraps on buses and trains across the Wellington region, and also on a harbour ferry.

The winners of Metlink’s inaugural public art competition were announced today with a total of 12 prizes awarded to eight unique winners.

Entrants were asked to submit designs that bring the theme ‘it’s your transport’ to life, capturing the essence of everything uniquely Wellington about our public transport.

Peter Glensor, Chair of Greater Wellington Regional Council’s Economic Wellbeing Committee, says that the quality of the artworks was very high.

“The winning designs are just spectacular – and the public transport they are displayed on will look great as they’re driving through Wellington, sailing across the harbour, or rolling along the train tracks.”

“A lot of effort has gone into these artworks, and the fact that so many people got involved in voting for their favourites is fantastic.”

The winning artworks will be visible across the region by the end of June and will be on display for approximately 6 months.

Over 2,000 public votes were received through the competition Facebook page.

The winners are:

Ferry top deck

James Goldsworthy

Train Wraps

Wairarapa Train – Kalos Chan

Matangi Train – Louise Donoghue

Full Bus Wraps

Cameron Price

Pablos Art Studios Inc

Bus sides

Cameron Price

Kumiko Matsumoto

Bus Backs

Josepth McGowan

Kumiko Matsumoto

Cameron Price

Pablos Art Studios Inc

Rhiannon Murkin

Winning entries can be viewed at www.facebook.com/itsyourtransport

Fill your spare seats during Kiwi Carpool Week and be in to win

Fri, 31 May 2013 10:55:05 +1200

June 10-16 is New Zealand’s inaugural carpooling week and Wellington carpoolers who record their trips during this week will go in the draw to win passes to Zealandia wildlife sanctuary.

Fran Wilde, Chair of Greater Wellington Regional, says almost 3000 Wellingtonians have signed up to the Let’s Carpool scheme since it began about three years ago.

To sign up for carpooling, simply visit Let's Carpool, and type in a few details about where you want to carpool to and from.

“Let’s Carpool is free and secure and best of all, it searches for carpooling matches for you. Within a day or so of registering, you’ll receive an email with your matches – and you’re away. If you’re thinking of signing up with Let’s Carpool, now’s a great time.”

Fran Wilde says carpooling is a great option for people whose daily commute is not easy to access by public transport. “Increasing numbers of people are commuting between Porirua or Kapiti and the Hutt Valley, which can be costly in terms of transport and time. Carpooling reduces your day to day transport costs and makes your journey more enjoyable and interesting. Having fewer cars on the road at peak hour also helps keep the whole of Wellington moving.”

Graham Strang and Damian Parata have been carpooling from their homes in Waikanae to work in Lower Hutt for six months. They travel over State Highway 58, usually taking the Paekakariki Hill Road home because they both enjoy the windy road – Graham’s a racing driver in his spare time.

“It’s great to have company on the journey,” says Graham. “And we solve the problems of the world and the nation each day. The time really flies and often our conversations have to end abruptly because we’ve arrived at our destination.”

Damian says he enjoys the flexibility of carpooling. “If I need to be at work earlier than Graham, I have someone else I can get a ride with and they’ll drop me at the door at 6am. This is really useful if I have early meetings or need to travel for work.

“If you’re wondering about carpooling, just give it a go. Carpoolers are great people to meet and the more people who join, the easier it will be for everyone to find a match.”

For more information, call 021 914 266 or email us.

Study reveals high levels of atmospheric arsenic

Mon, 27 May 2013 17:00:26 +1200

Media Release

27 May 2013

For immediate release

Study reveals high levels of atmospheric arsenic

People are being reminded not to burn CCA treated timber in home fireplaces after a study revealed elevated levels of arsenic in the air.

The year-long study carried out by Greater Wellington Regional Council and GNS Science, focused on a test area in Wainuiomata. The annual average for the test area was 7.1 ng/m³, which is above the national guideline of 5.5 ng/m³ set by the Ministry for the Environment in 2002.

It is likely that winter arsenic levels mirror these in most other areas where there are residential fireplaces and still air.

Burning timber treated with chrome, copper and arsenic (CCA treated timber) has been banned for some time but the study suggests that people are still not aware of the potential heath risks.

“There is a risk of lung cancer from long term exposure to high levels of arsenic in air”, says Dr Stephen Palmer, Medical Officer of Health for Regional Public Health.

“Levels below the national guideline are considered to be safe for exposure over a life time. Confirmation that people are still burning treated timber is of concern. Also, it is likely that people burning treated timber might expose themselves to even higher levels of arsenic inside their homes as arsenic will be released directly from burning or when wood burners are loaded or cleaned.”

Arsenic is used as a preservative for wood to make it resistant to rotting and decay.

“Most outdoor building timbers have been treated with arsenic including fencing posts and decking timber. It may be tempting to save on your heating costs but the risk to health and to the environment is just not worth it,” says report author Tamsin Mitchell.

“The study shows that in some areas atmospheric arsenic levels rise dramatically in the winter months and this is an issue we can quite easily do something about. The solution is to only ever use wood you know to be untreated - even if you have a closed wood fire.”

Builders supply agents are being asked to remind customers of the risks and to ensure their off-cuts and left over timber are disposed of safely.

More information on the report and on treated timber is available from the Greater Wellington Regional Council web site: www.gw.govt.nz.

ENDS

For more information, please contact:

Phone: 021 914 266

Email: comms@gw.govt.nz

Investigation into integrated ticketing for Wellington public transport

Fri, 24 May 2013 09:50:13 +1200

Greater Wellington Regional Council, with the support of the NZ Transport Agency (NZTA), has begun a detailed investigation into an integrated ticketing system for Wellington region’s bus, train and harbour ferry services.

Peter Glensor, Chair of the Regional Council’s Economic Wellbeing Committee, says integrated ticketing will enable people to use just one card for all public transport services. “So, for instance, if you live in Wainuiomata and work in Newtown, you would use just one card for the three different trips involved. There’ll be no need to buy separate tickets or use different cards - taking public transport will be easier and more convenient.

“And for NZTA and the Regional Council, who are responsible for funding and planning public transport in the region, integrated ticketing will make fare setting simpler and give us more accurate and detailed information about public transport journeys to help us with planning and service performance.”

He says the investigation will take about a year. “There’s a lot involved in bringing together the various fare payment and collection systems for all bus, train and ferry services. This investigation will show us exactly what will be required and will give us the information we need to finalise the business case, secure funding and organise tendering for the development of an integrated ticketing system.”

Lyndon Hammond, NZTA’s Regional Manager Planning and Investment, says the Wellington investigation links well to NZTA’s wider national integrated ticketing programme.

“Using the central processing system and national standards developed for Auckland in Wellington will provide an opportunity to get the best value investment for all parties.”

“An effective integrated ticketing system will take the fuss out of taking the bus, train or harbour ferry, which will help to make public transport a more attractive option for people. And by increasing patronage, there are also flow on effects of making our whole transport system more efficient and supporting Wellington’s continued growth.”

After the investigation, the next stage for Wellington’s integrated ticketing system will be detailed design and procurement. Tenders would be sought around 2016.

For more information, call our Communications team on 021 914 266 or email us.

Vote for your favourite public transport artwork!

Mon, 20 May 2013 08:20:18 +1200

Public voting opens today (20 May) for Metlink’s inaugural public transport art competition.

Peter Glensor, Chair of Greater Wellington Regional Council’s Economic Wellbeing Committee, says 16 finalists have been selected.

“I understand the selection panel had some tough decisions to make as while each of the entries was very unique, the quality of them all was very high. The competition called for artistic expressions of what your public transport means to you, and it’s clear from the entries that it means a range of different things to different people.

“Going by the entries, the amazing views from the train or the bus mean a lot to some people while others portrayed the contribution that our public transport makes to the uniqueness of Wellington. And others highlighted the breadth of Wellington’s public transport network and where it can take you. Clearly people have put a lot of time and energy into their entries – they’re fabulous.”

The winning designs will be produced into wraps on a Matangi train and a Wairarapa train, various buses and a harbour ferry. Some will also be produced as posters.

“Whichever entries win, they’ll really make the bus or train stand out.”

The harbour ferry design has already been chosen as only one entry met the criteria. James Goldsworthy, 10, from Upper Hutt, will soon see his picture which “helps you to remember all the goings on above and below the water while taking the ferry” adorned on the inside of a harbour ferry.

You can vote for your favourite bus and train design on the Itsyourtransport page on Facebook.

Voting closes on Friday 31 May.

The winning art will be displayed on buses, trains and a harbour ferry around the middle of the year.

For more information, phone our media team on 021 914 266 or email us.