WELL-track The Trans-Action newsletter ... Issue 4, August 2011 Milestone ...

TRANS Spine study consultants ACTION announced -TRAIN Greater Wellington Regional FOR WELLINGTON Council has awarded the contract for the Wellington Public Transport Spine Study to Inside transportation and engineering About Trans-Action 2 company AECOM, a firm with a strong combination of local and An example for Wgtn 2 international knowledge and experience. RONS “consultation” 3 “Next stop Queen St” was the promise made by Auckland Council transport The 18-month study will Brent rant 4 head Cr Mike Lee before he drove the first tram around the Wynyard precinct identify and assess the most of Auckland’s waterfront development on 6 August. In Auckland the tramway, US driving “hits the wall” 5 feasible long term options for which will connect to Britomart and probably up Queen St within a few years, a high quality public transport is a key boost to the waterfront development – something Wellington has Auckland tram extensions forgotten. See p6. Photo: Brent Efford. route through Wellington, pushed 6 from the railway station to the Worldwide ‘peak driving’ trend also seen here – so why RONS? regional hospital in Newtown in Christchurch’s Believe it or not, we’re driving less than ever and connections with the wide future 7 public transport network. The CITY driving in Australia - had occurred in all major $1 million study, being carried Ask Dr Demetrius: why and other developed Australian cities in 2004 in out by Greater Wellington line with the world trend, not a subway? 8 countries peaked in 2004 in partnership with Wellington the authors noted. In 2004, City Council and the NZ Hutt corridor plan “ill- and has been declining Melbourne’s car use peaked at Transport Agency, is part of balanced” 9 since. 12,410 passenger kilometres the Ngauranga to Wellington Airport Corridor Plan. Option X for the Basin 11 A paper by Curtin University per capita. In 2009, that had dropped to 11,050. The appointment of AECOM has NZTA offers “yesterday’s academics Peter Newman been welcomed by Fran Wilde, solution” 12 and Jeff Kenworthy, Peak Professor Newman told The Chair of Greater Wellington Car Use: Understanding Sunday Age that rising oil and the Regional Transport Overseas snippets 13 the Demise of Automobile prices, traffic congestion and Committee, and Celia Wade- Dependence, cites soaring a growing taste for inner-city Brown, Mayor of Wellington oil prices, traffic congestion, living were the main factors. City. Fran Wilde says the a preference for inner-city ‘’$US80 a barrel [for oil] was awarding of the contract is a very significant green light for living, public transport very fundamental and we the study. “After identifying Wanted: extra Trans- growth, an ageing population, crossed that point in 2004 what we need to do through and more crowded cities for and it’s been going up ever Action trustees our corridor plan, then spending pushing people away from since,’’ he said. some time securing funding for Trans-Action is a registered trust cars. ‘’Peak car use is a major ‘’The fuel price in the next the study and finding the best currently of 7 members (the trust historical discontinuity that people to carry it out, we can deed allows up to 10). We need 10 years is going to be now let them get on and do extra human resources to ensure was largely unpredicted by a very strong driver. The the work. that the case for better rail transit most urban professionals and International Energy Agency and particularly tram-train in academics,’’ write the authors. has just concluded that you “AECOM has a wealth of Wellington is properly presented. experience in public transport ‘’The peak car use need to find another four If you have some time available systems rom d e l i ve r i n g and are committed to this cause phenomenon suggests we Saudi Arabias otherwise the Wellington’s Real Time we would love to hear from you. may now be witnessing price will continue to rise. Passenger Information We particularly need resource the demise of automobile They’re not going to do that.’’ system, and planning and in website development, display dependence in cities … the stand creation and computer He said that cars powered by developing options for a light animation. phenomenon of peak car use electricity or hydrogen could rail system for Perth and a rapid bus network for Brisbane, Interested? appears to have set in to the reverse the trend of peak car through to planning a new cities of the developed world.’’ use, but ‘’they’ve been very If so, please drop us a line at: tram line through Edinburgh [email protected] Peak car use - which is slow coming in’’. and light rail in Minneapolis. measured as vehicle kilometres travelled per capita Continued, page 5 >>> Continued, p3 >>> Trans-Action ... advocating tram-train for Wellington www.trans-action.org.nz PO Box 2626, Wellington 6140, New Zealand About us

Related websites ... TRANS Light Rail Now (US) www.lightrailnow.org ACTION Publictransit.us TRAM-TRAIN www.publictransit.us FOR WELLINGTON Light Rail Transit Association (UK) www.lrta.org The Transit Coalition (US – Los Angeles) Trans-Action – tram-train for Wellington is a www.thetransitcoalition.us/nationaltc/index.html trust whose mission is NZ Centre for Sustainable Cities www.sustainablecities.org.nz “A high quality, high capacity public transport Campaign for Better Transport (Auckland) system, as the main transport mode for www.bettertransport.org.nz Wellington, built around a completed, Auckland Dockline Tramway www.aucklandtram.co.nz/ modernised rail spine, using light rail to extend Christchurch Tramway through the Wellington CBD to the Regional www.tram.co.nz Hospital and the Airport. (Combining light Urban advantage rail and the existing suburban rail system to www.urban-advantage.com Urbanrail.net achieve an unbroken journey is known as tram- www.urbanrail.net train).” Tramtrain: The 2nd generation http://www.lightrail.nl/TramTrain Trustees Glossary Brian Jameson Chair tram: an electrically-propelled rail transit vehicle designed to be Rob Martin Secretary used safely in the street environment Mike Mellor Submissions co-ordinator light rail vehicle (LRV): a modern (1970s onwards) synonym for Brent Efford Information officer and WELL-track ‘tram’ editor/publisher light rail transit (LRT): an urban passenger transport system Demetrius Christoforou Campaign promoter using light rail vehicles. Generally used, particularly in the US, Paula Warren Policy analyst for systems with long lines into the suburbs on private right Michael Gee Policy analyst of way and relatively short sections in the downtown street environment streetcar: generally US term for trams which run mainly or An example for Wellington: wholly in the downtown street environment at low speeds and making frequent stops. Functions as a ‘downtown circulator’. Restored or replica old, or ‘heritage’, trams can be used, as in Christchurch, San Francisco and New Orleans, and/or modern low-floor vehicles as in Portland and Seattle. The downtown track infrastructure can be shared with LRT or tram-train serving the suburbs Super-link: Trans-Action’s branding of a tram-train system which would extend the regional rail system along the Golden Mile (stage 1) then to the Regional Hospital (stage 2) and the Airport (stage 3). (A 1992 proposal by Transport 2000, forerunner of Trans-Action, branded ‘Superlink’, proposed the same route south of the Railway Station but did not envisage the extension of regional rail services, other than Johnsonville, along it.) tram-train: an urban transit system featuring trams (LRVs) running on street trackage in the city centre and ordinary (heavy) rail tracks in the suburbs, thus providing an unbroken journey Sign of the times – in Auckland: transit-oriented development (TOD) – from suburb to city centre – see our mission statement. The fairly development of property for residential or commercial use primarily oriented obvious term is actually only about 5 years old, and French in to public transport rather than highways – has a history in Wellington (and origin, but examples of tram-train date back to the 19th century is being considered again – see WELL-track 3) but is being actively pursued in and it was first proposed in Wellington in 1878. Modern examples Auckland, where rail developments are challenging the ‘city of cars’ image. include Karlsruhe and Kassel This sign, on a building site beside the spectacular New Lynn station and bus interchange, gives an idea of the inter-agency co-operation required to make trolley: mainly US synonym for ‘tram’ or ‘streetcar’. Also TOD work. Photo: Brent Efford. commonly used in Wellington as shorthand for ‘trolleybus’. www.trans-action.org.nz 2 PO2 Box 2626, Wellington 6140, New Zealand Messages and letters

A reminder >>> Spine study, from p1 NZTA “consultation” that Treasury’s naysaying about So I’m sure they’ll produce A Trans-Action supporter, rail projects is some very exciting options who must remain ‘anon’ nothing new! and provide the groundwork A NZ Herald for good decisions about this for job reasons sent Minhinnick crucial public transport route.” us his response to the cartoon from the early 1950s. Wellington Mayor Celia Wade- NZTA’s “consultation” Brown is delighted that the questionnaire on the tender has been let. “The Basin Reserve flyover triple whammy of congestion, rising oil prices and climate proposal: change means this study is incredibly important,” she What is important to you about a pedestrian & cycling railway, urgently. So said. “Wellingtonians say they ehere we should locate the facility to the Auckland how can we have any want better and more reliable bridge around the Basin Reserve? Harbour Bridge confidence in this pointless public transport. Our bus lanes If you want to know exercise? 5 A colourful mural are a start but we need a what we think, and if our But in order to play your depicting cyclists would step change in the efficiency feedback is important to little game: look nice in the new of our public transport you, then please for once tunnel. networks. “I look forward to LISTEN. The questions you 1 The bridge should be 33 the commencement of this [For the Architectural Centre’s Option are asking here represent metres from the Basin project and the inclusion of Reserve. X alternative for the Basin Reserve trivial details of a project area, see page 11. It’s not perfect – the existing data such as the that is not what many 2 We like this better than if provisions for light rail, and cycling 1995 (Wellington) Light Rail submitters to the corridor it were 32.5 metres and walking in the northeast corner, Transit Feasibility Study that all need more work – but it is a gave a Cost-Benefit Ratio of 2.2 plan asked for. The fact 3 We like this less than if it big improvement on the overhead for several light rail options.*” that you are asking them were 33.5 metres roadway concept which is falling out Fran Wilde says AECOM’s strongly indicates that of favour all over the world – indeed 4 We think you should add many have been demolished.] bid for the contract was this so-called “public among nine strong proposals, engagement” is simply all with international your way of being able to No More RoNS ( pronounced Morons!) components. The first phase say “we consulted”. You If any one single reason can be for the timing of the project, or of AECOM’s work over the are demonstrably not said to explain New Zealand’s an explanation of why anyone next three months will involve interested in what the relatively poor economic would want to invest in transport scoping the options for people of Wellington want. performance it would have to infrastructure that increases, routes and transport modes and reviewing international The people of Wellington be the poor quality of public rather than decreases, NZ’s investment. dependency on oil. public transport systems. It elected a Mayor who will then identify and develop opposed this road scheme All too often scarce capital has The RoNS project blithely ignores options, which will be put up and you pressured the been squandered on prestige the fact that oil is at or near for public consultation around projects that serve some special Council to change its views record prices and is not expected the middle of next year. The interest or ideological itch rather to fall given the fundamentals of with threats that the study’s due to be completed than the collective good. There global supply-demand balance. at the end of 2012. funding for this scheme can be no clearer example would go elsewhere. You The sheer unaffordability of the [GWRC press release 1/8/11] of this wasteful approach to project is breathtaking. At a time were deaf to requests that public investments than the of severe financial stress with We say: this is a significant this funding should be Government’s so called Roads NZ Government spending in milestone. It is a relief re-directed to extending of National Significance (RoNS) deep deficit, only the most cost- to Trans-Action that a Wellington’s incomplete project. Despite the grandiose effective infrastructure projects consultant with extensive light rail experience has been rail system. name this project is actually all should get the green light. Yet about building more motorways. appointed. You appear to be interested there is no proven cost-benefit only in what Transport Inherent in the $12 billion plus basis for RoNS. However, the devil will be Minister Stephen Joyce RoNS project is a philosophy, The project ignores the in the details – for example, posture and preference that is wants, and any pretence opportunity cost. What transport the amount of light rail past-based. The RoNS project experience or awareness that that this is meaningful infrastructure could NZ build that could have been conceived any the local staff doing the study public consultation is a would deliver real benefit for $12 time over the past 40 years. Now, billion? in Wellington actually have. farce. The same is true in the environment New Zealand We look forward to having an in Auckland where the faces in 2011 and beyond, it is just Generals used to be castigated input at an appropriate and same Transport Minister obsolete and irrelevant. for preparing to fight the previous early stage. is forcing high-cost, poor war, but in comparison with those Despite the massive cost, there addicted to building motorways *Our emphasis. The 1995 study business case, roads onto is no clear statement from the in 2011 they now seem positively was ‘tram-train’ in all but a city which has clearly Government of what problem rational! name. said it wants an extended the RoNS project is expected to solve. There is no justification Brian Jameson

www.trans-action.org.nz 3 PO Box 2626, Wellington 6140 New Zealand 3 Commentary Brent rant A grumpy granddad takes on the future-eaters POLITICAL MEMORY LAPSE: The lure of hardly balances the road expenditure, misinforming from the climate change a “free” road makes most councilors let alone after RONS... denial lobby, this time in the person go “brm brm” and quite weak at of one “Lord” Monkton, doing the THEY WOULD SAY THAT, WOULDN’T the knees. One local pollie gave her gullible-media rounds on behalf of the THEY? Treasury’s pooh-poohing of the inner petrolhead free reign in this ACT Party. An Australian email group case for the Auckland underground rail extraordinary stream-of-consciousness contact commented recently: loop will be no surprise to anyone with transcribed from a NewsTalk ZB a better memory than our politician Australia currently has some ‘nutter’ interview: friend above … Treasury has had an anti- who persists in calling him self a ...... So you cannot get away from it, rail ideological line seemingly forever ‘Lord’ even though the British transport is a critical spine for our (see the cartoon – p3) and was advising Parliament has told him several economy, and to tell you the truth, the 1984-90 Government, and no doubt times he’s not entitled to call him there’s been a lot of kind of abuse of others, to shut down the entire system! self a lord, getting lots of press and the Government, for putting some A consistent theme of Treasury advice air time for his climate change money into roads, but we haven’t – as well as $35/barrel as the assumed denial talks. So a person who has no had any roading money like that put long-term price of oil and over- scientific background, his education is into Wellington for as long as I can optimistic economic growth projections in ‘classics’ and journalism, gets more remember, actually, all my life, I mean – has been privatization. Perhaps they ‘air time’ than the peer-reviewed work you know, the Centennial Highway, should start with themselves – contract of specialist scientists. ‘Science’ is not all of those - State Highway One is a out the advice-giving to one of the slew handling the media particularly well disgrace, and so I think it’s good that of far-right, climate-change-denying, at all, and we are all going to be much it’s happening. And we’ve also had vehemently anti-rail, US think tanks the worse for it. money for public transport, which is funded by Exxon-Mobil and the Koch IT’S RISK MANAGEMENT, STUPID: only equally as essential. Brothers. Or have they done that a complete idiot – or a thorough knave Etc, etc … strange that a Wellingtonian already? – can say that there is ‘absolutely no, of long standing like the one quoted IT’S NOT JUST THE ENVIRONMENT: new zero, zilch’ risk of anthropogenic climate could overlook so many facts about local Green Party list MP Gareth Hughes change, given the weight of evidence. local infrastructure. As another Trans- has developed a solid reputation There is room for uncertainty about Action trustee has observed: as a transport specialist. Last week the level of risk but it is assuredly not When [she] says “but we haven’t he made a pithy e-news comment absolutely zero. And given the truly had any roading money like that put about the economic outcomes of catastrophic potential of climate into Wellington for as long as I can the Government’s ‘Roads Only, Not change, even a small level of risk remember, actually, all my life” I begin Sustainability’ transport plans: demands management. That is basic ‘Business Management 101’. to worry about her memory, because The road to high inflation: this week’s in her lifetime the whole of SH1 record inflation figure serves as an Many ‘deniers’ are in business – and between Pukerua Bay and Wellington ugly reminder of the long-term manage their business risks for their Airport (except for Mt Vic tunnel- consequences of the Government’s own benefit. As householders they Wellington Rd) has been rebuilt plan to invest $13 billion into new doubtless carry insurance, even if the (including building all of the urban state highways over the next 10 years. risk of their house burning down is motorway!) as has much of SH2. ‘unproven and small’. Yet they seek to The 21-year-record high increase in the Just in the last 20-odd years we’ve prevent management of global risks on Consumer Price Index of 5.3 percent had the Inner-city Bypass, Newlands behalf of their descendents. interchange, Mungavin Interchange, included an 11 percent increase to It is no accident that the deniers Mana Esplanade, Paremata-Pukerua transport costs and a 20 percent are virtually all from the far Right. Bay, Mackays-Raumati Straight, increase in fuel costs. What they are really asking for is no Lindale; and Dowse-Petone, the River The National Government’s plan to management of the risk to future Rd, Kaitoke, Muldoons Corner - all spend billions on new motorways generations because that means a major improvements in alignment will lock us into oil dependency and swing away from business as usual etc, greatly increasing speeds and a future where New Zealand families – and that will disturb their current capacity. won’t be able to afford to get about. wealth/comfort/conservative mindset. And PT? Few bus services use those The smart alternative is to invest in an To reject climate risk management upgraded sections of state highway, efficient, affordable public transport is inter-generational callousness and so little benefit there; and the railway system that everyone can use. short-term gratification at its most alignment has seen no change for ANOTHER DENIER FOR HIRE: New egregious – a moral outrage not unlike over 40 years. A few km of double- Zealand is currently being subjected child molesting. tracking, electrification, signalling to another round of anti-scientific, upgrades and some station rebuilds anti-adaptation, anti-sustainability Brent Efford www.trans-action.org.nz 4 PO4 Box 2626, Wellington 6140 New Zealand More about ‘peak driving’

>>>Newman and Kenworthy – from p 1 Building more freeways to reduce traffic congestion would not work, said Professor Newman. ‘’They don’t make sense economically and they fill so quickly … you can’t even build them in America any more. The last new freeway in Los Angeles was 25 years ago, the last big freeway to be built in any US city was the Katy in Houston and it cost a billion US dollars a mile. ‘’They’re financially and politically exhausted. They’re not possible to build any more.’’ Funding freeways privately will not work either, according to the paper: ‘’Many recent toll roads in Australia have gone bankrupt because numbers of cars have just not materialised in the way the models predicted.’’ The third biggest factor mitigating against car use, said Professor Newman, was the ‘’growing culture of way. It is indeed quite possible that the and since this is Texas, we now see a urbanism among the young’’. total vehicle miles driven in the United new statewide network of Texas road States has already peaked in 2007. ‘’It’s particularly evident among young promoters. In Texas, the road builders Barring something unanticipated, we Americans and young Australians. They and their allies are thriving -- actually should plan to drive less, pay more, and actively prefer using public transport manage to increase their funding at begin to envy those with good transit because you can wire up your devices the expense of competing priorities like service. - your iPod, computer, phone - in a way health care and education. that you can’t do when you’re driving. A third essay will focus on the efforts The road goes on forever, and the party You’re free and flexible if you’re using of the “Texas road lobby” to block never ends. At least not while the Texas public transport but you’re not free and transportation reform that might road lobby has its way. flexible if you’re in a car.’’ move Texas away from the sunbelt Roger Baker From The Age, Melbourne, 10/7/11 syndrome, a mode of growth highly dependent on cars, trucks, and roads to [For “Texas” read “New Zealand”, where state Read more: highway expansion is seemingly the only http://tiny.cc/wpxwr serve suburban sprawl development. Budget line item immune from spending When such groups fight progress or cuts! For the full story go to: http://tiny.cc/g3l2d Is the love affair over? change, the skillful use of misleading data always helps. As does a new state And another indicator of peak driving – the shrinking US car fleet: http://tiny.cc/1yifw ] US drivings hits the wall leadership unwilling to acknowledge global warming. Written in Texas, applies in NZ ... Since there is a lot of money involved, In recent years, we are used to hearing something about oil in the news nearly every day. With rising fuel prices at the gas pump acting as a constant reminder, it is getting harder for the public to deny that the United States is in big energy trouble. I have written three essays to explain our current situation, with a focus on transportation. This first one explains the global oil supply situation that has been causing fuel prices to go back up. This will be followed by an essay documenting and explaining the basic shifts in driving and transportation behavior that are already well under www.trans-action.org.nz 5 PO Box 2626, Wellington 6140 New Zealand 5 Auckland tramway opened 6 August

Wellington wasted the opportunity, but in Auckland ... Auckland Tramway starter: sure, it is just a simple loop around a few blocks of the Wynyard waterfront Tramline extensions being pushed development now, but planning is well advanced for a modern tram, or Even though the the international cruise ‘streetcar circulator’, link from there Auckland waterfront terminals on Princess and to Britomart and quite likely further Queens Wharf would also afield. tramway is still in its enhance the tramway’s Wellington made a start on a similar construction phase waterfront tramway in 1995. It was intrinsic value as an impor­ proposed to be integrated with light [when this was written tant and iconic Auckland rail along the Golden Mile – but the in June], proposals are waterfront attraction,” he project was forgotten about during wrote. City Council reorganisation and already before council Graphic: Stuff website political turnover. to extent the line into Meanwhile, construction on downtown Auckland.­ the waterfront tram tracks has reached the corner of ... even by the (National) MP! Auckland Council Transport Madden and Halsey Streets, Auckland has link buses and The development group Committee chairman, Mike although there is still some now there are calls for a tram has no plans to install a Lee, has called for the line to distance to go before the line to run similar routes. loop around the areas Kaye be extended to Britomart, 1.5km loop, taking in Jellicoe, National’s Auckland Central proposes but is open to ideas “as soon as possible”, and a Halsey, Gount and Daldy MP Nikki Kaye wrote to about extending the track. motion was passed at the Streets, is finished. Mayor Len Brown, Auckland “The demonstration of last committee meeting The rest of the Wynyard for Auckland Council Council, Auckland Transport the heritage trams around Quarter currently resembles­ and and the New Zealand Wynyard Quarter is the officers to work with a giant construction site, Auckland Transport, and Transport Agency yesterday first part of this project and with work on six proj­ects asking them to consider provides us with a window the Auckland Waterfront that are scheduled to be Development Agency for this investigating the merits of a to the future in terms of ready for the Rugby World tram link. modern light rail vehicles,” to happen. The latter two Cup in September this year. are CCOs, council controlled Kaye proposed the link could said Waterfront Auckland’s They include a $32 million organisations. travel through Grey Lynn, Chief Executive John Dalzell. Viaduct Events Centre at Ponsonby, Karangahape “The Auckland Council Mr Lee has written to the end of Halsey Street, Auckland Mayor, Len Brown, Road, Queen Street and Transport Committee has with a distinctive wave-like downtown Auckland. asked Waterfront Auckland, the chairman of Auckland roof, and a North Wharf The MP wants the council to the Auckland Council officers Transport, Mark Ford, and the Promenade; two new build­ “properly” investigate “the and Auckland Transport chairman of the Auckland ings on either side of a 1930s feasibility of trams in central to look at extending the Waterfront Development­ Auckland Harbour Board Agency, Bob Harvey, pointing Auckland”. tramway to the Britomart shed, which along with the Transport Centre and this out that connectivity­ with “This needs to include an shed, are 80 per­cent leased will be evaluated as part of the region’s public transport analysis of the costs, funding to cafes and restaurants; the upcoming waterfront networks would enhance options, routes and types a $12 million silo park at plant consultation process.” the strategic value of the of trams - because different the western end of Jellicoe ... tramway. Street, and a $3.7 million trams can accommodate [Kaye] believes the tram “Extending the tramway pedestrian and cycling different numbers of people,” link will be a good idea through the Viaduct Ha­ bridge linking the Viaduct Kaye said. because of their modern and bour area over a new Harbour and Wynyard While Kaye is determined international appeal. strengthened bridge and Quarter. to investigate the loop “The last 10 years has seen along Quay Street to the In Jellicoe Street itself the connecting Auckland central a revival of interest in Britomart Transport Centre street is being turned in­toa with the western bays, the tramways and today trams where passengers can tree lined boulevard, and MP said she “will make it are at the cutting edge of connect to the suburban Jellicoe Plaza, where Michia clear that we are also open a number of cities’ urban rail network, the QTN bus Ihara’s Wind Tree sculpture, to other routes”. transport. network, the ferries and the will be sited. The request follows a Northern Express is highly “In Australia, , Italy, This sculpture has been in heritage tram project, which desirable and should be Spain, [the] US and the storage since being moved is already underway....The given a high priority by the UK, approximately 25 new from the end of Queen trams should be ready to roll Auckland Council group, says tramways have been opened Street to make way for by August 6. Mr Lee’s letter. or re-opened in the last the Britomart transport One will seat 52 passengers decade.” ... “Extending the tramway’s terminal. while the other will carry up reach along the water­ http://tiny.cc/fkyco [From ‘The Controller’, MOTAT, to 32. Stuff, 5/7/11– front via Quay Street past Auckland, Autumn 2011] www.trans-action.org.nz 6 PO6 Box 2626, Wellington 6140, New Zealand Christchurch trams should lead the recovery Trams in Christchurch’s future It was only a scant 17 days after we celebrated the 50th birthday of the Tramway Historical Society, and its success in establishing the tram as a primary ‘icon of Christchurch’, that the city was struck by a devastating aftershock of the first earthquake on 4 September. The 22 February disaster took 182 lives, has made life very difficult for many thousands more, and has caused property and economic loss which will permanently change the face of the city. However, a perspective needs to be maintained. Most of the city was not destroyed; there was no CBD-wide fire such as consumed San Francisco in 1906 or Napier in 1931. Even the centre which is still (in early May) partly cordoned off contains much infrastructure which can be returned to service as the city recovers. Problems, potential and ironies in Christchurch are encapsulated in this photo That includes the Christchurch Tramway. After the 4 in Armagh St at the boundary of the Red Zone, taken a few minutes after the September quake the tramway was back in service within a second of the big shocks on 13 June. The tram track will need repairs taking a few days, the overhead is OK, the low-rise heritage buildings are damaged but few days and to a visitor this was a reassurance that, cracked potentially repairable. However the modern buildings in the shot may all have though some nearby buildings may be, life in Christchurch to come down – note the lean on the 3-year-old apartment building in the was basically OK. The 22 February shock has had a different middle! The demolition of threatening high-rise buildings sets the timetable outcome for the tramway: some track and overhead has for the revival of the Christchurch Tramway. Photo: Brent Efford been damaged, mainly around the Armagh St bridge. On the other hand, the earthquakes have provided a great However, the new track already laid for the extension is marketing opportunity for the merchants of sprawl – the reportedly unharmed. developers of new subdivisions on former farmland dotted The trams have all survived – the ones in service when around the Canterbury Plains well away from Christchurch the quake struck have been retrieved and are resting and accessed only by car. Many of these properties were at Ferrymead. The Christchurch Tramway Ltd depot is, previously proving difficult to sell as buyers became more apparently, not seriously damaged and the trams within are aware of the financial downsides of daily driving long safe. distances on petrol over $2 a litre. So the damage to the tramway could be repaired within a After 4 September, and particularly after 22 February, few weeks. When the tramway actually returns to service the attractions of housing on allegedly firm ground are will depend on the priority it is given in the context of undeniable and urban sprawl gets a new lease of life despite the herculean task of restoring not only buildings but the price of petrol. With the establishment of the Canterbury also confidence in the CBD. Commonsense and overseas Earthquake Recovery Authority, answerable only to a minister experience would suggest that the tramway should lead the who wants to see “old dunger” heritage buildings bowled – revival. and a Government cynical about rail transit and determined The Christchurch Tramway has established itself as a to press ahead with motorway construction no matter what symbol of Christchurch second only to the Cathedral – – the sustainable urbanist good stuff that the Mayor wants but considerably less munted. Along with the extension to do may not survive. which was well on the way to completion, its route As in war-ravaged Hiroshima and many German cities, defines the heart of Christchurch, the area that must be the early return of the trams would be a morale boost rebuilt and enhanced if the city is to be economically and for frazzled Cantabrians. But even beyond that, streetcars environmentally sustainable. are a proven way of stimulating and focusing community Internationally trams (or streetcars in US parlance) are development even in non-munted cities. In Christchurch this making a big comeback as agents of inner-city revitalization will be crucial. and ‘smart growth’ – the automobile-based transport Brent Efford systems of the later 20th century having proven particularly [Postscript: the above was the editorial in Tramway Topics 246. On 13 unsuitable for that role. Christchurch has a head start in its June I was in Christchurch inspecting the light damage to the tram recovery by having some streetcar infrastructure in place infrastructure when two more devastating shocks struck. Neither which has largely survived the disaster. affected the tramway but various buildings were further damaged. But the nature of a revived Christchurch is in the balance. On The public consultation now underway, led by CERA, shows a strong the one hand the call for high quality, exciting, sustainable support for sustainable transport, including light rail/trams, instead of continuing the growth of car-dependent development. However urban design is loud. Mayor Bob Parker, even before the days the opportunistic promotion of sprawl continues unabated; The when “Christchurch earthquake” ceased to be an oxymoron, Press of 18 June carried a front page promotion of yet another was calling for a light rail system as the key to a radically such subdivision. The developers have euphemistically dubbed it different and more sustainable way of developing the city ‘Highfield’ when in fact it is planned for the former swamp known as (See Tramway Topics 244, for example) . Marshlands! The 22 June Press listed 22 new subdivisions in progress, all totally car-oriented. No light rail for them!]

www.trans-action.org.nz 7 PO Box 2626, Wellington 6140 New Zealand 7 Ask Dr Demetrius Better to extend heavy rail?

I am intrigued by the idea of having light rail Yes, a heavy rail extension was planned for vehicles running both through the streets Wellington CBD – 50 years ago. The Ministry of MOW / NZR 1959 of Wellington and also on the suburban rail Works proposed a line underground as far south lines. However, it strikes me that light rail as John St in 1959, and specified that it should be built before the ‘Foothill Motorway’. In 1963 this vehicles are smaller than the multiple units proposal was altered to a shorter line only as far and their length would be constrained by as Courtenay Place. It remained a City Council what would be convenient to fit in the city planning proposal into the 1970s. streets. Therefore, I very much doubt that they could provide the necessary capacity along the transport spine, especially if the new system proved so successful that passenger numbers increased way beyond what they are now. I believe there is no need to use tram- De Leuw Cather / WCC 1963 train, but it is better to extend the heavy rail system through the CBD to the airport. Naturally, since heavy rail must be segregated from all other traffic, this would have to be underground, but one of the major advantages must surely be that the same multiple units could be used and electricity) while deeper traditional list is endless – compared to simply that there would be no need to purchase a tunnelling can bring unforeseen installing a couple of platforms in the different type of vehicle. problems with Wellington’s street. Optimist of Ngaio subsurface, where much of the land Thirdly, and this is something is reclaimed. Compare this with the frequently overlooked in making such Yes, you are right, firstly in that heavy slight inconvenience of laying tracks decisions, rail vehicles servicing urban rail could more easily provide a higher on the road surface and putting up areas are required to make frequent capacity, simply by extending the the overhead wires. Extensions to stops and negotiate tight curves and length of a train ad-infinitum since it Christchurch’s tramway during Easter steep gradients. Heavy rail loses much doesn’t have to go through city streets, of 2010 (before the earthquakes) proved of its efficiency when required to and secondly, in that the new Matangi just how simple the whole process can operate under such conditions. The units could provide the new service. be. And talking about earthquakes, Johnsonville line is a good example of However, that’s as far as the a subway system would be more an already existing track which is not advantages go. After that, there are vulnerable to these. ideally suited to heavy rail, and in fact only disadvantages. Secondly, whatever rail system is put should have been converted to light rail Cutting to the chase, the greatest in place, one would expect that its years ago in preparation for tram-train. disadvantage, as I’m sure you must popularity would result in immediate Finally, you bring up the very valid point be aware, is surely the immense cost demands for its expansion to serve regarding capacity, and it is true that ot digging the tunnel for the rail more suburbs. Extension of an heavy rail would cope admirably with extension through town. Whether underground heavy rail system is prone any foreseeable demands made on it the method used is “cut and cover” to the same major disadvantages as along a CBD rail spine in Wellington. or traditional “totally below ground” laying the initial route, meaning that However, that is not to say that light tunneling, the cost is both prohibitive we would be locked into an expensive rail or tram-train couldn’t cope with the and punitive. “Cut and cover” results system which would be difficult to required capacity demands through in more disruption to services – both extend as required. And it would town. Calculations using already above ground (to vehicular and not be practical to extend it by using existing vehicles overseas, reveal that pedestrian traffic) as well as below tram-train since that would require capacities of around 12,000 passengers ground (to water supply, sewage and ramps to bring each new branch line to per hour one way are easily achievable street level, something that requires a with coupled vehicles of a total length We welcome serious questions lot of space, not to mention yet more of about 60 metres operating at a expense. Compare that to extending frequency of 2 1/2 minutes. If we go like the one above for a street level system, which would to slightly longer vehicles, a capacity discussion in future editions simply require a couple of points and of around 17,500 per hour is possible. of WELL-track. Please address a diamond crossing to start a new Remember that such a capacity would them to: branch line. And consider the cost of only be required for up to 3 hours a an underground station with all that day, during which time private vehicles [email protected] additional excavation, installation of and trucks would be excluded from the elevators, lighting, architecture – the Concluded – page 10 >>> www.trans-action.org.nz 8 PO8 Box 2626, Wellington 6140 New Zealand Hutt Corridor study Draft Corridor Plan “ill-balanced” The Regional Transport Committee, serviced by the Greater Wellington Regional Council, is required to produce plans for the development of transport infrastructure in the main corridors in the Wellington region. (Trans-Action believes that this process is in itself flawed and pays insufficient regard to the transport network as a whole, and to sustainability.) The draft plan for the Hutt Corridor was up for consultation earlier this year. In our view it is a shocker – almost totally oriented towards increasing road transport and paying scant attention to public transport and rail transport. It could have been written in the 1950s or 60s. In response this submission was made when we had the chance:

Trans-Action submission on the draft Hutt Corridor Plan

Introduction are widely separated and not pedestrian Wairarapa. This is important to reduce Trans-Action is a trust dedicated to and cyclist friendly (e.g. at Naenae and traffic and impacts on communities, reduce road safety risks from heavy promoting improved transport systems for Epuni). vehicles, improve reliability of freight Wellington. Our expertise is largely related Another key issue that arose in our work transit times, improve fuel efficiency to light rail and tram-train technology, and was the need for the transport system and costs for freight, and make effective we are advocating their appropriate use as to cater for the carless household, be use of the rail infrastructure. part of a multi-modal, multi-technology, economically efficient and affordable for integrated transport system. the individual and society, and be resilient Key projects in the face of expected increases in fuel The plan should include the following key Pressures, issues and visions costs and carbon prices. The makes PT a projects to replace the current list: The Corridor Plan should reflect both the very central part of any system, particularly likely trends that will affect transport, and in the Hutt where there are likely to be far 1. Implement changes to rail the direction that transport needs to go in more transport disadvantaged households infrastructure and the PT network to ensure that the RTN goes through order to support the desired future for the (for income, health and other reasons). And Lower Hutt CBD. That would involve a valley and the region. it makes rail (which is more fuel efficient, for both passenger and freight) and electric rail two stage process linked to the Hutt We have just completed a strategising (which will have supply and cost advantages CBD reform: exercise, looking at likely development over fossil fuels) a key central part of any •• Connect the Hutt CBD (particularly scenarios for Wellington (based on work by future transport strategy. the new civic centre) to a railway councils and other major commentators), station on the Melling line, through and looking at their implications for Overall balance a foot bridge. That might involve transport systems. moving Melling station, or adding Given the above, we consider the draft a new station and moving Melling The Wellington that most visioning Corridor Plan to be ill-balanced, contrary station north to provide improved processes envisage is a “city of villages”, to the intent of the RLTS, and based on the penetration. At the same time, with rapid, frequent mass transit services past rather than a likely, peak oil, future. It make the Melling services 7-day, between the villages, compact villages will also extend transport disadvantage, RTN quality services. (“walkability”), and low transport impacts creating adverse economic, accessibility •• Provide a light rail service through within the villages. This is reflected in your and health effects. And looked at over the the CBD, connecting it to both proposed integrated network plan for public long term it is economically disastrous (as is heavy rail lines. This should in transport (preliminary draft RPTP), with RONS for the Kapiti corridor). the long term be a full tram-train the RTN and QTN providing the connection system, allowing a loop service to We consider that the plan should be services between CBDs and satellite be run using the heavy rail lines villages. significantly re-balanced, to: between Waterloo and Petone, rather than the service being A key problem for the Hutt is that the 1. Not include any major road capacity increases. That would mean taking out limited to Melling/street running current passenger transport network projects such as Petone-Grenada. as a shuttle, with a transfer for and the one envisaged in the RPTP do not passengers wishing to access areas connect the RTN to the Lower Hutt CBD. 2. Focus on modal shift to address such as Alicetown and Woburn. The corridor plan should set out a clear congestion, not only in terms of peak solution to that issue. use but also off-peak (e.g. journeys to 2 Improve the basic rail infrastructure school) use, and also as a key element in to remove bottlenecks and sources of Another issue for the Hutt is that the road safety improvements. unreliability, including by: current roading network creates significant 3. Ensure that the high priority PT/rail •• Double tracking Trentham Upper community severance problems, reducing improvements are clearly set out in the Hutt the connectivity between the CBDs and plan, and given the highest priority. their villages, and between residential areas •• Preventing conflicts between the and their closest shopping centres. For 4. Include a clearer recognition of smaller Melling and Hutt lines (e.g. through example the recent SH changes reduced scale but cumulatively important grade separation) connectivity between the hill suburbs such walking/cycling improvements, •• Providing greater ability for all as Korokoro and the Petone centre. Heavy including to provide connectivity to the stoppers to pass express trains and major PT network. rail corridors are also contributing to that allow broken down trains to be got effect, with access across it often only 5. Recognise that shifting freight from off the line through subways that some users find too road to rail is a high priority, particularly 3 Investigate and implement short and unsafe or unpleasant or major roads that as more logs are harvested in the long term measures to provide effective www.trans-action.org.nz 9 PO Box 2626, Wellington 6140 New Zealand 9 Hutt Corridor Study

Light rail and tram-train >>> Dr D – from page 6 As outlined above, a key issue for the Hutt is CBD to permit easy attainment of the the lack of connection between the main PT network and the Lower Hutt CBD. two minute frequency. At other times, shorter vehicles running less frequently Hutt CC is in the process of re-designing would be sufficient, and they could their CBD. One of their proposals is to share the road with all other vehicular directly connect the CBD with Melling traffic. station. We strongly support that proposal. If capacity did prove to be a problem Logically, the rail system should have a in the far distant future, a second line loop from Petone to Waterloo, linking the two existing lines by a new line through along the waterfront could be built the Hutt CBD. Only light rail can be which would cater to tourists using effectively used to provide that link, as a rail heritage vehicles during off-peak times, New roads – hype and reality! service through the streets is necessary to and there would still be change left in PT links between the Kapiti and Hutt prevent community severance effects and the coffers after laying two street level corridors environmental impacts. Light rail is in fact lines compared to one underground ideal for this sort of situation. line. 4 Make the Corridor pedestrian and cycle friendly: We have developed some potential concept On the Kapiti and Hutt line, tram-train designs for such a link, but these would •• Refine the Hutt River trail and would serve all stations as far as Porirua need to be re-worked to fit with the plans related services, to ensure it and Waterloo / Western Hutt, meaning provides a complete and attractive of Hutt CC and have therefore not been that the heavy rail units would be freed included here. But we are happy to provide along valley link, with connectivity up to run “express” from those points those if they would be useful. to adjacent destinations onward, perhaps stopping only at Tawa •• Complete the Great Harbour Way, This loop would allow more options for or Petone respectively. The advantage particularly the major gap between improving the overall network efficiency for here is the the trip in to town would Petone and Ngauranga PT in the lower valley. For example it would be considerably faster for longer haul be possible to route buses from Eastbourne •• Complete and implement cycle passengers such as those coming in and walking plans for the Hutt, to to Woburn, where passengers could transfer to rail services to Upper Hutt, Petone, from Upper Hutt or Paraparaumu / ensure that the cumulative effect Waikanae. of improvements ensure that active Wellington, or Lower Hutt CBD. modes are an attractive and safe Using light rail in a tram-train configuration To summarise, the advantages of choice for local trips, and can be would allow the loop to be a real loop, choosing tram-train as the preferred used to connect to PT services. eliminating the need for transfers from mode of rail extension through the 5 Carry out strong travel demand heavy to light rail services within the loop. CBD are obvious. It simply is not worth management programmes, including So a passenger at Ava might catch a heavy the expense of installing a much more dedicated TDM measures (such as travel rail service to Wellington, or a light rail costly system to cope with a capacity planning) and service improvement service to Lower Hutt. We acknowledge which would only be required for measures, to significantly reduce that tram-train is technically more complex, congestion and safety problems on the about 15 hours a week (9% of the time). but believe the advantages justify solving roading network Much better value for money could be any technical issues. 6 Carry out improvements to the existing achieved by spending it on a tram-train roading network to maximise the We would be keen to participate in a system which could be more easily benefits provided (e.g. through traffic discussion about this issue with GWRC and installed and subsequently extended management). Hutt CC staff. with minimum fuss and expense to 7 Develop and implement measures cover a wider region. There simply is no to shift freight from road to rail, and Hearings justification for an underground heavy exploit the potential access benefits of We would like to be heard in support of our rail extension through the CBD to the the Gracefield rail link. submission. airport, when a far better alternative 8 Carry out an investigation of the way exists. in which shifts in both freight and PT Brian Jameson service provision can be managed and for the trustees Doc D. promoted to improve the competitive Demetrius Christoforou is a Wellington advantage of the Hutt as a destination Postscript: this submission was presented resident with a Ph.D. in organic chemistry for manufacturing, service and other by Trans-Action Secretary Rob Martin on 2 from Canterbury University. He has a keen businesses. August. Further discussions are planned. interest in urban transport and commutes 9 Ensure that landuse planning for daily to Lower Hutt, in the process the Hutt is consistent with core consuming 830 litres of fossil fuel and transport objectives, including pumping out 2.3 tonnes of carbon dioxide avoiding developments that cannot into the air annually. He was amazed once have affordable PT services, focusing to find that he could beat public transport new development at transit nodes over the 22 km distance by cycling, indeed (i.e. railway stations), and integrating a sad indictment of the current public adjacent land uses with railway stations in any redesigns (e.g. town centre transport system. designs). www.trans-action.org.nz 10 PO10 Box 2626, Wellington 6140 New Zealand Basin Reserve alternatives Option X: More Park, No Flyover a conceptual design by the Architectural Centre (more information can be found at www.architecture.org.nz) Westbound traffic will be on grade until it enters a tunnel at Sussex Street. A landscaped overbridge provides safe access for pedestrians and cyclists into the Basin Reserve. Dedicated public transport lanes occupy the central north/south lanes and are separate from cycle routes. The south-west corner (near Government House) achieves a con nection of green space between Government House and the Basin Reserve and provides driveway access to schools and Government House (as well as facilities for school buses) from Adelaide -Rd. A cycle pedestrian route (Dufferin St South) completes the historic Basin geometry.

Cambridge Tce P 5

Kent Tce 2 P P 5 1 4 3 5 Buckle St

Basin Reserve

Sussex St To Mt Victoria tunnel

Dufferin St 6

Rugby St

7 8 P To Newtown Key features Adelaide Rd 1 Memorial Park extension. Rather than an “English” park, the aim is for this part of the park to be activity focussed, with recreational facilities (e.g. basket ball courts) and a range of structures (e.g. seating, wind and sun shelters). Small businesses and cafes linking to Tory St form the edge of the park, and a driveway (access from Tory St) provides low level vehicle access (e.g. Tour buses) to the Carillon and the Tomb of the Unknown Warrior. 2 Former Home of Compassion creche likely to be relocated. Discussion to be had with NZHPT to see if it is possible to retain the building on site, or, if it is to be relocated, the best options regarding this. 3 Tunnel portal. This large infrastructure will need careful design. 4 A landscaped overbridge connecting the Memorial Park extension with the Basin Reserve, access for pedestrian and cyclists. 5 Pocket Parks. These break up the impact of the roads, providing options for pedestrian crossings. 6 Dufferin Street South. The geometry of the former street is retained but reserved as a pedestrian and cycle pathway. 7 Improved drop-off area for school students, and tour buses to Government House and Reserve. 8 Dedicated public transport lanes (bus or light rail). SH1 Dedicated public transport lanes Local streets P Possible pedestrian crossings Cyclepath

The Architectural Centre has entered the Basin there would be 4 lanes of SH1 traffic. One option Reserve Flyover debate and has produced an might be to route southbound SH1 down Hania St. alternative scheme, Option X as shown here. We This would enable separation between the traffic like it – it makes better provision for light rail, lanes and get SH1 out of Kent/Cambridge terraces, for example – but there are flaws, like the poor making possible a green boulevard with grassed provision for pedestrians in the NE corner where tram tracks, like the Nantes example on page 12. www.trans-action.org.nz 11 PO Box 2626, Wellington 6140 New Zealand 11 Commentary

Trans-Action chair Brian Jameson says NZTA offers ... Yesterday’s Solution

In 2011, you would think building. In her 2010 mayoral two considerations campaign Celia Wade Brown declared support for would be central to light rail (modern trams) transport planning; in Wellington. The reason the need to reduce is obvious; Wellington is carbon emissions and among those cities that are dependence on oil. particularly well suited to Think again. The New modern trams Zealand Transport Anyone who has used modern trams in an Agency has released for Australian, European or consultation its scheme North American city will for the inner city section know just what a superior (Cobham Drive to Buckle form of public transport they St) of its grand Levin are. With their high capacity, level boarding, speed and to Wellington Airport frequency modern trams superhighway. What attract patronage. Because of the scheme amounts their advantages, hundreds to is a road building of cities internationally are extravaganza that reeks now building or expanding tram systems. of the 1960s and 1970s. Used in combination with The salient point about rail and bus, modern trams NZTA’s consultation is that have the potential to it offers no choice. The key transform public transport projects including a flyover for Wellington and the at the Basin Reserve and a region and render more second Mt Victoria Tunnel “Trams also have a range of environmental and aesthetic benefits ...” Top: motorways across the city Dresden railway station interchange. Photo: Brian Jameson. Bottom: Tram are a fait accompli. So the redundant. A tram line tracks don’t have to be asphalt-paved, and often aren’t. Lawn track in Nantes, public is not given any running from Wellington France. This arrangement could work well in Kent/Cambridge terraces, meaningful options, such station to Courtenay Place, Adelaide Rd, and locations in the Hutt Valley. as the public transport the Regional Hospital in experience demonstrates including a fleet of modern alternative. Newtown, and ultimately that where a quality public trams. That figure compares What many countries have the airport, would bring transport alternative to well to the sums needed to realised is that, in this era, a range of benefits for private motoring exists build a second Mt Victoria the last thing we need (ie our Wellington and the region. people will use it. Tunnel ($180M) and the lowest priority for transport With an interchange at Trams also have a range of Basin Flyover ($80m) infrastructure) is more Wellington station, a tram environmental and aesthetic and show a tram line is roads. Other countries are line would extend the reach benefits. Being electric affordable. The real issue is starting to think about more of the suburban rail network powered, and emission free, value for money. efficient ways for people to across the CBD and beyond. they are a sustainable and In an age of austerity, move around. As an example, Integrating the tram route before hundreds of millions France has halted motorway with rail and bus networks resilient form of transport. of dollars are sunk into construction and dozens would allow for a great They can be put into the motorway expansion the of its cities are investing in expansion of convenient existing urban landscape modern trams. and would not require merits of a public transport public transport journeys solution for the region’s Investment in public in the region. The entire massive and unsightly infrastructure to be built transport needs should transport in the Wellington regional public transport be examined. Now is not region would deliver network would become more across a wide swathe of the city. the time to build outdated transport infrastructure for attractive to use because the transport infrastructure. this century, not the last. It core (and busiest) part of the And what would a tram line would also eliminate the network would offer a high cost? A realistic estimate Brian Jameson need for more motorway quality service. International would be around $300m, Dominion Post 19/7/11 www.trans-action.org.nz 12 PO12 Box 2626, Wellington 6140, New Zealand Overseas snippets – light rail news from around the world

Every day brings news of new developments in light rail, tram-train, streetcars and other forms of rail transit around the world. However, Wellington’s policymakers seem generally unaware of a world- wide trend from a cars-first paradigm to transport systems which are genuinely sustainable. This small sampling of overseas news items will, we hope, help them to be better informed ...

Angers, France ... New “starter” tramway opened The starter light rail (tramway) route at , a 7.4-mile line operated with 17 LRVs, opened to public service June 25 and it includes two sections in the city centre with APS “” current collection totaling 0.93 miles, Railway Gazette International reports. Mayor of Angers Jean-Claude Antonini formally opened the city’s light rail line on June 25, presiding over ceremonies in the Place du Ralliement before passengers boarded the first cars shortly after 13.00. Festivities continued throughout the day and into the night along the 12 km Line A from Avrillé to Roseraie, despite demonstrations by drivers employed by the network’s operator, . In his opening speech, Antonini stressed the employment benefits of the new line, which had created 1 000 jobs during the construction phase. New jobs had also been created at Keolis, he noted. Services on Line A and the restructured bus network are free until July 3. Running from Avrillé-Ardenne in the north to Angers-Roseraie in the south via the city centre, the route serves a total of 25 stops and is operated with 17 Alstom Citadis 302 trams, equipped with the APS ground-level current collection system which has been installed on two sections of the route totalling 1·5 km. http://tinyurl.com/4y7dp78 Here’s a Wikipedia article on Angers tramway that includes a map: http://en.wikipedia.org/wiki/Angers_tramway

Adding lanes to reduce traffic is like a drunk trying to drink himself sober ... Right track for Los Angeles is light rail A column published by The Los Angeles Daily News says expanding the Los Angeles County Metropolitan Transportation Authority [LACMTA] light rail system is the most cost-effective way to curb auto gridlock in the L.A. region. ... You can think about all kinds of things on a train, including what life would be like in L.A. if we actually had a rail system that took us where we want to go. With the approaching closure of the 405 Freeway in July - Carmageddon! - I had time to wonder why we can’t put a train through the Sepulveda Pass. Why are Valley residents sentenced to universal gridlock in driving to LAX and beyond? All those millions in transportation dollars are chewing up the hillsides from the 101 Freeway to Sunset Boulevard, and there’s no train in sight. They didn’t even leave room for a future train line. We’ve doubled-down on the mistake that got us mired in perpetual traffic. Demographers project population growth for L.A. and all of California that virtually guarantees the current 405 widening project is an exercise in planned obsolescence. In a few years the new lanes will be just like the old lanes - traffic-clogged rivers of brake lights and exhaust fumes devouring the best years of our lives. It’s not often I find myself agreeing with Mayor Antonio Villaraigosa, but on this subject, give the man his due. The mayor has been a consistent and persistent promoter of expanding L.A.’s rail grid. Light rail is the only cost-effective way to remove cars from the roads, and removing cars is the only way of unlocking the grid. Adding lanes to reduce traffic is like a drunk trying to drink himself sober. http://tinyurl.com/64m75j2

www.trans-action.org.nz 13 PO Box 2626, Wellington 6140 New Zealand 13 Overseas snippets – light rail news from around the world Blackpool tramway upgrade may feature network extension Transport consultants Steer Davies Gleave and Mott MacDonald have been appointed by Blackpool Borough Council to explore options for extending the resort’s tramway system. Currently the tram system is undergoing a major infrastructure upgrade through the Fylde Coast transport project. Options under investigation include examining the integration of the tram with other transport infrastructure in the town and beyond. Also under consideration is extending the tram network to serve Blackpool North railway station and Blackpool Airport. Another option would be the use of tram-train technology to make use of the heavy rail lines out of Blackpool North and Blackpool South railway stations. More on: http://tiny.cc/g2vrt [Anyone who has been to Blackpool and travelled in or out by train, changing at nearby Preston, knows that this is the proverbial ‘no- brainer’. It joins the fast-growing list of proposed tram-train projects in the UK.]

From our UK mentors ... Research shows public transport ‘could match cars’ In Bicester a taxibus scheme run by Chiltern Railways takes train passengers from the station to surrounding villages for less than the cost of a car journey.New research from Campaign for Better Transport published today reveals how public transport could match the car when it comes to door to door journeys. Door to door journeys, commissioned by the sustainable transport charity and carried out by TRL Ltd, discovered that, contrary to some professional and political opinion, there are innovative schemes up and down the country proving that public transport can in fact offer the same kind of door to door travel as cars can. The research looked at what prevents people from making whole journeys by public transport and what passengers care about in order to make the following four key recommendations to better integrate public transport: ■■ Information – give people information before and during their journeys by opening up data on timetabling and real time information about delays. ■■ Interchange – require station travel plans, which set out measures to make it easier to get to stations by foot, bike or bus, as part of rail franchises. ■■ Connections – ensure guaranteed connections between different rail and bus services, using recent rail and bus reviews and experience from other countries. ■■ Ticketing – have tickets that allow services to join up in a simple and transparent way and roll out Oyster-style smartcards with new zonal tickets. ... Stephen Joseph, Campaign for Better Transport’s chief executive, said: “There is now plenty of evidence of what works and what makes the difference for passengers. For more: http://tiny.cc/g2vrt

“Just do it” Getting heavy on Sydney’s light rail THE man who invented Infrastructure NSW yesterday told Barry O’Farrell to just get on with building light rail from the CBD to Randwick after the Premier squibbed on a decision. Mr O’Farrell instead ordered a feasibility study into the $1 billion project. Max Moore-Wilton, who came up with the idea of Infrastructure NSW and is soon to be appointed to its board, said the government was dragging its feet on what could be the iconic project of Mr O’Farrell’s first term ... Mr Moore-Wilton said the city’s existing state of “gridlock” was untenable - and light rail was cheaper than heavy rail projects and could be built relatively quickly. “If we’re going to extend it through to Randwick - and I think we need that to be a great sporting city - it makes sense to take it into the city as well,” he said. ... http://tiny.cc/x370w www.trans-action.org.nz 14 PO14 Box 2626, Wellington 6140, New Zealand Overseas snippets – light rail news from around the world

Nantes finally opens its tram-train With nearly a year delay, Nantes tram-train, in south Brittany, which will first link the city to Clisson, 30 kilometers (19 miles) south-east, opened June 15, 2011. ... The tram-train inaugurated June 15, 2011, almost a year late, linking Nantes and Clisson, will first only run from station to station, on standard train tracks already used by high-speed and regional passenger trains and freight trains, said the region Pays-de-la-Loire... But its mixed qualities, which allow both to make more stops than a train (hard acceleration and deceleration), while going faster than a tram (100 km/hour instead of 70) (62 mph), will gradually expand the local service, according to the local community. See: http://tiny.cc/wei3m [Although the initial service will not use the lawn tracks of the excellent Nantes city tramway – see page 12 – there is the obvious intent to make that connection ... eventually. Were it not for the ‘Matangi Mistake’ – i.e. not designing Wellington’s new units as tram-trains as previously planned – this would have been the default option for the Johnsonville Line. And we can’t blame Nantes for being a year late – the first tram-train scheme for Wellington was planned by the railway management in 1878!] Dublin, Ireland - Luas opens LRT extensions – with developer help Dublin’s Luas light rail system will open a 2.48-mile extension of its Red Line July 2 and the project was partially funded by land developers, RTE News/Ireland reports. Developers contributed 55% of the $216 million USD cost. The 4km Citywest Luas extension is set to open on 2 July and will add two million passengers a year to the light rail network. The Rail Procurement Agency has announced the Citywest Luas extension will open on 2 July. The RPA says the 4km extension, part funded by property developers, will add two million passengers a year to the light rail network. The link will add five new stops to the Red Line line, including a park and ride facility at Cheeverstown, and will terminate in Saggart. A group of developers - Davy Hickey Properties, Harcourt Developments and Jim Mansfield’s HSS - contributed 55% of the total cost of €150m. It is the third addition to the Luas system following the Cherrywood extension and the opening of the Docklands line. 21/6/11 See: http://tinyurl.com/3utd5xh

Another week, another new tramway ... New Murcia Tramway opened (21/06/2011) After the success of the operation, launched in 2007, on a 2.1 kilometre long test section in the centre of the city of Murcia, the construction and operation concession for the new Murcia tram line 1 was put out to tender in August 2008. ... The line, which is the first in a network which could have four others, finally began operating commercially on 28 May. The new route has a total length of 17.5 kilometres, being U-shaped and connecting the University of Murcia, the Nueva Condomina Stadium and the new urban developments in the northern part of the city with the centre of Murcia. The Murcia tramway has 28 stops, ... It is expected that the line will be used by 5.5 million passengers during the first year of operation, a figure that will grow to 20 million annually at the end of the concession period, forty years later. The city of Murcia currently has more than 430,000 inhabitants. ... The commercial speed is 23 to 27 kilometres per hour on main and branch lines respectively and the maximum speed achieved is 50 km/h. Read all the details on: http://tiny.cc/wwc1t

www.trans-action.org.nz 15 PO Box 2626, Wellington 6140 New Zealand 15