In-Person Engagement: Detailed Report researchfirst.co.nz

Greater Wellington Regional Council Wellington Bus Network Review In-Person Engagement: Detailed Report

October 2019 In-Person Engagement: Detailed Report researchfirst.co.nz

Greater Wellington Regional Council Wellington Bus Network Review In-Person Engagement: Detailed Report

October 2019

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OVERVIEW 8 1 Introduction 9 Context 10 Method 10 Attendees 12 2 Executive Summary 14 Network Design 15 Trade-offs and priorities 17 3 Considerations 18 Network Design 19 Operational Concerns 19 Considerations for the Eastern Suburbs 19 Considerations for the Southern Suburbs 20 Considerations for the Northern Suburbs 20 Considerations for the Western Suburbs 20 EASTERN SUBURBS 21 4 Eastern Suburbs Network Insights Summary 22 Overview 23 The Removal of Direct Routes and Reluctance to Transfer 23 Operational Issues 24 Feedback on Alternative Route Proposals 24 5 Eastern Suburbs Disability Focus Group Findings 25 The Participants 26 Routes that Work Well 26 Suggested Improvements to Routes 26 Trade-Offs 30 6 Eastern Suburbs Strathmore Park Residents Findings 31 Overview 32 Routes that Work Well 32 Suggested Improvements to Routes 32 Ideas for other routes 34 Trade-Offs 36 7 Eastern Suburbs Charette Findings 37 Feedback by Eastern Suburb Area 38 Hataitai: Routes that Work Well 38 Suggested Improvements to Routes 39 Miramar and Maupuia: Routes that Work Well 39 Suggested Improvements to Routes 40 Seatoun, Karaka Bays, Breaker Bays, Moa Point: Routes that Work Well 40 Suggested Improvements to Routes 40 Rongotai, Kilbirnie and Lyall Bay: Routes that Work Well 41 Suggested Improvements to Routes 41 Enhanced Route Ideas 42 Trade-Offs 45

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8 Eastern Suburbs Community Drop-In Session Findings 47 The Current Situation 48 Enhanced Route Ideas 51 Trade-Offs 54 SOUTHERN SUBURBS 58 9 Southern Suburbs Network Insights Summary 59 Routes that Work Well 60 Suggested Improvements to Routes 60 Operational Issues impacting on perceptions of the Southern Network 62 Enhanced Route Ideas 63 10 Southern Suburbs Disability Focus Group Findings 66 The Participants 67 Routes that Work Well: 67 Suggested Improvements to Routes 67 Operational Insights for Southern Participants with a Disability: 68 Trade-Offs 70 11 Southern Suburbs Charette Findings 72 Routes that Work well 73 Suggested Improvements to Routes 73 Operational Issues Impacting on Perceptions of the Southern Network 75 Enhanced Route Ideas 76 12 Southern Suburbs Newtown Drop-in Findings 78 Routes that Work Well 79 Suggested Improvements to Routes 79 Operational Issues Impacting on Perceptions of the Southern Network 81 Enhanced Route Ideas 82 13 Southern Suburbs Brooklyn Drop-in Findings 85 Routes that work well 86 Suggested Improvements to Routes 86 Operational Issues impacting on perceptions of the Southern Network 87 Enhanced Route Ideas 89 14 Southern Suburbs Island Bay Drop-in Findings 92 Routes that Work Well 93 Suggested Improvements to Routes 93 Operational Issues Impacting on Perceptions of the Southern Network 95 Enhanced Route Ideas 96

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15 Southern Suburbs Trade-Offs 98 NORTHERN SUBURBS 103 16 Northern Suburbs Network Insights Summary 104 Routes that work well 105 Suggested Improvements to Routes 106 Operational Issues impacting on perceptions of the Northern Suburbs Network 106 Enhanced Route Ideas 107 17 Northern Suburbs Disability Focus Group Findings 109 The Participants 110 Routes that Work Well 110 Suggested Improvements to Routes 110 Operational Issues Impacting on Perceptions of Northern Suburbs Network 110 Trade-Offs and Priorities 112 18 Northern Suburbs Charrette Findings 114 Routes that work well 115 Suggested Improvements to Routes 115 Operational Issues Impacting on Perceptions of the Northern Suburbs Network 116 Enhanced Route Ideas 117 19 Northern Suburbs Johnsonville Drop-in Findings 119 Routes that work well 120 Suggested Improvements to Routes 120 Operational Issues Impacting on Perceptions of the Northern Suburbs Network 121 Enhanced Route Ideas 122 20 Northern Suburbs Khandallah Drop-in Findings 123 Routes that Work Well 124 Suggested Improvements to Routes 124 Operational Issues Impacting on Perceptions of the Northern Suburbs Network 125 Enhanced Route Ideas 126 21 Northern Suburbs Trade-Offs and Priorities 127 WESTERN SUBURBS 132 22 Western Suburbs Network Insights Summary 133 Routes that Work Well 134 Suggested Improvements to Routes 135 Operational Insights Impacting on Perceptions of the Western Network 138 Enhanced Route Ideas 140 23 Western Suburbs Disability Focus Group Findings 141 The Participants 142 Routes that are Working Well: 142 Suggested Improvements to Routes 142 Operational Issues Impacting on Perceptions of Western Suburbs Network 142 Enhanced Route Ideas 142 Trade-Offs and Priorities 143

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24 Western Suburbs Charrette Findings 145 Routes That Work Well 146 Suggested Improvements to Routes 147 Operational Issues Impacting on Perceptions of the Western Network 149 Enhanced Route Ideas 151 25 Western Suburbs Karori Drop-in Findings 152 Routes That Work Well 153 Suggested Improvements to Routes 154 Operational Issues impacting on perceptions of the Western Network 155 Enhanced Route Ideas 156 26 Western Suburbs Wilton Drop-in Findings 158 Routes that Work Well 159 Suggested Improvements to Routes 160 Operational Issues Impacting on Perceptions of the Western Network 161 Enhanced Route Ideas 162 27 Western Suburbs Trade-Offs and Priorities 164 CENTRAL CITY 169 28 Central City Te Aro Drop-in Findings 170 Overview 171 Routes that Work Well 171 Suggested Improvements to Routes 171 Operational Issues Impacting on Perceptions of the Network 172 Enhanced Route Ideas 172 29 Central City Victoria University, Pipitea Campus Drop-in Findings 174 Overview 175 Suggested Improvements to Routes 175 Operational Issues Impacting on Perceptions of the Network 176 Enhanced Route Ideas 176 Central City Trade-Offs and Priorities 178

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SUMMARY 182 30 Overview of Wellington City: Shared experiences, issues and concerns 183 The System is Working Well for Some Participants 184 Some Specific Changes that Participants Like Include: 184 Operational Versus Network Issues 184 Hub and Transfer System 184 Frequency Versus Certainty 186 Physical Hubs, Shelters and Bus stops 186 Longer Peak Periods and Off-Peak Services 187 Better Service to the Airport 187 Double Decker Buses 187 Timetabling 187 Driver Shortages and Cancellations 187 Driver Training and Attitudes – Impact on Participants with a Disability 188 Impact on Parents 188 Reliability (or lack) of Real-Time Information 188 Capacity / Overcrowding at Peak Times and on Cancellations 189 Quality and Design of the Bus Fleet 189 Impact of Changes on Participants’ Day-to-Day Lives 190 Insights to the Needs of Participants’ with a Disability 190 Trade-Offs and Priorities 193 APPENDIX 195 31 Appendix A: Segmentation of Those who Participated in the Fieldwork 196 32 Appendix B: Enhanced Route Idea Maps 199

Disclaimer: Research First notes that the views presented in the report do not necessarily represent the views of Greater Wellington Regional Council (GWRC). In addition, the information in this report is accurate to the best of the knowledge and belief of Research First Ltd. While Research First Ltd has exercised all reasonable skill and care in the preparation of information in this report, Research First Ltd accepts no liability in contract, tort, or otherwise for any loss, damage, injury or expense, whether direct, indirect, or consequential, arising out of the provision of information in this report.

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OVERVIEW

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Introduction

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Context In July 2018 Greater Wellington Regional Council (GWRC) introduced a new Metlink bus network across the city. There has been wide ranging, both positive and negative public response to the changes, which has also been impacted by concerns around operational issues.

As a result, GWRC has committed to work with customers and communities to develop a range of network improvements. The Bus Network Review (BNR) has chosen an approach that:

• is committed to a co-creation Human-Centred Design (HCD) approach, which includes sharing the constraints the bus network needs to be designed within with the participants; and • deliberately targets customers and stakeholder communities rather than those familiar with (or comfortable with) traditional consultation mechanisms.

The BNR is not a complete network redesign. It is an exercise in reviewing the existing design using a co-design approach, asking consumers to respond to ideas generated by GWRC, whilst also developing their own suggestions.

As part of this process, GWRC commissioned Research First to conduct a qualitative research programme with Wellington bus users. In addition to the qualitative in-person engagement conducted by Research First, GWRC has conducted two online surveys for those unable to attend the in-person drop-ins, or who preferred to provide an on-line response.

As the on-line surveys were conducted by GWRC in-house, this summary does not include findings from the on-line responses.

Method The project was designed to meet the IAP2 Core Values for the Practice of Public Participation. The purpose of these core values is to help organisations make better decisions that reflect the interests and concerns of potentially affected people. The values ensure that participants are fully informed, engaged and involved and that their contribution is considered in future decision-making.

To create the environment necessary for co-creation GWRC and Research First used a qualitative methodology, used a qualitative methodology which focused on the bus customer and recorded their personal bus journeys and experiences. The method included special interest focus groups, charrettes (large-scale focus groups) and community drop-in sessions.

Stage One: Customer Focus Groups Five focus groups were conducted to facilitate engagement with key interest groups that have a high dependency on public transport, and populations traditionally less likely to engage in general population consultation exercises:

• Strathmore Park - hosted by Strathmore Park Progressive Association (SPPA) with eight attendees invited to participate by the SPPA.

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• Public Transport Users with a Disability - residents who self-defined as having a disability or who were a caregiver or regular travel companion to someone with a disability. Disability Focus groups were conducted in Kilbirnie, Newtown, Karori and Johnsonville. Each group included 6-8 participants.

Stage Two: Charrettes The charrettes were large group exercises including around 48 public transport users per session.

The participants began with a whole group introduction before breaking into smaller groups to explore and discuss the current bus routes and their experiences. This process was ideal for evaluation as it has enabled the BNR and researchers to:

• work with multiple stakeholders; • deal with complex problems; • engage a range of stakeholders simultaneously; • ensure all participants had the opportunity to contribute to the outcome, or contributed to the outcome; and • deliver outcomes where there is limited time to engage.

Participants were recruited to ensure they represented their area. Location of residence, working status, whether they had dependent children, customer type (as defined by Metlink customer segmentation) and the inclusion of key priority groups (low income households, aged 70+, new immigrants, people without a driving license and students) were all important factors in participant selection.

Stage Three: Community Drop-In Sessions In stage three, the broader community had the opportunity to provide feedback on existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs so were run for seventeen days over six hours each day. They included weekday and weekend sessions to encourage participation. Locations included:

• Strathmore Park • Kilbirnie • Hataitai • Miramar • Newtown • Karori • Johnsonville • Wilton • Island Bay • Te Aro • Pipitea Campus, Victoria University • Khandallah

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Both Research First and GWRC staff attended the drop-in sessions and worked interactively with community members to identify the participants’ preferences, understand what determines those preferences, and capture detailed feedback. We have limited the inclusion comments in this report to those that were mentioned by at least five people. Individual feedback has been collated but is not mentioned specifically in this report.

The topics of conversation were consistent across the three stages of the research. The sessions began with an exploration of the individual participants’ stories of how they use and interact with public transport on a daily basis, and an overview of their daily experiences. The conversation then moved on to discuss how the changes in July 2018 had impacted how they travel, whether they felt the changes had improved the network or not, and to explore suggestions for further improvements that would enhance the existing network. The final discussion focused on asking participants to think outside of their own needs and consider the entire network and the needs of the city and suggest changes to the network that would deliver to the city’s needs.

Attendees Across all of stages of research and community engagement for the city a total of 873 members of the public engaged with BNR. This was made up of the following:

Eastern Suburbs

8 participants recruited by the Strathmore Park Progressive Eastern Suburbs Focus Groups (held Association in Strathmore Park and Kilbirnie) 7 Public Transport users with a Disability

45 participants, recruited to represent Eastern Suburbs Charrette (held in the Eastern suburbs in terms of Kilbirnie) demographics and Metlink customer segmentation

Strathmore Park drop-in session 64 members of the public

Kilbirnie drop-in session 53 members of the public

Hataitai drop-in session 41 members of the public

Miramar drop-in session 92 members of the public

Total number engaged with in the 310 people Eastern Suburbs

Northern Suburbs

Northern Suburbs Focus Group (held 8 participants - Public Transport users in Johnsonville) with a Disability

Northern Suburbs Charrette (held in 42 participants Johnsonville)

Johnsonville drop-in session 41 members of the public

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Northern Suburbs

Khandallah Drop-In Session 43 members of the public

Total numbers engaged with in the 134 people Northern Suburbs

Southern Suburbs

Southern Suburbs Focus Group (held 8 participants -Public Transport users in Newtown) with a Disability

Southern Suburbs Charrette (held in 45 participants Newtown)

Newtown drop-in session 67 members of the public

Brooklyn drop-in Session 42 members of the public

Island Bay drop-in Session 39 members of the public

Total numbers engaged with in the 201 people Southern Suburbs

Western Suburbs

Western Suburbs Focus Group (held 7 participants - Public Transport users in Karori) with a Disability

Western Suburbs Charrette (held in 42 participants Karori)

Karori drop-in session 61 members of the public

Wilton Drop-in Session 68 members of the public

Total numbers engaged with in the 178 people Western Suburbs

City Centre

Te Aro Drop-In 20 members of the public

Victoria University Pipitea Campus 30 members of the public Drop-In

Total numbers engaged with in the 50 people City Centre

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Executive Summary

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Participants’ experiences with the new bus system have been mixed. Some participants felt their travel has been improved, while others felt it was better under the old system.

Several themes emerged consistently throughout the different research and community engagement elements of the project. The themes that emerged relate to both the network design and operational issues. The focus of this project is on network design and so this forms the main focus of the report. However, Research First feel it is important to comment on the operational issues too.

Network Design 1. For many, changes to network in July 2018 have improved their bus experience overall, and they have found the changes helpful in making their journeys more straightforward. Generally, where routes are direct, participants are pleased with the routes. 2. Transferring buses was a key concern for the participants across Wellington. The transfer system is difficult to negotiate (particularly for older participants and those with a disability), adds a layer of uncertainty and unpredictability to the journey times and increases the risk of delays. The need to transfer buses has led to participants restricting their travel, arranging alternative (and more expensive) modes of transport or simply not going out unless absolutely necessary. Participants who have had direct routes removed want these routes restored. 3. Participants’ experiences with the new hub system had exacerbated their reluctance to transfer. Participants have experienced long waits in uncomfortable conditions. While some of these issues are operational (safety and security; positioning, cancellations and so on) participants do not respond well to a hub system as it infers transfers. 4. Participants request the re-introduction of more Express services across the network. The perceived reduction in the number of Express services is linked with a slowing down of travel and an increase in reported stress. Although this concern was voiced more strongly in the Eastern suburbs than other areas, it was a common requested improvement. 5. Overcrowding on buses due to timetable changes or removal of buses on key routes is also a cause for concern. 6. Access to the hospital is important for participants across Wellington. 7. Participants would like to see access to the airport improved, and the airport bus brought into the Metlink system.

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8. A common theme emerging from participants with school children was the need for the bus network to be more aligned with school times:

• Through the introduction of an express service from the central city earlier in the afternoon so adults can meet children after school; • Buses that line up with school finishing times so that High School and Intermediate School students can successfully catch the bus home; and • Through routes that operate at times that will get children to school on time each morning.

9. Some participants feel off peak and weekend services have improved; however participants would like to see further improvements to these services. 10. Participants feel current peak hours do not meet their needs. They would like to see peak hours extended in order to give them more flexibility for working times and enable more efficient travel into the city.

Operational Concerns In addition to concerns raised about the design elements of the network, there were operational concerns that have exacerbated participants bus journey experiences. Of most concern were the following:

1. Buses have not connected as planned. They have had long wait times between buses, which have led to unacceptably long journey times and sometimes a need to pay on two separate occasions for their single journey. 2. “Ghost buses”1 were also cited as a frustration and left participants questioning the reliability of the real-time information (RTI) system. 3. Capacity issues - including full buses that do not stop to pick people up, and participants not being able to get a seat (or space) appropriate for their needs. Participants felt that this issue is due to scheduled and unscheduled cancellations and lack of supply. The issue of not being able to get a seat or a space is particularly important for the participants with a disability, and those with visual and cognitive impairments. 4. Concern over driver shortages and the cancellations they have experienced as a result. They would like to see drivers’ pay and conditions improve in order to improve the bus service in Wellington. 5. Suitably trained bus drivers who understand the needs of all participants and identify those participants who will need assistance or extra time to board or disembark the bus.

1 Ghost buses are buses that disappear from the system. A ghost bus shows up on the Real Time Information (RTI) board, counts down the minutes to “due” and then disappears off the board and the bus never arrives.

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Trade-offs and priorities Participants were asked to complete a trade-off exercise in order to understand how they feel budget should be allocated. They were asked to identify whether they would be willing to pay more for particular improvements; whether they were happy with the current situation; whether they felt improvements should be made within the existing budget; or whether they would rather pay less for reduced service. While a seat on the bus, and bus stops close to home and destination were important for many participants with disabilities, overall trade- offs were made as follows:

• Getting a seat on the bus: most participants felt improvements should be made within the existing budget; however, many were also happy with the current situation. • A bus stop close to my house: most participants were happy with the current situation. • Transferring buses: Most participants felt improvements should be made within the existing budget. • Frequency: Most participants felt improvements should be made within existing budgets, though many also felt they would be happy to pay a little more for more frequent buses. • Accessibility: Many participants were happy with the current situation, though slightly more felt there should be improvements within the existing budget. • General improvements: Most participants felt these should be made within the existing budget.

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Considerations

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Based on all the feedback collected from all particpants at the focus groups and charettes and the public who attended the drop-in sessions, these are the key considerations for future development of the network:

Network Design The network must meet the needs of those it is designed to support and those that are reliant on it to get to hospitals, schools, work or social and cultural activities. The uncertainty of bus travel and the anxiety created by it can be a strong barrier to accessing essential services. Problems encourage people to use alternatives (own cars and Uber transport) which contributes to congestion.

These are the six areas for improvement to the network design that were identified by participants across the engagement process:

1. Reduce the need to transfer; participants prefer direct services. 2. Direct service is particularly important for access to the hospital from all areas. 3. Where transfers are required, provide a more reliable service with swift connections to decrease the risk of delays. 4. Extend peak hours to provide more frequent, more direct routes for longer 5. Increase weekend services, and introduce earlier start times 6. Improve services both sides of school start and finish times, both for school students and for working parents travelling to and from the suburbs in order to collect children.

Operational Concerns In addition to the the concerns raised about the network design there are some operational elements that are impacting on participants’ perceptions of the overall experience:

1. Minimise cancellations to reduce overcrowding and buses not stopping. 2. Improve access and public safety at crossing points at bus stops and hubs. 3. Improve weather-proofing and perceived personal safety at bus stops and hubs. 4. Improve the reliability of Real-Time information(RTI).

Considerations for the Eastern Suburbs 1. Reintroduce direct routes from the eastern suburbs to Newtown and the city

•• Restoring the connection between Strathmore Park, Newtown and the city centre. •• Increased frequency on route 18e between Miramar, Kilbirnie, Newtown, Te Aro, Kelburn and Karori.

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Revise the Kilbirnie Hub 1. Move the Kilbirnie Hub closer to the shops so that participants feel less isolated, have more shelter and a stronger feeling of personal safety. 2. Provide a public toilet at the Kilbirnie Hub. 3. Improve the navigation of the road system for pedestrians.

Considerations for the Southern Suburbs 1. Provide direct access to the city for residents of Houghton Bay and Vogeltown. 2. Improve direct access to the city for Southgate residents. 3. Improve reliability on the 29, and extend peak hours for the 29e. 4. Introduce a route 725 school bus after school. 5. Improve pedestrian safety at the Newtown hub. 6. Make it easier for people to walk quickly from one bus to their transferring bus, without waiting at traffic lights.

Considerations for the Northern Suburbs 1. Optimise Churton Park loop system. 2. Improve weatherproofing at the Johnsonville Hub.

Considerations for the Western Suburbs 1. Improve off-peak services, particularly for Karori South. 2. Increase frequency for direct service to the hospital. 3. Provide more direct access through the city to Courtenay Place, particularly for Northland and Wilton residents. 4. Ensure drivers are trained and experienced enough to negotiate the steep streets in the western suburbs.

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EASTERN SUBURBS

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Eastern Suburbs Network Insights Summary

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Overview Participants’ discontent with the new routes was related to the removal of direct routes, and the consolidation of routes.

A key consistent gap in the service that was identified was direct access to Newtown, particularly for residents of Miramar and Strathmore Park. Newtown is a key service centre for people in these areas, and they felt they need a direct route.

A total of 310 people participated in the engagement process in the Eastern suburbs.

The Removal of Direct Routes and Reluctance to Transfer Participants were resistant to routes that require them to change buses. There was a degree of inherent resistance to transfers, as every transfer opens up new risk of delay. Once people are seated on the bus, heading in the right direction, they are reluctant to get off and introduce a new element of uncertainty.

Participants’ experiences with transfers under the new ‘hub’ system have exacerbated, rather than allayed, their reluctance to transfer. Participants have experienced:

• Significant delays; • Inaccurate real-time information and ‘ghost buses’ that create false expectation and disappointment; • Full buses that do not stop to pick them up; and • ‘Hubs’ that are difficult to navigate, uncomfortable, and feel unsafe.

These issues have left participants feeling cold, late, unsafe, and disappointed and have driven participants’ discontent with a system that depends on transfers.

GWRC Needs to Prioritise: • delivering accurate real-time information systems. The Metlink commuter app is useful, but only if the information is accurate; • bus frequency and capacity (participants want to get on a bus within 10 minutes, particularly if it is the second bus in a journey); • hub safety and comfort; and • education and experiences that encourage people to feel more comfortable with the concept of transferring buses.

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Operational Issues Operational issues are causing many participants daily difficulties and have undermined faith in the new system. These issues include:

• overcrowded buses that do not stop to pick up participants because they are too full; • inaccurate real-time information and ‘ghost buses’; • delays; and • express buses that stop too frequently and use slower routes than they did previously.

Feedback on Alternative Route Proposals Strathmore Park residents who participated in the focus group were presented with nine ideas relating to their area. Not all ideas were relevant to the specific group of participants. Of those that were relevant, they preferred the ones that gave them direct access to Newtown. These routes were:

• SP3: Route 3 would branch at Kilbirnie, alternating between Miramar shops, Ira Street, Strathmore Park, Onepu Road, and Lyall Bay. • SP4: This route would link Strathmore with Newtown Monday to Sunday and would then serve the main campuses of Massey and Victoria Universities as well as Te Aro.

Charrette Participants were Offered Three Ideas for Enhanced Routes:

• Map A: enhanced Route 18: Charrette participants liked that this offers direct access to key services and areas including Newtown and the universities, though some felt the connection is not direct enough for Seatoun residents. • Map B: enhanced Route 2: Charrette participants liked that this offers increased frequency, more direct options for Miramar and Strathmore Park residents, and potential to take the pressure off the 30X service which they felt is too congested. However, some Seatoun participants felt this is not sufficient to connect them to Newtown. • Map C: enhanced Route 3: Charrette participants liked that this provides improved, more direct access to Newtown, the central city and railway station, and Massey University from Strathmore Park and Miramar.

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Eastern Suburbs Disability Focus Group Findings

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The Participants Participants included those who experience a range of mobility challenges, including limited vision (legally blind); hearing loss and extreme tinnitus; physical mobility (chronic arthritis, hypermobility syndrome); and head injuries (stroke and car accident). There were also several people supporting those who experience significant mobility issues (one with muscle issues and fatigue and another who is wheelchair bound).

Participants generally travel within the eastern suburbs and into central Wellington. One participant also travels regularly to Karori. Participants who are not currently employed predominantly use public transport regularly to attend hospital appointments, visit friends, and participate in cultural activities (e.g. visit the zoo, Courtenay place). Those in employment are also reliant on the bus network to get to work.

Participants are generally using the current system successfully and felt that the routes are largely better (e.g. 18e.) or around the same. Their concerns were mostly to do with congestion, transfers, reliability of real time information (ghost buses), and safety and accessibility of stops (especially hubs). These concerns affect how they use the bus system and, in some cases, either encourage participants to use other means of transport where possible or limit their range of travel.

Routes that Work Well • Route 1 • Route 2 • Route 18e • A number of bus shelters have been improved and provide better shelter from bad weather • Miramar to Newtown

Suggested Improvements to Routes

Congestion Participants felt that buses are more congested since the July 2018 changes. They felt this is related to the route changes and is an outcome of more people using a better service, and a consolidation of routes. They felt that in the past, if a bus on one route was too full there were more backup options, such as taking a slightly different route or getting on a bus that had come along a different route.

“The buses are more frequent, and going more places, so there’s more people using them. It’s better for commuters but it’s worse for Mum because it’s so busy.”

Participants with a disability have a greater need for space, time and consideration. Congested buses make it very difficult for these needs to be met. Participants felt that congestion leads to drivers taking off before they are seated, which means they are in danger of falling. They also felt that fellow participants were less willing to offer seats to participants with a disability.

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Congestion is a particular problem for wheelchair users. Participants counter these problems by travelling outside peak times where possible and allowing extra time for journeys.

“Drivers seem more rushed now, more stressed”. “When I’ve asked them to wait for me to sit down, they have, but I can’t always get the words out”. (Participant with a head injury – disability not visible) “My sister’s not very steady on her legs. Some drivers will wait for her to get settled, some won’t.”

Specific routes where congestion causes problems for participants include:

• Route 1 at peak time • Route 3, particularly at the start and end of its route, and around school times

Reliability of RTI and buses not stopping The perceived unreliability of the network (ghost buses and buses that may be too congested to stop) means journey times can be hard to predict, particularly if a transfer is required. This causes practical difficulties such as meeting appointment times, which means participants have to leave a lot of extra time for journeys (e.g. one hour to get from Miramar to the hospital in Newtown or leaving before 7a.m. to ensure getting on the 3 for an 8a.m. work time).

This perceived unpredictability also causes a great deal of anxiety which can be a barrier to participants leaving the house. Media coverage of ‘ghost buses’ has exacerbated these concerns, so fear of waiting much longer than expected can limit people’s travel even if their experience of ‘ghost buses’ is not as bad as portrayed in the media.

“My sister gets really anxious if she thinks she might be out too long … she got ghosted, then she read about it and it amplified it for her. Her anxiety about it is almost worse, the idea of it. She needs to be confident that it’s not going to be an issue.

Transfers Participants are generally reluctant to transfer buses, due to the perceived unreliability of the network and the physical difficulty of getting on and off the bus.

Physical difficulties include the extra time needed to get on each bus, communicate with the driver, and find a seat. Blind or partially sighted people experience difficulties reading street and bus signs to make sure they have transferred to the right route. Fatigue is also a significant issue for some participants when travelling, and this is made worse if they have to get on and off extra buses and if a journey takes longer than expected.

Some do not travel to certain places because they have to transfer buses, and some walk significant distances in order to avoid changing buses. Others will drive if possible, Uber, or get family or friends to drive them.

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“I never change buses; I haven’t gone beyond the railway station since I hurt my head. I just walk to the best hub (up to one-hour walk). “We avoid transferring because getting a wheelchair on is hard, you only want to do it once.

One participant who regularly uses route 18e is happy to use the transfer system, changing from the 18e at the Kilbirnie Hub to either the 2 for the hospital in Newtown, or the 3. Her experience with these transfers has generally been good. She is happy to wait 10 minutes for a transfer bus, but 15 minutes is too long, and she starts to feel anxious.

Consolidation of Routes Some participants said the consolidation of particular routes limits their options, as they are not able to walk the extra distance to get on a better route. This is particularly so if the stop for the better route is up or down a hill or if the weather is bad. These are inconveniences for able bodied people but can be significant barriers for people with disabilities.

“Number 1 is the only one that goes down Courtenay place, but I have to go down the hill to catch it, so I just catch the Number 3 and walk the rest of the way. The Number 7 would be good, but I would have to go uphill to catch that, so I’m stuck with one bus, which is often quite packed. There’s no wiggle room, no back up plans.

Easing Congestion on Route 3 Participants said they would like to see congestion eased on Route 3. They suggested either:

• return route 3 to its old route around the basin. They felt the current congestion that is causing them difficulty is because the 3 now goes past Massey University and several schools, and it is slower due to more lights on Taranaki St; or • introduce or reinstate alternatives to route 3 (e.g. the old 11) which go from Constable Street to Courtenay Place.

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Changes to Kilbirnie Hub Participants with a disability felt that Kilbirnie Hub currently presents safety issues. Users have to cross three sets of lights to get from the bus stop to Pack’nSave, and the pedestrian crossing is too far away from the hub; you have to go backwards to get to it, retracing the route you have come on the bus. This means that people (including partially sighted and people with physically disabilities) do not use the pedestrian crossing or the lights when crossing the road, which is dangerous.

Some Route Modifications around Lyall Bay • Participants would like a route from Lyall Bay to Island Bay. • A route from Lyall Bay through the Hataitai tunnel would save 25 minutes for one participant.

Ensure Bike Paths Do Not Cross Bus Stops This is a problem on route 3, at the top of Wellington Road and the top of Crawford Road. The bike lane goes across the bus stop, so the bus does not stop there anymore, which makes it difficult to get on the bus if you are heading away from town. Participants either have to go across the highway to catch bus 2 (which is dangerous and time consuming), walk down the steep hill to Kilbirnie, or walk all the way to their destination.

Improving Real-Time Information Participants suggested adding real-time information on more stops, (e.g. the Air NZ stop on Lambton Quay).

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Trade-Offs Participants were asked to indicate how they would make trade-offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only2.

Q1: We should increase rates and/or fares to provide many Participants with a disability tended to feel the solution is improvements to services vs. We should work within the “somewhere in between” regarding whether to increase fares budget we currently have to make improvements, meaning and rates or work within a similar budget. there will be some Trade-Offs

Q2: Everyone should have a seat on their bus, no matter Participants with a disability stressed the importance of when and where they get on vs. I should expect to stand seating for them, as they often find it difficult to stand on a sometimes at peak times and busy times of the day moving vehicle and uncomfortable for long periods. However, they selected “improvements within a similar budget” (two individuals) and “somewhere in between” (two individuals) for this trade-off.

Q3. At peak times I should get on the first bus that arrives Participants with a disability selected either “improvements vs. At peak times I should expect to get on a bus within 10 within a similar budget” (two individuals) or “somewhere in minutes, but maybe not the first bus between” (two individuals).

Q4. There should be a bus service within 300 metres of my Participants with a disability felt that the answer to this home vs. There should be a bus service within 500 metres is “somewhere in between,” though some stressed in of my home discussion that 500 metres can be a long walk for a person with a disability.

Q5. At peak times buses should stop to pick people up at all Two individuals selected “somewhere in between” for this stops they are waiting vs. At peak times buses should stop trade-off, while one selected “at peak times buses should at less stops to travel faster stop at less stops to travel faster.”

Q6. All bus services should run at least every 15 minutes Participants with a disability did not complete this trade-off. through the day and night, 7 days a week on all bus routes vs. Some suburban services could run less frequently/ only hourly if it meant core services could run 10 minutes through the day, 7 days a week

Q7. All bus services should go directly to the city centre Participants with a disability felt that all bus services throughout the day vs. It’s okay to transfer between buses should go directly to the city centre. They are resistant to on off-peak journeys to get to the city centre if services run transferring. on time

Q8. There should be a bus service that goes directly to Participants with a disability stressed the importance of Newtown through the day and in the evening, 7 days a week direct buses to Newtown. This is a priority for them. vs. It’s okay to transfer between buses off-peak journeys to get Newtown if services run on time

Q9. Accessible services should be provided to meet the Participants with a disability felt this trade-off needs to be needs of people who dependent on public transport from made on a case-by-case basis. 6am to midnight, even if there are only 2 or 3 people on the bus vs. Accessible services are provided to meet the needs of people who are dependent on public transport only when the service can be financially justified

Raw data available on request.

2 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Eastern Suburbs Strathmore Park Residents Findings

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Overview Strathmore Park participants’ primary concern was access to services such as doctors, shops, banks, libraries and the hospital. These are located in Kilbirnie, Newtown, Miramar, and Wellington City. Participants felt that current routes do not provide sufficient access to these services, particularly in Newtown. They would like to see more direct routes to Newtown and Miramar.

The time it takes to get out of Strathmore Park was also a concern to some participants. They would like to see an express route between Strathmore Park and the city and an express option for commuters.

These participants also expressed concerns regarding operational factors, which reflect those expressed by residents in other suburbs. These concerns included overcrowded buses and associated problems with bus etiquette; unreliable real time information (‘ghost buses’); inconsistent drivers; and difficulties crossing the road at the Kilbirnie Hub. Strathmore Park participants also expressed safety concerns for people (especially young people) left waiting at bus stops for longer than expected or having to walk through unsafe areas (due to changes in bus routes).

Like participants in other areas Strathmore Park participants were resistant to transfers. They felt these are “never smooth” and waiting time for transfers are often unacceptable; they prefer direct routes

Strathmore Park participants also expressed safety concerns regarding buses travelling too fast on narrow and windy streets within Strathmore Park, specifically Monorgan Road and Strathmore Avenue.

Routes that Work Well • Some participants enjoy route 24; it’s a scenic, good route for tourists. • Participants appreciate having an express bus (30X). Participants stressed that having an express bus is valued and they do not want extra stops on this. • Participants prefer the 30X to go through Kilbirnie in the morning as they feel this is faster than Cobham Drive.

Suggested Improvements to Routes

Direct Access to Newtown Access to Newtown is a priority, and is important for weekends, evenings, and daytime as well as commuter times

Overloading Participants were concerned about overloading on all key routes, particularly the 2 and the 30X.

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Reinstatement of Route 11 Participants expressed concern about the removal of route 11 and would like to see it reinstated.

Route 30x • Lots of cancellations - participants claimed that residents were promised that two in a row would never be cancelled, but this does happen. • Cancellations and overloading are a significant problem between 5p.m. and 6p.m. • 30X buses are often overloaded. • Residents were promised an extra 30x, but it has not been provided. • Alternatives (2 or 12e) have too many stops and are too slow. • If the bus is running early in the mornings it will sit and wait at the Strathmore shops, but this means it then sits in traffic on Cobham Drive and is late anyway.

Route 12e: “Waiting times are a problem, particularly for young people (e.g. up to an hour)”. (Strathmore Park Focus Group)

Route 30 “Beacon Hill shuttle should meet up with the 30.” (Strathmore Park Focus Group)

Route 2 “Often overloaded and when it does come and then immediately followed by a 2 that is not in service. (Strathmore Park Focus Group)

Route 91 • This should be labelled as the ‘airport bus’. • Delays are caused by visitors to Wellington from the airport. Participants suggested information at stops that explains to newcomers how to pay so that they are prepared before they get on. • There needs to be a bus from the Eastern suburbs through Newtown and past the Regional hospital, Massey University and Wellington High.

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Ideas for other routes Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Participants were most interested in SP3 and SP4 which promised direct access to Newtown.

Of interest to one participant only. This participant stressed that the shuttle should connect with the 30X and was SPBH1: Peak Time route via Wilberforce, Townsend, concerned about pedestrians and cycle safety at the four- Beacon Hill, Tannadyce and Sidlaw way intersection of Strathmore Ave / Sidlaw / Leveson / Monorgan.

Not applicable to most participants, but one felt a daytime SP BH2: Beacon Hill route as a one-way clockwise loop hourly option would be valuable.

SP BH3: Using Otaki St to get up the hill to Townsend park, Participants felt it is valuable to stop at the Strathmore not stopping at Strathmore Shops Shops, though this option did not affect many participants.

Participants felt this route could be useful if it decreases SP BHX: new route replaces all 12e and 28 trips with congestion on the 30X. additional route 30 trips to and from Wellington Station But they were concerned that it is too slow to be really useful non-stop between Miramar Cutting and Courtenay Place for commuters as there are too many stops and too much winding.

Participants felt this route did not address their key concern SP2: Route 2 would branch at Miramar Shops, with 2 (i.e. access to Newtown). alternating between Miramar, Hobart St and Seatoun, and Participants liked: access to the airport and regular access to Miramar, Ira St and Strathmore Park. Hobart St, Broadway Miramar. and Seatoun would have less frequent service than currently They felt this would be faster than the Hobart St route and unlikely to become congested with travellers from Seatoun.

Participants liked that this route connects them directly with Newtown. This addresses a key concern. Participants liked that this is a faster route than Hobart St or around the basin. SP3: Route 3 would branch at Kilbirnie, Alternating They stressed that this route should be frequent (some between Miramar Shops, Ira St, Strathmore Park, Onepu specified every 10 minutes, while others feel three times an Road, Lyall Bay hour or every half hour is enough) and should run regularly from 6 a.m. to 11 p.m. on weekends as well as weekdays. Services and social requirements in Newtown are important. Participants felt Lyall Bay would no longer be well served (note: these participants were not from Lyall Bay).

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SP3A: Route 3 would branch at Onepu Road with buses Participants did not like this route as it cuts out the Miramar alternating between Onepu Road, Airport, Broadway, and shops. Onepu Road, Lyall Bay

Participants generally liked this route, as it solves the key issue of access to Newtown and provides weekend access to Newtown. SP4: This route would link Strathmore with Newtown Monday to Sunday, and would then serve the main Those likely to use the route for University access particularly campuses of Massey and Victoria University as well as Te liked this route. Aro Participants stressed that it should run every 30 minutes. Some felt this did not provide enough access to the central city, including the central library and the railway station.

Please see Appendix A. Raw data available on request.

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Trade-Offs Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only3.

Q1: We should increase rates and/or fares to provide many Strathmore Park participants tended to slightly favour improvements to services vs. We should work within the making improvements within a similar budget. budget we currently have to make improvements, meaning there will be some Trade-Offs

Q2: Everyone should have a seat on their bus, no matter Strathmore Park participants tended to slightly favour when and where they get on vs. I should expect to stand making improvements within a similar budget, rather than sometimes at peak times and busy times of the day prioritise budget for seating.

Q3. At peak times I should get on the first bus that arrives Strathmore Park participants tended to prioritise getting a vs. At peak times I should expect to get on a bus within 10 seat on the bus. This is one area where more participants minutes, but maybe not the first bus selected “more improvements with an increased budget.”

Q4. There should be a bus service within 300 metres of my The Strathmore Park participants were spread across the home vs. There should be a bus service within 500 metres range for this trade-off. Three felt there should be a bus of my home stop within 300 metres of their home, one felt 500 metres was acceptable and three felt the answer lies “somewhere in between.”

Q5. At peak times buses should stop to pick people up at all Strathmore Park participants tended to feel that at peak stops they are waiting vs. At peak times buses should stop times buses should stop at fewer stops to travel faster. at less stops to travel faster

Q6. All bus services should run at least every 15 minutes The Strathmore Park participants were mostly spread through the day and night, 7 days a week on all bus routes between selecting that some suburban services could run vs. Some suburban services could run less frequently/ less frequently or being “somewhere in between.” only hourly if it meant core services could run 10 minutes through the day, 7 days a week

Q7. All bus services should go directly to the city centre Strathmore Park participants tended to prefer all buses to throughout the day vs. It’s okay to transfer between buses go directly to the city centre throughout the day or selected on off-peak journeys to get to the city centre if services run “somewhere in between.” on time

Q8. There should be a bus service that goes directly to Strathmore Park participants tended to feel that either 1) Newtown through the day and in the evening, 7 days a week there should be a bus service that goes directly to Newtown vs. It’s okay to transfer between buses off-peak journeys to through the day and in the evening 7 days a week, or 2) that get Newtown if services run on time the answer lies “somewhere in between.”

Q9. Accessible services should be provided to meet the Strathmore Park participants tended to feel either that needs of people who are dependent on public transport 1) accessible services should be provided from 6 a.m. to from 6am to midnight, even if there are only 2 or 3 people midnight even if there are few people on the bus, or 2) that on the bus vs. Accessible services are provided to meet this should be decided on a case-by-case basis. No group of participants felt that this trade-off should be made primarily the needs of people who are dependent on public transport on financial justification. only when the service can be financially justified

3 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Eastern Suburbs Charette Findings

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The Charrette exercise included 45 participants drawn from: Hataitai; Miramar and Maupuia; Strathmore Park; Seatoun/ Breaker Bay; Kilbirnie/ Lyall Bay; and Mt Victoria/Roseneath. Strathmore Park residents were included in the Charrette, but their area-specific feedback has been fed into the earlier Strathmore Park section and not included below. Participants discussed the existing system in groups according to where they live.

Participants were also chosen to represent three key user groups: those who are completely dependent on public transport; those who have a car available to them but actively prefer public transport; and those who use whatever option is easiest: car or public transport. For the second stage of the charrette - evaluating alternative routes - participants moved into groups distinguished by their level of reliance on public transport.

Feedback by Eastern Suburb Area

Hataitai: Routes that Work Well Some participants felt that the changes of July 2018 have improved their bus experience overall and find the routes helpful to get where they are going. Others felt they have adapted to the new system, but there are areas they would like to see improved. Particular routes and services that they appreciate include:

• Route 2 in general, and specifically to Karori and the airport. • Route 14: it provides good access to Kilbirnie, Waipapa Street route is good; good on weekends. • Route 24. • Double decker buses easing congestion. • Route 35 is good, particularly in the evening.

“Route number 24 is fantastic, it goes straight from my house to my friends in Khandallah” “I am very happy with the bus route to the city, Lambton Quay, as I work there, also I find it easier to catch a bus whenever I feel like shopping”.

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Suggested Improvements to Routes The following points were raised by at least five participants as ways of improving the bus network for them:

• Some participants felt that the express buses do not stop often enough, so are not full enough • Others want more frequent services at weekends • Earlier services at weekends, especially Route 2. The service before 8:30 a.m. is very limited, making travel difficult for people who work on the weekends • More frequent Route 35. Every 15 minutes would be good • Bigger bus shelter in Hataitai village, more bus shelters overall, including one outside the Samoan Methodist Church on Waitoa Road. • Route 36: extend peak hour service until 6:30 p.m. and use more double decker buses • More frequent and more reliable Route 24: more buses in the evening and weekends, at least three every hour during the day • More direct buses to Southgate and Kelburn • Some participants felt the Route 2 should go to the railway station hub rather than to Karori (though others felt this is a benefit) • Ideal route for one participant is: Hataitai on Waipapa road to Massey University and into town

“Congestion is a problem, as in other areas. Ï used to get on the bus at 7:15, now I sometimes have to wait until 8 a.m., as they are all full” “Would like better access to Newtown (e.g. Number 20 coming directly into Hataitai)” “Please put more buses on weekends. It’s frustrating waiting for one hour and finding the bus is all full and I have to wait for another hour to get on it.”

Strathmore There were five Strathmore participants in the charrette. Their concerns reflected those of the focus group participants. They were concerned about frequency of buses in their area, service levels on the 30X and the lack of direct access to Newtown for Strathmore Park residents.

Miramar and Maupuia: Routes that Work Well • Bus 24: scenic, good route (though would like more frequent buses)

“That bus 24 is now a weekend bus, is great”

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Suggested Improvements to Routes • More regular running of the 24; weekdays, weekends, and earlier in the morning (every half hour). More reliable running of the 24 – felt that it is not always on time and often cancelled • Access to Miramar shops from city centre • Congestion on route 3 • Would like to see express routes start earlier in the afternoon (before 4 p.m.) so that parents can leave work and get to schools in time to collect children. Some would also like to see express routes to service schools • One participant would like the route 2 to go back down Rotherham Terrace • Bus stop in Miramar Avenue by New World is far too close to the pedestrian crossing. If there are two buses stopped at the bus stop cars get impatient and pass • Congestion on route 3 has encouraged some to drive to Kilbirnie, where there are alternative buses

Seatoun, Karaka Bays, Breaker Bays, Moa Point: Routes that Work Well • Route 2: Frequent, faster than 30 X, more direct than the old Route 11

Suggested Improvements to Routes • 30X is the key area of concern. Participants felt this is too slow since the changes (up to 20 minutes slower) and felt it is not frequent enough. Those participants consistently felt the 30X is not operating as it should and is not providing the express commuter service they want. They felt the pre-July 2018 route 30 provided a much quicker, more frequent service (20 minutes faster for some participants), and a better, faster route. Participants felt GWRC should:

•• reduce stops on the 30X. Specifically do not stop in Miramar and Hataitai; •• extend the hours (e.g. 6 a.m. to 9:30 a.m. and 2:30 p.m. to 7:30 p.m.); •• change the 30X to its pre 2018 route for a quicker, more frequent service.

• Some participants suggested they do not like sharing commuter buses with airport participants. They felt suitcases are taking up space, which should be used by commuters. • Participants would like a direct bus to Newtown and the hospital. • Participants in Breaker Bay would like more frequent buses. • Participants would like the Scorching Bay bus to loop through Seatoun and stop at Hector Street

“Please return the 30X to a proper commuter bus. The old Number 30 route down Caledonia Street was good. Do not go to Miramar! Do not pick up in Hataitai. Do not pick up in town on the way to the railway station” “Number 30X needs to be 6 a.m. to 9.30 a.m., 2.30 p.m. to 7.30p.m. to cater for working mums and those working late.”

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“Say no to Miramar! Don’t go to Miramar. (30X)” “30X shouldn’t pick up in town (Zone 2). Use to be three-zone minimum (discouraged one-zone interlopers). The RTI screens used to say, ‘set down only’.” “Timetable for going home at night is poor. Now that I can only catch Breaker Bay its 5.50 p.m. or 6.40 p.m. If I’m five minutes late finishing a report, I have to wait almost one hour.” “30X Bus stops and picks up everyone at all stops so it’s no longer an express. It’s a Number 2”.

Rongotai, Kilbirnie and Lyall Bay: Routes that Work Well • Route 1 to Island Bay “is always on time” • Route 3 is frequent and offers good access to Newtown • 18e is a useful route

Suggested Improvements to Routes • Some would like to see coastal routes resumed, particularly a coastal route connecting Lyall Bay and Island Bay • Some would like the route 3 to continue to Karori • Some would like the route 3 to travel through the basin • Some feel the route 3 does not run to schedule and is often early • Some would like to see more frequent 18e buses • There is some confusion with the 23 and 23e and drivers stopping at the wrong stop • Some felt the 23 is underused

“(18e) I would like to catch this bus, but it does not come frequently. Instead I walk from town after catching Number 2 or Number 3 to uni”

Mount Victoria/Roseneath, Evans Bay, Oriental Bay These participants were primarily concerned with buses that are too full and do not always stop to pick them up.

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route Map A: Enhanced Route 184

Map description: This idea would establish a fifth frequent route in the Wellington bus network. There would be two branches at the eastern end – one to the north end of Miramar and the other to Strathmore Park. In order to provide each of these branches with a service at least every 30 minutes, all day, it would be necessary to provide a 15-minute service on the core route between Miramar shops, Kilbirnie, Newtown, Ghuznee Street and Victoria University Kelburn.

This route would replace routes 12, 18, 18e and possibly route 21 as well.

This route would restore full all-day links between Miramar, Strathmore Park and Newtown, and generally make it easier to travel across town to and from important destinations such as Victoria and Massey Universities and Wellington Hospital.

What Appeals: • Participants liked that this improves access to Newtown and the hospital for Strathmore Park and Miramar residents. Access to these two locations had previously been expressed as a concern for these participants • Participants liked the improved, more direct access to universities and Wellington High School and liked that these can be accessed without going through the central city • Some participants liked the improved access to Karori • Participants feel this would be faster, more direct and a more frequent service than the existing Numbers 18 and 21

Questions and Concerns: • Some participants were concerned about losing bus 21. 21 is useful for those travelling from Courtenay Place to Victoria University • Some participants were concerned that the two branches could be confusing • Some participants felt this does not connect Seatoun with Newtown directly enough and prefer the old route 11.

4 Participants explored alternative routes in customer segment not in area specific groups.

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Route Map B: Enhanced Route 2

Map description: This idea would create two branches of route 2 – one to the north end of Miramar and the other to Seatoun.

Feedback: The need to maintain good frequencies on these two branches may help to justify improved levels of service through Hataitai and Kilbirnie and to and from Karori.

What Appeals: • Participants found the potential increase in frequency on this route appealing. • Participants felt like this was a more direct option for Miramar and Strathmore Park residents. • Participants felt like there is potential for this route to “take the pressure of 30X”, improving the 30X experience. • A Rotherham Terrace participant liked that the bus would travel down Rotherham Terrace.

Questions and Concerns: • There were concerns it will be congested. • Some Seatoun residents felt this route does not answer their need for better connection to Newtown.

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Route Map C: Enhanced Route 3

Map description: This idea would create two branches of route 3 – one to Lyall Bay as now, and another to Strathmore Park, replacing route 12.

Feedback: The need to maintain good frequencies on these two branches may help to justify improved levels of service through Newtown and Mt Cook.

The Rongotai branch of route 3 would be withdrawn – or could be reinstated as an extension of route 14.

What Appeals: • Participants liked the idea of improved, direct access to Newtown from Miramar and Strathmore Park. • Participants liked improved, more direct access to the central city and the railway station from Strathmore Park. • Participants liked improved, more direct access to Massey University from Strathmore Park and Miramar.

Questions and Concerns • Participants would like to see it extended down Adelaide Road for access to the medical centre. • Some participants felt it would be confusing if both buses have the same number. They suggested different numbers for clarity. • There was concern from some participants regarding the removal of Route 12. • Route 12E to Hataitai is useful at peak times, and route 12 provides useful access to Khandallah • Some participants wanted to see the old route 44 reinstated to provide direct access from Strathmore to the railway station and felt this option does not offer sufficient access to the railway station.

Please see Appendix C along with the data files for more details provided by the participants.

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Trade-Offs Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only5.

Q1: We should increase rates and/or fares to provide many Participants tended to feel rates and fares should be kept as improvements to services vs. We should work within the they are, and we should work within the existing budget to budget we currently have to make improvements, meaning provide improvements. However, many also selected there will be some Trade-Offs “somewhere in between” perhaps indicating some openness to raising extra money through fares and rates to improve services.

Q2: Everyone should have a seat on their bus, no matter Participants tended to feel that while having a seat on the bus when and where they get on vs. I should expect to stand is important, we should work within the existing budget to sometimes at peak times and busy times of the day provide improvements

Q3. At peak times I should get on the first bus that arrives Participants tended to select “somewhere in between” for Q3, vs. At peak times I should expect to get on a bus within 10 indicating that there might be some openness to minutes, but maybe not the first bus allocating extra money to this. Many also felt, however, that improvements should be made within the existing budget.

Q4. There should be a bus service within 300 metres of my Charrette participants leaned toward “a bus service within home vs. There should be a bus service within 500 metres 500 metres of my home”. Twenty-three participants of my home selected “500 metres of my home”; twenty-two participants selected “somewhere in between”; and only two participants specifying that the bus stop should be “within 300 metres of their home”.

Q5. At peak times buses should stop to pick people up at all Charrette participants leaned toward buses stopping “less at stops they are waiting vs. At peak times buses should stop peak times”, or “somewhere in between”. at less stops to travel faster

Q6. All bus services should run at least every 15 minutes Charrette participants leaned towards suburban services through the day and night, 7 days a week on all bus routes running less frequently/ /only hourly if it meant core vs. Some suburban services could run less frequently/ services could run every 10 minutes through the day, seven only hourly if it meant core services could run 10 minutes days a week, or “somewhere in between”- rather than just increasing the budget to have at least 15-minute services through the day, 7 days a week 24/7.

Q7. All bus services should go directly to the city centre Charrette participants leaned toward “It’s okay to transfer throughout the day vs. It’s okay to transfer between buses between buses on off-peak journeys to get to the city centre on off-peak journeys to get to the city centre if services run if services run on time”. Nineteen individuals selected this on time response; twenty selected “somewhere in between”.

Q8. There should be a bus service that goes directly to Charrette participants were slightly more likely to lean toward Newtown through the day and in the evening, 7 days a week “It’s okay to transfer between buses off-peak journeys to get vs. It’s okay to transfer between buses off-peak journeys to to Newtown if services run on time”. Nineteen individuals get Newtown if services run on time selected this option; fourteen individuals selected “There should be a bus service that goes directly to Newtown through the day and in the evening, seven days a week”; and thirteen selected “somewhere in between”. Responses were well spread.

5 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Charrette participants felt that either 1) accessible services Q9. Accessible services should be provided to meet the should be provided to meet the needs of people who are needs of people who are dependent on public transport dependent on public transport from 6 a.m. to midnight, from 6am to midnight, even if there are only 2 or 3 people even if there are only two or three people on the bus, (twenty on the bus vs. Accessible services are provided to meet individuals); or 2) that this should be assessed on a case- the needs of people who are dependent on public transport by- case basis (nine individuals). By comparison only five only when the service can be financially justified individuals feel the service should only run if financially justified.

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Eastern Suburbs Community Drop-In Session Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for two days, over six hours each day and included a weekday and weekend day session to encourage participation. Locations included:

• Strathmore Park • Kilbirnie • Hataitai • Miramar

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Total of 250 attendees at the Eastern Suburbs Drop-In sessions.

The Current Situation

Current Situation in Strathmore: Strathmore Park drop-in participants included nine people who were satisfied or very satisfied with the current bus service (assuming it is reliable), two who were neither satisfied or dissatisfied, and twenty-eight who were dissatisfied or very dissatisfied. Particular concerns included:

• the 12 bus: Participants were generally unhappy with performance of this bus. • the Kilbirnie Hub: Participants do not like changing at Kilbirnie and would prefer a more direct bus. They felt the Kilbirnie Hub is dangerous due to traffic, hard to navigate, and uncomfortable. • large buses on narrow streets within the Strathmore Park suburban area are perceived to be dangerous; and • lack of connectivity

Strathmore Park drop-in participants would like to see:

• direct access to Newtown and the hospital; • direct access to the railway station, • more express buses (30X and 12e) that take Strathmore Park residents directly to the city; • more route 2 buses; and • a bus for Strathmore Park residents to Wellington High School.

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Current Situation in Kilbirnie Kilbirnie drop-in participants included seven people who were satisfied or very satisfied with the current bus service (assuming it is reliable), four who were neither satisfied nor dissatisfied, and eight who were dissatisfied or very dissatisfied.

Some aspects that are working well for Kilbirnie participants included that:

• some participants were very happy with route 2, 14, and 21; some were particularly happy with increased services to Miramar and Maupuia, and weekend services; and some found the services that continue through to Karori useful.

Particular concerns included:

• the Kilbirnie Hub: Participants felt this is difficult, dangerous and time consuming to navigate. They also felt it is uncomfortable for waiting in as there are not enough shelters and covered walkways have not been built; the lack of separation between the bus lane and cycleway on Taranaki and Wallace Street; • the airport bus service: Some participants would like to see Metlink take this over and improve the service and publish timetable information; and real- time information and connectivity, particularly on routes 2 and 3.

Participants would like to see:

• the Kilbirnie Hub moved back to the shops as there is better shelter; • a public toilet at the Kilbirnie Hub; and • frequent service (every 10 minutes) reinstated to Lyall Bay

Current Situation in Hataitai Hataitai drop-in participants included eight people who were very satisfied with the current bus service, four people who were satisfied, three people who were neither satisfied or dissatisfied and two people who were very dissatisfied.

Some aspects that are working well for Hataitai participants included that:

• some were happy with Route 14 to Waipapa; • some were very happy with Route 24, especially now the service is increased and on weekends; • some felt they are getting used to the “hub and transfer system”; and • some felt the transfer system is working very well.

Particular concerns included:

• accuracy of real-time information; • congestion at peak time; and • routes that travel from Karori through the CBD as the buses are full when they come to the CBD but empty out again at Courtenay place.

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Participants would like to see:

• the 14 extended to Rongotai, particularly for Rongotai College; • a shelter for the stop on Waipapa/ Kainui; and • a 20 at 6 p.m.

Current Situation in Miramar and Maupuia Miramar/ Maupuia drop-in participants included twenty-one participants who were dissatisfied with the changes, six who were very dissatisfied, nine who were neither satisfied nor dissatisfied. There were no participants at this drop-in who were very satisfied.

Some aspects that are working well for Miramar/ Maupuia participants included that:

• some participants were happy with the route 31X into the city in the morning, though they would like it to pass through Hataitai without stopping.

Particular concerns included:

• pedestrian safety at the Kilbirnie Hub; • shelter at the Kilbirnie Hub; • personal safety at the Miramar Hub; • speed on the 30X; they would like it to stop less often; and • Route 18 and the 31X are too infrequent.

Miramar and Maupuia participants would like to see:

• a direct route from Miramar North to Newtown and the city.

Please see Appendix G along with the data files for more details provided by the participants.

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Map A: Enhanced Route 18

Strathmore Kilbirnie Hataitai Miramar

Strathmore Park participants Kilbirnie drop-in participants Some Hataitai participants Participants felt this would were generally positive about tended to like this route, liked that this would offer the be an improvement on the this route as it will take them particularly as it improves benefits of the 18 and 18 e current situation as it would more directly to key places access to Newtown and but with improved services. provide more frequent, such as Newtown, Wellington Strathmore. Those who Hataitai drop-in participants better access to Newtown. High School, and the city. travel to Karori and Kelburn find Route 21 useful to get to However, some still had Participants were concerned liked the improved access Courtenay place and did not concerns as this option that this route might be this offers, and some were want to see it removed. does not address the issue slow and have questions/ happy to change buses for of access to the railway concerns about likely the central city. station, and some feel the frequency. Some participants felt two branches would be split routes are confusing, confusing. Some participants and some would prefer the were also concerned that route to go into the central this route would become city. One participant was congested. concerned there would be a Participants would like to see long wait to go to Miramar this route extended into the North. early morning and until 10:30 p.m.

Map B: Enhanced Route 2

Strathmore Kilbirnie Hataitai Miramar

Concept Route B was of Kilbirnie participants tended Hataitai drop-in participants Miramar / Maupuia drop-in limited interest to to prefer Route A. Some felt liked that Route B improves participants liked that this is Strathmore Park participants that buses to Strathmore are connections between a more direct route, so they as it does not provide specific more of a priority than buses Hataitai and Miramar, though would not need to transfer or improvements to their area. to Seatoun. One participant tended to feel this would be wait at the hubs. suggested continuing this more valuable for others. Some concerns remained route to the Rongotai retail Some were concerned that about: centre the route is too long and • likely frequency, especially Participants would like to see would get congested. on the Seatoun arm; better frequency of buses at the weekend. They felt the • access to the railway specified “15 to 60 minutes” station; and is too imprecise; every 15 • potential for confusion minutes is good, but every regarding the branches. 60 minutes is not.

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Map C: Enhanced Route 3

Strathmore Kilbirnie Hataitai Miramar

Strathmore Park participants Kilbirnie participants liked Hataitai drop-in participants Some Miramar participants were generally neither the idea of the route 14 to liked the extension toward liked this option, as they positive nor negative about Rongotai and the airport Rongotai but stressed felt it would be helpful for this route, as they did not being reinstated. the importance of access for Strathmore Park residents. see a great deal of benefit to Route C appealed to some Hataitai students to Rongotai Some also liked the them. as being likely to be faster in College. reinstatement of Rongotai as general and provide better an extension of Route 14. connections to Newtown. Some were concerned that Participants were concerned it does not provide solutions that splitting the route would for Miramar residents, and reduce frequency to Lyall questioned the access to the Bay. They were concerned Lyall Bay retail park. about weekend frequency and the lack of buses from the railway station to Kilbirnie at the weekend. One Kilbirnie participant stressed a need for a bus from Kilbirnie to the northern end of Adelaide Road so that people can access key services there (e.g. medical centre, drug and alcohol addiction support, judicial centre).

Map D: Ideas for Changes to Route 2

Strathmore Kilbirnie Hataitai Miramar

Participants tended not to Kilbirnie drop-in participants Some were concerned that Miramar/ Maupuia drop-in feel that this would answer really liked that Route D there will be too many buses participants tended not to their concerns, and felt some would give a better service to through Hataitai, and that like this concept as they were of the number changes could Lyall Bay. They tended to like the Miramar shops route concerned it will make their be confusing this route. will not be frequent enough. journey to town a lot slower. Some were concerned Those who need to go to They felt this option will give about the need to transfer Rongotai College felt this them access to Newtown but at Kilbirnie to get to option does not answer their at the cost of speed travelling Newtown, and some felt that concerns. into town. They would prefer every thirty minutes is too to see an option that offers infrequent. two routes; one that gives direct access to Newtown, and one that gives fast, direct access to the city.

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Map E: Enhanced Route 30X

Strathmore Kilbirnie Hataitai Miramar

Some Strathmore Park Some Kilbirnie drop-in Some Hataitai participants Some Miramar participants participants were delighted participants liked this idea liked this option as they felt this would be a good with this proposed route and because it gives them a felt it will take the pressure improvement as it would felt it would improve their direct route all the way off the buses they use. provide a better service travel. from town to Ahuriri Street. However, one commented for Strathmore Park users, Others expressed qualified Some felt this would ease that they have found it useful leaving the 31X for Miramar approval; they liked the congestion on Rongotai when express buses stop in users. Others felt the 31 X is idea but were skeptical Road, which appealed. Hataitai when route 2 is full. not frequent enough to meet about operational factors Some would like to see their needs and felt they and connectivity with the this service available but would lose by not having the 29. They emphasised the increased at weekends; some 30X as an option. importance of having plenty felt it would be improved if of 30X buses. it stopped at Sidlaw Street; Those who travel to Miramar and some felt it could be and Miramar North felt this dangerous would disadvantage them. for buses to turn right out of Caledonia Road.

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Trade-Offs Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only6.

Strathmore Kilbirnie Hataitai Miramar

Q1: We should Strathmore Park Kilbirnie participants Hataitai participants Most Miramar drop-in increase rates and/ participants tended to indicated a slight showed some participants felt the or fares to provide feel that improvements openness to openness to answer to this lies many improvements should be made within increasing rates increasing rates and/ somewhere in the the existing budget. or fares to provide middle. to services vs. We and or fares to make improvements to should work within improvements – four services the budget we selected “increased currently have to budget” and selected “somewhere in make improvements, between”, however meaning there will be seven individuals feel some Trade-Offs that improvements should be made within a similar budget.

Q2: Everyone should Participants tended to Kilbirnie participants Hataitai participants Again, Miramar and have a seat on their select “somewhere in tended to feel that tended to feel Maupuia residents bus, no matter when between” improvements in improvements to felt the answer to and where they get on seating should be seating should be this lies somewhere made within a similar made within a similar in the middle (16 vs. I should expect to budget, indicating less budget. participants), or feel stand sometimes at of a financial priority improvements should peak times and busy for seating. times of the day be made within the existing budget. Only three participants felt this was an area in which extra budget should be allocated.

6 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Strathmore Kilbirnie Hataitai Miramar

Q3. At peak times I Strathmore Park drop- Kilbirnie drop-in Hataitai participants Miramar and Maupuia should get on the first in participants felt this participants tended to indicated this was residents were spread bus that arrives vs. At is an area where more feel that getting on the an area where some across the spectrum peak times I should budget should be first bus is important priority should for this trade-off. allocated. and should be an expect to get on a bus be placed (eight Fourteen individuals within 10 minutes, but area where budget is individuals felt more felt getting on the first maybe not the first increased. improvements bus is a priority; ten bus should be made with participants felt more budget; twelve they were comfortable felt somewhere in with not getting on the between, compared to first bus so long three participants as they get on one who felt improvements within 10-minutes; and should be made within thirteen individuals a similar budget.) selected an option somewhere in between.

Strathmore Kilbirnie Hataitai Miramar

Q4. There should Responses to this Kilbirnie participants Hataitai drop-in Participants in be a bus service trade-off were evenly leaned toward “there participants selected the Miramar and within 300 metres of spread. Roughly one- should be a bus “somewhere in Maupuia drop-in my home vs. There third of Strathmore service within 300 between” most often tended to feel that Park participants metres of my home”. for this trade-off. a bus service within should be a bus felt this is an area 500 metres of their service within 500 where they would like home is sufficient, metres of my home to see more budget or somewhere in allocated; one-third between. Only two felt it is “somewhere participants felt the in between”; and one- service should be third would like to see within 300 metres of improvements within a their home. similar budget.

Q5. At peak times Strathmore Park drop- Kilbirnie drop-in Hataitai drop-in Miramar and Maupuia buses should stop to in participants were participants tended participants favoured drop-in participants pick people up at all evenly split regarding to select either “more buses stopping to preferred the “at peak stops they are waiting this issue. improvements with pick people up at all time buses should increased budget stops where they are stop at less stops to vs. At peak times Eleven of those who “(nine individuals) waiting. travel faster” buses should stop at answered this felt that more budget should or “somewhere in less stops to travel between” (nine faster be allocated to this, while nine felt that individuals) over improvements should “improvements within be made within a a similar budget” (four similar budget. individuals).

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Strathmore Kilbirnie Hataitai Miramar

Q6. All bus services Strathmore Park drop- Kilbirnie drop-in Hataitai participants Miramar/ Maupuia should run at least in participants were participants tended mostly selected residents tended to every 15 minutes evenly spread on this to select “somewhere “somewhere in select “some suburban through the day and trade-off points. Six in between” for this between” for this services could run participants felt this trade-off. trade-off. less frequently/ only night, 7 days a week is an area where more hourly if it meant core on all bus routes budget needs services could run vs. Some suburban 10 minutes through services could run to be allocated, and nine participants the day, seven days a less frequently/only felt ‘somewhere in week”, or “somewhere hourly if it meant core between,’ indicating in between,” indicating services could run 10 some openness some willingness to minutes through the trade-off frequency to allocating more day, 7 days a week budget to this. on some routes for frequency on others. Six participants felt improvements should be made within the existing budget. During the discussion several participants were particularly concerned with improvement of weekend services.

Strathmore Kilbirnie Hataitai Miramar

Q7. All bus services Strathmore Park Kilbirnie drop-in Hataitai drop-in Miramar/ Maupuia should go directly participants were split participants tended participants were drop-in participants to the city centre regarding this trade- to feel this is an area spread across the tended to select throughout the off. Nine participants where budget could be spectrum for this “somewhere in felt that this is an area increased. trade-off, with six between” for this, day vs. It’s okay to where more budget individuals selecting perhaps suggesting a transfer between should be allocated, “more improvements willingness to transfer buses on off-peak and nine felt that with more budget,” on some routes, some journeys to get to the improvements should eight selecting of the time if services city centre if services be made within the “somewhere in run on time. Nine run on time existing budget. between,” and individuals expressed Three participants five selecting a preference for felt ‘somewhere in “improvements within all buses to go the between’. a similar budget.” city centre; twenty- four participants selected somewhere in between; and only five actively selected ‘It’s okay to transfer between buses on off-peak journeys to get to the city centre if services run on time.”

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Strathmore Kilbirnie Hataitai Miramar

Q8. There should be a Access to Newtown Kilbirnie drop-in Hataitai participants Most Miramar and bus service that goes was a priority for participants indicated leaned slightly toward Maupuia drop-in directly to Newtown Strathmore Park that direct access to allocating a lot more participants felt through the day participants, and Newtown is a priority budget toward direct there should be a most of those who and an area where services to Newtown bus service that goes and in the evening, completed the trade- extra budget should through the day and in directly to Newtown 7 days a week vs. off exercise felt this is be allocated. the evening. through the day and It’s okay to transfer an area where more evening, seven days a between buses off- budget should be week. peak journeys to get allocated. Newtown if services run on time

Strathmore Kilbirnie Hataitai Miramar

Q9. Accessible Strathmore Park Kilbirnie drop-in Hataitai participants Miramar and Maupuia services should be drop-in participants participants leaned fell somewhere in drop-in participants provided to meet the tended to feel that toward feeling between with regard tended to feel that needs of people who this is an area where accessible services to balancing providing accessible services more budget could be should be provided accessible services should be provided are dependent on spent, with most for those who need versus only providing public transport from to meet the needs of selecting either “more them over only when services when they are people who are 6am to midnight, financially justified. financially justified. even if there are only improvements with dependent on public 2 or 3 people on the an increased budget” transport from 6 a.m. bus vs. Accessible or “somewhere in to midnight, even if services are provided between.” there are only two or three people on the to meet the needs bus. Many also felt this of people who are should be decided on dependent on public a case-by-case basis, transport only when and only three felt that the service can be services should only financially justified be provided where it is financially justifiable.

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SOUTHERN SUBURBS

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Southern Suburbs Network Insights Summary

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Participants’ experiences with the new bus network have been varied with some participants commenting on improvements to the network and others still wanting additional further changes.

Direct access was again raised as a concern, particularly to for residents of Houghton Bay, Vogeltown and Southgate to the city. Participants are also seeking increased reliability on route 29 and an extension to peak hours for route 29e.

Community drop-in sessions were held in Newtown, Island Bay and Brooklyn. A total of 201 people participated in the engagement in the Southern suburbs.

Routes that Work Well Participants who live close to direct routes including 1, 3, and 7 find these routes function well for their needs. Likewise route 17 works well for participants who use it, though some feel it is underused.

“The 1 is an excellent service” “Number 1 bus, cool that I can get a bus all the way to Thordon from Berhampore with no transfers”. (Newtown Disability Focus Group) “The weekend service to Kowhai Park is great” (Brooklyn Drop-In) “The No. 7 higher frequency makes very convenient from shops to town. Also use to take my granddaughter to Montessori school in Kingston. She loves the bus.” (Brooklyn Drop-In) “Getting to and from town is still straight forward (17, 17e and 7). I have also used the 29 to get to Newtown which is good.” (Brooklyn Drop-In)

Participants who rely on transfers from and to these routes have some concerns and difficulties

Suggested Improvements to Routes

The Former Route 22: Participants who live on or near the former route 22 (from Island Bay shops through Buckley road, Southgate, Houghton Bay to Newtown and City) strongly feel this route should be reinstated. The current service on route 29e does not meet their needs sufficiently as it is only in the peak times, and not sufficiently frequent or reliable in those peak times.

These participants want to use this bus to get to school (e.g. Wellington College, Evans Bay Intermediate), Island Bay shops, university off peak, work meetings in town off peak, and social events. Walking into Island Bay to catch route 1 is prohibitive due to the steep hill. These participants are having to use their car, carpool, Uber. When this is not possible, they are not able to travel.

Participants would also like to see a route (like the old 22) which takes people up Rintoul St.

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“Priority: To reinstate route 22 that used to run all the way up the steepest Rintoul Street Hill and Berhampore: SWIS (South West Intermediary) The Park Early Childhood centre, kids used this service.” (Newtown Drop-In) “Priority: Bring back Mairangi to Southgate. We have 1 adult and 3 kids needing this route within 5-7 years. That’s why we bought our house in this location (Island Bay Drop-In)

The Route 725 school bus from Southgate (Buckley Road) Students are finding that the route 725 school bus is not reliable enough in the morning, and because the 29e is not frequent enough they do not have an alternative.

In the afternoon there is no route 725 school bus for them to come home on, so they need to leave school early to catch the 29. This means they miss some of their final class.

Participants feel that the reinstatement of route 22 would help this situation. They also request a route 725 return bus to bring children home from school.

Route 23: Participants would like to see route 23 continue into the city.

Vogeltown, Melrose and Houghton Bay residents do not feel well served by route 23, and the requirement to transfer in order to get into Wellington City. Participants would like to see a direct route from these areas to the city.

“(We need a) reinstatement of direct Vogeltown/city bus at peak times (7-9am and 4-6pm). It shouldn’t take me 50 minutes to get home when I only live 3.7km from my work. I may as well live in Upper Hutt!” (Brooklyn Drop-In) “My (intellectually disabled) son spends most of the day waiting at bus stops in Newtown these days. He used to be able to take the Number 23 directly to the city” (Newtown Disability Group) “I used to have a very reliable and quick bus trip to and from work - now my travel is random because I have to change buses or walk. I’d like a reinstatement of direct peak time buses to/from Vogeltown to Wellington City i.e. between 7-9am and 4-6pm.” (Brooklyn Drop-In) Bus from Houghton bay to Vogeltown/ Kingston is not consistent and quite often I miss the connecting bus from Kingston to railway station Brooklyn Drop-In) “I feel that the property values of our entire suburb (Melrose) have been devalued. If I was buying a house now, I would only buy on the number 1 bus route.” (Newtown Drop-In)

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“I lost my usual ride into Central Wellington from Vogeltown. Now have to transfer Bus don’t often wait for passengers to get across from getting to transfer across road. Get wet often. It sucks (Newtown Drop-In)” “The Vogeltown situation is untenable” (Brooklyn Drop-In)

Coastal and South to East Routes: Some participants would like to see more coastal and cross suburb routes, for example, a direct route between Island Bay and Kilbirnie via Southgate and Houghton Bay.

Route 17: Participants would like to see a more frequent service on route 17.

“17 e works, 17 doesn’t because the transfer from the 17 to the 7 isn’t reliable. Direct service should be reinstated and perhaps reduce the 7 as not needed past Brooklyn as frequently.” (Island Bay Drop-In)

Operational Issues impacting on perceptions of the Southern Network

Double Decker Buses Some participants like the double decker buses, however some feel they have slowed routes down significantly as they take longer to load and unload.

Congestion at the Brooklyn hub Participants are concerned that the Brooklyn hub causes traffic problems in Brooklyn, and delays to the bus service. This is caused when there are several buses in the hub at one time and buses have to wait to get into the hub.

“(We need) better control at the bus hub. (There were) 7 buses there at once at 6pm on 1st August. Often 3 or more playing ring-o- ring-o-roses” (Brooklyn Drop-In) “The bus hub at the library is not functional” (Brooklyn Drop-In)

Delays on Route One Some participants feel that route 1 is too long, causing buses not to meet predicted times.

“Stop the #1 going north of railway station to improve reliability of both 1 & 32 services to and from Island Bay.” (Island Bay Drop-In)

Unreliable Routes Participants feel that the 23, 23e, 29 and 29e routes are particularly unreliable.

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More frequency Participants would like to see more frequent buses on the 17, 23, 27, and 29 routes.

Use of Reef St as a Depot Business owners are concerned about the impact of buses resting at Reef St. The location has limited parking and limited access to toilets so there are negative impacts on local businesses.

Hospital Hub (Newtown) Participants find this hub uncomfortable and difficult to negotiate. When they are required to transfer at the hospital it can be difficult to get from the first stop to the second, and it can require crossing dangerous roads. It is very frustrating when travellers can see a bus but cannot get across the road in time to catch it.

“You say transfer at Wellington Hospital, but this would mean running across a motorway! Do you want people from Vogeltown to be run over? If you wanted the bus transfer to work, then a memo to the bus company to wait at Hutch Hub. When Vogeltown people caught #23 and ran across road the #3 buses all drove off. #21 from the city has to wait at the Hutchison Hub (Te Whaea) for the empty #23 to go up the hill. We wait at least 5 mins - a full bus! The 23 Vogeltown to Houghton Bay was introduced and therefore runs more hours than the old #21 but is empty. It runs in evening or in weekends, usually only one or two people on board.” (Brooklyn Drop-In) “The hospital hub is a HORRIBLE place to wait for connections. Very unsafe. At best it’s a glorified smoking shelter. At worst it is very intimidating.” (Brooklyn Drop-In)

Hutchison Bus Hub Some participants feel this is poorly lit and not safe, particularly at night.

Kingston Bus Hub Participants feel they this design encourages people to cross the road in an unsafe manner.

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Routes 17/17e Kowhai Park Description: Replace route 17 off peak service every 30 minutes with 17e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn).

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Feedback: Those participants who commented on this route like the idea as it is more direct, however they do not like the lack of frequency. Participants preferred the old route 8 service which they feel was both frequent and direct, and the old direct route 17.

“I’m happy with the increased number of direct buses but not happy with reduced service to hourly as this is a reduction in service level from the original number 8 service”. (Brooklyn Drop-In)

Routes 23/23e Houghton Bay Description: Replace route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital).

Feedback: Some participants like this idea as it is direct; they would prefer a reliable, direct route to a more frequent but unreliable route that requires transferring. However other participants feel that once an hour is too infrequent.

Participants would like to see the peak period extended for this route.

Routes 23, 27, Kingston via Vogeltown Description: Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think? The route could go via Wallace St and Taranaki St or via Adelaide Road, the Basin Reserve and Courtenay Place. Which would you prefer and why? The Basin Reserve route could be quicker because of bus lanes on Adelaide Rd and Cambridge Terrace. Now which do you prefer?

Feedback: Participants who live in Vogeltown like this route idea as it is direct, and hourly is sufficient for some. However, others feel hourly is too infrequent and they may not use it.

“Mixed thoughts on S10. The proposed route is awesome, however running once an hour is useless to me, and I probably would be less inclined to use it. Much like the 18e, if it’s not regular, I won’t use it. If its hourly and it gets CANCELLED, then” (Brooklyn Drop-In)

Route 23z, 23e, 29e Wellington Zoo Description: Increase service to Wellington Zoo from Wellington train station. This may divert off-peak to Southgate services via Russell Terrace, Rhodes St and Daniell St.

Feedback: Participants liked this suggestion.

“Big ups for 23/23e direct service to railway station every hour.” (Newtown Drop-In)

Participants would like to see the 29e run every 10 to 15 minutes in peak, both 6:30am to 9am and 4pm to 6:30pm.

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Routes 29/29e Southgate Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington Hospital). This may be via the Zoo

Routes 29/29e Owhiro Bay Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn)

Feedback: Those participants who commented on this route like the idea. They liked that there would be a direct route to and from the city, and a connection to the coast. However, some felt hourly is too infrequent.

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Southern Suburbs Disability Focus Group Findings

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The Participants Southern Disability Focus group was held in Newtown. Users who attended this included people with multiple challenges, and their representatives. Challenges included: blindness and partial vision; autism; physical mobility issues including hypermobility, Downs Syndrome, chronic pain, fibromyalgia, epilepsy and hearing difficulties.

Routes that Work Well: • Routes 1, 2, and 3 • Tactile markers and stop the on-bus announcements (this was a trial on a sample of buses only) • Total Mobility cards • Some hubs and shelters are more comfortable and make it easier to catch their buses • Increased frequency

Suggested Improvements to Routes

Transfers: Transfers can be particularly difficult for bus users with a disability, for many reasons including:

• For those with limited vision it can be difficult to find the bus they need to transfer to • For those with limited mobility and wheelchairs it can be difficult and exhausting to transfer buses • For those with head injuries and intellectual challenges it can be difficult to understand and remember how to make the transfer. Changes to routes can be very challenging and take a long time for some users to learn. During this time they can be lost, confused and scared.

“When we lost the number 23 it took my (adult son with Downs Syndrome) about six weeks to learn how to use the buses again” (Southern Disability Focus Group)

Timetabling: Off-peak Some southern disability focus group participants use the buses more off-peak, as they work part time, study, or travel mainly for social engagements. Limited off-peak services can make it difficult for these participants to travel.

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Direct Access to the Hospital • Some southern participants have direct access to the hospital, however those that do not have it need it. • Participants comment that they often need to travel from work to hospital appointments during breaks, and need to be able to get there and back quickly

“I want buses that go directly to the hospital. I often miss appointments because of the unreliability of the transfers.”

Better Access to the Blind Foundation Blind and partially sighted participants feel more routes should include Adelaide Road to make it easier to get to the Blind Foundation

Routes: • Extend route 3 further down Rongotai Road • Run the 18e more frequently and start earlier in the day • Reinstate 23 directly into the city

Operational Insights for Southern Participants with a Disability:

Bus Stops Close to Destination Many participants with a disability were not able to walk medium to long distances, making it important for them to have a bus stop close to their home and destination.

Getting a Seat on the Bus Getting a seat on the bus is particularly important for participants with a disability as they often cannot stand for long periods. Participants feel that congestion on the buses makes people less willing to give up their seat for participants with a disability. Those whose disabilities are not visible are particularly concerned about whether there are enough seats on the bus as they are embarrassed to have to ask people to give up their seats.

Driver Training and Attitude Participants with a disability feel particularly dependent on the training and helpfulness of the driver. Key concerns include:

Participants want the buses to kneel at every stop. They feel drivers do not kneel the bus when they should

Participants want drivers to stop so that the door lines up with the kerb, not with a drain/gutter as there is a high risk of falling if they have to get out over a drain/ gutter.

Blind participants rely on drivers to tell them where the bus is going, when the bus gets there, when to get off, and where to transfer from.

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Those with physical mobility issues may need extra time to get into a seat. They find it very dangerous and upsetting if the driver leaves the stop before they are properly seated.

Labelling buses Participants in the southern focus group noted difficulty in reading bus numbers and feel it would be easier if routes were named rather than numbered. Audible announcements would also help with these problems.

“My eyes see light in a weird way, and I have often mixed up the 2/5 and taken the wrong bus by mistake.” (Southern Disability Focus Group Participant) “1, 2, 3 and 7 all look the same from a distance and there are not distinguishing features” (Southern Disability Focus Group)

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Trade-Offs Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only7.

Q1. We should increase rates and/or fares to provide many improvements to service

More improvement Southern Disability Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Focus Group 1 6 1 8

Q2. Everyone should have a seat on their bus, no matter when and where they get on

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 1 0 7 8

Q3. At peak times I should be able to get on the first bus that arrives

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 4 3 1 8

Q4. There should be a bus service within 300 metres of my home

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 2 2 4 8

Q5. At peak times buses should stop to pick people up at all stops they are waiting

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 0 4 2 6

Q6. All bus services should run at least every 15 minutes through the day and night, 7 days a week on all bus routes

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 3 3 2 8

Q7. All bus services should go directly to the city centre throughout the day

7 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 0 2 6 8

Q8. There should be a bus service that goes to Newtown through the day and in the evening, 7 days a week

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Newtown 0 0 2 2

Q9. Accessibility

Accessible service should be provided to meet the needs Accessible services of all people who are are provided to meet Disability Group dependent on public needs of people who transport from 6am to are dependent on Newtown midnight, even if there Accessible services public transport only are only 2 or 3 people should be provided on when the service can Total answering this on the bus a case-by-case basis be financially justified question

4 3 0 7

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Southern Suburbs Charette Findings

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The Newtown charrette included participants recruited from across the Southern Suburbs.

The Charrette exercise included 45 participants drawn from across the southern suburbs including Newtown, Brooklyn and Island Bay. Participants discussed the existing bus network in groups according to where they live.

Participants were also chosen to represent three key user groups: those who are completely dependent on public transport; those who have a car available to them but actively prefer public transport; and those who use whatever option is easiest: car or public transport. For the second stage of the charrette - evaluating alternative routes - participants moved into groups distinguished by their level of reliance on public transport.

Routes that Work well Charrette participants who live close to direct routes including route 1, 3 and 7 find these routes function well for their needs. Some also like route 14 and route 17.

“Route 14. I like the fact that there is a lot of buses” (Newtown Charrette) “Going from Brooklyn to City, no issues, regular 7’s, 17e and 29e buses to choose from. Going from City to Brooklyn, usually get on when I’m near Railway station end. If I’m at Victoria Street I often choose to walk or use the bus at non-peak times when less crowded. (Not a peak time user, luckily.)” (Newtown Charrette)

Suggested Improvements to Routes

Buses Uphill Newtown charrette participants stress the importance of frequency on buses that run uphill from the city to suburbs

The Former Route 22: Participants who live on or near the former route 22 (from Island Bay shops through Buckley road, Southgate, Houghton Bay to Newtown and City) strongly feel this route should be reinstated. The current service on route 29e does not meet their needs sufficiently as it is only available in the peak times, and not sufficiently frequent or reliable in those peak times.

These participants wanted to use this bus to get to school (e.g. Wellington College, Evans Bay Intermediate), Island Bay shops, university off peak, work meetings in town off peak, and social events. Walking into Island Bay to catch route 1 is prohibitive due to the steep hill. These participants are having to use their car, carpool, Uber, or if this isn’t possible, they are not able to travel.

Participants would also like to see a route (like the old 22) which takes people up Rintoul St.

“Reinstate number 22 bus.” (Newtown Charrette)

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Route 23: Participants would like to see route 23 continue into the city.

Vogeltown, Melrose and Houghton Bay residents do not feel well served by route 23, and the requirement to transfer in order to get into Wellington City. Participants would like to see a direct route from these areas to the city.

“I loved the old 23, it linked up with restaurants and home” (Newtown Charrette) “I feel that the property values of our entire suburb (Melrose) have been devalued.” “The Houghton Bay (23) bus should always go all the way to Wellington station, instead of having to change buses in Newtown. Especially at night, when the connection at the bus can take 45 minutes to an hour. The Newtown hub is very unpleasant at night and the journey from Houghton Bay to the city is now always much longer.” (Newtown Charrette)

Route 29, 29e: Some participants do not feel well served by route 29. This is perceived to be unreliable and does not run frequently enough during peak and off-peak periods. Participants would like to see more frequent, reliable buses on route 29, and the 29e bus for longer hours. Some Southgate participants feel more 29e and off peak 29e buses would help solve some of their problems.

“29e Frequency 20min. Number 1 starting Brooklyn down Owhiro Bay then onto Newtown. This would make a more direct route for Happy Valley people. Would need to make a long route that didn’t cause delays.” (Newtown Charrette) “Need more frequency direct to CBD from Southgate-more 29e not 29.” (Newtown Charrette)

Coastal and South to East Routes: Some participants would like to see more coastal and cross suburb routes, e.g. a direct route between Island Bay and Kilbirnie via Southgate and Houghton Bay.

“More buses from Kilbirnie to Newtown and Buckley road instead of waiting in the dark with shopping from Pak’n’Save.” (Newtown Charrette)

Route 17: Participants would like to see a more frequent service on route 17.

“17e works, 17 doesn’t because the transfer from the 17 to the 7 isn’t reliable. Direct service should be reinstated and perhaps reduce the 7 as not needed past Brooklyn as frequently.”(Newtown Charrette)

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Operational Issues Impacting on Perceptions of the Southern Network

Double Decker Buses Some participants like the double decker buses, however some feel they have slowed routes down significantly as they take longer to load and unload.

Delays on the Route One Some participants feel that route 1 is too long, causing buses not to meet predicted times.

Unreliable Routes Participants feel that the 23, 23e, 24, 29 and 29e routes are particularly unreliable.

“23e-Have waited up to 2 hours for this bus from the railway station.” (Newtown Charrette) “23e too big for double decker buses on Manchester Street and Hornsey Road - accident risk. 23e doesn’t turn up in morning, really annoying when 23e doesn’t turn up in the morning. 23e bus schedule live is wrong, hate it when the electronic sign says, ‘On schedule’ and the bus doesn’t come. 23e service limited at weekends.” (Newtown Charrette)

More frequency Participants would like to see more frequent buses on the 17, 23, 23e, 27, and 29 routes.

“More 23e please, need these buses more often (all day-not just peak hours)” (Newtown Charrette participant)

Hospital Hub (Newtown) Participants find this hub uncomfortable and difficult to negotiate. When they are required to transfer at the hospital it can be difficult to get from the first stop to the second, and it can require crossing dangerous roads. It is very frustrating when travellers can see a bus but cannot get across the road in time to catch it.

Kilbirnie Hub Some Newtown charrette participants are concerned about personal safety at the Kilbirnie Hub

Hutchison Bus Hub Some participants feel this is poorly lit and not safe, particularly at night

Kingston Bus Hub Participants feel they this design encourages people to cross the road in an unsafe manner.

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 23/23e Houghton Bay Description: Replace Route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital)

Feedback: Some Newtown charrette participants really like this idea.

“YES! YES! YES!” (Newtown Charrette)

Route 17/17e Kowhai Park Description: Replace route 17 off peak service every 30 minutes with 17e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn).

Feedback: Newtown charrette participants did not comment on this idea.

Routes 23, 27, Kingston via Vogeltown Description: Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think? The route could go via Wallace St and Taranaki St or via Adelaide Road, the Basin Reserve and Courtenay Place. Which would you prefer and why? The Basin Reserve route could be quicker because of bus lanes on Adelaide Rd and Cambridge Terrace. Now which do you prefer?

Feedback: Newtown participants who live in Vogeltown like this route idea as it is direct, and hourly is sufficient for most. However, others feel hourly is too infrequent and they may not use it.

“10S would be great for people living in Vogeltown as we don’t have to make a transfer onto 23/27” (Newtown Charrette)

Routes 23z,23e, 29e Wellington Zoo Description: Increase service to Wellington Zoo from Wellington train station. This may divert off-peak to Southgate services via Russell Terrace, Rhodes St and Daniell St

Feedback: Many Newtown charrette participants like this idea, however a few do not.

Route 29/29e Southgate Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington Hospital). This may be via the Zoo

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Feedback: Newtown charrette participants like that this restores direct routes to the city. Some feel that the Zoo loop would make it take too long.

Route 29/29e Owhiro Bay Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn)

Feedback: Those participants who commented on this route like the idea. They liked that there would be a direct route to and from the city, and a connection to the coast. However, some felt hourly is too infrequent.

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Southern Suburbs Newtown Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. The Newtown drop-in had 67 members of the public engaged in the drop-in.

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population.

Routes that Work Well Participants who live close to direct routes including routes 1,3 and 7 find these routes function well for their needs. Likewise, route 17 works well for participants who use it, though some feel it is underused.

“The 1 is an excellent service” “Great to have a direct service to hospital/ Newtown from Vogeltown” (Newtown Drop-in)

Participants who rely on transfers from and to these routes have some concerns and difficulties.

Suggested Improvements to Routes Newtown drop-in participants would like to see more direct connections from the Eastern suburbs to Newtown

Direct connection from Eastern Suburbs via Basin at sensible schedule fitting with work and school peak flow. (Newtown drop-in)

The Former Route 22: Participants who live on or near the former route 22 (from Island Bay shops through Buckley road, Southgate, Houghton Bay to Newtown and City) strongly feel this route should be reinstated. The current service on route 29e does not meet their needs sufficiently as it is only in the peak times, and not sufficiently frequent or reliable in those peak times.

These participants want to use this bus to get to school (e.g. Wellington College, Evans Bay Intermediate), Island Bay shops, university off peak, work meetings in town off peak, and social events. Walking into Island Bay to catch the Number 1 is prohibitive due to the steep hill. These participants are having to use their car, carpool, Uber, or if this isn’t possible, they are not able to travel.

Participants would also like to see a route (like the old 22) which takes people up Rintoul St.

“Priority: To reinstate route 22 that use to run all the way up the steepest Rintoul Street Hill and Berhampore: Schichin, ECE, kids used this service.” (Newtown Drop-In)

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“I don’t want to go to at 8am Brooklyn on a Sunday to get to the city from Southgate by 9am Please reinstate direct services via new town. (Newtown Drop-In) “Provide a direct route to town more often and out of town more often from Southgate. 29e needs more buses but not through Brooklyn. Southgate residents are too far from Brooklyn.” (Newtown Drop-in) “Reinstall the bus service for the steep end of Rintoul Street. School buses are also affected by this, been taken off.” (Newtown Drop-in)

Route 23: Participants would like to see Route 23 continue into the city.

Vogeltown, Melrose and Houghton Bay residents do not feel well served by route 23, and the requirement to transfer in order to get into Wellington City. Participants would like to see a direct route from these areas to the city.

“I feel that the property values of our entire suburb (Melrose) have been devalued. If I was buying a house now, I would only buy on the number 1 bus route.” (Newtown Drop-In) “I lost my usual ride into Central Wellington from Vogeltown. Now have to transfer Bus don’t often wait for passengers to get across from getting to transfer across road. Get wet often. It sucks (Newtown Drop-In)” “A long wait to get back up the hill at Hutchison road for N 23 - after getting off N3 adds an extra 30-40 to journey.” (Newtown Drop-in) “Courtenay Place - which #1 gets me to a #23? How do I know which bus to board so that I am not left alone in the dark at the hospital at night? Much better and super to be in the city waiting for the right bus.” (Newtown drop-in) “Wellington is too small for hubs! Reinstate the 23 to x from the CBD. It is not safe having to wait 45 mins in a dark and depopulated area (the hospital) for a 23e but this is the norm.” (Newtown Drop- in)

Route 29, 29e: Some participants do not feel well served by route 29, as this is perceived to be often unreliable, and does not run frequently enough during peak and off-peak periods. Participants would like to see more frequent, reliable buses on route 29, and the 29e bus for longer hours. Some Southgate participants feel more 29e and off peak 29e buses would help solve some of their problems.

“The buses that I take to and from school (29e/29) are so unreliable. I won’t be able to get my sport or school and next bus I would take is way too late.” (Newtown Drop-In)

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“Wellington is too small for hubs! Reinstate the 23 to x from the CBD. It is not safe having to wait 45 mins in a dark and depopulated area (the hospital) for a 23e but this is the norm.” (Newtown Drop- in)

Coastal and South to East Routes: Some participants would like to see more coastal and cross suburb routes, e.g. a direct route between Island Bay and Kilbirnie via Southgate and Houghton Bay.

Route 17: Participants would like to see a more frequent service on route 17.

Operational Issues Impacting on Perceptions of the Southern Network

Double Decker Buses Some participants like the double decker buses, however some feel they have slowed routes down significantly as they take longer to load and unload.

Delays on the route 1 Some participants feel that the route one is too long, causing buses not to meet predicted times.

“Stop the #1 going north of railway station to improve reliability of both 1 & 32 services to and from Island Bay.” (Island Bay Drop-In)

Unreliable Routes Participants feel that the 23, 23e, 29 and 29e routes are particularly unreliable.

More frequency Participants would like to see more frequent buses on the17, 23, 27, and 29 routes.

Hospital Hub (Newtown) Participants find this hub uncomfortable and difficult to negotiate. When they are required to transfer at the hospital it can be difficult to get from the first stop to the second, and it can require crossing dangerous roads. It is very frustrating when travellers can see a bus but cannot get across the road in time to catch it.

Buses direct to Western Suburbs Some participants in the Newtown drop-in requested more direct routes to Karori and the Western suburbs

“(I don’t like) having to catch 3 buses to get to Karori.” (Newtown drop-in)

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Hutchison Bus Hub Some participants feel this is poorly lit and not safe, particularly at night

Kingston Bus Hub Participants feel they this design encourages people to cross the road in an unsafe manner.

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 17/17e Kowhai Park Description: Replace route 17 off peak service every 30 minutes with 17e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn).

Feedback: Newtown drop-in participants did not comment on this idea

Route 23/23e Houghton Bay Description: Replace Route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital)

Feedback: Newtown drop-in participants like this idea, however they are concerned about the lack of frequency and potential for buses to be unreliable.

“If you made the zoo bus the 23e from Houghton Bay you could have 1 route cater to both.” “Direct service to CBD is less hassle, more preferable, more people would use it. Too much of a hassle and too stressful having to transfer. Can plan around a 60-minute service. Waiting in Newtown at night feels unsafe. (Newtown Drop-in) “But they must be reliable! Reinstate the 23 going from Houghton Valley to Mairangi, for the sake of the university students/staff in Melrose.” (Newtown Drop-in) “Please don’t do this, only being able to travel out of Houghton Bay once an hour is ridiculously exposed, as the buses in this and are not reliable.” (Newtown Drop-in)

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Route 23, 27, Kingston via Vogeltown Description: Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think? The route could go via Wallace St and Taranaki St or via Adelaide Road, the Basin Reserve and Courtenay Place. Which would you prefer and why? The Basin Reserve route could be quicker because of bus lanes on Adelaide Rd and Cambridge Terrace. Now which do you prefer?

Feedback: Feedback from the Newtown drop-in was mixed on this idea. Some like it, while others are concerned about lack of frequency. Some people prefer the Basin Reserve route and others prefer Wallace St.

Routes 23z,23e, 29e Wellington Zoo Description: Increase service to Wellington Zoo from Wellington train station. This may divert off-peak to Southgate services via Russell Terrace, Rhodes St and Daniell St

Feedback: Participants liked this suggestion, though some feel the emphasis should be on the full route, rather than stopping the route at the zoo.

“Big ups for 23/23e direct service to railway station every hour.” (Newtown Drop-In) “These would be so much more helpful! Also the change of the 23/23e is great.” (Newtown Drop-in)

Participants would like to see the 29e run every 10 to 15 minutes in peak, both 6:30am to 9am and 4pm to 6:30pm.

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Route 29/29e Southgate Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington Hospital). This may be via the Zoo

Feedback: Newtown drop-in participants generally like this idea

“29 - Would want new route to go via Basin reserve to take in the schools there. A lot of kids use the 29 to get to the hockey stadium at 3:30ish. “

Route 29/29e Owhiro Bay Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn)

Feedback: Those participants who commented on this route generally like the idea. They liked that there would be a direct route to and from the city, and a connection to the coast. Those who use the 29 and 29e for school feel this idea would help them. However, some felt hourly is too infrequent.

“Yes, because I go to and from school on the 29/29e. (from Southgate to Basin Reserve & return)” (Newtown Drop-in)

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Southern Suburbs Brooklyn Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Brooklyn (42 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population.

Routes that work well Participants who live close to direct routes including route 1, 3 and 7 find these routes function well for their needs. Likewise route 17 works well for participants who use it, though some feel it is underused.

“The weekend service to Kowhai Park is great” (Brooklyn Drop-In) “The No. 7 higher frequency makes very convenient from shops to town. Also use to take my granddaughter to Montessori school in Kingston. She loves the bus. (Brooklyn Drop-In) “Getting to and from town is still straight forward (7, 17, and 17e). I have also used the 29 to get to Newtown which is good. (Brooklyn Drop-In) “I rely on public transport and over the past 9 months it has been reliable.” (Brooklyn Drop-In)

Participants who rely on transfers from and to these routes have some concerns and difficulties.

Suggested Improvements to Routes

Route 23: Participants would like to see Route 23 continue into the city.

Vogeltown, Melrose and Houghton Bay residents do not feel well served by route 23, and the requirement to transfer in order to get into Wellington City. Participants would like to see a direct route from these areas to the city.

“(We need a) reinstatement of direct Vogeltown/city bus at peak times (7-9am and 4-6pm). It shouldn’t take me 50 minutes to get home when I only live 3.7km from my work. I may as well live in Upper Hutt!” (Brooklyn Drop-In)

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“I used to have a very reliable and quick bus trip to and from work - now my travel is random because I have to change buses or walk. I’d like a reinstatement of direct peak time buses to/from Vogeltown to Wellington City i.e. between 7-9am and 4-6pm.” (Brooklyn Drop-In) “Bus from Houghton bay to Vogeltown/ Kingston is not consistent and quite often I miss the connecting bus from Kingston to railway station” (Brooklyn Drop-In) “Transferring at Hutchison Hub and from Vogeltown does not work!” (Brooklyn Drop-in) “The Vogeltown situation is untenable” (Brooklyn Drop-In)

Route 29/ 29e: Some participants do not feel well served by route 29 as this is perceived to be unreliable and does not run frequently enough during peak and off-peak periods. Participants would like to see more frequent, reliable buses on route 29, and the 29e bus for longer hours. Some Southgate participants feel more 29e and off peak 29e buses would help solve some of their problems.

Coastal and South to East routes: Some participants would like to see more coastal and cross suburb routes, e.g. a direct route between Island Bay and Kilbirnie via Southgate and Houghton Bay.

Route 17: Participants would like to see a more frequent service on route 17.

Operational Issues impacting on perceptions of the Southern Network

Double Decker Buses Some participants like the double decker buses, however some feel they have slowed routes down significantly as they take longer to load and unload.

Congestion at the Brooklyn hub Participants are concerned that the Brooklyn hub causes traffic problems in Brooklyn, and delays to the bus service. This is caused when there are several buses in the hub at one time (‘bunching’) and buses have to wait to get into the hub.

Residents are concerned about the noise at the Brooklyn Bus Hub

“(We need) better control at the bus hub. (There were) 7 buses there at once at 6pm on 1st August. Often 3 or more playing ring-o- ring-o-roses” (Brooklyn Drop-In) “The bus hub at the library is not functional (Brooklyn Drop-In)

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The 17 bus has fans so noisy that on start-up it is impossible to sleep. Talk outside is impossible and it’s every 20mins. (Brooklyn Drop-in)

Frequency and Bunching on the Route Seven Brooklyn drop-in participants would like to see more frequency and a better spread of buses on route 7

Route 7: Better spacing between buses in morning to town (peak/ week) too often there is a 15-minute gap with lots of people waiting and then the 1st bus full but followed by 2 or 3 in a row. More frequency, and not driving in a convoy (Brooklyn Drop-in).

Delays on the Route One Some participants feel that route 1 is too long, causing buses not to meet predicted times.

Unreliable Routes Participants feel that the 17,17e 23, 23e, 29, 29e, and the 770 school services and the 771 from Wellington college routes are particularly unreliable.

“Please ensure the 17e services are reliable. The 7:55am and 5:40pm buses have been unreliable on some days.” (Brooklyn Drop-in) “Buses not reliable in the morning - not a practical option if you must be at work by a certain time. - #7.” (Brooklyn Drop-in) “The 17 circular bus doesn’t always come. Especially after the workday. People end up walking up the hill”. (Brooklyn Drop-in)

More frequency Participants would like to see more frequent buses on the 7, 17, 23, 27, and 29 routes.

Hospital Hub (Newtown) Participants find this hub uncomfortable and difficult to negotiate. When they are required to transfer at the hospital it can be difficult to get from the first stop to the second, and it can require crossing dangerous roads. It is very frustrating when travellers can see a bus but cannot get across the road in time to catch it.

“You say transfer at Wellington Hospital, but this would mean running across a motorway! Do you want people from Vogeltown to be run over? If you wanted the bus transfer to work, then a memo to the bus company to wait at Hutch Hub. When Vogeltown people caught #23 and ran across road the #3 buses all drove off. #21 from the city has to wait at the Hutchison Hub (Te Whaea) for the empty #23 to go up the hill. We wait at least 5 mins - a full bus! The 23 Vogeltown to Houghton Bay was introduced and therefore

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runs more hours than the old #21 but is empty. It runs in evening or in weekends, usually only one or two people on board.” (Brooklyn Drop-In) “The hospital hub is a HORRIBLE place to wait for connections. Very unsafe. At best it’s a glorified smoking shelter. At worst it is very intimidating.” (Brooklyn Drop-In)

Hutchison Bus Hub Some participants feel this is overly exposed to the elements, poorly lit and not safe, particularly at night.

Kingston Bus Hub Participants feel the design encourages people to cross the road in an unsafe manner.

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 17/17e Kowhai Park Description: Replace route 17 off peak service every 30 minutes with 17e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn).

Feedback: Those participants who commented on this route like the idea as it is more direct, however they feel it is not frequent enough. Participants preferred the old route 8 service which they feel was both frequent and direct, and the old direct route 17.

“I’m happy with the increased number of direct buses but not happy with reduced service to hourly as this is a reduction in service level from the original number 8 service”. (Brooklyn Drop-In) “I want to go into town direct from Kowhai Park (Brooklyn Drop-in) Need to ensure proposed 17e service continues to loop at Hub for school children in both directions school opens 8:30 and finishes on 3pm (Brooklyn Drop-in) “Every 60 minutes for service direct is fine in weekends but need more often during working week. Revert to old No8 timetable which was 15mins peak morning and night (Brooklyn Drop-in)

Routes 23/23e Houghton Bay Description: Replace Route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital)

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Feedback: Those Brooklyn drop-in participants who commented on this idea do not like the option as they feel it is not frequent enough

Routes 23, 27, Kingston via Vogeltown Description: Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think? The route could go via Wallace St and Taranaki St or via Adelaide Road, the Basin Reserve and Courtenay Place. Which would you prefer and why? The Basin Reserve route could be quicker because of bus lanes on Adelaide Rd and Cambridge Terrace. Now which do you prefer?

Feedback: Participants who live in Vogeltown like this route idea as it is direct, and hourly is sufficient for some. However, others do not like it and feel hourly is too infrequent so they may not use it.

“Mixed thoughts on S10. The proposed route is awesome, however running once an hour is useless to me, and I probably would be less inclined to use it. Much like the 18e, if it’s not regular, I won’t use it. If its hourly and it gets CANCELLED, then” (Brooklyn Drop-In) “If you change route of 3 to travel Adelaide Road, Basin, Courtenay Place. You will need 23/27 bus every 30 minutes to carry Massey, Wellington High, Mount Cook residents in Wallace Street. Otherwise no room for Vogeltown/ Newtown residents. The 27 bus to be run in weekends BUT in weekends, or maybe evenings, leave 23 for shopping and not needing to walk through Newtown Streets to catch bus from city at Hutchison. Also think of Hospital Staff.” (Brooklyn Drop-in)

Routes 23z,23e, 29e Wellington Zoo Description: Increase service to Wellington Zoo from Wellington train station. This may divert off-peak to Southgate services via Russell Terrace, Rhodes St and Daniell St

Feedback: Brooklyn participants did not comment directly on this idea.

Route 29/29e Southgate Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington Hospital). This may be via the Zoo

Feedback: One Brooklyn drop-in participant commented on this idea and was neutral. Another felt that 60 minutes is not frequent enough for Route 29e. Participants overall stressed the importance of direct routes to the city so the lack of transfer would be viewed positively.

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Route 29/29e Owhiro Bay

Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn)

Feedback: Brooklyn participants did not comment directly on this idea.

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Southern Suburbs Island Bay Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Island Bay (39 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any od the drop-in sessions.

Routes that Work Well Participants who live close to direct routes including route 1, 7 and 3 find these routes function well for their needs. Likewise, route 17 works well for participants who use it, though some feel it is underused.

Participants who rely on transfers from and to these routes have some concerns and difficulties.

Suggested Improvements to Routes

The Former Route 22: Participants who live on or near the former route 22 (from Island Bay shops through Buckley road, Southgate, Houghton Bay to Newtown and City) strongly feel this route should be reinstated. The current service on route 29e does not meet their needs sufficiently as it is only in the peak times, and not sufficiently frequent or reliable in those peak times.

These participants want to use this bus to get to school (e.g. Wellington College, Evans Bay Intermediate), Island Bay shops, university off peak, work meetings in town off peak, and social events. Walking into Island Bay to catch route 1 is prohibitive due to the steep hill. These participants are having to use their car, carpool, Uber, or if this isn’t possible, they are not able to travel.

Participants would also like to see a route (like the old 22) which takes people up Rintoul St.

“Priority: Bring back Mairangi to Southgate. We have one adult and 3 kids needing this route within 5-7 years. That’s why we bought our house in this location (Island Bay Drop-In) “That bus was our retirement plan; it’s how we were going to get around” (Island Bay drop-in) “We work from home and want to use the bus (Number 22) to get into the city for meetings, but now we have to drive”. (Island Bay drop-in)

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“Reconnect us with the University.” (Island Bay Drop-in) “Please put #22 how it was, it worked perfectly for us (family of 5) and all our neighbours.” (Island Bay Drop-in)

Route 29/ 29e: Some participants do not feel well served by route 29. This is perceived to be unreliable and does not run frequently enough during peak and off-peak periods. Participants would like to see more frequent, reliable buses on route 29, and the 29e bus operating for longer hours. Some Southgate participants feel more 29e and off peak 29e buses would help solve some of their problems.

“29e - Use to travel home from work from city to Frobisher great route. Would use it more if it continued running longer currently need to leave work by 5:40 to get lost through bus. (if late or full can’t get on) previously direct buses went till 6:40 (Island Bay Drop- In) “29 - Great having every half hour through Saturday - now use sometimes instead of driving when go out on Saturday.” (Island Bay Drop-In) “29e - the through-service (not 29) is much better than having to transfer at the hospital. Transferring effectively doubles my commute time to the city from Southgate. Provide more 29e services, especially later in the evening. Most people work well beyond 5 or 5:30pm! 29e on weekends is desirable too. (Island Bay Drop-in) “Directing off-peak 29 via zoo (i.e. reinstating the old 22 service at least as far as the city) would work. If it went all the way to the city. If it diverts to zoo but only goes to the hospital, then it’s worse than now. (Island Bay Drop-in)

The Route 725 School Bus from Southgate (Buckley Road) Students are finding that the route 725 school bus is not reliable enough in the morning, and because the 29e is not frequent enough they do not have an alternative.

In the afternoon there is no route 725 school bus for them to come home on, so they need to leave school early to catch the 29. This means they miss some of their final class.

Participants feel that the reinstatement of route 22 would help this situation. They also request a route 725 return bus to bring children home from school.

“725 school bus if it doesn’t come it is too late to catch the 29 e. Need a bus from Wellington East to Island Bay (725 return) that lines up with end of school. Currently have to leave school to catch the 29 or walk from the Basin to the hospital.” (Island Bay Drop-in)

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“School bus # 725 needs return service with time for students at WEGC who all finish 3.20.” (Island Bay drop-in)

Coastal and South to East routes: Some participants would like to see more coastal and cross suburb routes, e.g. a direct route between Island Bay and Kilbirnie via Southgate and Houghton Bay.

Route 17: Participants would like to see a more frequent service on route 17.

“17e works, 17 doesn’t because the transfer from the 17 to the 7 isn’t reliable. Direct service should be reinstated and perhaps reduce the 7 as not needed past Brooklyn as frequently.” (Island Bay Drop-In)

Operational Issues Impacting on Perceptions of the Southern Network

Double Decker Buses Some participants like the double decker buses, however some feel they have slowed routes down significantly as they take longer to load and unload.

Delays on the Route 1 Some participants feel that route 1 is too long, causing buses not to meet predicted times.

“Stop the #1 going north of railway station to improve reliability of both 1 & 32 services to and from Island Bay.” (Island Bay Drop-In)

Unreliable Routes Participants feel that the 23, 23e, 29 and 29e, and 32X routes are particularly unreliable.

“Reliability of 32x is horrible” (Island Bay drop-in) “Please do not call it express - due to pick-ups and drop offs!” “32x is consistently unreliable after 8am. From Island Bay to Town. Cancelled, late, no shows.” (Island Bay Drop-in)

More Frequency Participants would like to see more frequent buses on the 17, 23, 27, and 29 routes.

Use of Reef Street as a Depot Business owners are concerned about the impact of buses resting at Reef St. Limited parking and a lack of public toilets in the area have an associated impact on local businesses.

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Hospital Hub (Newtown) Participants find this hub uncomfortable and difficult to negotiate. Transfers at the hospital can be difficult and can require crossing dangerous roads. It is very frustrating when travellers can see a bus but cannot get across the road in time to catch it.

“Don’t want to change at hospital. Don’t want my kids having to wait around on the streets in the dark/wet. Adds pointless delays. Need to get rid of hubs and provide through buses.” (Island Bay Drop-in)

Enhanced Route Ideas for the Southern Suburbs: Island Bay Drop-in Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Routes 17/17e Kowhai Park Description: Replace route 17 off peak service every 30 minutes with 17e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn).

Feedback: Those Island Bay drop-in participants who commented on this idea like it.

Route 23/23e Houghton Bay Description: Replace Route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital)

Feedback: Some Island Bay participants like this idea as it is direct. Routes 23, 27, Kingston via Vogeltown Description: Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think? The route could go via Wallace St and Taranaki St or via Adelaide Road, the Basin Reserve and Courtenay Place. Which would you prefer and why? The Basin Reserve route could be quicker because of bus lanes on Adelaide Rd and Cambridge Terrace. Now which do you prefer?

Feedback: One Island Bay participant commented that this would be an improvement though not enough to solve their problems.

“This would be an improvement but why stop at the station! Connect us back with Vic Uni a lot of people made choices based on this route.” (Island Bay Drop-in)

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Routes 23z,23e, 29e Wellington Zoo Description: Increase service to Wellington Zoo from Wellington train station. This may divert off-peak to Southgate services via Russell Terrace, Rhodes St and Daniell St

Feedback: Some Island Bay participants like this idea as it is direct.

Route 29/29e Southgate Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington Hospital). This may be via the Zoo

Feedback: Some Island Bay participants like this idea as it is direct.

Route 29/29e Owhiro Bay Description: Replace route 29 off-peak service every 30 minutes with 29e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Brooklyn)

Feedback: One Island Bay participant commented that they like this idea, one did not

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Southern Suburbs Trade-Offs

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Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only8.

Q1. Being able to get a seat on the bus

3 - I do not want to pay and more and 2 - I would pay would like any 1 - I would pay a little more to improvements 5 - I would like to more to make make it more to seating 4 - I am happy pay less even if sure I can always likely I would get availability to with the current this means seats get a seat on the a seat on the bus be made within situation might be harder bus regardless of regardless of the existing regarding seat to find at peak Total answering where I get on. where I get on. budgets. availability. times this question

SOUTHERN SUBURB 4 16 60 50 6 136 TOTAL Charrette 0 4 18 19 0 41 Newtown Drop-in 2 3 12 11 3 31 Brooklyn Drop-in Island 1 5 13 12 2 33 Bay Drop-in 1 4 17 8 1 31 Newtown Q2. Having a bus stop close by

3 - I do not want to pay any more and would like any 5 - I would like improvements 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay to where the bus with the current if this means more to have a a little more to stops are to be situation having to walk bus stop closer have a bus stop a made within the regarding bus further to get to Total answering to my house. little closer. existing budget. stop locations the bus stop this question

SOUTHERN SUBURB 8 9 30 91 5 143 TOTAL Charrette 3 5 12 21 1 42 Newtown Drop-in 2 2 6 20 1 31 Brooklyn Drop-in Island 0 1 8 23 1 33 Bay Drop-in 3 1 4 27 2 37 Newtown

8 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point. Commercial In Confidence 99 In-Person Engagement: Detailed Report researchfirst.co.nz

Q3. Making the buses faster

3 - I do not 1 - I would pay want to pay more to have any more and 5 - I would like the bus make 2 - I would pay would like any 4 - I am happy to pay less even fewer stops so a little more to improvements with the current if this means they travel to have the bus to trip time situation having the buses my destination make a few less made within the regarding travel make more stops Total answering faster. stops. existing budget. times. and travel slower this question

SOUTHERN SUBURB 8 19 64 42 5 138 TOTAL

Charrette 3 4 20 13 1 41 Newtown

Drop-in 1 5 8 13 2 29 Brooklyn

Drop-in Island 1 7 16 8 1 33 Bay

Drop-in 3 3 20 8 1 35 Newtown

Q4. Transferring between buses

3 - I do not 1 - I would pay want to pay more to make any more and 5 - I would like sure my bus 2 - I would pay would like any 4 - I am happy to pay less goes directly a little more to improvements with the current even if this to the city and ensure some to transfers and situation means having I don’t need to of my trips routes to be regarding bus to transfer more transfer to get didn’t include a made within the transfers and often to get to Total answering there transfer existing budget. routes my destination this question

SOUTHERN SUBURB 30 23 57 21 2 133 TOTAL

Charrette 5 9 20 7 0 41 Newtown

Drop-in 10 1 7 9 0 27 Brooklyn

Drop-in Island 6 9 13 3 0 31 Bay

Drop-in 9 4 17 2 2 34 Newtown

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Q5. Having the buses arrive more frequently

3 - I do not want to pay any more and 1 - I would pay would like any 4 - I am happy 5 - I would like more to make 2 - I would pay improvements with the current to pay less, sure buses a little more to in bus frequency situation even if this came every 15 make the buses be made regarding the means buses minutes, all the run a little more within existing frequency of the might come less Total answering time. frequently budgets. service frequently. this question

SOUTHERN SUBURB 16 35 58 21 2 132 TOTAL

Charrette 6 10 17 5 1 39 Newtown

Drop-in 1 8 12 8 0 29 Brooklyn

Drop-in Island 3 8 15 4 0 30 Bay

Drop-in 6 9 14 4 1 34 Newtown

Q6. Making sure I can get on the first bus that arrives

3 - I do not 5 - I would like want to pay 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay any more and with the current if this means more to make a little more to would like any situation having even sure I can get on be able to get improvements to regarding how fewer of the the first bus that on the first bus be made within often the first first buses to arrives, even in that arrives more the existing bus to arrive arrive actually Total answering peak periods. often budget stops stopping. this question

SOUTHERN SUBURB 13 16 52 33 1 115 TOTAL

Charrette 2 9 18 10 1 40 Newtown

Drop-in 4 5 7 7 0 23 Brooklyn

Drop-in Island 2 2 15 10 0 29 Bay

Drop-in 5 0 12 6 0 23 Newtown

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Q7. Making the buses trips more accessible

3 - I do not 1 - I would pay want to pay 5 - I would like more to make any more and 4 - I am happy to pay less, even sure accessible 2 - I would pay would like any with the current if this means services are a little more improvements situation having even available to to have more to accessible regarding fewer of the those who are accessible services made availability first buses to dependent on services within the of accessible arrive actually Total answering public transport. available existing budget service. stopping. this question

SOUTHERN SUBURB 19 16 43 38 0 116 TOTAL

Charrette 6 4 19 12 0 41 Newtown

Drop-in 1 5 4 12 0 22 Brooklyn

Drop-in Island 5 5 12 7 0 29 Bay

Drop-in 7 2 8 7 0 24 Newtown

Q8. Improving the bus service in general

3 - I do not want to pay 5 - I would like any more and to pay less, even would like any if this means 2 - I would pay improvements 4 - I am happy having even 1 - I would pay a little more to the bus with the current fewer of the more to fund to fund some service to be situation first buses to improvements to improvements to made within the regarding the arrive actually Total answering the bus service. the bus service. existing budget bus service stopping. this question

SOUTHERN SUBURB 19 18 71 8 0 116 TOTAL

Charrette 4 9 22 5 0 40 Newtown

Drop-in 5 0 15 2 0 22 Brooklyn

Drop-in Island 3 5 20 1 0 29 Bay

Drop-in 7 4 14 0 0 25 Newtown

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NORTHERN SUBURBS

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Northern Suburbs Network Insights Summary

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Participants’ in the northern suburbs were generally satisfied with the changes to the bus network.

Requests were made for improved protection against adverse weather conditions at the Johnsonville Hub. Also residents served by the Churton Park loop felt that the new routes had disadvantaged them and would prefer to revert to the previous route 54.

Community drop-in sessions were held in Johnsonville and Khandallah. A total of 134 people participated in the engagement in the Northern suburbs.

Routes that work well Many participants in the Northern Suburbs feel well served by the current bus routes. Particular routes which participants commented on include:

Route 1 The service on route 1 is frequent, and participants like that they can travel through to the other side of the city, including Newtown and Island Bay, without changing buses. This made access to Lambton Quay, Courtenay Place, the Hospital and Island Bay easy for participants in Johnsonville.

“Route 1 is awesome” (Johnsonville Charrette) “The buses are great, I can get from my house in Churton Park to the Rugby Club in Kilbirnie, have a few beers, and catch the bus home”. (Johnsonville Charrette) “The Number 1 bus was useful for me when I was injured” (Johnsonville Charrette)

Route 24 and 25 to Broadmeadows The increased service to Broadmeadows has greatly improved travel options for participants who live there.

“The 24 is a wonderful addition” (Khandallah Drop-In)

Route 52 and 58 Participants comment that these routes are good, particularly at peak times.

Temporary Bus Stop at the Top of Kanpur Road (Opposite Bus Stop 3824) Participants in this immediate area find this bus stop very useful and ask that it, and the associated two-way system, be retained.

“The installation of the temporary bus stop has changed my life. I am now able to take Bus 24 or 25 without being reliant on my car (which has been a worry) and the stress of being able to find a park. I exercise more being able to walk downhill and knowing I can take the bus uphill.” (Khandallah Drop-In)

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Suggested Improvements to Routes

Khandallah/ Ngaio Route Some participants would like to see this reinstated.

Bellevue Feeder Buses Participants who live in Bellevue would like to see buses linking them to Newlands, particularly to the Newlands schools.

Churton Park Loop: The 1CP, 19/ 19e, and the 60. Some Churton Park participants do not feel well served by the Churton Park bus routes. These participants prefer the old route 54 and would like to see it reinstated. These participants feel the current configuration adds too much to their journey time, and do not like changing buses in Johnsonville. Problems mentioned include:

• Link ups between the 19 and the 1 (e.g. 19 leaving just before the 1 arrives) • Reliability and timing. Participants find the 60e and 19e come at similar times, when it would be more useful if they were staggered • Participants would like longer peak services and more services on these routes • More buses down Middleton Road

“Route 19 should go direct to town every 60 minutes all day. Otherwise everyone drives to catch bus 1 on Westchester Drive” (Johnsonville Drop-In)

Churton Park and Grenada Village Participants suggest linking Churton Park and Grenada Village to improve the service to both

More Frequent Route 24 Some participants in Khandallah feel this is not frequent enough for children to catch it to school.

Operational Issues impacting on perceptions of the Northern Suburbs Network

Johnsonville Hub Participants feel this is a very cold, windy and uncomfortable place to wait for the bus. They feel the hub would be better placed in a more sheltered area.

Parking: Unofficial Park and Ride Residents feel that parking in Johnsonville and Newlands road is becoming very hard to find because people are driving to these areas, then catching the bus.

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Identifying 1CP, 1GV, and 1JW Participants comment that it can be difficult to be sure which branch a bus will take, and that this is not clear on the app. They feel it would be easier for them to make travel decisions if it were labelled more clearly.

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 1 Churton Park, Johnsonville West, Grenada Village: Description: Run Johnsonville West and Grenada Village routes as feeders to a hub at Johnsonville at certain times to enable more buses to operate to and from Churton Park

Feedback: Some participants feel this would improve their travel (particularly those who live in Churton Park). Some Johnsonville West and Grenada Village participants feel this might be alright at weekends but are concerned about having to wait at the hub in Johnsonville. They would prefer to retain direct buses.

Routes 1CP, 19 Churton Park: Description: Do we need to change the arrangement of bus routes through Churton Park? Is the balance between the two routes about right or would another arrangement work better?

Feedback: Some participants would like to see the bus routes through Churton Park revised and offered a range of suggestions dependent on their particular needs. Participants’ individual focus does mean some of the feedback is contradictory and that there was no clear conclusion on the ideas given. Some would like to see a return to the former route 54, while others feel this was too large and slow. Some participants would like to see more buses down Middleton Road.

“Run No 1 bus in loop Mersham, Amesbury to Westchester. Keep 19, 19e route.” (Johnsonville Charrette) “A bus going down Middleton Road at regular intervals during peak times. Would save me having to commute to Johnsonville to catch a bus.” (Johnsonville Charrette)

Route 24 Broadmeadows: One-way loop: Description: All buses through Broadmeadows (i.e., towards the city and towards Johnsonville) to operate around the loop clockwise, therefore requiring only one set of bus stops and shelters.

Feedback: Few participants commented on this idea

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Route 24 Broadmeadows: Two-way loop: Description: Buses through Broadmeadows towards the city to operate around the loop clockwise and buses towards Johnsonville to operate around the loop counterclockwise. This requires bus stops and shelters on both sides of the road. (See Map)

Feedback: Some participants thought this would be more efficient and fairer, but others were concerned it would be confusing. Few participants commented on this idea.

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Northern Suburbs Disability Focus Group Findings

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The Participants The Northern Disability Public Transport Users Focus group was held in Johnsonville. Users who attended this included people with multiple challenges, and their representatives. Challenges included: Visual impairment; dyspraxia; fibromyalgia; sensory challenges; deafness; developmental delay; autism and anxiety.

Routes that Work Well • Frequency of route 1 from Johnsonville • Announcements re. stops • Direct access to the hospital from Johnsonville

“I love the announcement of location! It removes having to ask the bus driver to tell you when you’ve reached the stop. (Johnsonville Disability Focus Group) “I travel around the Hutt usually. Lambton Quay and Courtenay Place specifically. I find it easy as.” (Johnsonville Disability Focus Group)

Suggested Improvements to Routes The participants with a disability from Khandallah have a number of concerns regarding service in their area. These include:

• No direct access from Khandallah to the hospital • Evening service from University to Khandallah finishes too early • Frequency for the 24 – once an hour is too infrequent and buses tend to bunch. • Direct Access to the Hospital - some Southern participants have direct access to the hospital, however those that do not have it need it.

Operational Issues Impacting on Perceptions of Northern Suburbs Network

Better Linkups with the Train Participants wanted better linkups with the train

“I got to town and transfer to get to the train. It used to be a handy option, now it’s piss poor useless! Loss of frequency, lack of announcements.” (Johnsonville Disability User Focus Group, Khandallah based participant).

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Getting a Seat on the Bus Getting a seat on the bus is particularly important for participants with a disability as they often cannot stand for long periods. Johnsonville participants find that priority seats are often respected by other participants, however they feel the double decker buses do not have enough priority seats

Driver Training and Attitude Participants with a disability feel particularly dependent on the training and helpfulness of the driver. Key concerns include:

• Participants want the buses to kneel at every stop. They feel drivers do not always kneel the bus when they should • Participants want drivers to stop so that the door lines up with the kerb, not with a drain as there is a high risk of falling if they have to get out over a drain. • Blind participants rely on drivers to tell them where the bus is going, when the bus gets there, when to get off, and where to transfer from. • Those with physical mobility issues may need extra time to get into a seat. They find it very dangerous and upsetting if the driver leaves the stop before they are properly seated.

Labelling Buses Participants can find it hard to see which bus to catch, particularly when there are many buses at one stop

“Manners St can have 3-4 buses arrive at the same stop. I can’t see well enough to find which bus I want. I can ask the drivers, but they either don’t know, or they do but the time I get that information the other buses have left.” (Johnsonville Disability Users Focus Group)

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Trade-Offs and Priorities Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only9.

Q1. We should increase rates and/or fares to provide many improvements to service

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 2 2 3 7

Q2. Everyone should have a seat on their bus, no matter when and where they get on

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 7 0 0 7

Q3. At peak times I should be able to get on the first bus that arrives

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 0 1 0 1

Q4. There should be a bus service within 300 metres of my home

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 3 1 0 4

Q5. At peak times buses should stop to pick people up at all stops they are waiting

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 0 1 3 4

Q6. All bus services should run at least every 15 minutes through the day and night, 7 days a week on all bus routes

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 0 4 2 6

9 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Q7. All bus services should go directly to the city centre throughout the day

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 0 0 2 2

Q8. There should be a bus service that goes to Newtown through the day and in the evening, 7 days a week

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Johnsonville 0 0 2 2

Q9. Accessibility

Accessible service should be provided to meet the needs Accessible services of all people who are are provided to meet Disability Group dependent on public needs of people who transport from 6am to are dependent on Johnsonville midnight, even if there Accessible services public transport only are only 2 or 3 people should be provided on when the service can Total answering this on the bus a case-by-case basis be financially justified question

3 0 0 3

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Northern Suburbs Charrette Findings

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The Charrette exercise included 42 participants drawn from across the northern suburbs including Johnsonville and Khandallah. Participants discussed the existing bus network in groups according to where they live.

Participants were also chosen to represent three key user groups: those who are completely dependent on public transport; those who have a car available to them but actively prefer public transport; and those who use whatever option is easiest: car or public transport. For the second stage of the charrette - evaluating alternative routes - participants moved into groups distinguished by their level of reliance on public transport.

Routes that work well Many participants in the Northern Suburbs feel well served by the current bus routes. Particular routes which participants commented on include:

Route 1 The service on route 1 is frequent, Johnsonville Charrette participants like that they can travel through to the other side of the city, including Newtown and Island Bay, without changing buses. This makes access to Lambton Quay, Courtenay Place, the Hospital and Island Bay easy.

“Route 1 is awesome” (Johnsonville Charrette) “The buses are great, I can get from my house in Churton Park to the Rugby Club in Kilbirnie, have a few beers, and catch the bus home”. (Johnsonville Charrette) “The Number 1 bus was useful for me when I was injured” (Johnsonville Charrette)

Route 22 Route 22 works well for some Johnsonville charrette participants

“The 22 from the Wellington Station is working well. The frequency is good, and it is hardly late. Transfers to the Vic Uni Kelburn campus are free which is great.” (Johnsonville Charrette)

Route 52 and 58 Participants comment that these routes are good, particularly at peak times.

Suggested Improvements to Routes

Bellevue Feeder Buses Participants who live in Bellevue would like to see buses linking them to Newlands, particularly to the Newlands schools.

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Churton Park Loop: The 1CP, 19/ 19e, and the 60. Some Churton Park participants do not feel well served by the Churton Park bus routes. These participants prefer the old route 54 and would like to see it reinstated. These participants feel the current configuration adds too much to their journey time and do not like changing buses in Johnsonville. Problems mentioned include:

• Link ups between the 19 and the 1 (e.g. 19 leaving just before the 1 arrives) • Reliability and timing. Participants find the 60e and 19e come at similar times, when it would be more useful if they were staggered • Participants would like longer peak services and more services on these routes • More buses down Middleton Road • Participants sometimes find it is hard to see the RTI boards from the bus, so they can’t tell whether it is better to transfer buses (for a shorter loop) or stay on (to avoid a long wait).

“I live on Middleton Rd. It is a 15-minute walk to Johnsonville. The 54 come down in the past - very convenient for catching from the city/Courtenay Place. It was very regular - every 20 minutes, at night 30min-1hour. Now: no regular service during the day and evening. Have to catch two buses, first to Johnsonville, then city, and city to Johnsonville, then one down Middleton Rd.” (Johnsonville Charrette participant) “The route that the 1 takes (down Bassett Rd) makes my journey much longer than when it went down Middleton Rd like the 54.” (Johnsonville Charrette)

Churton Park and Grenada Village Participants suggest linking Churton Park and Grenada Village to improve the service to both

Operational Issues Impacting on Perceptions of the Northern Suburbs Network

Johnsonville Hub Participants feel this is a very cold, windy and uncomfortable place to wait for the bus. They feel the hub would be better placed in a more sheltered area.

Parking: Unofficial Park and Ride Residents feel that parking in Johnsonville and Newlands road is becoming very hard to find because people are driving to these areas, then catching the bus.

Identifying 1CP, 1GV, and 1JW Participants comment that it can be difficult to be sure which branch a bus will take, and that this is not clear on the app. They feel it would be easier for them to make travel decisions if buses on the route were labelled more clearly.

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 1 Churton Park, Johnsonville West, Grenada Village: Description: Run Johnsonville West and Grenada Village routes as feeders to a hub at Johnsonville at certain times to enable more buses to operate to and from Churton Park

Feedback: Some participants feel this would improve their travel (particularly those who live in Churton Park). Some Johnsonville West and Grenada Village participants feel this might be alright at weekends but are concerned about having to wait at the hub in Johnsonville. Residents outside of Churton Park would prefer to retain direct buses.

Routes 1CP, 19 Churton Park: Description: Do we need to change the arrangement of bus routes through Churton Park? Is the balance between the two routes about right or would another arrangement work better?

Feedback: Some participants would like to see the bus routes through Churton Park revised and offered a range of suggestions dependent on their particular needs. Participants’ individual focus means no clear consensus was reached on the ideas presented. Some would like to see a return to the former route 54, while others feel this was too large and slow. Participants would like to see more buses down Middleton Road.

“Run No 1 bus in loop Mersham, Amesbury to Westchester. Keep 19, 19e route.” (Johnsonville Charrette) “A bus going down Middleton Road at regular intervals during peak times. Would save me having to commute to Johnsonville to catch a bus.” (Johnsonville Charrette)

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Route 24 Broadmeadows: One-way loop: Description: All buses through Broadmeadows (i.e., towards the city and towards Johnsonville) to operate around the loop clockwise, therefore requiring only one set of bus stops and shelters.

Feedback: Few participants commented on this idea

Route 24 Broadmeadows: two-way loop: Description: Buses through Broadmeadows towards the city to operate around the loop clockwise and buses towards Johnsonville to operate around the loop counterclockwise. This requires bus stops and shelters on both sides of the road. (See Map)

Feedback: Johnsonville charrette participants felt this sounded easier but tended not to feel significantly affected by this idea.

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Northern Suburbs Johnsonville Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Johnsonville (41 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any od the drop-in sessions.

Routes that work well Many participants in the Northern Suburbs feel well served by the current bus routes.

Particular routes which Johnsonville participants commented on include:

Route 1 The service on route 1 is frequent, and participants like that they can travel through to the other side of the city, including Newtown and Island Bay, without changing buses. This makes access to Lambton Quay, Courtenay Place, the Hospital and Island Bay easy.

Route 52 and 58 Participants comment that these routes are good, particularly at peak times.

“We use the 52 Newlands route. It’s great, please don’t change it.” (Johnsonville Drop-in participant)

Suggested Improvements to Routes

Churton Park Loop: Route 1CP, 19/ 19e, and the 60. Some Churton Park participants do not feel well served by the Churton Park bus routes. These participants prefer the old route 54 and would like to see it

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reinstated. These participants feel the current configuration adds too much to their journey time and do not like changing buses in Johnsonville. Specific problems mentioned include:

• Link ups between the 19 and the 1 are mistimed (e.g. 19 leaving just before the 1 arrives) • Reliability and timing. Participants find the 60e and 19e come at similar times, when it would be more useful if they were staggered • Participants would like longer peak services and more services on these routes • More buses down Middleton Road • Some participants find the numbering confusing

“Route 19 should go direct to town every 60 minutes all day. Otherwise everyone drives to catch bus 1 on Westchester Drive” (Johnsonville Drop-In) “The timetable for 19 doesn’t work for me. Change it by pushing it out by 10 minutes. I currently now take my car and park near the number 1 stop on Westchester drive. I wouldn’t need to do this if the 19 left on the hour and half hour.” (Johnsonville Drop-in) “If I want a bus ride to Johnsonville from Churton park, at 69 years I walk faster than the 30 mins.” (Johnsonville Drop-in)

Churton Park and Grenada Village Participants suggest linking Churton Park and Grenada Village to improve the service to both areas.

“No. 1 needs to be split back into 3 routes. It is insulting when a Churton Park bus doesn’t turn up to be told by Metlink to get the Grenada just because it has the same number. The Grenada does not get me home to Churton Park.”

Operational Issues Impacting on Perceptions of the Northern Suburbs Network

Johnsonville Hub Participants feel this is a very cold, windy and uncomfortable place to wait for the bus. They feel the hub would be better placed in a more sheltered area.

Parking: Unofficial Park and Ride Residents feel that parking in Johnsonville and Newlands road is becoming very hard to find because people are driving to these areas, then catching the bus. Participants would like to see more official Park and Ride ideas provided.

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Identifying 1CP, 1GV, and 1JW Participants comment that it can be difficult to be sure which branch a bus will take, and that this is not clear on the app. They feel it would be easier for them to make travel decisions if the buses were labelled more clearly.

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 1 Churton Park, Johnsonville West, Grenada Village: Description: Run Johnsonville West and Grenada Village routes as feeders to a hub at Johnsonville at certain times to enable more buses to operate to and from Churton Park

Feedback: Johnsonville drop-in participants tended to like this idea, as it meets Churton Park residents’ concerns for greater connectivity. However, some Grenada Village and Johnsonville West participants do not want to lose weekend direct services.

Routes 1CP, 19 Churton Park: Description: Do we need to change the arrangement of bus routes through Churton Park? Is the balance between the two routes about right or would another arrangement work better?

Feedback: Johnsonville drop-in participants feel the balance is not right at the moment and needs to be revised. They stress the value of buses travelling down Middleton Road.

Route 24 Broadmeadows: One-way loop: Description: All buses through Broadmeadows (i.e., towards the city and towards Johnsonville) to operate around the loop clockwise, therefore requiring only one set of bus stops and shelters.

Feedback: Those Johnsonville drop-in Participants who commented on this idea like it.

Route 24 Broadmeadows: Two-way loop: Description: Buses through Broadmeadows towards the city to operate around the loop clockwise and buses towards Johnsonville to operate around the loop counterclockwise. This requires bus stops and shelters on both sides of the road. (See Map)

Feedback: Johnsonville drop-in participants did not comment on this idea.

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Northern Suburbs Khandallah Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Khandallah (43 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any of the drop-in sessions.

Routes that Work Well “Routes are good for Khandallah” (Khandallah drop-in)

Route 24 and 25 to Broadmeadows The increased service to Broadmeadows has greatly improved travel options for participants who live in Broadmeadows.

Khandallah participants comment that the early morning driver on this route is great.

“The 24 is a wonderful addition” (Khandallah Drop-In)

Route 52 and 58 Participants comment that these routes are good, particularly at peak times.

Temporary Bus Stop at the Top of Kanpur Road (Opposite Bus Stop 3824) Participants in this immediate area find this bus stop very useful and ask that it, and the associated two-way system, be retained.

“The installation of the temporary bus stop has changed my life. I am now able to take Bus 24 or 25 without being reliant on my car (which has been a worry) and the stress of being able to find a park. I exercise more being able to walk downhill and knowing I can take the bus uphill.” (Khandallah Drop-In)

Suggested Improvements to Routes

Khandallah/ Ngaio Route Some participants would like to see this reinstated.

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More Frequent Route 24 Some participants in Khandallah feel this is not frequent enough for children to catch it to school.

“Kids on our route can only catch bus 24 to Onslow / Raroa. Only 1 bus runs in the morning and it is usually late –We need more buses to run prior to start of school to get kids to school” (Khandallah drop-in participant)

Operational Issues Impacting on Perceptions of the Northern Suburbs Network

Box Hill Bus Stops A Khandallah Drop-in participant would like to see the proposed Box Hill pair of bus stops instated.

“I’m happy with where they go but I want the formerly promised pair of bus stops on Box Hill.”

Frequency and Reliability on Routes 24, 25 and 26 Khandallah participants would like to see more frequent buses on these routes, particularly in the mornings, evenings and weekends

Airport Service Khandallah drop-in participants would like to see improved services to the airport

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 24 Broadmeadows: One-way loop: Description: All buses through Broadmeadows (i.e., towards the city and towards Johnsonville) to operate around the loop clockwise, therefore requiring only one set of bus stops and shelters.

Feedback: Khandallah participants did not comment directly on this idea but do stress the importance of frequency for route 24.

Route 24 Broadmeadows: two-way loop: Description: Buses through Broadmeadows towards the city to operate around the loop clockwise and buses towards Johnsonville to operate around the loop counterclockwise. This requires bus stops and shelters on both sides of the road. (See Map)

Feedback: Khandallah participants did not comment directly on this idea but did stress the importance of frequency for route 24.

One participant is concerned that a two-way loop would be confusing.

Route 1 Churton Park, Johnsonville West, Grenada Village: Description: Run Johnsonville West and Grenada Village routes as feeders to a hub at Johnsonville at certain times to enable more buses to operate to and from Churton Park

Feedback: Khandallah participants who commented on this idea do not want to see Johnsonville West and Grenada Village lose service to improve service for Churton Park.

Routes 1CP, 19 Churton Park: Description: Do we need to change the arrangement of bus routes through Churton Park? Is the balance between the two routes about right or would another arrangement work better?

Feedback: A Khandallah drop-in participant suggested an alternative option:

Make route 1CP run through Abilene Crescent and Furlong Crescent. 19 can go up one end of Abilene and down another for Trilids lane. Or Churton. The service it will be better.

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Northern Suburbs Trade-Offs and Priorities

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Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only10.

Q1. Being able to get a seat on the bus

3 - I do not want to pay and more and 2 - I would pay would like any 1 - I would pay a little more to improvements 5 - I would like to more to make make it more to seating 4 - I am happy pay less even if sure I can always likely I would get availability to with the current this means seats get a seat on the a seat on the bus be made within situation might be harder bus regardless of regardless of the existing regarding seat to find at peak Total answering where I get on. where I get on. budgets. availability. times this question

NORTHERN SUBURBS 7 9 25 54 4 99 TOTAL

Charrette 4 0 12 17 1 34 Johnsonville

Drop-in 1 4 7 13 2 27 Johnsonville

Drop-in 2 5 6 24 1 38 Khandallah

Q2. Having a bus stop close by

3 - I do not want to pay any more and would like any 5 - I would like improvements 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay to where the bus with the current if this means more to have a a little more to stops are to be situation having to walk bus stop closer have a bus stop a made within the regarding bus further to get to Total answering to my house. little closer. existing budget. stop locations the bus stop this question

NORTHERN SUBURBS 6 5 11 71 2 95 TOTAL

Charrette 3 4 3 24 1 35 Johnsonville

Drop-in 2 0 5 19 0 26 Johnsonville

Drop-in 1 1 3 28 1 34 Khandallah

10 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Q3. Making the buses faster

3 - I do not 1 - I would pay want to pay more to have any more and 5 - I would like the bus make 2 - I would pay would like any 4 - I am happy to pay less even fewer stops so a little more to improvements with the current if this means they travel to have the bus to trip time situation having the buses my destination make a few less made within the regarding travel make more stops Total answering faster. stops. existing budget. times. and travel slower this question

NORTHERN SUBURBS 8 11 33 41 3 96 TOTAL

Charrette 3 5 10 15 2 35 Johnsonville

Drop-in 2 2 12 9 0 25 Johnsonville

Drop-in 3 4 11 17 1 36 Khandallah

Q4. Transferring between buses

3 - I do not 1 - I would pay want to pay more to make any more and 5 - I would like sure my bus 2 - I would pay would like any 4 - I am happy to pay less goes directly a little more to improvements with the current even if this to the city and ensure some to transfers and situation means having I don’t need to of my trips routes to be regarding bus to transfer more transfer to get didn’t include a made within the transfers and often to get to Total answering there transfer existing budget. routes my destination this question

NORTHERN SUBURBS 14 14 32 35 1 96 TOTAL

Charrette 5 4 8 15 1 33 Johnsonville

Drop-in 1 5 11 9 0 26 Johnsonville

Drop-in 8 5 13 11 0 37 Khandallah

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Q5. Having the buses arrive more frequently

3 - I do not want to pay any more and 1 - I would pay would like any 4 - I am happy 5 - I would like more to make 2 - I would pay improvements with the current to pay less, sure buses a little more to in bus frequency situation even if this came every 15 make the buses be made regarding the means buses minutes, all the run a little more within existing frequency of the might come less Total answering time. frequently budgets. service frequently. this question

NORTHERN SUBURBS 15 22 29 32 1 99 TOTAL

Charrette 3 9 11 9 1 33 Johnsonville

Drop-in 3 6 8 10 0 27 Johnsonville

Drop-in 9 7 10 13 0 39 Khandallah

Q6. Making sure I can get on the first bus that arrives

3 - I do not 5 - I would like want to pay 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay any more and with the current if this means more to make a little more to would like any situation having even sure I can get on be able to get improvements to regarding how fewer of the the first bus that on the first bus be made within often the first first buses to arrives, even in that arrives more the existing bus to arrive arrive actually Total answering peak periods. often budget stops stopping. this question

NORTH SUBURB 9 8 35 32 2 86 TOTAL

Charrette 3 1 14 12 1 31 Johnsonville

Drop-in 1 3 12 5 0 21 Johnsonville

Drop-in 5 4 9 15 1 34 Khandallah

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Q7. Making the buses trips more accessible

3 - I do not 1 - I would pay want to pay 5 - I would like more to make any more and 4 - I am happy to pay less, even sure accessible 2 - I would pay would like any with the current if this means services are a little more improvements situation having even available to to have more to accessible regarding fewer of the those who are accessible services made availability first buses to dependent on services within the of accessible arrive actually Total answering public transport. available existing budget service. stopping. this question

NORTHERN SUBURBS 12 13 22 37 0 84 TOTAL

Charrette 5 3 8 15 0 31 Johnsonville

Drop-in 3 5 9 4 0 21 Johnsonville

Drop-in 4 5 5 18 0 32 Khandallah

Q8. Improving the bus service in general

3 - I do not want to pay 5 - I would like any more and to pay less, even would like any if this means 2 - I would pay improvements 4 - I am happy having even 1 - I would pay a little more to the bus with the current fewer of the more to fund to fund some service to be situation first buses to improvements to improvements to made within the regarding the arrive actually Total answering the bus service. the bus service. existing budget bus service stopping. this question

NORTHERN SUBURBS 18 14 40 10 0 82 TOTAL

Charrette 5 5 17 4 0 31 Johnsonville

Drop-in 4 4 10 2 0 20 Johnsonville

Drop-in 9 5 13 4 0 31 Khandallah

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WESTERN SUBURBS

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Western Suburbs Network Insights Summary

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Many participants in the Western suburbs find that the new routes work well for them, particularly at peak times, and they can travel where they need to within a reasonable time frame. Peak routes in particular work well for many participants, although congestion is a problem.

Lack of direct access to Courtenay Place was one of the key concerns raised by participants, along with criticism of the off-peak services being too limited.

Community drop-in sessions were held in Karori and Wilton. A total of 178 people participated in the engagement in the Western suburbs.

Routes that Work Well Routes that participants comment on as being useful to them include:

Route 2: Participants find this route useful. Some comment that it is particularly useful and reliable for travel to the airport, and some like that it continues all the way to Kilbirnie.

Route 18e: Participants value that the 18e provides a connection to the hospital from the Western suburbs, however they would like this to be more frequent and reliable, both on and off peak.

“We love the 18e, it goes through Newtown” “It’s great that you can still get from Northlands to the hospital even if it is not very frequent” (Karori Charrette)

Route 21: Participants find this route useful and appreciate that it runs on weekends. Students in particular like the direct access from the University to Courtenay Place.

“Both 21 and 22 come very frequently, this is really good!” (Karori Charrette) “21 seems to run often enough, usually only a 5 – 10-minute wait away when I need it.” (Karori Charrette)

Route 22: Participants find route 22 useful for travelling to the University campuses and to the Railway Station. Students in particular appreciate route 22.

“I like that the 22 goes to both Victoria universities in the city. Some courses require you to go to both universities each day.” (Karori Charrette) “Love the extension of 22 to Johnsonville! (But) it needs to start earlier to Johnsonville so I can get to school. (Wilton Drop-In)

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Route 25: Changes to timetables for route 25 were viewed positively. Love the extended hours and weekend service – didn’t have those previously (Te Aro Drop-In) “Best Route change of the system” (Victoria University Drop-In)

Routes 1, 2, 3, 14, 23, 25 and 29, Western Suburbs participants also value routes: 1, 2, 3, 14, 23, 25 and 29. Those participants whose travel and timing matches up with these routes find they are generally working well. People like being able to travel all the way through to Kilbirnie (on the 14 and the 2), and they like routes that offer them ideas and alternatives.

“We love the 14 bus! It goes to Kilbirnie, yay. (Karori Charrette) ” If I miss the 22, I can catch the 37 and just walk 10 minutes to get home.” (Karori Charrette) “25 is a good bus that goes through all town often on time and frequent (Karori Charrette)

Suggested Improvements to Routes Key concerns for residents of the Western Suburbs include: Direct access to Courtenay Place; off peak services; Northland’s connection to the city; Wilton residents’ access to Karori shops and services; and frequency of 18e to the hospital.

Off-peak Service to and from Courtenay Place to Karori, and Karori South: Routes 33, 34 and 37 While participants in the Western Suburbs often feel that peak services are good, they feel services are too limited off peak. They would like to see peak periods extended in general, and key services run for longer hours, or all day. Routes that participants would particularly like to see more off-peak service on include: 33, 34, and 37.

Participants also want to see these routes continue through to Courtenay Place rather than stop at Brandon Street. These participants feel the need to transfer or walk from Brandon Place makes their journeys too slow and unreliable.

“We want a 34 off peak hourly service back” (Karori Drop-In) “The routes need to continue from Brandon St through Courtenay place, especially from 2pm so that working parents and gold card users can be back in Karori by 3” (Karori Drop-In) “33 for years we have asked for extended (later than 6pm) but you gave us extra ghosts.” (Karori Drop-In)

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Route 13 and Route 22 to Courtenay Place Participants would like to see these routes continue to Courtenay Place. They do not like having to change buses (e.g. from the 21 to the 22) in order to get to Courtenay place, they find the routes often do not link up and they have a long wait.

“Hub system pays no attention to transfer issues between hub which makes it takes an hour to transfer from #22 to #21 in evening.” (Wilton Drop-In) “Ideal route: a more regular #22 that finishes at Courtenay Place, continues along Lambton Quay, not stopping at railway station or it did do a loop round the railway/bus station and then continued along Lambton Quay. Also runs every 30 mins until 10 pm.” (Karori Charrette) “People who use the 13, 22 have altered our travel patterns, it’s quicker to walk/drive to Karori Tunnel and catch the 22 bus than catch 2 buses from Northland to CBA and Vensa so we are added to the Karori bus crowding problem. (Te Aro Drop-In) “City end of Northland around the village and Tunnels has become a carpark. People of Wadestown, Wilton Northland drive to the city and park and then catch the 2 bus. It’s quicker than catching 2 buses into the city” (Te Aro Drop-In).

Northland and Wilton’s Connection to Wellington City Northland and Wilton participants feel particularly ill-served by the current 22. They would like to see 22 continue from the Railway station through Lambton Quay, Willis St and Courtenay Place, and would like to see more frequent route 13 buses and increased services outside peak times.

“Restore Northlands connection to the city! It is a central city suburb, but bus service doesn’t go there now!!” (Wilton Drop-In) “The terrace is no place to catch a bus to Northland when you are at Courtenay place” (Wilton Drop-In) “Having to transfer from or to the 22 in Wellington station is very inconvenient and reduces the usefulness of that route” (Wilton Drop-In)

Route 23 Wilton and Northland participants also feel the 23 was a very useful route and would like to see this return to their area.

“The 23 used to be a great cross-town route” (Wilton Drop-In) “Bring back a 23 to Wilton/Northland” (Wilton Drop-In) “I regularly used the 23 from and to Kelburn/Zoo. I liked the frequencies offered and that I only had to be on one bus.” (Wilton Drop-In)

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Off Peak Services to Karori South Participants would like to see improved services to Karori South off peak, for example an extension of the route 2, or extended hours on the route 33.

Not-in-service buses are frustrating for Karori residents, particularly those who live on Karori South Road, as buses go past them off peak, but they cannot get on them and have to walk to the depot. Participants suggest making a loop around Hazelwood Avenue and Karori South Road.

Slow Routes Some participants feel that the changes to some routes have made them unacceptably slow. This includes the route 21, 25 and 37.

“The rerouting of the No 37 (old 21) through VUW has added 20 minutes travel time each day minimum. It can be a lot worse if the Terrace is affected by congestion on the motorway. I’ve started walking from Wrights Hill to office in Thorndon because the 21 and 37 commute times are now about the same.” (Karori Drop-In)

Frequency to the Hospital Participants would like better access to the hospital in Newtown. They feel the 18e to be more frequent to help people get to hospital appointments on time. Some suggest every 15 minutes during the day. Some also feel this route is not reliable.

“I can’t rely on (18e) to arrive when the timetable says it would. It’s either very late or early.” (Karori Charrette) “I think the 18e is a great route, it just needs to be more frequent! Especially around 8-9 in the morning and maybe 4-6 in the evening.” (Karori Charrette) “Ridiculous that folks from Wellington largest suburbs have to take 2 buses to get to Wellington boys / girls colleges / Basin Reserve / Zoo / Hospital / Hospice etc.” (Victoria University Drop-In)

Participants also would like to see the 22 continue through town to Newtown for the hospital.

Access for Wilton Residents to Karori Shops Participants would like to be able to catch a bus from Wilton to the Karori shops, as this is where key services are located (e.g. pool, library).

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Operational Insights Impacting on Perceptions of the Western Network Participants in the Western Suburbs, like other suburbs, have some issues with congestion on buses at peak times; cancellations and buses running late, early and bunching up; and timings of transfers not matching up well. Participants also mention some safety concerns due to the size of the buses and the area’s particularly steep and narrow streets.

Congestion at Peak times Western suburbs mention problems with congestion on key routes including: 2, 18e, 21, 22, and 25.

“21, 22 and occasionally 18eis bad at peak time, no seats around Thorndon to Kelburn” (Karori Charrette) “Often the 21 is very full getting into town” (Karori Charrette) “Catching the number 22 in the morning is difficult and is often too full. Bus has driven past me multiple times and has also run late” (Karori Charrette) “Number 25 can be very packed at peak times. Another route could help alleviate the number 25 (Karori Charrette)

Some participants feel that there is an additional peak hour between 2 and 3pm as parents and Gold Card users try to get back to Karori for school pick up and close off for Gold Card rates. They feel bus services should reflect this.

Buses Running Late or Early Participants have some problems with buses often being late on some routes, and cancellations with poor notification. Some participants feel that the timetables have not taken the steep hills into account and need to allow more time. Participants also comment that buses tend to bunch up too much on these routes.

“21 is constantly late, 5 mins makes difference getting to a lecture.” (Karori Charrette) “25-Late in the mornings and usually almost always full.” (Karori Charrette) “34 bus - often late in the evenings. Timetable information is unreliable. Cancellations are not notified well in advance. After 6 pm, no more services. At peak hours some people catch it from towards the end of town, then get off early on Tinakori Rd etc. Often the bus is full at peak hours so those needing to get right up the hill miss out.” (Karori Charrette)

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“Currently the 37, 22, 21 and 18e all seem to follow each other from Salamanca Road (going west) and from the Karori Tunnel (going into town). Frequently there is a convoy of all 4 buses, then nothing for another 20 minutes. Please consider staggering them so there are buses every 10 minutes and no bus queue.” (Karori Drop-In)

Connection to Transfers Participants are frustrated when there is a long wait between their first bus and the bus they need to transfer to. Some feel that the timetables are not designed properly to allow these connections to happen smoothly. This is particularly so with the 18e, 21, and the 22.

“The ‘hubs’ at Karori tunnel don’t actually work as hubs-the bus routes 2, 18, 21, and 22 don’t match timewise in order to transfer in a convenient way.” (Karori Charrette) “Stagger the 18e and 21 so that they do not arrive at the same time.” (Karori Drop-In)

Concern for safety Participants express some concern for safety in the area’s particularly narrow, steep streets, and stress that there is not enough room at some points for buses to safely pass one another, particularly when there are parked cars. In some instances, participants have seen buses use the footpath to turn corners or pass one another.

“The corner of Churchill Road and Wilton road needs to be widened so the No. 22 does not drive on the footpath when turning left into Wilton Road. Plus, there are problems with) hitting road signs.)” (Wilton Drop-In) “Two examples in my area are: a. At the bus stop near The Rigi on Glenmore Street there are three parking spaces between the bus stop and the start of a bus lane. This means that buses that stop at the bus stop have to pull out into traffic before they enter the bus lane. Either removing these three parking spaces or moving the bus stop so that is at the start of the bus lane would improve the situation for the buses. b. Also on Glenmore Street the at the bend in the road near Orangi Kaupapa Road the main road is not wide enough for two buses (or a bus and another large vehicle) to pass one another when cars are parked on both sides of the road. A simple solution here would be to permit parking on one side of the street only at this location.” (Karori Drop-In) “Buses are not careful along Woodhouse Ave, son had 2 broken car wing mirrors in one week.” (Karori Charette)

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Note that drop-in participants and charrette participants were presented with slightly different route ideas, so these have been discussed separately.

Routes 18e and 21: Description: Should we boost the frequency of the crosstown service between Karori, Kelburn, Te Aro, Newtown and the Eastern Suburbs? One way to do this would be to run route 21 (Wrights Hill) services through to Newtown via Wallace St instead of to Courtenay Place. We could also add one trip an hour to Karori West and one trip an hour to South Karori, neither of which currently has any off-peak buses.

Feedback: Participants like this idea.

No Changes to Route 2 Some participants felt frequency should be improved on route 2

Mairangi Service Description: Should the Mairangi service revert to the Golden Mile? This would require a new route to provide a service between the Railway Station and Victoria University’s Pipitea and Kelburn campuses.

Feedback: Some charrette participants like this idea, however some students are concerned that it would reduce frequency for their buses to University.

Route 14: Description: Wilton and Wadestown -would it be more useful for this service to be “through-routed” to a southern or eastern destination via the Hospital instead of to Kilbirnie via Roseneath?

Feedback: Charrette participants liked this idea as it offers a better service to the hospital.

Route 22 Description: Currently some route 22 services extend via Mairangi to Johnsonville via Crofton Downs and Khandallah. We could improve the frequency of this connection by running only to Crofton Downs station for onward travel by train (to and from Khandallah and Johnsonville). Or to and from Khandallah but with Johnsonville travelers

Feedback: Participants would like route 22 to continue to Courtenay Place.

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Western Suburbs Disability Focus Group Findings

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The Participants The Western Disability Focus group was held in Karori. Users who attended this included people with multiple challenges, and their representatives. Challenges including epilepsy; mobility issues necessitating walker and wheelchair use; vision and balance issues; anxiety disorder; cerebral palsy and Multiple sclerosis.

Routes that are Working Well: • Mobility card

Suggested Improvements to Routes • Participants would like better access to the hospital • Participants would like better access to the university • Participants would like to see more off-peak services from the West • Participants would like the route 22 to go through to Courtenay Place

“There are no buses running during the day in Karori West.” (Karori Disability Users group)

Operational Issues Impacting on Perceptions of Western Suburbs Network • Narrow aisles can be a problem, particularly in busy periods • Some participants have problems when buses are not lowered • Long travelling times (e.g. when transfers are required, or when buses are late or cancelled are very difficult for those who cannot spend a long time on their feet • Participants have trouble getting a seat at peak times.

“In town it’s okay but there are many different buses with different styles and lower to different heights. My chair is quite wide and difficult to move but there are others with wider chairs. If people don’t move out of the way I have to get off and wait for the next bus. People don’t leave enough room for me to be able to get off as well.” (Karori Disability Users group)

Enhanced Route Ideas Western suburbs Public Transport users with a disability did not explore possible enhanced routes

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Trade-Offs and Priorities Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only11.

Q1. We should increase rates and/or fares to provide many improvements to service

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 3 1 4 8

Q2. Everyone should have a seat on their bus, no matter when and where they get on

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 2 2 4 8

Q3. At peak times I should be able to get on the first bus that arrives

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 2 3 3 8

Q4. There should be a bus service within 300 metres of my home

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 3 4 1 8

Q5. At peak times buses should stop to pick people up at all stops they are waiting

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 2 0 5 7

Q6. All bus services should run at least every 15 minutes through the day and night, 7 days a week on all bus routes

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 3 3 1 7

11 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Q7. All bus services should go directly to the city centre throughout the day

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 1 4 3 8

Q8. There should be a bus service that goes to Newtown through the day and in the evening, 7 days a week

More improvement Disability Group Improvements with a Somewhere in with an increased Total answering this similar budget between budget question Karori 2 1 5 8

Q9. Accessibility

Accessible service should be provided to meet the needs Accessible services of all people who are are provided to meet Disability Group dependent on public needs of people who transport from 6am to are dependent on Karori midnight, even if there Accessible services public transport only are only 2 or 3 people should be provided on when the service can Total answering this on the bus a case-by-case basis be financially justified question

4 2 2 8

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Western Suburbs Charrette Findings

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The charrette exercise included 42 participants drawn from across the western suburbs including Karori and Wilton. Participants discussed the existing bus network in groups according to where they live.

Participants were also chosen to represent three key user groups: those who are completely dependent on public transport; those who have a car available to them but actively prefer public transport; and those who use whatever option is easiest: car or public transport. For the second stage of the charrette - evaluating alternative routes - participants moved into groups distinguished by their level of reliance on public transport.

Routes That Work Well Many participants in the Western suburbs find that the new routes work well for them, and they can travel where they need to within a reasonable time frame. Peak routes work well for many participants, although congestion is a problem.

“The routes suit me and my wife (Karori Charrette) “If at station, quick and easy to grab anything going deeper into town.” (Karori Charrette) “Hub’s a great idea” (Karori Charrette)

Routes that participants comment on as being useful include:

Route 2: Participants find this route useful. Some comment that it is particularly useful and reliable for travel to the airport, and some like that it continues all the way to Kilbirnie.

“Number 2 bus - relatively frequent at peak hours. Runs late into the evening, not behind schedule on the weekends!” (Karori Charrette) “Number 2 is great going out to Seatoun. Ultimately 2 is a good route, covers a good amount of space.” (Karori Charrette)

Route 18e: Participants value that there is a connection to the hospital from the Western suburbs, however they would like this to be more frequent and reliable, both on and off peak.

“It’s great that you can still get from Northlands to the hospital even if it is not very frequent” (Karori Charrette) “We love 18e, it goes through Newtown.” (Karori Charrette)

Route 21: Participants find this route useful and appreciate that it runs on weekends. Students, in particular, like the direct access from the University to Courtenay Place.

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“Both 21 and 22 come very frequently, this is really good!” (Karori Charrette) “21 seems to run often enough, usually only a 5 – 10-minute wait away when I need it.” (Karori Charrette)

Route 22: Participants find route 22 useful for travelling to the University campuses and to the Railway Station. Students in particular appreciate route 22.

“I like that the 22 goes to both Victoria universities in the city. Some courses require you to go to both universities each day.” (Karori Charrette)

Routes 1, 2, 3, 14, 23, 25, and 29. Western Suburbs participants also value routes: 1, 2, 3, 14, 23, 25, and 29. Those participants whose travel and timing matches up with these routes find they are generally working well. People like being able to travel all the way through to Kilbirnie (on the 14 and the 2), and they like routes that offer them ideas and alternatives.

“We love the 14 bus! It goes to Kilbirnie, yay. (Karori Charrette) ” If I miss the 22, I can catch the 37 and just walk 10 minutes to get home.” (Karori Charrette) “25 is a good bus that goes through all town often on time and frequent (Karori Charrette) “Love that Number 14 goes to Hataitai (Karori Charrette) “Both 21 and 22 come very frequently, this is really good!” (Karori Charrette) “1 and 21 are very frequent. Love #1 with the double levels. Really good.” (Karori Charrette)

Suggested Improvements to Routes Key concerns for residents of the Western Suburbs include: Direct access to Courtenay Place; off peak services; Northland’s connection to the city; Wilton residents’ access to Karori shops and services; and frequency of 18e to the hospital.

Off-peak Service to and from Courtenay Place to Karori, and Karori South: Routes 33, 34 and 37. While participants in the Western Suburbs often feel that peak services are good, they feel services are too limited off peak. They would like to see peak periods extended in general, and key services run for longer hours, or all day. Routes that participants would particularly like to see more off-peak service on include: 34, 33, and 37.

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Participants also want to see these routes continue through to Courtenay Place rather than stop at Brandon Street. These participants feel the need to transfer or walk from Brandon Place makes their journeys too slow and unreliable.

“Ideal route - 34 which also goes through town rather than terminating at Brandon Street.” (Karori Charrette)

Route 13 and Route 22 to Courtenay Place Participants would like to see these routes continue to Courtenay Place. They do not like having to change buses (e.g. from the 21 to the 22) in order to get to Courtenay Place, they find the routes often do not link up and they have a long wait.

“The 13 only runs at very limited times, it would be good to expand this. It’s also very unreliable.” (Karori Charrette) “Ideal route: a more regular #22 that finishes at Courtenay Place, continues along Lambton Quay, not stopping at railway station or it did do a loop round the railway/bus station and then continued along Lambton Quay. Also runs every 30 mins until 10 pm.” (Karori Charrette) “22: Catching the number 22 bus in the morning is difficult and it is often too full. Bus has driven past me multiple times and has also run late.” (Karori Charrette)

Off Peak Services to Karori South Participants would like to see improved services to Karori South off peak, for example an extension of route 2, or extended hours on the route 33.

Not-in-service buses are frustrating for Karori residents, particularly those who live on Karori South Road, as buses go past them off peak, but they cannot get on them and have to walk to the depot. Participants suggest making a loop around Hazelwood Avenue and Karori South Road.

Slow Routes Some participants feel that the changes to some routes have made them unacceptably slow. This includes the routes 37, 25 and 21.

25 takes over 40 mins to go from start to finish due to it going on a long and busy morning route. Especially if it’s raining, this is a slow service. (Karori Charrette)

Frequency to the Hospital Participants would like better access to the hospital in Newtown. They feel the 18e should be more frequent to help people get to hospital appointments on time. Some suggest every 15 minutes during the day. Some also feel this route is not reliable.

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“I can’t rely on (18e) to arrive when the timetable says it would. It’s either very late or early.” (Karori Charrette) “I think the 18e is a great route, it just needs to be more frequent! Especially around 8-9 in the morning and maybe 4-6 in the evening.” (Karori Charrette) “Annoying that there is a need to change buses to get from Karori to Wellington Hospital. The previous service was convenient.” (Karori Charrette) “18e: Ideally would run from 6am every day. Also run every 30 mins off peak.” “Run earlier and later. Need to be in Newtown at 7am on Sundays. Does not run this early. Also difficult when leaving work as only runs every hour. Needs to be more frequent and wider range of running times. Often work my job around bus hours which can be frustrating.” (Karori Charrette)

Participants would also like to see the 22 continue through town to Newtown for the hospital.

Access for Wilton Residents to Karori Shops Participants would like to be able to catch a bus from Wilton to the Karori shops, as this is where key services are located (e.g. pool, library).

Operational Issues Impacting on Perceptions of the Western Network Participants in the Western Suburbs, like other suburbs, have some issues with congestion on buses at peak times; cancellations and buses running late, early and bunching up; and timings of transfers not matching up well. Participants also mention some safety concerns due to the size of the buses and the area’s particularly steep and narrow streets.

Congestion at Peak Times: Western suburbs mention problems with congestion on key routes including: 2, 18e, 21, 22, and 25.

“21, 22 and occasionally 18e is bad at peak time, no seats around Thorndon to Kelburn” (Karori Charrette) “Often the 21 is very full getting into town” (Karori Charrette) “Catching the number 22 in the morning is difficult and is often too full. Bus has driven past me multiple times and has also run late” (Karori Charrette) “Number 25 can be very packed at peak times - another route could help alleviate the number 25 (Karori Charrette)

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Some participants feel that there is an additional peak hour between 2 and 3pm as parents and Gold Card users try to get back to Karori for school pick up and close off for Gold Card rates. They feel bus services should reflect this.

Buses Running Late or Early: Participants have some problems with buses often being late on some routes, and with cancellations which they feel are poorly notified. Some participants feel that the timetables have not taken the steep hills into account and need to allow more time. Participants also comment that buses tend to bunch up too much on these routes.

“34 bus - often late in the evenings. Timetable information is unreliable. Cancellations are not notified well in advance. After 6 pm, no more services. At peak hours some people catch it from towards the end of town, then get off early on Tinakori Rd etc. Often the bus is full at peak hours so those needing to get right up the hill miss out.” (Karori Charrette) “21 is constantly late, 5 mins makes difference getting to a lecture.” (Karori Charrette) “25-Late in the mornings and usually almost always full.” (Karori Charrette)

Connection to Transfers Participants are frustrated when there is a long wait between their first bus and the bus they need to transfer to. Some feel that the timetables are not designed properly to allow these connections to happen smoothly. This is particularly so with the 18e, 21, and the 22.

“The ‘hubs’ at Karori tunnel don’t actually work as hubs-the bus routes 2,18, 21, and 22 don’t match timewise in order to transfer in a convenient way.” (Karori Charrette)

Concern for Safety Participants express some concern for safety in the area’s particularly narrow, steep streets, and stress that there is not enough room at some points for buses to safely pass one another, particularly when there are parked cars. In some instances, participants have seen buses use the footpath to turn corners or pass one another.

“Buses are not careful along Woodhouse Ave, son had 2 broken car wing mirrors in one week.” (Karori Charrette)

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Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

W1: Routes 18e and 21: Description: Should we boost the frequency of the crosstown service between Karori, Kelburn, Te Aro, Newtown and the Eastern Suburbs? One way to do this would be to run route 21 (Wrights Hill) services through to Newtown via Wallace St instead of to Courtenay Place. We could also add one trip an hour to Karori West and one trip an hour to South Karori, neither of which currently has any off-peak buses.

Feedback: Participants like this idea.

W2: No Changes to Route 2 Some participants felt frequency should be improved on route 2

W3: Mairangi Service Description: Should the Mairangi service revert to the Golden Mile? This would require a new route to provide a service between the Railway Station and Victoria University’s Pipitea and Kelburn campuses.

Feedback: Some charrette participants like this idea, however some students are concerned that it would reduce frequency for their buses to University.

W4. Route 14: Description: Wilton and Wadestown -would it be more useful for this service to be “through-routed” to a southern or eastern destination via the Hospital instead of to Kilbirnie via Roseneath?

Feedback: Charrette participants liked this idea as it offers a better service to the hospital.

W4 Route 22 Description: Currently some route 22 services extend via Mairangi to Johnsonville via Crofton Downs and Khandallah. We could improve the frequency of this connection by running only to Crofton Downs station for onward travel by train (to and from Khandallah and Johnsonville). Or to and from Khandallah but with Johnsonville travelers

Feedback: Participants would like route 22 to continue to Courtenay Place.

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Western Suburbs Karori Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Karori (61 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any of the drop-in sessions.

Routes That Work Well Many participants at the Karori drop-in find that the new routes work well for them, and they can travel where they need to within a reasonable time frame. Peak routes in particular work well for many participants, although congestion is a problem.

Routes that Karori drop-in participants comment on as being useful include:

Route 2: Participants find this route useful. Some comment that it is particularly useful and reliable for travel to the airport, and some like that it continues all the way to Kilbirnie.

Route 18e: Participants value that there is a connection to the hospital from the Western suburbs, however they would like this to be more frequent and reliable both on and off peak.

Routes 1, 2, 3, 14, 23, 25 and 29. Western Suburbs participants also value routes: 1, 2, 3, 14, 23, 25 and 29. Those participants whose travel and timing matches up with these routes find they are generally working well. People like being able to travel all the way through to Kilbirnie (on the 14 and the 2), and they like routes that offer them ideas and alternatives.

“I’m quite happy that number 2 to goes to the airport and close to Rongatai (Karori Drop-in) “Keep off peak 21 times, these are an improvement.” (Karori Drop- in)

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Suggested Improvements to Routes Key concerns for residents of the Western Suburbs include: Direct access to Courtenay Place; off peak services; Northland’s connection to the city; Wilton residents’ access to Karori shops and services; and frequency of 18e to the hospital.

Off-Peak Service to and from Courtenay Place to Karori, and Karori South: Routes 33, 34 and 37 While participants in the Western Suburbs often feel that peak services are good, they feel services are too limited off peak. They would like to see peak periods extended in general, and key services run for longer hours, or all day. Routes that participants would particularly like to see more off-peak service on include: 33, 34, and 37.

Participants also want to see these routes continue through to Courtenay Place rather than stop at Brandon Place. These participants feel the need to transfer or walk from Brandon Place makes their journeys too slow and unreliable.

“We want a 34 off peak hourly service back” (Karori Drop-In) “The routes need to continue from Brandon St through Courtenay place, especially from 2pm so that working parents and gold card users can be back in Karori by 3” (Karori Drop-in) “33 for years we have asked for extended (later than 6pm) but you gave us extra ghosts.” (Karori Drop-In)” “We need #33 and #34 to start at Courtenay place not Brandon St from 2pm so working parents plus gold card users can be back in Karori by 3pm.” (Karori Drop-in) “Change 21 and 37 routes to run via Glenmore Street, not Kelburn.” (Karori Drop-in)

Route 13 and Route 22 to Courtenay Place Participants would like to see these routes continue to Courtenay Place. They do not like having to change buses (e.g. from the 21 to the 22) in order to get to Courtenay Place, they find the routes often do not link up and they have a long wait.

Slow Routes Some participants feel that the changes to some routes have made them unacceptably slow. This includes the route 21, 25, and 37.

“The rerouting of the No 37 (old 21) through VUW has added 20 minutes travel time each day minimum. It can be a lot worse if the Terrace is affected by congestion on the motorway. I’ve started walking from Wrights Hill to office in Thorndon because the 21 and 37 commute times are now about the same.” (Karori Drop-in)

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Frequency to the Hospital Participants would like better access to the hospital in Newtown. They feel the 18e should be more frequent to help people get to hospital appointments on time. Some suggest every 15 minutes during the day. Some also feel this route is not reliable.

Participants also would like to see the 22 continue through town to Newtown for the hospital.

Operational Issues impacting on perceptions of the Western Network Participants in the Western Suburbs, like other suburbs, have some issues with congestion on buses at peak times; cancellations and buses running late, early and bunching up; and timings of transfers not matching up well. Participants also mention some safety concerns due to the size of the buses and the area’s particularly steep and narrow streets.

Congestion at Peak Times: Western suburbs participants mention problems with congestion on key routes including: 2, 18e, 21, 22, and 25, and congestion and long waits at the Karori tunnel bus stop.

“Karori tunnel bus stop - 1 in 3 buses only stop at tunnel bus stop in morning. There is always a long wait at bus 15-20 minutes in morning.” (Karori Drop-in) “I would like crosstown routes, 18 and 21, to work with No 2 to provide more buses to Karori, it’s double-deckers can’t go through the Karori Tunnel, lots of buses are needed to serve Karori as it’s significantly the biggest suburb in the capital.” (Karori Drop-in) “No. 2 still far too overcrowded to and from Karori in rush hour.” (Karori Drop-in)

Some participants feel that there is an additional peak hour between 2 and 3pm as parents and Gold Card users try to get back to Karori for school pick up and close off for Gold Card rates. They feel bus services should reflect this.

Buses Running Late or Early: Participants have some problems with buses often being late on some routes, and with cancellations which they feel are poorly notified. Some participants feel that the timetables have not taken the steep hills into account and need to allow more time. Participants also comment that buses tend to bunch up too much on these routes.

“Currently the 18e, 21, 22, and 37 all seem to follow each other from Salamanca Road (going west) and from the Karori Tunnel (going into town). Frequently there is a convoy of all 4 buses, then nothing for another 20 minutes. Please consider staggering them so there are buses every 10 minutes and no bus queue.” (Karori Drop-In)

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Connection to Transfers Participants are frustrated when there is a long wait between their first bus and the bus they need to transfer to. Some feel that the timetables are not designed properly to allow these connections to happen smoothly. This is particularly so with the 18e, 21, and the 22.

“Stagger the 18e and 21 so that they do not arrive at the same time.” (Karori Drop-In)

Concern for Safety Participants express some concern for safety in the area’s particularly narrow, steep streets, and stress that there is not enough room at some points for buses to safely pass one another, particularly when there are parked cars. In some instances, participants have seen buses use the footpath to turn corners or pass one another.

“Two examples in my area are: a. At the bus stop near The Rigi on Glenmore Street there are three parking spaces between the bus stop and the start of a bus lane. This means that buses that stop at the bus stop have to pull out into traffic before they enter the bus lane. Either removing these three parking spaces or moving the bus stop so that is at the start of the bus lane would improve the situation for the buses. b. Also on Glenmore Street the at the bend in the road near Orangi Kaupapa Road the main road is not wide enough for two buses (or a bus and another large vehicle) to pass one another when cars are parked on both sides of the road. A simple solution here would be to permit parking on one side of the street only at this location.” (Karori Drop-In)

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 18e. Karori to Miramar via Kelburn, Te Aro and Newtown: Description: Operate every 10-15 minutes at peak times and every 20-30 minutes at other times

Feedback: Participants did not comment on this idea.

Route 21 Wrights Hill (Karori): Description: Run the Wrights Hill service through to Newtown and the Eastern Suburbs by changing the 18e route.

Feedback: Those participants who commented liked this idea and stressed their desire for route 21 to travel along Lambton Quay.

“Please reinstate the old 21 that went along the golden mile.” (Karori Drop-in)

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Route 22: Mairangi and Northland: Description: Operate via The Terrace and Lambton Quay, requiring a separate route between VUW Kelburn and VUW Pipitea/ Wellington Station for students to use.

Feedback: Participants (mainly at the Wilton drop-In) like this idea as it takes them through to Lambton Quay, however some do not like it and feel it should go further and run all the way from Johnsonville to Courtenay Place. Some Karori student participants are concerned that it would reduce service to the University campuses.

“It’ll be good for 22 to extend its frequent route to o Crofton James station and keep the branch line to Johnsonville to continue servicing the lower north of Wellington working with 25 focusing on suburbs like Khandallah and complement train services. Courtenay Place is an ideal destination for the lower north residences to get to and from there via Wellington Station particularly the Northland residences.” (Karori Drop-in)

Route 33 South Karori: Description: Provide off-peak services to South Karori, possibly extending route 18e or 21

Feedback: Participants generally like this idea.

Route 34 Karori West: Description: Provide off-peak services to Karori West, possibly extending route 18e or 21

Feedback: The participants who commented on this idea all liked it. They feel it will provide a better service from Karori to the hospital, which is a commonly expressed need.

“Full and direct service to hospital 6 am 11 pm.” (Karori Drop-in)

Wilton and Wadestown: Description: Would Wilton to Kilbirnie be better via Newtown and the hospital rather than via Roseneath?

Feedback: Karori drop-in participants did not comment on this idea.

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Western Suburbs Wilton Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Wilton (68 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any of the drop-in sessions.

Routes that Work Well Many participants in the Western suburbs find that the new routes work well for them; they can travel where they need to within a reasonable time frame. Peak routes work well for many participants, although congestion is a problem.

Routes that Wilton drop-in participants comment as being useful include routes 13; 22 to Johnsonville;

“Love the extension of 22 to Johnsonville! (But) it needs to start earlier to Johnsonville so I can get to school. (Wilton Drop-In) “No. 22 Happy with way it works, Mairangi to Wellington station. But very keen for it to go through Courtenay place.” (Wilton Drop-in) “Good some go to Johnsonville. Good I can walk and pick up a 13 at the hub. Bad that 22 does not go to Courtenay place. Effects: getting to work (family member now uber), coming home from dinner, and movies (not happening along), children being able to go to movies at night.” (Wilton Drop-in)

Wilton drop-in participants also comment that they would like better access to:

• Karori shop • Crofton Downs shops • Johnsonville on the weekends • Toa and from Wadestown • The hospital, zoo, hockey turf (e.g. extend route 14)

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Suggested Improvements to Routes Key concerns for participants at the Wilton Drop-in include Northland’s connection through the city. Northland and Wilton participants feel particularly ill-served by the current route 22. They would like to see route 22 continue from the Railway station through Lambton Quay, Willis St and Courtenay Place, and would like to see more frequent route 13 buses, and route 13 buses outside peak times.

They do not like having to change buses in order to get to Courtenay Place, they find the routes often do not link up and they have a long wait.

“Hub system pays no attention to transfer issues between hub which makes it takes an hour to transfer from #22 to #21 in evening.” (Wilton Drop-In) “Restore Northlands connection to the city! It is a central city suburb, but bus service doesn’t go there now!!” (Wilton Drop-In) “The terrace is no place to catch a bus to Northland when you are at Courtenay place” (Wilton Drop-In) “Having to transfer from or to the 22 in Wellington station is very inconvenient and reduces the usefulness of that route” (Wilton Drop-In) “NOTE that over 90% of Northland/Mairangi residents opposed the proposals first mooted four to five years ago and were ignored. Don’t ignore them now. 2. A survey has shown that 99% of Northland Mairangi residents do NOT want to go to the Railway Station - either at peak-periods or otherwise. 3. Northland Mairangi residents want regular, frequent and reliable buses which do NOT turn left at the bottom of Bowen Street. 4. Passengers from Johnsonville, the origin of most of the Northland/Mairangi buses, can catch the train (the Johnsonville train) if they want to get to the Railway Station. 5. Buses from Karori which end in Brandon Street (Nos 33, 34 and 37) are a waste of resources and seriously under-used even in rush-hour. They should be added to services from Northland/Mairangi. A proper survey should be carried out to assess the merits of continuing along Featherston Street and Victoria Street instead of turning right into Brandon Street. But this involves wait and transfer to bus. Extending 22 to Crofton Downs allow connections train/bus to Northland/Wilton (coordination of services).” (Wilton Drop-in) “Route 22: having to change at Wellington Station adds time and hassle to a formerly straightforward journey. More evening peak buses for Mairangi (20-minute peak frequency not enough) Extend peak time past 6:00 - too early to drop to 30-minute frequency. I end up catching a cab/uber about once a week.”

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“22 should run 1/2 hourly on Sundays. Acknowledge that original data on 22 was crap. It gets more use than Metlink thought and probably still thinks.” “Don’t support 22 shifting to Curtis Street as leaves no route along Pembroke.” “Later service to Johnsonville - passengers left standing at Kelburn with no more services. 22 Mairangi service during day can fill with students - no room to pick anyone up along Terrace. (Later Kelburn only empty)” “Takes too long to bus from Northland/Wilton to C Place/Manners Street. Transfers don’t connect 22 is too infrequent so end up waiting at Railway station/University/Tunnel for ages. End up driving kids to and from town.” “Later service to Johnsonville. Passengers often left behind at Kelburn Uni.” “22 (and other Terrace services) assume people know how to get from Lambton Quay to Terrace. Especially in evenings and weekends when buildings are closed. This can be difficult.” (Wilton Drop-in)”

Route 23 Wilton and Northland participants also feel the 23 was a very useful route and would like to see this return to their area.

“The 23 used to be a great cross-town route” (Wilton Drop-In) “Bring back a 23 to Wilton/Northland” (Wilton Drop-In) “I regularly used the 23 from and to Kelburn/Zoo. I liked the frequencies offered and that I only had to be on one bus.” (Wilton Drop-In)

Operational Issues Impacting on Perceptions of the Western Network Participants in the Wilton drop-in, like other sessions, have some issues with congestion on buses at peak times; cancellations and buses running late, early and bunching up; and timings of transfers not matching up well. Participants also mention some safety concerns due to the size of the buses and the area’s particularly steep and narrow streets.

Congestion at Peak Times: Western suburbs mention problems with congestion on key routes including: 2, 18e, 21, 22, and 25.

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Concern for Safety Participants express some concern for safety in the area’s particularly narrow, steep streets, and stress that there is not enough room at some points for buses to safely pass one another, particularly when there are parked cars. In some instances, participants have seen buses use the footpath to turn corners or pass one another.

“The corner of Churchill Road and Wilton road needs to be widened so the No. 22 does not drive on the footpath when turning left into Wilton Road. Plus, there are problems with hitting road signs.” (Wilton Drop-In)

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas. Below is the feedback on each of the ideas presented.

Route 14 Wilton and Wadestown: Description: Would Wilton to Kilbirnie be better via Newtown and the hospital rather than via Roseneath

Feedback: Of those who commented on this idea (mainly at the Wilton drop- In), some were in favour and feel it would make it easier for them to get to the hospital. However, some use this bus to travel to Roseneath to see friends and family. One participant felt the option would be problematic as they feel the route 14 bus is already unreliable, and a hospital stop would make it worse.

Route 18e. Karori to Miramar via Kelburn, Te Aro and Newtown: Description: Operate every 10-15 minutes at peak times and every 20-30 minutes at other times

Feedback: Wilton drop-in participants did not comment directly on this idea.

Route 21 Wrights Hill (Karori): Description: Run the Wrights Hill service through to Newtown and the Eastern Suburbs by changing the 18e route.

Feedback: The Wilton drop-in participant who commented on this idea would like to see it finish at the zoo so that Mairangi residents can get to the hospital.

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Route 22: Mairangi and Northland: Description: Operate via The Terrace and Lambton Quay, requiring a separate route between VUW Kelburn and VUW Pipitea/ Wellington Station for students to use.

Feedback:

“Great that Metlink is recognising most of us eat, play, work and shop at much of the time in Lambton Quay, Cuba, Courtenay Place & Willis, So full marks for recognising how crazy it is for 22s to stop at the railway. But be even bolder - go back to bus through Newtown” (Wilton Drop-In)

Participants at the Wilton drop-in like this idea as it takes them through to Lambton Quay, however some do not like it and feel it should go further, running all the way from Johnsonville to Courtenay Place. Some Karori student participants are concerned that it would reduce service to the University campuses.

Route 33 South Karori: Description: Provide off-peak services to South Karori, possibly extending route 18e or 21

Feedback: Wilton drop-in participants did not comment directly on this idea.

Route 34 Karori West: Description: Provide off-peak services to Karori West, possibly extending route 18e or 21

Feedback: Wilton drop-in participants did not comment directly on this idea.

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Western Suburbs Trade-Offs and Priorities

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Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only12.

Q1. Being able to get a seat on the bus

3 - I do not want to pay and more and 2 - I would pay would like any 1 - I would pay a little more to improvements 5 - I would like to more to make make it more to seating 4 - I am happy pay less even if sure I can always likely I would get availability to with the current this means seats get a seat on the a seat on the bus be made within situation might be harder bus regardless of regardless of the existing regarding seat to find at peak Total answering where I get on. where I get on. budgets. availability. times this question

WEST SUBURB 5 24 69 41 3 142 TOTAL

Charrette 0 5 30 8 3 46 Karori

Drop-in Karori 3 8 24 8 0 43

Drop-in Wilton 2 11 15 25 0 53

Q2. Having a bus stop close by

3 - I do not want to pay any more and would like any 5 - I would like improvements 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay to where the bus with the current if this means more to have a a little more to stops are to be situation having to walk bus stop closer have a bus stop a made within the regarding bus further to get to Total answering to my house. little closer. existing budget. stop locations the bus stop this question

WEST SUBURB 4 4 25 109 0 142 TOTAL

Charrette 1 3 5 37 0 46 Karori

Drop-in Karori 3 1 12 28 0 44

Drop-in Wilton 0 0 8 44 0 52

12 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Q3. Making the buses faster

3 - I do not 1 - I would pay want to pay more to have any more and 5 - I would like the bus make 2 - I would pay would like any 4 - I am happy to pay less even fewer stops so a little more to improvements with the current if this means they travel to have the bus to trip time situation having the buses my destination make a few less made within the regarding travel make more stops Total answering faster. stops. existing budget. times. and travel slower this question

WEST SUBURB 4 30 63 41 2 140 TOTAL

Charrette 0 11 24 11 1 47 Karori

Drop-in Karori 2 10 20 8 1 41

Drop-in Wilton 2 9 19 22 0 52

Q4. Transferring between buses

3 - I do not 1 - I would pay want to pay more to make any more and 5 - I would like sure my bus 2 - I would pay would like any 4 - I am happy to pay less goes directly a little more to improvements with the current even if this to the city and ensure some to transfers and situation means having I don’t need to of my trips routes to be regarding bus to transfer more transfer to get didn’t include a made within the transfers and often to get to Total answering there transfer existing budget. routes my destination this question

WEST SUBURB 35 35 55 22 0 147 TOTAL

Charrette 5 14 14 14 0 47 Karori

Drop-in Karori 11 6 20 6 0 43

Drop-in Wilton 19 15 21 2 0 57

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Q5. Having the buses arrive more frequently

3 - I do not want to pay any more and 1 - I would pay would like any 4 - I am happy 5 - I would like more to make 2 - I would pay improvements with the current to pay less, sure buses a little more to in bus frequency situation even if this came every 15 make the buses be made regarding the means buses minutes, all the run a little more within existing frequency of the might come less Total answering time. frequently budgets. service frequently. this question

WEST SUBURB 13 60 48 25 0 146 TOTAL

Charrette 2 20 14 9 0 45 Karori

Drop-in Karori 3 16 21 4 0 44

Drop-in Wilton 8 24 13 12 0 57

Q6. Making sure I can get on the first bus that arrives

3 - I do not 5 - I would like want to pay 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay any more and with the current if this means more to make a little more to would like any situation having even sure I can get on be able to get improvements to regarding how fewer of the the first bus that on the first bus be made within often the first first buses to arrives, even in that arrives more the existing bus to arrive arrive actually Total answering peak periods. often budget stops stopping. this question

WEST SUBURB 12 25 68 15 0 120 TOTAL

Charrette 2 12 23 8 0 45 Karori

Drop-in Karori 4 8 25 2 0 39

Drop-in Wilton 6 5 20 5 0 36

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Q7. Making the buses trips more accessible

3 - I do not 1 - I would pay want to pay 5 - I would like more to make any more and 4 - I am happy to pay less, even sure accessible 2 - I would pay would like any with the current if this means services are a little more improvements situation having even available to to have more to accessible regarding fewer of the those who are accessible services made availability first buses to dependent on services within the of accessible arrive actually Total answering public transport. available existing budget service. stopping. this question

WEST SUBURB 15 17 60 28 0 120 TOTAL

Charrette 4 6 21 12 0 43 Karori

Drop-in Karori 6 7 21 5 0 39

Drop-in Wilton 5 4 18 11 0 38

Q8. Improving the bus service in general

3 - I do not want to pay 5 - I would like any more and to pay less, even would like any if this means 2 - I would pay improvements 4 - I am happy having even 1 - I would pay a little more to the bus with the current fewer of the more to fund to fund some service to be situation first buses to improvements to improvements to made within the regarding the arrive actually Total answering the bus service. the bus service. existing budget bus service stopping. this question

WEST SUBURB 18 35 57 8 0 118 TOTAL

Charrette 0 20 20 5 0 45 Karori

Drop-in Karori 9 6 22 1 0 38

Drop-in Wilton 9 9 15 2 0 35

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CENTRAL CITY

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Central City Te Aro Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Te Aro (20 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any of the drop-in sessions.

Overview Participants at the Te Aro drop-in were primarily concerned with city wide issues and operational issues. However, attendees at this drop-in could be from any suburb in the city. Attendees were very concerned that the bus network is not running well (due to both network and operational issues) and wanted to stress to decision makers the importance of making the system work. They feel very strongly that this is imperative both to Wellington’s reputation, wellbeing and future, and to the future of the planet.

Routes that Work Well Some Te Aro attendees find the hub system very useful because they can travel across town using it.

Suggested Improvements to Routes Network design insights from the Te Aro drop-in include

• Need for a reliable public bus to the airport • Participants would like the route 1 bus reinstated to ease congestion on route 3 • Need for earlier buses on route 14 • Changes to the route 37 make it no longer valuable for some Te Aro Participants

“Changes (Number 37 only travelling to Brandon St) “have forced me to start using my car” “The 37 only runs at certain times. It is no use to anyone who has to drop kids at school before heading to work “Extend 21 service (more frequency, evenings, weekends) is great but lots of people want to get to Lambton end of town so need more 37s even under time window.”

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“Proposal to go to Newtown via Ghuznee means elderly citizens have no convenient change to get into CBD (at the improved access to hospital).”

Operational Issues Impacting on Perceptions of the Network Operational insights expressed at the Te Aro drop-in included:

• Overcrowding on Routes 2 and 3 needs to be reduced • Safety, particularly buses running red lights • Congested buses in areas including Hataitai, Hutchison • Real Time Information is unreliable • Concern for drivers’ pay and conditions and the need to improve these • The network livery. Participants do not like that the buses do not match and that some livery is from other cities • The airport bus should be replaced with a reliable public bus that is part of the network • Need for electric buses • The multiple provider model. Participants feel this has not been successful and should be revised. • Bus stops and Hubs which are not protected from the weather need to be improved • Timing for loading and unloading double decker buses causes delays

“Airport bus: A highly visible catalogue of the city’s failure. Nowhere in the world is there a service that is not integrated into the city’s infrastructure. Makes Wellington look dysfunctional.” (Te Aro Drop- in) “Ensure we are paying the drivers the living wage: It looks and feels like we have given the contract to a firm who couldn’t care less about Wellington and only about profit. Can’t attract drivers and crappy only buses. It’s a disgrace.” (Te Aro Drop-in) “Multiple provider model with duplicated overheads and infrastructure is broken!” (Te Aro drop-in)

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas.

Te Aro participants responded to those enhanced route ideas which affect them as follows:

Southern Suburbs Enhanced Route Ideas: No ideas presented

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Eastern Suburbs Enhanced Route Ideas: Description: 18e Miramar, Kilbirnie, Newtown, Te Aro, Kelburn, Karori Feedback: Te Aro participants would like to see the route 18 kept regular and frequent. They feel the old 18 service to Karori should be restored.

Western Suburbs Enhanced Route Ideas: Description: 21 Wrights Hill (Karori) Feedback: Te Aro participants comment on the need to ensure there is still a means to get to Courtenay Place. This participant feels the current Ghuznee St route is too remote from the rest of the system

Description: 22 Mairangi and Northland Feedback: Te Aro participants like this idea

Description: 23/23e Houghton Bay Replace Route 23 off-peak service every 30 minutes with 23e service to and from the city every 60 minutes (i.e. fewer services but no requirement to change buses at Wellington hospital)

Feedback: There was a concern about reduced frequency.

Description: 23, 27, Kingston via Vogeltown Replace route 23 off-peak service (which currently runs every 30 minutes) with an hourly service to Wellington Station on route 27. This will mean there is no need to change buses at Hutchison Road or Wellington Hospital. What do you think?

Feedback: The Te Aro participant who commented on this would like the 27 to continue down Wallace street but be staggered with the route 3 in order to reduce congestion

Northern Suburbs Enhanced Route Ideas: Participants did not comment on these ideas.

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Central City Victoria University, Pipitea Campus Drop-in Findings

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Note to Sample Profile:

The drop-in sessions were conducted to give the broader community the opportunity to provide feedback on the existing and potential routes. These sessions were designed to be accessible for different communities within the suburbs. They were run for one day, over six hours and included a mix of weekdays and weekend session to encourage participation. Locations included:

• Pipitea Campus (30 members of the public engaged in the drop-in)

Please note that participants for these sessions were self-selected and were likely to include people with stronger concerns than the general, less involved public. Please also note that the participant numbers were small compared to the general population. Participants from any suburb could attend any of the drop-in sessions.

Overview Participants at Victoria University Drop-in came from across the city, so their concerns related to those suburbs they live in, as well as the system as a whole.

Suggested Improvements to Routes Network design insights from the Victoria University drop-in include:

• Better service required from Karori directly to the hospital and Eastern Suburbs • Need for direct service between Vogeltown and the city, all day • Off peak services should be increased • More direct routes, e.g. from Miramar and Seatoun; route 21, route 22 • Difficulty getting from Karori to Kelburn due to infrequent 18e and full buses on route 2 • Need for a route travelling from Mairangi to Houghton Bay • Need for buses to travel right through the city

“Bus users are not all commuters! We non-drivers rely on buses all day.” (Victoria University Drop-in) “We had an arterial route from Mairangi to H. Bay which connected our suburbs with the rest of the city - reliable and essential for access to VUW, downtown, hospital and zoo. A trunk route from which other routes branched. Many elderly residents and young families no longer have bus services because of need to get to Terrace rather than getting on 22 anywhere in town. Vic students need their own dedicated again as they now fill our bus. People are resorting to cars.” (Victoria University Drop-in) “23 and 3 are a complete waste of time for Vogeltown. Bring back a direct route like the old 21, i.e. all day 27.” (Victoria University Drop- in)

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“Ridiculous that folks from Wellington largest suburbs have to take 2 buses to get to Wellington boys / girls colleges / Basin Reserve / Zoo / Hospital / Hospice etc.” (Victoria University Drop-in)

Operational Issues Impacting on Perceptions of the Network Operational insights expressed at the Victoria University Pipitea Campus include:

• Desire to see bus drivers paid more and offered better conditions • Concern around bus cancellations • Some find the numbering system difficult

“Pick up people! I’ve been driven by twice, almost a third time, at non-peak times with near empty buses. Unbelievable. Because of this I am currently boycotting buses to the biggest extent I can.” (Victoria University) “1 priority: Drivers - improve pay and conditions to attract and retain drivers. They are mission critical.” (Victoria University Drop-in) Routes are fine, but infrequency and cancellations are the problem. (Victoria University Drop-in)) “Priority Buses not cancelling late at night. It’s a safety concern being stranded as a female.” (Victoria University Drop-in) “The #3 is NOT frequent enough from Newtown / Taranaki Street. (Bring back the #10). It is full by Taranaki (esp. peak) and I always get left behind. Capacity is a huge problem# 3 is usually full by David Jones (starting at Railway station) over capacity and still leave people behind (Victoria University Drop-in)

Enhanced Route Ideas Some ideas were presented to the participants to encourage debate and to inspire them to consider other ideas.

Enhanced route Ideas which Victoria University Participants commented on include:

Southern Suburbs Enhanced Route Ideas: Description: 17/ 17e to Kowhai Park: Feedback: One Victoria University drop-in participant liked this idea.

“Direct is better.” (Victoria University Drop-in)

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Description: 23, 27 Kingston via Vogeltown Feedback: Those participants who commented on this idea like it. However, some prefer the Taranaki St. route as they feel it is quicker.

Eastern Suburbs Enhanced Route Ideas: Description: 2 Seatoun / Miramar Feedback: Participants seem to like this idea although one comments “No” as they are concerned about frequency.

Description: 12 Strathmore Park Feedback: One Victoria University participant liked this idea, another did not.

Description: 18 Miramar to Miramar Shops Feedback: One Victoria University participant liked this idea, two did not.

Description: 18e Miramar, Kilbirnie, Newtown, Te Aro, Kelburn, Karori Feedback: Participants would like to see improved service on this route, particularly early in the morning, and from Karori to the Hospital. Participants would also like to see lots of buses from Kilbirnie to the hospital.

Description: 30X Express Feedback: 30x Seatoun Express (1): Both participants who commented liked this idea; 30x Seatoun Express (2): One Victoria University drop-in participant likes this idea, another doesn’t; 30x Seatoun Express (3): The Victoria University drop-in participant who commented on this idea does not like it and would like to see the frequency of Seatoun service return to what it was prior to July 2018

Description: 31x Miramar North Express Feedback: One participant likes this idea.

Western Suburbs Enhanced Route Ideas: Description: 18e Karori to Miramar via Kelburn, Te Aro and Newtown Feedback: Participants like this idea and stress the importance of frequency.

Description: 33 South Karori Feedback: The participant from Victoria University drop-in who has commented on this idea likes it.

Northern Suburbs Enhanced Route Ideas: Description: Northern Suburbs Enhanced Route: 14 Wilton and Wadestown Feedback: One participant expressed concern regarding safety of buses on Hawtrey Terrace.

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Central City Trade-Offs and Priorities Participants were asked to indicate how they would make Trade-Offs between budget and service across a number of key factors. This task was designed to help understand what participants’ priorities are regarding service factors by understanding where they would like to see budget allocated. Please note this is not a quantitative exercise and provides a rough guide only13.

Q1. Being able to get a seat on the bus

3 - I do not want to pay and more and 2 - I would pay would like any 1 - I would pay a little more to improvements 5 - I would like to more to make make it more to seating 4 - I am happy pay less even if sure I can always likely I would get availability to with the current this means seats get a seat on the a seat on the bus be made within situation might be harder bus regardless of regardless of the existing regarding seat to find at peak Total answering where I get on. where I get on. budgets. availability. times this question

CITY CENTRE 1 5 16 9 3 34 TOTAL

Drop-in Te Aro 0 3 5 5 2 15

Drop-in Victoria 1 2 11 4 1 19 University

Q2. Having a bus stop close by

3 - I do not want to pay any more and would like any 5 - I would like improvements 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay to where the bus with the current if this means more to have a a little more to stops are to be situation having to walk bus stop closer have a bus stop a made within the regarding bus further to get to Total answering to my house. little closer. existing budget. stop locations the bus stop this question

CITY CENTRE 0 1 9 21 3 34 TOTAL

Drop-in Te Aro 0 0 3 9 3 15

Drop-in Victoria 0 1 6 12 0 19 University

13 The trade offs were conducted using a five point scale. The scale varied for each element with 3 always sitting as the mid-point.

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Q3. Making the buses faster

3 - I do not 1 - I would pay want to pay more to have any more and 5 - I would like the bus make 2 - I would pay would like any 4 - I am happy to pay less even fewer stops so a little more to improvements with the current if this means they travel to have the bus to trip time situation having the buses my destination make a few less made within the regarding travel make more stops Total answering faster. stops. existing budget. times. and travel slower this question

CITY CENTRE 1 2 16 11 3 33 TOTAL

Drop-in Te Aro 0 0 6 7 2 15

Drop-in Victoria 1 2 10 4 1 18 University

Q4. Transferring between buses

3 - I do not 1 - I would pay want to pay more to make any more and 5 - I would like sure my bus 2 - I would pay would like any 4 - I am happy to pay less goes directly a little more to improvements with the current even if this to the city and ensure some to transfers and situation means having I don’t need to of my trips routes to be regarding bus to transfer more transfer to get didn’t include a made within the transfers and often to get to Total answering there transfer existing budget. routes my destination this question

CITY CENTRE 3 5 12 10 2 32 TOTAL

Drop-in Te Aro 0 0 6 7 1 14

Drop-in Victoria 3 5 6 3 1 18 University

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Q5. Having the buses arrive more frequently

3 - I do not want to pay any more and 1 - I would pay would like any 4 - I am happy 5 - I would like more to make 2 - I would pay improvements with the current to pay less, sure buses a little more to in bus frequency situation even if this came every 15 make the buses be made regarding the means buses minutes, all the run a little more within existing frequency of the might come less Total answering time. frequently budgets. service frequently. this question

CITY CENTRE 4 4 19 8 0 35 TOTAL

Drop-in Te Aro 2 2 7 4 0 15

Drop-in Victoria 2 2 12 4 0 20 University

Q6. Making sure I can get on the first bus that arrives

3 - I do not 5 - I would like want to pay 4 - I am happy to pay less, even 1 - I would pay 2 - I would pay any more and with the current if this means more to make a little more to would like any situation having even sure I can get on be able to get improvements to regarding how fewer of the the first bus that on the first bus be made within often the first first buses to arrives, even in that arrives more the existing bus to arrive arrive actually Total answering peak periods. often budget stops stopping. this question

CITY CENTRE 2 5 11 6 1 25 TOTAL

Drop-in Te Aro 0 2 3 5 0 10

Drop-in Victoria 2 3 8 1 1 15 University

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Q7. Making the buses trips more accessible

3 - I do not 1 - I would pay want to pay 5 - I would like more to make any more and 4 - I am happy to pay less, even sure accessible 2 - I would pay would like any with the current if this means services are a little more improvements situation having even available to to have more to accessible regarding fewer of the those who are accessible services made availability first buses to dependent on services within the of accessible arrive actually Total answering public transport. available existing budget service. stopping. this question

CITY CENTRE 2 2 9 9 0 22 TOTAL

Drop-in Te Aro 0 1 3 5 0 9

Drop-in Victoria 2 1 6 4 0 13 University

Q8. Improving the bus service in general

3 - I do not want to pay 5 - I would like any more and to pay less, even would like any if this means 2 - I would pay improvements 4 - I am happy having even 1 - I would pay a little more to the bus with the current fewer of the more to fund to fund some service to be situation first buses to improvements to improvements to made within the regarding the arrive actually Total answering the bus service. the bus service. existing budget bus service stopping. this question

CITY CENTRE 1 8 13 2 0 24 TOTAL

Drop-in Te Aro 1 5 3 1 0 10

Drop-in Victoria 0 3 10 1 0 14 University

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SUMMARY

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Overview of Wellington City: Shared experiences, issues and concerns

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The System is Working Well for Some Participants Many participants across the city feel the new routes are working well for them and appreciate that the routes enable them to cross town. This was evident across all interaction points. However, there are a number of significant concerns with route changes, and it is important to note that operational concerns have had a significant impact on people’s experience and opinions regarding the new system.

Some Specific Changes that Participants Like Include: • RTI: Although many participants have issues with the current system, some comment that it is useful for them • Ability to travel across town (direct cross town routes and transfers to frequent buses) • Bike racks on buses • Increased off peak and weekend services (where these exist) • Announcements and monitors on buses regarding next stops

“I’m very, very happy with where they go. So much better for getting around the city. Local areas are connected. I can take kids to the walking and outdoors more easily. More frequency solves, more problems. Better to visit people and join activities. See friends in Island bay. I can go to movies in Brooklyn then pick up groceries before home. Fantastic” (Te Aro Drop-In)” “More frequency. Wonderful local bus, great views. Transferring is less hassle with more frequency. (Te Aro Drop-In). “

Operational Versus Network Issues Participants tend not to separate operational issues from network issues. Their concerns revolve around getting to school, work and social engagements within a reasonable, predictable time frame and with an acceptable level of comfort and safety. When this does not happen, they are dissatisfied with the bus system.

Hub and Transfer System Participants want certainty regarding travel times. Many believe the hub and spoke system does not deliver this. This is driven by both their experience with the hub and spoke system and their perceptions of the theory. In their minds the hub system requires them to transfer buses. Transfers increase the risk of delays, missed connections and therefore inconvenience to the traveller. Once people are seated on the bus, heading in the right direction, they are reluctant to get off and introduce a new element of uncertainty. Much of the negative feedback around route changes is about the need to transfer and the preference for direct routes.

Participants’ experiences with transfers under the new ‘hub’ system have exacerbated their reluctance to transfer and drive discontent with the system as a whole. Participants have experienced significant delays that have left them late, feeling cold, unsafe, and disappointed.

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“Since we have had to use the hub system and change buses, my daughter is always late for school. It seems impossible for her to get connections that get her there on time. That is dreadful.” (Eastern Suburbs) “Ï do not like the hub system. Wellington is too small for this” (Khandallah Drop-In)” “Transferring is too much of a hassle, adds too much time” (Newtown Drop-In. “The worst thing is having to get off the bus and back on again” (Island Bay Drop-In). “Transferring from high frequency to low frequency is an issue. (It’s the) stress of changing and waiting for the next service” (Newtown Drop-In) “Priority: No spoke and hub and hub. Point to point is the way” (Newtown Drop-In)

These concerns impact how they use the bus service, and in some cases, encourage participants to use other modes of transport or limit their travel.

“If I have to use the hub, I do not travel. I find something to do at home instead. It is just too hard for me to change buses and wait around at the hub in the cold and rain” (Eastern Suburbs Disability Focus Group)

Participants who reported a disability were very concerned about choosing routes that required them to transfer buses. The physical difficulties associated with transferring buses, was for many a deterrent to travel. When accessing the bus, communicating with the driver and getting into a seat / space was challenging, it is something they only want to address once in a typical journey. For those who were blind or partially sighted the difficulties reading street and bus signs to make sure they have transferred to the right route caused additional anxiety.

“It took my (adult son with Downs Syndrome) about 6 weeks to understand the new route, he kept getting lost. Now he seems to spend most of his day waiting at the Newtown hub.” (Newtown Disability Focus Group.)

These levels of concern and anxiety make participants find alternative modes of transport such as Uber, or friends or family. Others will walk significant distance to avoid transferring buses.

“I never change buses. I haven’t gone beyond the railway station since I hurt my head. I just walk to the best stop (up to one-hour walk)” (Eastern Suburbs Disability Focus Group)

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When considering solutions to the concerns around transfers participants identified the following:

• Ensure all drivers are suitably trained to understand the needs of all participants, and to be able to identify those participants who will need assistance or extra time to board or disembark the bus. • A more reliable service with swift connections to decrease the risk of delays • Return to more direct routes, especially between key centres • Extend the transfer fare window. Participants resent having to pay extra when a journey is delayed due to inefficient transfers.

Frequency Versus Certainty Participants value frequency, and more frequent buses can help alleviate some concerns about the hub and spoke system. Participants do not want to see frequency reduced. However, when weighing up frequency versus reliability and certainty, some participants feel they would be willing to sacrifice frequency in order to have a direct bus service, as they feel this would be more reliable and would give them more certainty regarding travel times.

“More frequency. Wonderful local bus, great views. Transferring is less hassle with more frequency.” (Te Aro Drop-In).

Physical Hubs, Shelters and Bus stops The physical design of the hubs is a key aspect to the success of the hub and transfer system. Users need to be able to find their second bus easily and travel quickly and safely from their first bus to their second bus; and if users need to wait for their second bus, they need to feel safe and reasonably comfortable doing so. Participants in all areas felt that many hubs and stops were poorly designed to meet the needs of transferring users.

Participants are also concerned that hubs are overly exposed to the elements.

“The hubs need to be vastly improved. They are cold and drafty. I avoid them at all times.” (Johnsonville Drop-In) “Shouldn’t have bus stop outside person’s carport at bottom of Mysore St. When it’s raining, we all go into their carport to stay dry. Should have a bus shelter (not have to use someone’s private property))” (Johnsonville Drop-In).

Details of specific hubs and shelters for each area are discussed under those areas, where participants have mentioned it.

Participants also had some concerns about the general positioning of bus stops. These participants suggest that stops be designed to ensure that the doors do not line up with drainage ditches as it can be dangerous for people getting on and off the bus.

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Longer Peak Periods and Off-Peak Services Participants across Wellington would like to see peak periods extended. They would like to see peak services and direct services run both earlier in the morning for early workers, later in the morning to enable parents to drop children off at school then go into work, earlier in the afternoon to enable parents to get home to collect children, and later in the evening to give them more flexibility about when they leave work.

Better Service to the Airport Participants value a reliable service to the airport. They feel the airport flyer bus should be incorporated into the overall system in order to provide better fares, accessible timetable information, and Snapper Card functionality.

Double Decker Buses Some participants appreciate the double decker buses. They feel these have alleviated some congestion and enjoy the experience. However other participants feel the double decker buses have added to delays because of the extra time taken to load and unload the buses, and some participants are concerned that the double decker buses are too large for the roads, causing safety concerns.

Timetabling Participants requested a number of improvements to timetabling, including:

• Lining bus times up with school and university timetables. Currently some children have to leave school early to catch buses, and some university students find they cannot make it to the bus in time after their lectures. • Route 22 - In the afternoon Victoria University lectures finish on the hour but the first three services in the afternoon leave Victoria at four past the hour which is not enough time to get to the bus. • Lining up feeder buses with the main bus timetables • Staggering timings when two routes service an area, so that users have several options

Driver Shortages and Cancellations Widespread cancellations became an issue during the consultation period, and naturally contributed to concerns about the system as a whole. Participants expressed a great deal of support for drivers and a desire to see better pay and conditions introduced in order to attract more and better drivers, and thereby improve the bus network.

“Drivers cannot be exploited forever. Let’s bite the budget bullet and look after them” (Karori Drop-In)

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Driver Training and Attitudes – Impact on Participants with a Disability Participants reported mixed experiences with drivers. There are clearly positive experiences:

“I would like a place where we can give a COMPLIMENT for a driver. We have a fabulous driver on 17e at 7:10am. I looked at the website to give a thumbs up - nowhere to give one - only complaints! We need to acknowledge great drivers.” (Brooklyn Drop-In)

However, there is an overall feeling that many drivers lack training and experience on the difficult Wellington roads. Some participants also feel that drivers are under too much pressure. Participants feel that these factors are impacting on the safety and comfort of their travel and of that of other road users and pedestrians. Issues include:

• Jerky driving (creating a danger of falling and injury) • Drivers not ‘kneeling the bus’ • Buses driving through red lights • Drivers getting lost on routes • Buses travelling too fast on narrow windy streets

Impact on Parents Parents who participated in the consultation report a number of family specific concerns. These include:

• Difficulty getting on and off the bus with prams and toddlers • Safety concerns with small children at hubs and bus stops • Multiple transfers, delays, cancellations, and long journey times are particularly unpleasant when travellers have children with them • Cost for family travel is high • It can be very difficult to drop children at school, then travel to work on the bus and return home again in time to collect them. Parents would like to see peak hour extended to after 9am and before 3pm so that they can use the bus and collect their children.

“Young families need to allow themselves 2-3 hours for travel due to the trickiness of travel with children. Give us back what we had (Newtown Drop-In)”

Reliability (or lack) of Real-Time Information Participants are particularly concerned about inaccuracies of real-time information, and ‘ghost’ buses. This was raised as a concern across Wellington, and makes travel very frustrating for people, exacerbating concerns about the transfer system.

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Media coverage of ‘ghost buses’ has intensified these concerns; fear of waiting much longer than expected can limit people’s travel even if their experience of ‘ghost buses’ is not as bad as portrayed in the media.

“My sister gets really anxious if she thinks she might be out too long … she got ghosted, then she read about it and it amplified it for her. Her anxiety about it is almost worse, the idea of it. She needs to be confident that it’s not going to be an issue.” (Eastern Suburbs Disability Focus Group)

Real time bus information is a key tool for managing users’ expectations. If they are told there will be a bus (by the real time screen), but that bus does not appear, they are frustrated, angry and disappointed. Participants feel this happens unacceptably often since the changes of July 2018.

“In a sparse system, information and reliability is key. Buses not arriving reliability left standing - not knowing what’s going on. Told one thing and reality doesn’t correspond with what we’re being told. Those are the things that leave me feeling stranded.” (Te Aro Drop- In)

Capacity / Overcrowding at Peak Times and on Cancellations Participants feel that buses are often too crowded to stop and collect participants, meaning that those participants have to wait for the next bus. This can considerably extend journey times. This was generally perceived to be caused buses being cancelled and buses not turning up.

Participants also find that crowded buses are very uncomfortable, hot and unfriendly. People would generally prefer to sit on the buses, but there are not enough seats for everyone. Standing on a moving bus is particularly difficult for participants with a disability and elderly people.

Participants feel that the lack of capacity on the buses means people are less likely to observe bus etiquette. This includes polite behaviour getting on and off the bus (people are more likely to push onto a crowded bus without letting people off) and it includes people not giving up their seat for older, those with a disability, or pregnant people.

Quality and Design of the Bus Fleet Participants expressed some concern about the bus fleet including:

• Poor heating/ cooling • Low ceilings which make it very uncomfortable and dangerous for tall people to stand • Diesel buses rather than more environmentally friendly electric buses • Mismatched paint jobs and signage

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Impact of Changes on Participants’ Day-to-Day Lives Participants stress their desire for decision makers to understand the impact these issues (both systemic and operational) have on their day to day lives and wellbeing, and on the wellbeing of Wellington as a whole. Participants feel the loss or reduction of key (to them) services very keenly.

Participants are very disappointed when they feel they are ‘forced’ to resort to their car. These participants strongly feel that public transport is essential to the health and future of Wellington as a city and to the environment. They are very committed to living sustainably and wish to live by these beliefs by using the buses.

Those who cannot use cars, including young people, the elderly, and those with a disability lose their independence and mobility. Parents are very concerned about children’s safety and wellbeing when the buses fail them.

“I used to have a very reliable and quick bus trip to and from work and my travel is random because I have to change buses or walk.” (Brooklyn Drop-In) “I feel that the property values of our entire suburb (Melrose) have been devalued. If I was buying a house now, I would only buy on the number 1 bus route. (Newtown Drop-In)” “We planned our retirement based on being able to use (the Number 22) bus. That’s why we live where we do” (Brooklyn Drop- In). “My 12-year-old daughter ends up getting stuck at the Basin and having to walk home from there” (Island Bay Drop-In)

Insights to the Needs of Participants’ with a Disability Participants with a disability included individuals and representatives of individuals with a range of challenges including the legally blind, chronic fatigue, arthritis, head injuries and stroke, being wheelchair bound, other physical mobility issues such as hypermobility syndrome, Downs Syndrome, and autism.

The needs of participants with a disability around specific route improvements tend to reflect those of others in their area, however there are some key aspects of the bus system and operation that have a particular impact on users with a disability.

What’s Working Well for Participants with a Disability: • Braille communications and tactile markers. Participants would like to see these more widespread • Announcements regarding where the bus is. Participants would like to see these more widespread • Some drivers are helpful, some fellow participants respect priority seating • Snapper card and Total Mobility discounts

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Particular Network Design Insights for Participants with a Disability: Transfers: Transfers can be particularly difficult for bus users with a disability, for many reasons including:

• For those with limited vision it can be difficult to find the bus they need to transfer to • For those with limited mobility and wheelchairs it can be difficult and exhausting to transfer buses • It often takes longer for people with a disability to travel from the first bus to the second bus, which can mean they miss it • For those with head injuries and intellectual challenges it can be difficult to understand and remember how to make the transfer. Changes to routes can be very challenging and take a long time for some users to learn. During this time they can be lost, confused and scared.

“When we lost the number 23 it took my (adult son with Downs Syndrome) about six weeks to learn how to use the buses again” (Southern Disability Focus Group) “The walking distances are calculated on ‘normal’ people, but I often miss transfers because it takes me longer (Western Disability Focus group participant)

Timetabling: Off-peak Many participants with a disability use the buses more off-peak, as they work part time, study, or travel mainly for social engagements. Limited off-peak service can make it difficult for these participants to travel.

Direct Access to the Hospital Direct access to the hospital is often a priority for participants with a disability as they may have regular medical appointments they need to attend.

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Better Access to the Blind Foundation Blind and partially sighted participants feel more routes should include Adelaide Road to make it easier to get to the Blind Foundation

Operational Insights for Participants with a Disability: Bus Stops Close to Destination: Many participants with a disability were not able to walk medium to long distances, making it important for them to have a bus stop close to their home and destination.

Getting a Seat on the Bus: Getting a seat on the bus is particularly important for participants with a disability as they often cannot stand for long periods. Participants feel that congestion on the buses makes people less willing to give up their seat for participants with a disability. Those whose disabilities are not visible are particularly concerned about whether there are enough seats on the bus as they are embarrassed to have to ask people to give up their seats.

Driver Training and Attitude Participants with a disability feel particularly dependent on the training and helpfulness of the driver. Key concerns include:

• Participants want the buses to kneel at every stop. They feel drivers do not kneel the bus when they should • Participants want drivers to stop so that the door lines up with the kerb, not with a drain as there is a high risk of falling if they have to get out over a drain. • Blind participants rely on drivers to tell them where the bus is going, when the bus gets there, when to get off, and where to transfer from. • Those with physical mobility issues may need extra time to get into a seat. They find it very dangerous and upsetting if the driver leaves the stop before they are properly seated.

Using the App: It can be hard to use the App when travelling as it is very hard to juggle mobility aids (e.g. cane for blind people, walking sticks etc) and a mobile phone.

Labelling Buses: Partially sighted participants sometimes have difficulty reading bus numbers and feel it would be easier if routes were named rather than numbered. Audible announcements would also help with these problems.

“My eyes see light in a weird way, and I have often mixed up the 2/5 and taken the wrong bus by mistake. (Southern Disability Focus Group Participant)” “1, 2,3 and 7 all look the same from a distance and there are not distinguishing features” (Southern Focus Group Participant)

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Anxiety and Distress While participants were often using the system successfully, they wanted to use the engagement forum to communicate the anxiety and distress that problems with the bus system cause them. Challenges with the bus network and operations caused some to spend hours out of their day waiting or walking, some find that it limits their ability to participate in social events, and many find it stressful and exhausting.

“My sister gets really anxious if she thinks she might be out too long … she got ghosted, then she read about it and it amplified it for her. Her anxiety about it is almost worse, the idea of it. She needs to be confident that it’s not going to be an issue.” (Eastern Suburbs Disability Group) “I find bussing incredibly stressful. I am very short sighted. Many buses are full during peak hours. Buses drive past and don’t stop. I used to bike and was hit by a bus. The route changed from the hospital. I work on Willow Street and they have been inconsistent and aren’t reliable. Transporting can take about an hour. Drivers often go before I am seated, and I can’t get off until everyone else is off. 1, 2,3 and 7 all look the same from a distance and there are not distinguishing features. The same number with a letter (i.e. 17E) is very daunting. Drivers also won’t tell you that it is an express bus. Buses often have places to lean and not to sit. 2 buses are so full, and it had to engage and ask for a seat as it increases my anxiety. Buses often speed at night. I want announcements for stops.”

Trade-Offs and Priorities Participants were asked to complete a qualitative exercise. Whilst the exercise differed slightly between the initial pilot consultation in the Eastern suburbs and the second wave in the Western, Southern and Northern suburbs, the overall feeling is consistent.

Able bodied participants strongly prioritise reducing transfers, followed by increasing frequency. These aspects are also very important for participants with a disability, however a seat on the bus and bus stops close to home and destination are also very important for many participants with a disability.

Participants were asked to complete a trade-off exercise, in order to understand how they feel budget should be allocated. They were asked to identify whether they would be willing to pay more for particular improvements, whether they

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were happy with the current situation, whether they felt improvements should be made within the existing budget, or whether they would rather pay less for reduced service. Overall Trade-Offs are made as follows:

• Getting a seat on the bus: most participants feel improvements should be made within the existing budget; however many are also happy with the current situation. • A bus stop close to my house: most participants are happy with the current situation. • Transferring buses: Most participants feel improvements should be made within the existing budget. • Frequency: Most participants feel improvements should be made within existing budgets, though many also feel they would be happy to pay a little more for more frequent buses. • Accessibility: Many participants are happy with the current situation, though slightly more feel should be improvements within the existing budget. • General improvements: Most participants feel these should be made within the existing budget.

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APPENDIX

195 In-Person Engagement: Detailed Report researchfirst.co.nz

Appendix A: Segmentation of Those who Participated in the Fieldwork

31 196 In-Person Engagement: Detailed Report researchfirst.co.nz

Participants at the charrette, focus groups and drop-ins were asked to identify which of the following four statements best suited them in terms of they used public transport.

1. I rely on public transport. I have to use it to get around. 2. I regularly choose to use public transport for the journeys I most often make e.g. to work or study 3. I travel in a range of different ways; public transport is an option I choose when it is easy 4. I like and need the flexibility of driving. I don’t really use public transport

2 - Did not Total 1 - Willing 3 - 4 - Identified answer this attended Dependent Dependent Agnostic Independent as mix question the sessions

WELLINGTON 201 249 155 3 11 274 893 TOTAL

EASTERN SUBURBS 51 65 40 1 4 141 310 TOTAL

Strathmore park 8 8 Focus Group

Charrette 21 14 10 0 0 0 45 Kilbirnie

Disability Focus 7 7 Group Kilbirnie

Drop-in 64 64 Strathmore

Drop-in Kilbirnie 53 53

Drop-in Hataitai 10 19 9 1 2 0 41

Drop-in Miramar 20 32 21 0 2 17 92

NORTHERN SUBURBS 39 43 27 0 0 25 134 TOTAL

Charrette 18 13 11 0 0 0 42 Johnsonville

Disability Focus Group 8 8 Johnsonville

Drop-in 9 14 4 0 0 14 41 Johnsonville

Drop-in 12 15 12 0 0 4 43 Khandallah

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2 - Did not Total 1 - Willing 3 - 4 - Identified answer this attended Dependent Dependent Agnostic Independent as mix question the sessions

WESTERN SUBURBS 42 65 34 0 3 34 178 TOTAL

Charrette Karori 13 15 12 0 2 0 42

Disability Focus 7 7 Group Karori

Drop-in Karori 11 23 10 0 1 16 61

Drop-in Wilton 18 27 12 0 0 11 68

SOUTHERN SUBURBS 54 57 48 2 4 36 201 TOTAL

Charrette 17 17 11 0 0 0 45 Newtown

Disability Focus 8 8 Group Newtown

Drop-in Brooklyn 7 11 13 2 2 7 42

Drop-in Island 6 12 12 0 0 9 39 Bay

Drop-in 24 17 12 0 2 12 67 Newtown

CITY CENTRE 15 19 6 0 0 30 50 TOTAL

Drop-in Te Aro 4 8 5 0 0 3 20

Drop-in Victoria 11 11 1 0 0 27 30 University

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Appendix B: Enhanced Route Idea Maps

32 199 In-Person Engagement: Detailed Report researchfirst.co.nz

Option for discussion only Metlink Bus Network Review Option BH1 Beacon Hill Shuttle (current route 28) BH1

Mirimar KARAKA BAYS Cutting

MIRAMAR SHOPS

T t o S w ce n r s IraSt fo e er n Hobart St d lb Rongotai i College Rd

W

B

e Strathmore a

Shops c o

3 n 2

n) H Newtown ree Park ford G i Broadway (Craw ll R STRATHMORE d

S

t

r Monorgan St

Scots a PARK t College t Airport h S m yce Retail Park nad o n SEATOUN r a e T A v

e

t This route operates in peak periods S

only and requires customers to a transfer to route 2 or route 30x buses w a at Strathmore Shops. k BH1 u id a S la

R w

T S 91 t IRPOR A

Taiaroa St Taiaroa 28 Airport Cargo Depots ga en St er k BREAKER 12 e St K uriri Ah BAY 30x N

MOA POINT

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

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Option for discussion only Metlink Bus Network Review Option BH2 Miramar Shops, Beacon Hill, Miramar Shops BH2

Mirimar KARAKA BAYS Cutting

MIRAMAR SHOPS

Operate Beacon Hill as one-way loop, always in the clockwise direction. What do you think?

T t o S w ce n r s IraSt fo e er n Hobart St d lb Rongotai i College Rd

W

B

e

a

c o

3 n 2

n) H Newtown ree Park ford G i Broadway (Craw STRATHMORE ll R d

S PARK

t Monorgan St

Scots r t

a College S t h e Airport dyc Retail Park m na n SEATOUN o a r T e A v

t e

S

a w a k u id a S la

R w

T S 91 t IRPOR A

Taiaroa St Taiaroa 28 Do buses still need to Airport Cargo Depots serve the Sidlaw St loop? ga en St er k BREAKER 12 e St K uriri Ah BAY 30x N

MOA POINT

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

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Option for discussion only Metlink Bus Network Review Option BH3 Miramar Shops, Otaki St, Beacon Hill, Miramar Shops BH3

Mirimar KARAKA BAYS Cutting

MIRAMAR SHOPS This is similar to BH2, but uses Otaki St to get up the hill to Townsend Rd, St so it wouldn’t be possible to use it to ki ta get home from Strathmore Shops. O

T t o S w ce n r s IraSt fo e er n Hobart St d lb Rongotai i College Rd

W

B

e

a

c o

3 n 2

n) H Newtown ree Park ford G i Broadway (Craw STRATHMORE ll R d

S PARK

t Monorgan St

Scots r t

a College S t h e Airport dyc Retail Park m na n SEATOUN o a r T e A v

t e

S

a w a k u id a S la

R w

T S 91 t IRPOR A

Tairoa St Tairoa 28 Do buses still need to Airport Cargo Depots serve the Sidlaw St loop? ga en St er k BREAKER 12 e St K uriri Ah BAY 30x N

MOA POINT

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

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Option for discussion only Metlink Bus Network Review Option BHX Strathmore Park, Beacon Hill, Broadway, Hobart St, Miramar Shops, express to Courtenay Place (route 30), BHX Golden Mile, Wellington Station.

Express between Miramar Mirimar KARAKA BAYS Cutting Cutting and Courtenay Place

MIRAMAR SHOPS

T t o S w ce n r s IraSt fo e er n Hobart St d lb Rongotai i College Rd

W

B

e

a

c o

3 n 2

n) H Newtown ree Park ford G i Broadway (Craw ll R STRATHMORE d

S

t Monorgan St

Scots r PARK t

a College S t h e Airport dyc Retail Park m na n SEATOUN o a r T e A v

t e

S

a w a k u id a S la

R w

T S 91 t IRPOR

A Taiaroa St Taiaroa

Airport New route replaces all route 12e Cargo Depots and 28 trips with additional route 30 ga en St trips to and from Wellington Station, 30BH er k non-stop between Miramar Cutting e St BREAKER K uriri and Courtenay Place Ah BAY 30x N

MOA POINT

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

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Option for discussion only Metlink Bus Network Review Option 2S: Strathmore, Miramar, Kilbirnie, Hataitai, Courtenay Place, Golden Mile, Karori (same as 12e as far as Lambton Quay, SP2 but operates at all times, not just in peak hours).

Most trips continue to Karori Park L AMBTON Q e Y PIPITEA Cablr ca

KELBURN t S s i WELLINGTON m l N l u 22 i e 24 W CENTRAL ORIENTAL 21 Papa Mus 14 a Te BAY ri y to it ic rs n M V a ive lbur e nn Un K ers St G 21 ARO huz COURTENAY PL nee MAUPUIA VALLEY St E a HIGHBURY liza ri bet o t h S ict t S t u 24 i o ROSENEATH 31x k t ok a S Mt V n Lo a m Pir TE r a ie a h St SCORCHING BAY 29e T g 20 Hataitai ARO y ty u 35 i o School rs r 12e ve B Massei 35 BROOKLYN 17e Un e 36 in rv HATAITAI as e B 27 W Res a l l 29e a

c

e

MT VICTORIA Bus S t 23e 23z tunnel 18e MT Hataitai BROOKLYN COOK 18e SPCA Village 18 30x d R 24 n o 14 is Kilbernie h H School MIRAMAR tc u HOSPITAL H EVANS BAY

27 K

i t l

able S b Const 3 e Miramar 17e r Cutting KARAKA BAYS VOGELTOWN n i

e C C Route 2 would branch at Miramar Shops, with 17 re r s a e buses alternating between: w n MORNINGTON NEWTOWN t fo 2 - Miramar, Hobart St, Seatoun 23 rd St MIRAMAR SHOPS 2 - Miramar, Ira St, Strathmore Park Rongotai Rd 32x Hobart St, Broadway and Seatoun would

KILBIRNIE I r have less frequent service than currently BERHAMPORE a

23z S under this option. KILBIRNIE t t S

t r T t a o S w RONGOTAI b n o e s c e H r ellington o n o f d W o er Z lb Rd 7 i

Rongotai W B

e

MELROSE College a c 2

) o n n ree Newtown d G Park KINGSTON S 1 dway (Crawfor H Broa t Monorgan St i r STRATHMORE ll Airport Retail a R

23 t t d

Park h 29 PARK S

29 LYALL BAY m Scots yce o nad College r n SEATOUN e a A T 3 t v

S e

a T aw Q k

Taiaroa St i u Sdl u a aw

e

91 R S e

n IRPOR t A s D r i SOUTHGATE v e 28 Airport cargo n depots ere ga S k t e K ri St HOUGHTON uri BREAKER 29e 3a Ah BAY BAY 29e 30x 2 Lyall Bay 23e (Hungerford Rd) MOA POINT

OWHIRO BAY ISLAND BAY 1 32x

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

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Option for discussion only Metlink Bus Network Review Option 3S: Strathmore, Miramar, Kilbirnie, Newtown, Hospital, Massey SP3 University, Taranaki St, Golden Mile, Wellington Station

L AMBTON Q e Y PIPITEA Cablr ca

KELBURN t S s i WELLINGTON m l N l u 22 i e 24 W CENTRAL ORIENTAL 21 Papa Mus 14 a Te BAY ri y to it ic rs n M V a ive lbur e nn Un K ers St G 21 ARO huz COURTENAY PL nee MAUPUIA VALLEY St E a HIGHBURY liza ri bet o t h S ict t S t u 24 i o ROSENEATH 31x k t ok a S Mt V n Lo a m Pir TE r a ie a h St SCORCHING BAY 29e T g 20 Hataitai ARO y ty u 35 i o School rs r 12e ve B Massei 35 BROOKLYN 17e Un e 36 in rv HATAITAI as e B W Res 27 a l l 29e a

c

e

MT VICTORIA Bus S t 23e 23z tunnel 18e MT Hataitai BROOKLYN COOK 18e SPCA Village 18 Route 3 would branch at Kilbirnie, 30x d R with24 buses alternating between: n o 14 is Kilbernie 3 Miramar Shops, Ira St, h H School MIRAMAR tc Strathmore Park u HOSPITAL H 3 OnepuEVANS Rd, BA YLyall Bay

27 K

i t l

able S b Const 3 e Miramar 17e r Cutting KARAKA BAYS VOGELTOWN n i

e C 17 C re r s a e w n MORNINGTON NEWTOWN t fo 23 rd St 32x Rongotai Rd MIRAMAR SHOPS

KILBIRNIE I r BERHAMPORE a

23z S KILBIRNIE t t S

t r T t a o S w RONGOTAI b n o e s c e H r ellington o n o f d W o er Z lb Rd 7 i

Rongotai W B

e

MELROSE College a c 2

) o n n ree Newtown d G Park KINGSTON S 1 dway (Crawfor STRATHMORE H Broa t i r ll Airport Retail a PARK R

23 t t d

Park h 29 S Scots 29 m LYALL BAY College yce o nad r n SEATOUN e a A T 3 t v

S e

a T aw k id Q u Taiaroa St S a law

u

91 R e S

e IRPOR t n A s D r i

SOUTHGATE v

e 28 n ere ga S k t e Airport cargoK ri St HOUGHTON depots uri BREAKER 29e 3S Ah BAY 3S BAY 29e 30x Lyall Bay 23e (Hungerford Rd) MOA POINT

OWHIRO BAY ISLAND BAY 1 32x

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

Commercial In Confidence 205 In-Person Engagement: Detailed Report researchfirst.co.nz

Option for discussion only Metlink Bus Network Review Option 3A: Strathmore, Airport, Lyall Parade, Onepu Rd, Kilbirnie, SP3A Newtown, Hospitavl, Massey University, Taranaki St, Golden Mile, Wellington Station

L AMBTON Q e Y PIPITEA Cablr ca

KELBURN t S s i WELLINGTON m l N l u 22 i e 24 W CENTRAL ORIENTAL 21 Papa Mus 14 a Te BAY ri y to it ic rs n M V a ive lbur e nn Un K ers St G 21 ARO huz COURTENAY PL nee MAUPUIA VALLEY St a HIGHBURY ri o t ict t S u 24 i o ROSENEATH 31x k a Mt Vok n Lo a TE r a SCORCHING BAY 29e T 20 y y 12e Hataitai 35 ARO it School rs ve 35 17e Massei BROOKLYN Un 36 e in rv HATAITAI as e B W Res 27 a l l 29e a

c

e

MT VICTORIA Bus S t 23e 23z tunnel 18e MT Hataitai BROOKLYN COOK 18e SPCA Village 18 30x d R 24 n o 14 is Kilbernie h H School MIRAMAR tc u HOSPITAL H EVANS BAY 27 ble St onsta 3 Miramar 17e C Cutting KARAKA BAYS VOGELTOWN

17 C 2 r

a MORNINGTON NEWTOWN w fo 23 rd St 32x Rongotai Rd MIRAMAR SHOPS

KILBIRNIE I r BERHAMPORE a

23z S KILBIRNIE t t S

t r T t a o S w RONGOTAI b n o e s c e H r ellington o n o f d W o er Z lb Rd 7 i

Rongotai W B

e MELROSE College a

c 2 o

) n reen KINGSTON 1 d G S H r t STRATHMORE rawfMonorgano St i Broadway (C r ll Airport Retail a R 23 t PARK t d Park h 29 S

29 LYALL BAY m Scots yce o nad College r n SEATOUN e a A T 3 t v

S e

a T aw

k Taiaraoa St Q i u Sdl u a aw

e

91 R S e

n IRPOR t A s D r i SOUTHGATE v e 3a 28 n ere ga S k t e K t Airport cargo riri S 29e HOUGHTON depots hu BREAKER BAY 3a A Route 3 would branch at Onepu Rd, BAY 29e with buses alternating between: 30x Lyall Bay 3 Onepu Rd, Airport, Broadway, 23e (Hungerford Rd) Strathmore Park MOA POINT 3 Onepu Rd, Lyall Bay ISLAND BAY Would this route be useful if you OWHIRO BAY worked at the Airport or at the 1 32x Airport Retail Park? Would you use this route to go shopping at The Warehouse? June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

Commercial In Confidence 206 In-Person Engagement: Detailed Report researchfirst.co.nz

Option for discussion only Metlink Bus Network Review Option 18s: Strathmore, Miramar, Kilbirnie, Newtown, Hospital, Massey University, Taranaki St, Ghuznee St, Victoria University Kelburn, SP4 Karori (current route 18e between Miramar and Karori)

L AMBTON Q e Y PIPITEA Cablr ca

KELBURN t S s i WELLINGTON m l N l u 22 i e 24 W CENTRAL ORIENTAL 21 Papa Mus 14 a Te BAY ri y to it ic rs n M V a ive lbur e nn Un K ers St G 21 ARO huz COURTENAY PL nee MAUPUIA VALLEY St a HIGHBURY ri o t ict t S u 24 i o ROSENEATH 31x k a Mt Vok n Lo a TE r a SCORCHING BAY 29e T 20 y y 12e Hataitai 35 ARO it School rs ve 35 17e Massei BROOKLYN Un 36 e in rv HATAITAI as e B W Res 27 a l l 29e a This route would link Strathmore with c

e

MT VICTORIA Bus Newtown Monday to Sunday, and S t 23e 23z tunnel would then serve the main campuses of Massey and Victoria universities as MT Hataitai BROOKLYN well as Te Aro. Would you use it to COOK 18e SPCA Village get to the Cuba St area? It would go 30x

d close to, but not along, Courtenay R 24 n Place and Manners St. o 14 is Kilbernie h H School MIRAMAR tc u HOSPITAL H EVANS BAY 27 ble St onsta 3 Miramar 17e C Cutting KARAKA BAYS VOGELTOWN

17 C 2 r

a MORNINGTON NEWTOWN w fo 23 rd St 32x Rongotai Rd MIRAMAR SHOPS

KILBIRNIE I r BERHAMPORE a

23z S KILBIRNIE t t S

t r T t a o S w RONGOTAI b n o e s c e H r ellington o n o f d W o er Z lb Rd 7 i

Rongotai 3 W B

e MELROSE College a

c 2 o

) n reen KINGSTON 1 d G S H r t STRATHMORE rawfMonorgano St i Broadway (C r ll Airport Retail a R 23 t PARK t d Park h 29 S

29 LYALL BAY m Scots yce o nad College r n SEATOUN e a A T 3 t v

S e

a T aw

k Taiaraoa St Q i u Sdl u a aw

e

91 R S e

n IRPOR t A s D r i SOUTHGATE v e 28 n ere ga S k t e K t Airport cargo iri S HOUGHTON depots ur BREAKER 29e Ah BAY 3 BAY 18s 29e 30x Lyall Bay 23e (Hungerford Rd) MOA POINT

OWHIRO BAY ISLAND BAY 1 32x

June 2019

Key: Solid lines are routes that operate every 30-60 minutes Monday to Sunday. Dashed lines are peak hours only, Monday to Friday. Coloured lines: The routes affected by this option. Grey lines: The routes unaffected by this option.

Commercial In Confidence 207 In-Person Engagement: Detailed Report researchfirst.co.nz

Eastern Suburbs: Map A Enhanced Route 18

Commercial In Confidence 208 In-Person Engagement: Detailed Report researchfirst.co.nz

Eastern Suburbs: Map B Enhanced Route 2

Commercial In Confidence 209 In-Person Engagement: Detailed Report researchfirst.co.nz

Eastern Suburbs: Map C Enhanced Route 3

Commercial In Confidence 210 In-Person Engagement: Detailed Report researchfirst.co.nz

Eastern Suburbs: Map D Changes to Route 2

Commercial In Confidence 211 In-Person Engagement: Detailed Report researchfirst.co.nz

Eastern Suburbs: Map E Changes to Route 30X

Commercial In Confidence 212 In-Person Engagement: Detailed Report researchfirst.co.nz

Broadmeadows one-way loop option

John Sims Dr Nalanda Cres Route 24 One-way loop option

All Buses

Kanpur Rd

Raycot Tce

Commercial In Confidence 213 In-Person Engagement: Detailed Report researchfirst.co.nz

Broadmeadows two-way loop option

John Sims Dr Nalanda Cres Current Route 24

To City To Johnsonville

Kanpur Rd

Raycot Tce

Commercial In Confidence 214 In-Person Engagement: Detailed Report researchfirst.co.nz

Network ideas: Eastern Suburbs K – Eastern Suburbs Possible Bus Network Ideas Standard bus routes: *Not a Metlink Service Airport flyer bus*: High frequency bus routes: Key: Peak & extended bus routes: A 13 1 18e R ORI 2 2 2 17e 33 H a

3 z S

3 e o S lw uth o K O o ar d ori R

7 d 7 U A ve T Woodho 21 u H 21 se Av S e u Parkland Dr n s h 22

22 in

e M C o

o St Marshall A v n

l e

l t

ie g r o

A m

v 34

e Victory Ave Victory e

r

y

A v e

Bus hubs & interchanges: Wellington Harbour Ferry: 15 - 60 evenings & weekends 30 - 60 minutes daytime 15 - 60 evenings & weekends 10 - 15 minutes daytime Beauchamp St Beauchamp

Lewer St

Karori Rd Campbell St Campbell K A 37 21 R OR I

Cr oyd on S Braithwaite St t D ie S uth t P l y

m

o

u

t M

h e s

s

i

n

S e

t s

R Z d E e

c alandi

25

o B

i r

-san d w

o

a o

d

S

t

ctu

C a h

r a

y y O H

H t

i o 14 17e r

I K W

ghbu A S G t

r W

17 i

y R l

t o n M

R

R O d H

H d

o R

a

R I

I

n T

B

a

a U

R

r

R N

d Happy Valley Rd o U N

O a E

Karepa St L R Mitc R h e R ll d B S

t a Y P r e A o M

N m

a

O 13 22 o

Y

w b

r

h OR N R r

t

i d o

r h

o k

e

B d

a a

r l y a

p e a

U

Robertson St Robertson p n R

Ohiro Rd l a

Mitchell St Mitchell d n d

B d

R

Murchison St Murchison 29 29e R I d R Todman St d 2 N K OO K

G

The Esplanade The F St Aro r E 37 21 22 obis Ohiro Rd 18e h T

e 13 r St L 7 O B 29e L

N U gew V U K he Rid T a Y n 29 y ic Glenmore St

i R N I v B K to N e r

H

r N o e r V s i a o l a G b i

l k t A i Mills Rd A u y f

l B S a

BROOKLY y r L St Glasgow R x P n n o

B 29e 17e G

T r a tan

i l N R L S s O a t fou Ave Washington

O r c St d r THORNDON

i E ll d i a e c N C Y Cab n Tinakori Rd res s

B Kelburn Parade c

Aro St Aro a l

E r M n y e

l k o c o r C B

oll S R t d C Derwent St RH A

O The Terrace

M

S

a

1 l a

m

O a n

T W c

il a The Parade l K i R M s 23

27 St d A

PO R H

u T 18e V t R i ch cto E r I i The Terrace s 27 ia O V o S S n t

The Parade Rd 3 O L 32x E

A

G P

W 18e a

ND

a 37 22 E

l G

l

a r

Mersey St Mersey Adelaide Rd W

1 c T

Bowen St Bowen e l

a h i

r l i

S l L a i L

t s am

S na u S

k t A

i z

T S n

O t M M

Adelaide Rd St Park

B e e

O a B n M e n

U n

A T S 17e t

U ass e

t 14 23z W 29e 23z 23e O

r 1

T s

Y HOSP n N

iv e S t

H

N Molesworth St y Q

Rintoul St e

r Y

G s

M i W u 21

o St Murphy

n I t 2 y E 24

M A t T

el A A L

ro L

e T s l 29e

L I R b

e N d GTO

E rt R

d St Riddiford Adelaide Rd

H 3

Russell Tce Russell

12e N

Riddiford St Riddiford Buckley Rd Buckley S T

T h

29e

B A o TI r

N n

29 a 7

35

Re s O d B W i K C N o u E n en OUR ay ck Z ellington s t T n Qu 23e e c le o W e T y rv EN 91 3 R o 23e

AY P W 23

d ME L e E

T

H

B l L

r i

o 36 u z

O g E 12e a

h P

O a m b

S C W t e L W

I

32x U t h E R

e P

C

23z S LI N

P S tadiustpac o B N

G

N i

O t

H n I

r T

23

23e o s i

A T e

M e

u H t

TR A

g S

a

a

h S Papa Y

n b E

t m

36 35

t

T G E c o h l

e e s n

H A

O

t S T o e

B t H M

r

a N r A Alexandra Rd

a O

n l L S e View Rd View M

y s x

a w n

e t u

R y d M r

d R a

k

s d R e N d L t e

V T r Waitoa Rd Waitoa o S u K L t o ic m V Y B k t

I u o o

I L

AL L tunne u r

C s C Q

u i

e

e

n a

B s t r D

r i v a e T or could be reinstated as an extension of route 14. The Rongotai branch of route 3 would be withdrawn – through Newtown and Mt Cook. branches may help to justify improved levels of service The need to maintain good frequencies on these two replacing route 12. to Lyall Bay as now, and another to Strathmore Park, This idea would create two branches of route 3 – one

E3

w IR N

Kupe St Kupe OR I

f

o

O

r l

B

d

2 r

i

S Moxham Ave 20 e

A t H n I t A Y E 36

a

A

3

ORI E

l

14

C

e r e i s

n B e

r

e T n b

l i K

t a

A P y a P

B

Ki I

l a 3 l

T r i

lb A

12e a s KILB Sc Hata N Onepu Rd Onepu Evans Bay Parade Bay Evans A

er e d r

Y e

24 V

h T

H I IRNI oo ni i A R

llag A L a Hataitai l R e ita ta ex d y E i a

l t L a a S n l O i i l e R ch B d d

a N r

36 oo a

y Rd Rongotai Cobham Dr Cobham W R

P d G a

E i l a p a R r

O p a R V a d R O

AN S T

o 14 e T d h C ng e

SEN E C

A re o s

lleg o e

14 G I

ta n

r

t a

i ‹

e o B

Tirangi Rd n

R

A d

G

d

R r

A a ‹ n

35 o Y Evans Bay Parade E

T v

3

a

Airp n

24

s

H

Troy St

y

P

a B

Pa a

30x 12e 18e r

or 2 a

r d k t R e e tai A l 24 IRPO 31x R T 30x Cobham Dr M A C irama

uttin Wellington Harbour Ferry

M depirp

o

a o

B

P M rt r

r g o o

o

12 c H i t arg a ob O n s a MIR

d r 91 t S t K t

w

R e A

A k o M a

d e

A p

y u r r i a

R u e d 30x

PO I R n a

2 ( S M

g C A 12e HOP

a

r k

S a

a S r t R w

au o f

k a N o

a w D a r d T S r

t A G

h Sc r

e Taiaroa St Taiaroa u St Taiaroa e K r C ot i n a r i olleg ) i s Pa k S rk o

R MI R u t d ra e St 31x

B P

ara

I R r

A

a S

R

S t t

o M A

S t

r a

t t h

m k o

r e M i A

h r E v i a B

e m

B S e a r

r r A r a o

A N

A W a T

e il m or D

a b r

K e t r h T R Y f

k R o R

r c d e E c e

r M

28 e

B S A ay S A

R i P

R

d d t w

a T

l A w

T a

a A

S n

H

n R U t ad R D d arl y i M n gt P c K on

e Rd

U O

S T o

t w

I

n

R s e n A d Main Rd

R d E 18 18e residents about that. route 21 as well – we’d need to talk to Western Suburbs The route would replace routes 12, 18 and 18e, possibly Ghuznee St and Victoria University Kelburn. the core route between Miramar Shops, Kilbirnie, Newtown, day, it would be necessary to provide a 15 minute service on these branches with a service at least every 30 minutes all the other to Strathmore Park. In order to provide each of the eastern end – one to the north end of Miramar and Wellington bus network. There would be two branches at This idea would establish a fifth frequent route in the E1

N

M

a

R

r e

l

i 24 n l

e i

d

P v H

a

r

a n a d

o e c

a y e B Rd

Ka

Ne raka

I n B

g a

l Pa y i

s R

w S d t F

rk to alkirk B St

30x

D u w r

n u n

n

h

d

a

a m

KAR A

SE A s

S

S

M t t o nro S t S Park and Beacon Hill to Wellington Station. additional branch of route 30x from Strathmore It would also replace routes 12e and 28 with an St and Miramar Shops. Devonshire Rd and Caledonia St instead of Hobart This idea would revert to the old route 30 via E5 C T O O

H K ector St 30x R U 2 A C

N B H A I Y N branches and a 5 minute service on the trunk. times there would be a 15 minute service on the would need to run every 10 minutes. At the busiest Shops, Kilbirnie, Newtown and Wellington Station, service on each branch, the trunk between Miramar replace routes 12, 18 and 18e. To provide a 30 minute Seatoun and Strathmore Park. This would completely Route 3 would have three branches, to Miramar, at Kilbirnie. Lyall Bay to Newtown journeys would require a transfer would serve Lyall Bay instead of Miramar and Seatoun. This idea would swap routes 2 and 3 so that route 2 S E4 G E2 Kilbirnie and to and from Karori. improved levels of service through Hataitai and these two branches may help to justify The need to maintain good frequencies on to Seatoun. one to the north end of Miramar and the other This idea would create two branches of route 2 –

B A Y

Commercial In Confidence 215 In-Person Engagement: Detailed Report researchfirst.co.nz

Network ideas: Northern Suburbs 1 N2 Churton Park: have we got the balance right between Key: routes 1 and 19 through the suburb, or should we organise these routes differently? We’ve shown one possible way in which that might be done.

High frequency bus routes: 10 - 15 minutes daytime r D

15 - 60 evenings & weekends m a

h

s

k s l

e e Cr 1 2 3 7 21 22 e M k 60 to s Amesbury Dr

e l r E 60e Standard bus routes: 30 - 60 minutes daytime 19 1 HOROKIWI W 15 - 60 evenings & weekends aver to n T r c D 2 3 7 21 22 e r e t e

s v B A e k

h u Rd r

c r n a t

b o M s CHURTON et a l e d

n d

W i k

M

C

Peak & extended bus routes: Wellington Harbour Ferry: PARK r

e s

H GLENSIDE als r water Dr 13 17e r D te es h G c u t s a e d e s W ve lo e A u Cr A s k pe b re r Airport flyer bus*: Bus hubs & interchanges: ilene C a M GRENADA

t VILLAGE S

*Not a Metlink Service Dr n n o

a t

i r es r C u

Furlong Cr b h

m a C C h o r l e

y

G 52 57

r o B ve eaz

Iron ly Ave s C

i e d c e e T

d y R e a r d r K Possible Network Changes St t w

e e w 52 e

o v a n b H Middleton Rd t o A m d S8 a o w S n sc o t ti an 56 o r Br d NGAURANGA Owhiro Bay: Separate from Southgate o E r d D C r r i R ton – Northern Suburbs s t ls R route (different route number). e S t H d t ariu R d e B h s r

Hourly off-peak service all the way to s O a

a r c D B k the Golden Mile instead of half-hourly e e

n g R d

to Brooklyn only? i d r

N1 d

o

PAPARANGI o

C W o r 52 Should we extend the route into the new t in JOH S est a H tew W A el a d area around McLintock St / Cortina Ave? v N sto rd i R e SONVI n Rd Dr iw 1 N1 Ho rok LL M E 58

Phillip St

c B L JOHNSONVILLE R in ve Having Churton Park, Johnsonville e a to t A y JOHNSONVILLE t n s ck o m 52 c o S us West and Grenada Village all operate r w t r e a T S te WEST t r D d as branches of route 1 means that the r R ld ie f frequency of each is limited. Should e r 52 56 57 58 es o Johnsonville West and Grenada Village Cr o Link St es M m o revert to being feeder services, to S 1 enable route 1 to operate at a higher N3 frequency to and from Churton Park? Kenmore St NEWLANDS s Rd and wl Ne Broadmeadows: 1-way loop or 2-way loop? 1-way loop requires RAROA fewer bus stops and shelters, but is potentially confusing for cus- 22 J tomers, with buses heading towards both Johnsonville and the City oh n Si 24 at the same stops. ms D r 26

R

a

j k o t T c

BROADMEADOWS e

Kanpur Rd

C N5 en te Burma Rd nn ia l H ig Currently some route 22 services run from Johnsonville via h w a Khandallah and Northland for access to Victoria University’s y Kelburn campus. We could improve the frequency of this connection by running the bus only to and from Crofton Downs 83 81 84 85x 91 station for onward travel by train (to and from Khandallah and

l l Johnsonville). Or to and from Khandallah but with Johnsonville i H x NGAURANGA o travellers connecting with the train at Crofton Downs. B Cashmere Ave KHANDALLAH Mandalay Tce

Colway St Everest St

h Rd s

d Hutt Rd e u b R v

Mysore St A e

Bombay St e Clutha m n Ottawa St y o a H k NGAIO c d o R C Calcut ta w o St l s kayne Rd P n u O c nja o b t C St S i 25 a Waru St h w N4 ko 26 ai W t S Ngaio – Khandallah: the network which was h t CROFTON r e implemented on 15 July 2018 resulted from the P awh DOWNS iwhar ara community consultation exercise carried out Ka Rd KAIWHARAWHARA in 2014. Dœs it need any further tweaks? 22 Hutt Rd Kaiwh w ara h a ra R d

Dr l il h wn c sto R r ade d u W h C 14 1 24 25 26 91 N

L e n ic n rw h St el R No d Hutt Rd

i s

r n’ e c

T d

to

r l R Ota i h d s R o W n i to g en Bu il an sv W air o M r G

St er t s ce lou G WILTON Grant Rd d R e Park St ok br PIPITEA em W P i l t o

n

R Murphy St

d

y

a u

Commercial In Confidence Q 216

22 n o nd or THORNDON t Th 13 n e W stpacm

14 MolesworthSt E e iam L W rl L tadiu a IN S P GTO 34 Bowen St N S M North T o land Rd A nt e TI go m y Av O er N Tinakori Rd 22 37 17e Wellington Harbour Ferry Glenmore St Victory Ave ic s e n LAM v e BT A tan ON e o rd QY in C B h h a ns Karori Rd Su ay G Marshall St tor e Braithwaite MSt St 2 13 l e s s B i ir Cab r n d a WELLINGTON e c w L S s R o E a d d o l KELBURN Glasgow St a N

S m CENTRAL t N t U a S t Beauchamp StLewer St uth T n mo I S KARORI Ply c s The Terrace i R a l l R i e O U 22 d G Av W r er R p i 1 2 3 7 91 a 24 ll A l

o a Ž

C K n o

d n

t

21 R

Campbell St S R d

e

i d 14 24 12e 23e esen 2 R m r t

h ar u C t o d a e e u Rd s R M e 18e h i v D o u T r a 23z 29e 35 36 A Kelburn Parade 18e o y na r M e r R a a s i u a a d r O de K 37 y M ri ra o o t e Pa h tu t i a n tal Bay t h Parkland Dr c n d c s n Papa u i r r n o o t V e u e e S o S alandi v rs T n d i b S L

W o -san l e R n t d Z o y e y c r U K ORIENTAL E o u G t v r E h S b The Terrace u AY P a C zn r n h e N e s e k 14 g d S t E w i R BAY B T a 21 H roa 21 H a

Ra y t P

Aro St a ARO t S

S ll d MAUPUIA s OUR iser R 25 i 18e 37 l a C P l i a i G r r r a W o a d VALLEY t Ž e c E i liz o Aro St V ab n HIGHBURY eth Rd R 24 St MT VICTORIA ra d xan d a le i A Main Rd t r 30x e S o ROSENEATH v S7 t t m t A S ic d i a u SCORCHING BAY e o h o k c V o a g Pi l Brooklyn: No changes to route 7 T ri t k lw n u e t S e a o t M o z n a B r r o oo proposed. If we change the a e

H r B L Hataitai o TE T y ty K 20 ch Vogeltown route, access to o e si Waitoa Rd S

17e k r l

Newtown will be more difficult y ass e 33 n ARO iv 12e 35 M n 14 35 r than it is now. R 29e d U D a o HATAITAI d r R d ka KARORI SOUTH BROOKLYN 36 i R A e a a in v it p s r a a a e t ip 3 W B s a a d a H W R l Brooklyn l Re a c e 18e 23e S t s l Mitchell St u t S d 27 23z B a R r Evans Bay Parade u th N tunne o r ik o a N i K r 18 Washington Ave 29e ta a i m Adelaide Rd Alexandra Rd e i Karepa St ir M Todman St BROOKLY Hataillag 18e MT V e S2 ni 31x er l KARAKA BAYS COOK Route 18e: Miramar, Kilbirnie, lb d oo Moxham Ave d R

Ki h Newtown, Wallace St, R n Sc n o H A o Ohiro Rd s L k t i A Ghuznee St, Kelburn, Karori. aroa MIRAMAR d S9 T D r g h I R c n t i HOSP Riddiford St Currently every 20 minutes at l y Kowhai Park: Hourly u r a H a B D a peak times, and hourly at A 2 14 12e 36 d l k off-peak service all the e R a NEWTOWN x Kupe St other times. Should this y r a way to the Golden Mile a a t n

v K S M

service run more frequently? d R e l a

instead of half-hourly to l r o N EVANS BAY u a t e h 23 er h R MORNINGTON p am Brooklyn only? c d VOGELTOWN 24 u t r T i r ce i

a

M K

R

onstable St i

27 C l g

d b e rama

Evans Bay Parade Bay Evans i r

n M i

e uttin A t 3 w Mills Rd C a d R S C S2 Adelaide Rd l r 2 l e Cobham Dr d o 17e s S R C Vogeltown: run to and from e k c n r t M a Wellington Station at all times, but 18e 24 HOP P M 17 a Riddiford St S 29 r t only once an hour offpeak? R S i n A a r e

Should the route be via Wallace St 12e M a P P Crawfo A a 29e and Taranaki St, or via Adelaide Rd rd r S Cobham Dr a t MIR d and Courtenay Place? The latter is a E 30x 31x e y a longer distance but may be quicker Rongotai Rd w IRNI e Rintoul St Rintoul S11

t g because it’s got bus lanes.

S d

i

r KILB I R Zoo: we could increase the level of r u

This would be at the expense of the Troy St a e o BERHAMPORE Ohiro Rd 2 f S h connection from the Brooklyn, service between the Zoo and Welling- l t

T a B ton Station23z by diverting Southgate Kingston, Vogeltown area to 30x

Newtown and the Hospital. services to run offpeakK viaIL theB IRZoo.N IE Russell Tce M t s Dependenta on Southgate and Hough- S T e nc t o r h S k

w r C ton Bay beinge extended to the Golden t i r n a s k s a l ll t t e i b a c Mile – see S4 ande S5. S n s r o e F ri ellington St i c d P H r W o fo R Dun ta r d da o o e s St b Z l e i

AdelaideRd

7 d Onepu Rd ng 2 W o B

R lleg

y R e n o 3 a MELROSE e

t w s c S C

n l o t 30x

r to

alifax n S H

o H tai H w o t r

S 1 e i

l k n

r l Ne r o KINGSTON t R o t R M ) c ay (Crawford Green STRATHMORE d Pa S5 or Broadw e 32x RONGOTAI S H d s e t Bu R k r r nh Houghton Bay and Melrose: r ot a am t Airp PARK St r 23 t e Pa Sc h Should this route revert to an olleg m I b Tirangi Rd n l g A C o t l n hourly service off-peak, all r is S1 e u 23e ay Parade St o S ce B A y the wayLY toAL theL Golden BAY Mile, ll ad t SEATOUN M a Ly v n Island Bay 1 and 32x: no e n instead of the half-hourly a suggested changes to Buckley Rd T service to the Hospital only? these routes. 3

t S6 T 91 S a Happy Valley Rd R w a Q S3 29 a idl w Southgate: Should this route revert to an u k S St e u a Taiaroa St e hourly service off-peak, all the way to the Route 3: Eastern Suburbs residents R n IRPO s

TheParade 29e View Rd have asked for this route to revert to Golden Mile, instead of the half-hourly D A

r i service to the Hospital only? v the old route via the Basin Reserve to SOUTHGATE e If we diverted offpeak services via the Zoo, take advantage of the bus lanes. Houghton Bay and Southgate services Should the Rongotai branch be 28 combined could provide a half-hourly extended to the Airport to improve o access, especially for people who work arg Murchison St service to and from Wellington Station; d c e Rd R nga St twice the level of service of routes 23z. y there? rt re o le e r o s k l k t e t BREAKER e c S u irp o K ri M B ri HOUGHTON A Ahu BAY Mersey St 3 dep BAY d y R AIRPORT Ba 12 12e S8 ghton 36 30x 29 u o Owhiro Bay: Separate from Southgate H route (different route number). 29e 23e Hourly off-peak service all the way to Derwent St The Parade t MOA POINT the Golden Mile instead of half-hourly S d r R e 23 to Brooklyn only? h M y s o a i a P B b o r o int Rd e r ISLAND BAY F k 32x Brea OWHIRO BAY 1 Robertson St

O w h i ro

B

a y

p

a

r

a d e The Esplanade 1

r

D

m a

h

s

k s l

e e Cr e M k 60 to s Amesbury Dr

e l r E 60e 19 1 HOROKIWI W aver to n T c r e D r e

e v h B A

k c u r

t Rd r

s n a b

e o CHURTON et M a l

W d

n id k

M

C

PARK r

e s

Ha GLENSIDE ls water Dr r D er h G c u t s a e d e s W ve lo e A u Cr A s k pe b re r ilene C a M GRENADA

t VILLAGE S

Dr n n o

a t

i r es r C u

Furlong Cr b h

m a C C h o r l e

y

G 52 57

r o B ve eaz ly Ave

e C c e T y d

e a r r K St t w e w 52 e o a n b H t o m Middleton Rd d o w S sc o t an o Br 56 d NGAURANGA E d rr Dr i R ston s t el R S t H d t ariu R d e B h s r

O s a

a r c D B k e e

n g

R d i d r

d

o

PAPARANGI o

C W o r 52 t in JOH S est a H tew W A el a d v N sto rd i R e SONVI n Rd Dr iw 1 Ho rok LL M E 58

Phillip St

c B L JOHNSONVILLE R in ve e a to t A y JOHNSONVILLE t n s ck o m 52 c o S us r w t r e a T S te WEST t r d Dr R ld ie f e r 52 56 57 58 es o Cr o Link St es M m o S 1 Kenmore St NEWLANDS d ds R lan ew RAROA N 22 J oh n Si 24 ms D r 26

R

a

j k o t T c

BROADMEADOWS e

Kanpur Rd

C en te Burma Rd nn ia l H ig h w a y 83 81 84 85x 91

l l i H x NGAURANGA o B Cashmere Ave KNANDALLAH Mandalay Tce

Colway St Everest St

h Rd s

d Hutt Rd e u b R v

Mysore St A e

Bombay St e Clutha m n Ottawa St y o a H k NGAIO c d o R C Calcut ta w o St l s kayne Rd P n u O c nja o b t C St S i 25 a Waru St h w ko 26 ai W t S h t CROFTON r e P harawha DOWNS iw ra Ka Rd KAIWHARAWHARA 22 Hutt Rd Kaiwh w ara h a ra R d

Dr l il h wn c sto R r ade d u W h C 14 1 24 25 26 91

L e n ic n rw h St el R No d Hutt Rd

i s

r n’ e c

In-Person Engagement: Detailed ReportT researchfirst.co.nz d

to

r l R Ota i h d s R o W n i to g en Bu il an sv W air o M r G

St er t s ce lou N G WILTON Grant Rd d R e Park St ok Network ideas: Southern Suburbsbr PIPITEA em W P i l t o

n

R Murphy St

d

y

a

u Q

22 n o nd or THORNDON t Th 13 n e W stpacm 14 Possible NetworkMolesworthSt eChanges Key: am E i L W rl L tadiu a IN S P GTO 34 – SouthernBowen St ChangesN High frequency bus routes: 10 - 15 minutes daytime S M North T o land Rd A nt e 15 - 60 evenings & weekends TI go m y Av O er N 1 2 3 7 21 22 Tinakori Rd 22 37 17e Wellington Harbour Ferry Glenmore St Victory Ave ic s e Standard bus routes: 30 - 60 minutes daytime n LAM v e BT A tan ON e o rd QY in 15 - 60 eveningsC & weekends B h h a ns Karori Rd Su ay G Marshall St tor e Braithwaite MSt St 2 13 l 2 3 7 21 22 e s s B i ir Cab r n d a WELLINGTON e c w L S s R o E a d d o l KELBURN Glasgow St a N

S m CENTRAL t N Peak & extended bus routes: St Wellington HarbourU Ferry: a t Beauchamp StLewer St uth T n mo I S KARORI Ply c s The Terrace i R a l l R i e O U 22 d G Av W r er R p i 1 2 3 7 91 a 24 ll A l

o a Ž

C K n o

13 17e d n

t

21 R

Campbell St S R d

e

i d 14 24 12e 23e esen 2 R m r t

h ar u C t o d a e e u Rd s R M e 18e h i v D o u T r a 23z 29e 35 36 A Kelburn Parade 18e o y na r e M s Airport flyer bus*: Bus hubs r & interchanges:R a a i u a a d r O de K 37 y M ri ra o o t e Pa h tu t i a n tal Bay t h Parkland Dr c n

d c s n Papa u i r r n o o t V e u e e S o S alandi v rs T n d i b S L

W o -san l *Not a Metlink Service e R n t d Z o y e y c r U K ORIENTAL E o u G t v r E h S b The Terrace u AY P a C zn r n h e N e s e k 14 g d S t E w i R BAY B T a 21 H roa 21 H a

Ra y t P

Aro St a ARO t S

S ll d MAUPUIA s OUR iser R 25 i 18e 37 l a C P l i a i G r r r a W o a d VALLEY t Ž e c E i liz o Aro St V ab n HIGHBURY eth Rd R 24 St MT VICTORIA ra d S7 xan d a le i A Main Rd t r 30x e S o ROSENEATH v t t Brooklyn: No changes to route 7 S m t A ic d i a u SCORCHING BAY e o k h V o c P o a g ir t l w proposed. If we change the T ie k l n u t S e a o t M o z n a B r r o oo a e H Vogeltown route, access to r B L Hataitai o TE T y ty K 20 ch o e si Waitoa Rd S

17e k r Newtown will be more difficult l y ass e 33 n ARO iv 12e 35 M n 14 35 r than it is now. R 29e d U D a o HATAITAI d r R d ka KARORI SOUTH BROOKLYN 36 i R A e a a in v it p s r a a a e t ip 3 W B s a a d a H W R l Brooklyn l Re a c e 18e 23e S t s l Mitchell St u t S d 27 23z S2 B a R r Evans Bay Parade u th N tunne o r ik o a N i K r 18 Washington Ave 29e ta a Route 18e: Miramar, Kilbirnie, i m Adelaide Rd Alexandra Rd e i Karepa St ir Newtown, Wallace St, M Todman St BROOKLY Hataillag 18e MT Ghuznee St, Kelburn, Karori. V e Currently every 20 minutes at ni 31x er l KARAKA BAYS S8 COOK lb d peak times, and hourly at oo Moxham Ave d R

Ki h R n other times. Should this ser- Sc n o H A o Ohiro Rd s L k t Kowhai Park: Hourly i A aroa MIRAMAR d T D r g h I R c n vice run more frequently? i t HOSP Riddiford St l y off-peak service all the u r a H a B D a A 2 14 12e 36 d l k way to the Golden Mile e R a NEWTOWN x Kupe St y r a a a t n

v K instead of half-hourly to M S

d R e l a

l r o N EVANS BAY u a t e h 23 er Brooklyn only? h R MORNINGTON p am c d VOGELTOWN 24 u t r T i r ce i

a

M K

R

onstable St i

27 C l g

d b e rama

Evans Bay Parade Bay Evans i r

n M i

S10 e uttin A t 3 w Mills Rd C a d R S C Adelaide Rd l r 2 l e Cobham Dr d o 17e s S R C e k c Vogeltown: run to and n r t M a 18e 24 HOP P M 17 from Wellington Station a Riddiford St S 29 r t R S i n A a at all times, but only once e r

12e M a P P Crawfo A a 29e an hour offpeak? rd r S Cobham Dr a t MIR d Should the route be via E 30x 31x e y a Rongotai Rd w Wallace St and Taranaki IRNI e Rintoul St Rintoul S6

t g

S d

St, or via Adelaide Rd and i

r KILB I

R r

u

Troy St a e o BERHAMPORE Ohiro Rd Courtenay Place? The 2 f S

h Zoo: we could increase the level of l t

T a B latter is a longer distance service23z between the Zoo and Welling- but may be quicker KILBIRNIE 30x

Russell Tce ton Station by diverting Southgate M t s a S because it’s got bus T e nc t o r h S k services to run offpeak via the Zoo. w r C e t i r n lanes. This would be at s a k s a l ll t t e i b a c Dependente on Southgate and Hough- S n s r o e F ri the expense of the con- ellington St i c d P H r W o fo R Dun ton Bay being extended to the Golden ta r d da nection from the Brook- o o e s St b Z l e i

AdelaideRd 7 Mile – see S4d and S5. Onepu Rd ng 2

lyn, Kingston, Vogeltown W o B

R lleg

y R e n o 3 a MELROSE e

t w area to Newtown and the s c S C

n l o t 30x

r to

alifax n S H

o Hospital. H o H tai w t r

S 1 e i

l k n

r l Ne r o KINGSTON t R o t R M ) c ay (Crawford Green STRATHMORE d Pa S4 or Broadw e 32x RONGOTAI S H d s e t Bu R k r r nh r ot a am t Airp PARK St r 23 t e Pa Sc h Houghton Bay and Melrose: Should olleg m I b Tirangi Rd n l g A C o t l n r is S1 this route revert to an hourly service e u 23e ay Parade St o S ce B A y LYALL BAY ll ad t SEATOUN M a Ly v n off-peak, all the way to the Golden e n a Island Bay 1 and 32x: no Buckley Rd Mile, instead of the half-hourly service T suggested changes to to the Hospital only?3 these routes. t T 91 S a Happy Valley Rd R w a 29 Q a idl w u k S St e u a Taiaroa St e R n IRPO s

TheParade 29e View Rd D S3 A

r i v SOUTHGATE e Route 3: Eastern Suburbs residents 28 have asked for this o arg Murchison St d c e Rd R route to revert to nga St s y rt re o le e r o s k l k the old route via t e t BREAKER e c S u irp o K ri M B ri HOUGHTON the Basin Reserve A Ahu BAY Mersey St 3 to take advantage dep BAY d y R of the bus lanes. AIRPORT Ba 12 12e S9 ghton 36 30x 29 u o Should the Owhiro Bay: Separate from Southgate route H Rongotai branch 29e S5 23e be extended to the (different route number). Hourly off-peak Derwent St

The Parade t Airport to improve MOA POINT service all the way to the Golden Mile S d r R e Southgate: Should this 23 access, especially M y h instead of half-hourly to Brooklyn only? s o a i a P B b o route revert to an hourly for people who r o int Rd e r ISLAND BAY F k service off-peak, all the 32x work there? Brea OWHIRO BAY way to the Golden Mile, 1 instead of the half-hourly Robertson St service to the Hospital O w h i only? If we diverted ro

B a offpeak services via the y

p

a Zoo, Houghton Bay and

r

a d

e Southgate services com- The Esplanade bined could provide a half-hourly service to and from Wellington Station; twice the level of service of route 23z.

Commercial In Confidence 217 to Brooklyn only? the Golden Mile instead of half-hourly Hourly off-peak service all the way to route (different route number). Owhiro Bay: Separate from Southgate

In-Person Engagement: Detailed Report researchfirst.co.nz S8

Network ideas: Western Suburbs Possible Network Changes – Western Suburbs Standard bus routes: *Not a Metlink Service Airport flyer bus*: High frequency bus routes: Key: Peak & extended bus routes: 13 1 2 2 17e 3 3 7 7 21 21 K 22 22 A 18e R ORI KARORI WEST 2

33 H a ze So S lw uth o K O o ar d ori R d

U A ve T h Wood ou H se Av S e u Parkland Dr n s h i

currently has any offpeak buses. hour to South Karori, neither of which hour to Karori West and one trip an Place. We could also add one trip an Wallace St instead of to Courtenay services through to Newtown via be to run route 21 (Wrights Hill) Suburbs? One way to do this would Aro, Newtown and the Eastern service between Karori, Kelburn, Te the frequency of the crosstown Routes 18e and 21: should we boost n

e M C o Marshall St Marshall

A Bus hubs & interchanges: Wellington Harbour Ferry:

o 15 - 60 evenings & weekends 30 - 60 minutes daytime 15 - 60 evenings & weekends 10 - 15 minutes daytime v n

l e

l t

ie g r o

A m

v 34

e Victory Ave Victory e

r

y

A v e

changes to this route. Route 2: no suggested W1 St Beauchamp

Lewer St

Karori Rd Campbell St Campbell W2 K Crofton Downs. travellers connecting with the train at Khandallah but with Johnsonville and Johnsonville). Or to and from travel by train (to and from Khandallah Crofton Downs station for onward this connection by running only to We could improve the frequency of via Crofton Downs and Khandallah. extend via Mairangi to Johnsonville Currently some route 22 services A 37 21 R OR I

Cr oyd on S Braithwaite St t D ie S uth t P l y

m

o

u

t M

h e s

s

i

n

S e

t s

R Z d E e

c alandi

25

o B

i r

-san d w

o

a o

d

S

t

ctu

C a h

r a

y y O H

H t

i o 14 17e r

I K W

ghbu A S G t

r W

17 i

y R l

t o n M

R

R O d H

H d

o R

a

R I

I

n T

B

a

a U

R

r

R N

d Happy Valley Rd o U N

O a E Karepa St G

L W4 R Mitc R lo Ota h u e R ll d B S

t a W Y P c r e e r A o Bu

M i i

N m s l a

O ter t

13 22

o o Y

w b S s

r

h OR N R r t n’

t h

i d o

r W

h

o k

e s

B d a a r l y a

p e a

U

Robertson St Robertson

p n R

Ohiro Rd l a I

Mitchell St Mitchell d n d

B d

L

R

Murchison St Murchison 29 29e R d CROFTON CROFTON I R

Todman St d T 2 N DOWNS DOWNS K OO K O

G

The Esplanade The F St Aro r E 37 21 22 obi 18e s Ohiro Rd N h T e 13 r L St W 7 O

B i lt C 29e L o h N U u gew V U n r K he Rid T a Y n ch

29 i y c Glenmore St Rd ill Kelburn campuses. University’s Pipitea and Station and Victoria between the Railway provide a service require a new route to Golden Mile? This would service revert to the Should the Mairangi i R N I v D B K to r N e M r

H a 22 r N N

o e r i V s i r a o o l a G b i a r l k t n A i Mills Rd A u y w f l

i

B c S a

BROOKLY y r g h L St Glasgow R

x P n n o i 29e 17e B G R

T d r a tan S

i N L l R t S s O a t fou Ave Washington

O r THORNDON c St d r THORNDON i E ll d i a e c N C Y Cab n Tinakori Rd res s

B Kelburn Parade c

W

Aro St Aro a l

E r a M n y e

l k o c o r C B

oll S R i t d k C

RH A o Derwent St w

O The Terrace

M h

S

a a 1 l

a m i

W3 a S O W

n a t

T W c

il a d The Parade l K i R M s e 23 27 S t s

d t

A o

PO R H w 26

u T 18e V R

tc ict n

h o

E r R

I i

The Terrace W3

s 27 ia O V o S d P S n t er t Ottawa St The Parade Rd 3 h S O

L t 32x E

A

G P

W 18e a NGAIO NGAIO

ND

a 37 22 E

l G

l

a r

Mersey St Mersey Adelaide Rd W

1 c T

Bowen St Bowen e l

a h i

r l i

S l L

a i L

t s am

S n u

a S 14

k t A

i z K

T S n

O t M

M a

Adelaide Rd St Park

B e e

a i

O B w n M e n

n h U

A T S 17e t Colway St Colway

ass e

U a

t 14 23z W 29e 23z 23e O

r C r 1

T s

Y n o

HOSP a N

Grant Rd c

i e S ka

v w

t H N

Molesworth St y Q

e y h n L

a Rintoul St e Y

r n

e

G s r

a

n

M i W R

u 21

o St Murphy

I t 2

e n R d y E

24

A T G M l t r d

L o

e s l A A R ro L v

e T s l 29e I

L d R b e

e N n d GTO

E rt R ce d St Riddiford Adelaide Rd o r T

3 Bombay St

H

Russell Tce Russell

N KAIWHARAWHARA KAIWHARAWHARA

12e

Riddiford St Riddiford Buckley Rd Buckley 25 S T

T h

29e

B A o TI r

N n

29 a 7 35

Re s O d W5 B W i K C N o E

y instead of to Kilbirnie via Roseneath? eastern destination via the Hospital to be “through-routed” to a southern or would it be more useful for this service Route 14: Wilton and Wadestown - uc s n ent OUR n ua KNANDALLAH k Z ellington T Q KNANDALLAH

23e e c

l W e ey o r TE St Mysore BROADMEADOWS v N BROADMEADOWS 91 3 R o 23e Hutt Rd

AY P W 23

d ME L

e E

T P JOHNSONVILLE JOHNSONVILLE

H

B l L

u

r i 36

o K

u z

O g n

E a 12e a

h P

O a j

m b i C a

S w

W b

t e L W

I

32x

t U h S

h E R

e P

C a t

23z S LI N

P

S stpac tadiu r o B N

G C

N i a

O t o H n I r

T w c 23

23e

i WEST WEST

o s k

A 1 T e M e h a

u H t

TR A y

a g

S

a a S n

h e Rd

Papa r Y

n

b a E

t m 36 35

t

T

G

E c R o h l

e e d s n

H A

O

t S C T o e 24

C

B t M

H Waru St a

r

A l

a N Alexandra Rd

r l

a O

u

n l L S c e

View Rd View M x

y s u

a w n

e t u

d M

R y t t r

d

R a h

k t

s d R e a N d t

L e a

T r

V S Waitoa Rd Waitoa o S u

K L

t t A

o ic m 25

V v Y B k t e

I u o o

I L

AL L

tunne u r 1

C s C Q

u i B

e e n a B

s t o r D r i x v a

e T H

w i IR N ll

Kupe St Kupe 26

OR I

f

o

O

r l

B

d r

K

2 M

i

Hutt Rd c

S Moxham Ave

e

20 a L

A t

n

H i n

I n

p t

t A Y E

36 o

a

u

A

3 Everest St c

91

ORI E

l k

r 14

C

e r S e i s

n B t

e r

e R T n b

l i K

t a

d

A P y

a P J

B o

Ki I

l a

h 3 l

T r Ave Cashmere i Burma Rd n

lb A

12e a

s

KILB Sc Hata N Onepu Rd Onepu S

Evans Bay Parade Bay Evans A

e d T i

R

a

er j

r

Y e k

24 V m

h T r

o

H I u R

I t s C ni RNI s oo i A T

o

e

llag a A c c

Hataitai l

L r R

i t e D

e ta a x d o t y a i r

E i n

l t L t E

a S n

a t a

r 19

O i

A l i r

e ch A

l R v i v

B d d s

e e S a N r 36

a t

oo 26 24 22 y Rd Rongotai Cobham Dr Cobham W R

P d G a

E i l a p

a R r F O p a V Erl R a B u est d

O o R W r r AN S T k o 14 e T d

h a l e C e o a ng n C

SEN E C W

A v

re n r o s s

e e e

e c s r

lleg o g s

t t

14 G

I o c n

h o

ta C n r e

t T

a

52 r c

m r e Ž Phillip St be i D e o M e

B oo S

Tirangi Rd n ref t s r

i

R e

A d l G

d d

R r

a A Ž R n

o d

35 Y Evans Bay Parade E

T v

3 O Mandalay Tce

a nsl A

o Dr Amesbury

Airp n w

24 Rd

s

b H

Troy St H

y

P

a B N

Pa a

i a

r

30x 12e 18e l

l Westc s a h

e

or 2 er

r d D

O n w

e RAROA k RAROA r JOH h

e CHURTON t R ian St CHURTON a C mbr a a

r C

t

i

e u e N

NGAURANGA r

H r

SONVI e R tai o PARK PARK mebush s D

d r

A l R

24 31x

d C

L

I e

L

RPO n H

E

t a

e w Melksham n

C

t h D

o r n

r

l

B e

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N B H A I Y N S G HOROKIWI HOROKIWI

B A Y In-Person Engagement: Detailed Report researchfirst.co.nz

Commercial In Confidence 219 Research First Ltd Level 1, 23 Carlyle Street Sydenham, Christchurch 8023 New Zealand

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