SH1 improvements in Wellington - a lot to like, but it wont complete the job

So this was a quick couple of hours of thoughts... Feedback to NZTA is due by Sunday 14 December if you are interested.

Background information is here (PDF)

A video flythrough is here 

Apologies, I've been following this whole segment of road for far too long, from growing up being driven through Mt Victoria Tunnel, to some work on the Inner City Bypass 20 odd years ago to living near the tunnel today.

....

The Government’s proposal for a 2nd Mt Victoria Tunnel, 2nd Terrace Tunnel, reconfiguration of the roads around the Basin Reserve and widening of Vivian St is the latest set of proposals to fix the unfinished business of the Wellington Urban Motorway.  We will see whether all, some or any of it proceeds, but for the sake of Wellington at least some of it should (specifically the tunnels), because the status quo, notwithstanding the largely evidence free claims of Green Party politicians, is an absurd waste of time and energy in a city of this size.

History

It wouldn’t be hard to write a book about the history behind all of this, which started with then US consultancy firm De Leuw Cather, preparing a “transportation master plan” for Wellington. It considered the option of a waterfront motorway (see Seattle and San Francisco for now demolished versions of this), but preferred what was known as the Foothills Motorway. It follows the existing motorway, with two instead of one Terrace Tunnel (3 lanes each way), with 2 lanes continuing on a motorway going under and over various streets and, initially, demolishing the Basin Reserve for a motorway interchange, before finishing up at a second Mt Victoria Tunnel (2 lanes each way using the existing tunnel). De Leuw Cather also proposed placing the Wellington commuter rail service underground to Courtenay Place, through the reclamation land.  Of course that latter proposal wasn’t going anywhere, but the motorway started from Ngauranga (not connected to Ngauranga Gorge, but rather as just an extension of the Hutt Road from the Hutt). In the 1960s and early 1970s, the motorway cut a swathe through Thorndon and Kelburn, with much of a cemetery dug up and interred in a mass grave (don’t think that this was an era of much consecration to Christian religious values). However, the 1974 oil crisis (entirely stemming from the Yom Kippur War) saw a slowing down of the project, with the Muldoon Government ultimately deciding that it (and multiple other road projects) would be terminated at Willis Street, with the segment from Bowen Street south halved in scope. One Terrace Tunnel, one lane southbound, two lanes northbound.

At the time, with the motorway only being SH2 (SH1 still being the Hutt Road from Ngauranga to Aotea Quay, and continuing along the waterfront to the termination point of Jervois Quay and Taranaki Street), this made some sense. It was never congested, and the scale of traffic through Te Aro was easily handled by the Vivian St/Ghuznee Street one way pair. 

In 1983 the Ngauranga Interchange changed all that, by around doubling traffic on the motorway, the end of the motorway became a bottleneck, exacerbated by the single lane in the tunnel. Further bottlenecks existed with Ghuznee Street and Buckle Street, with the dog leg route from the Basin Reserve to the motorway being utterly unsuitable for the traffic volumes going through it.  This situation persisted for 12 years.

Meanwhile, a scaled back proposal to ease the traffic pressure came from the then National Roads Board. A motorway extension designed as an arterial highway with 70km/h speed standards. The original plan to destroy the Basin Reserve for a motorway interchange (which had been shelved some years previously) was replaced with a highway bridge across the northern boundary of the park.  The Terrace and Mt Victoria Tunnels would be linked by a fully grade separated highway going under Willis and Victoria Streets, severing Cuba Street (except for a pedestrian bridge), passing over Taranaki Street before darting under Tory and Sussex Streets. One lane would extend from Mt Victoria Tunnel under Sussex Street to join a second lane from the south. Whereas one lane would exit at the Basin to Cambridge Terrace and Dufferin St, with one lane extending to Mt Victoria Tunnel.  

1980 scaled down motorway extension proposal before it got dropped in a trench in 1991

Fully trenched but not covered in this brutalist image that looks like it was designed to kill it

The next decade or so would see the project rise up the regional priority rating, as other projects were built: Upper Hutt Bypass, Mungavin Interchange, Silverstream-Manor Park 4-laning etc, but then the funding system for roads was reformed. The Ministry of Works was abolished, and shortly thereafter, Ruth Richardson slashed funding for roads. At the time, funding was mostly allocated based on a cost/benefit analysis, with 25 year return periods. For around two years funding was not even sufficient to keep up with maintenance, and as the 90s progressed, the Wellington Urban Motorway arterial extension went up in cost and was always borderline for funding. However, it always had a BCR of over 2 when the threshold for funding was 5 or 4. 

At the same time the nascent Green Party campaigned vehemently against it.  To try to address concerns the project was first redesigned to be trenched the whole way across Te Aro, then put in a cut-and-cover tunnel to the bridge on the north of Basin (called Tunnellink).  However, it was clear by the mid 1990s that funding wasn’t likely for over a decade. So a three stage project was advanced. First a simple one-way pairing of Buckle and Vivian Street, followed by what is now known as Karo Drive. Karo Drive literally took around 12 years from its inception to opening, largely because of the opposition to it by the Green Party spreading vast amounts of misinformation. Then Green MP Sue Kedgley always called it a “motorway extension”, and eventually when it got funded by Transfund, and all legal avenues under the RMA to stop it were exhausted, it got built.  It was only meant to be a ten year stopgap until the Tunnellink could be built.

However, by then Transit NZ (later to be merged with Transfund and the Land Transport Safety Authority) had largely given up on the idea of a cut and cover tunnel.  So the next step was to fix the Basin Reserve, and plus ça change it was stopped by an organised campaign of the Greens and Mt Victoria NIMBYs. This was for a two-lane 50km/h one lane bridge clear of the Basin Reserve, westbound. 

2001 - preferred Basin grade separation without Tunnellink

2008 - one of the options for the Basin Bridge 

At the tail end of the Key/English Government there was a commitment to a second Mt Victoria Tunnel, but of course that all was stopped under the Ardern Government, as the Greens made sure that the Let’s Get Wellington Moving project would prioritise emission reductions, and put little value on reducing general traffic congestion. 

The Ardern/Hipkins Government did support a second tunnel, but it was to close the existing tunnel to motor vehicle traffic, and build a new one with four-lanes, two for buses. In short, no relief for general traffic.

What’s been proposed?

So here we are today with essentially five main elements to upgrading SH1 through Wellington. Once again the Greens are talking about “building a motorway through Wellington” which it absolutely does not do. It doesn’t build one metre more of motorway, but it does widen one section along an existing motorway corridor. The five elements are:

- Second Terrace Tunnel

- Upgrading SH1’s one-way pair through Te Aro

- Basin Reserve reconfiguration

- Second Mt Victoria Tunnel

- Widening eastern approach roads to Mt Victoria Tunnels.

Second Terrace Tunnel:  This is sensible, because it will the single biggest measure to remove 20% of traffic from the waterfront route. It is on a smaller scale than the original proposal (will be two-lanes not three southbound and the existing tunnel will only be two-lanes northbound), but should not be controversial.  What will constrain it is…

Upgrading SH1 through Te Aro: Reversing forty years of planning, Te Aro will still be blighted by heavy highway traffic pushing through it, by widening Vivian Street (which has been designated on the Wellington District Plan for many years) to three lanes one way.  As a stopgap this is satisfactory from a traffic flow point of view. but is hardly a long-term solution. It should have a cut-and-cover tunnel along the line of Karo Drive, which would be expensive and disruptive, but would be transformational for Te Aro. A proper bypass would make a huge difference, but for now with the two tunnels being the major bottlenecks, that idea isn’t progressing. In short, this will be the new bottleneck, exposing the greatest number of pedestrians (and traffic) to delays and emissions. It’s the cheap part of the package, and it will need to be addressed at a later date.

What’s disconcerting is that there is little future proofing to enable a solution to his, especially with this proposal…

Basin Reserve reconfiguration: There is no shortage of options designed to fix this problem, which is essentially the need to separate east-west traffic from north-south traffic, while also allowing it to interchange.  The latest proposal partially separates traffic, but it means the same number of traffic light controlled intersections westbound and eastbound on SH1. See below:

No doubt clearing Mt Victoria Tunnel congestion will improve eastbound flows, but it is far from clear that retaining a network of pedestrian controlled traffic lights and keeping SH1 at ground level in front of the Basin Reserve will not create new bottlenecks, and worsen the concentration of traffic/emissions across the northern side of the Basin. The Rugby/Dufferin Street sections outside the schools will be quieter, but be a ratrun for traffic from the city to SH1 west, and from Newtown to SH1 east. The big winner is north-south traffic to and from Newtown towards the city.

No doubt there will be a net improvement, but it is clear from the proportion of benefits of the total package that this is where not much will be gained. What’s particularly concerning is that it doesn’t look like it provides for future proofing building a parallel eastbound pair of lanes to take traffic from Vivian Street and over to the second Mt Victoria Tunnel. I understand the reluctance to elevate SH1 near the Basin, but it could be done by elevating Sussex Street over SH1 and building an artificial hill to carry the road with significant mitigation of the visual and noise impacts of a bridge. This is a mess. The new Green Link looks like it is preserving an option, or maybe it is preventing it.

Second Mt Victoria Tunnel: This is like past proposals and is entirely suitable as a solution to this problem. It is a shame that westbound its capacity will be constrained by unnecessary intersections at the Basin.

Widening eastern approach roads:  Four-laning Ruahine St and Wellington Rd (six lanes at points) has long been the right approach, but the design of intersections seems bizarre indeed. Grade separating at Hataitai Park (to a new road where houses currently exist) seems over the top. The removal of Taurima St access to Mt Victoria Tunnel needs a solution, as does access to Hataitai Park, but why is this intersection getting such lavish treatment, but Wellington Rd/Ruahine St (which enables access from Newtown to the airport, from Hataitai to Newtown, and for access to southern Newtown to and from SH1 bypassing the bottleneck in front of the Hospital) is curtailed to simple slip lanes in one direction only? The latter should be a full scale intersection. Previous plans simply had an elaborate intersection at Goa Street, although there is some merit in having grade separation, it seems odd that a low traffic intersection gets it, but not the much heavier traffic ones at Kilbirnie Crescent and Evans Bay Parade (although imagine the outcry if that were proposed). 

There are lots of minor details in this section which make access between Kilbirnie, SH1 and Hataitai worse, presumably to save money from more comprehensive wider intersections. Much of this looks worse for residents. In particular, anyone driving from Newtown to the airport will weirdly have to drive through Kilbirnie’s CBD (but not in the other direction). Anyone driving from Hataitai to Newtown will either have to go through Mt Victoria Tunnel to ratrun past the stands at the Basin Reserve, or go into Kilbirnie and ratrun up Duncan Tce. (a narrow street with poor visibility at the top). 

This is all details though in intersection design, which I expect locals to have their views on. The Greens are claiming a big increase in traffic in Moxham Avenue will occur, but that’s mostly a shift from Taurima Street and the existing intersection on Ruahine Street.

Thinking more widely

There is talk of tolling the route, although no details have been presented, it is difficult to envisage it not simply being at the tunnels. On its own this would have merit if the whole proposal enabled free flow traffic all the way. It doesn’t.  Paying a toll to drive through the Terrace Tunnel to end up at Vivian Street isn’t a compelling proposition, and would divert local traffic from the tunnel to The Terrace.  Likewise paying to use Mt Victoria Tunnel to reach a pair of traffic light controlled junctions by the Basin Reserve. A full scale freeflow bypass would be another proposition, offering a high value fast trip, but that isn’t what is proposed.

On the other hand, a central Wellington congestion pricing scheme within the boundaries of SH1, which helps pay for this, would have much more merit as it would reduce traffic towards the city at peak times, and enable better flow of traffic around it.  An AM peak inbound, PM peak outbound price for driving in and out of Wellington on weekdays would have some merit.

Much has been raised about the BCRs of the project, but although I put some value on economic analysis, when it comes to tunnels, the return period for them is much longer than any conventional highway or bridge. Tunnels last almost forever once dug, and only need moderate upgrades throughout their existence.  So I treat the two tunnels as very long term investments in addressing the resilience of the city’s transport network, and enabling a future full scale bypass of the city.

Claims from the likes of the Greens that “car tunnels” (a deliberate misinformation campaign to diminish the role of freight and buses) will just induce more traffic are largely nonsense, especially if congestion pricing is introduced in parallel. There is no more capacity that will be build north of Ngauranga Interchange, so more traffic cannot be attracted from that direction, and with much of the traffic on the route bypassing the city, little of that is going to be attracted from public transport to driving. Modern cities have good bypasses, Wellington has lacked it for decades. 

So I’m in favour of the tunnels, in favour of the widening east of Mt Victoria Tunnel (with some caveats), but the upgrade through Te Aro is cheap and nasty, and needs to make provision for something better once the two tunnels are built. It will be obvious the city needs a proper bypass. The Basin Reserve proposal is messy and poor value. It’s unclear why north-south traffic going in a four-lane trench is better than being on a four-lane bridge over the east-west traffic, and why so many light controlled intersections should be kept. It should be reconsidered.

And for the opponents...

"A City for People" is, of course, a Green Party oriented activist site (they always claim to be non-partisan, even though the members are largely not) ideologically and philosophically aligned to the other Green oriented activist ginger groups (which have a lot of interchangeable members) like Generation Zero, Parents for Climate Aotearoa, Cycle Wellington, Women in Urbanism, Renters United and the Sustainability Trust.  

The propaganda inference is that if you don't support their policies, you don't want a "city for people". It's a shade of the People's Republics, which imply if you oppose them, you're opposed to The People.  While I have some support for their campaign to enable more intensification, this isn't a group in favour of more freedom and less government. It is not in favour of people who want to drive, or people who ship goods or deliver goods. 

It claims "A whole generation of people are being forced out from the city spending hours every day in traffic jams".  While I have  lot of sympathy about housing prices, the idea that people in Wellington are spending "hours every day in traffic jams" is nonsense. 

It states:

The cost of this project is truly bananas. Per kilometre it’s the most expensive roading project in the entire country. It’s $2.9-3.8 billion (with a B - looks like this).

And it’s all about a relatively small aspect of Wellington’s transport problems: private-car congestion at selected times.

It makes no attempt to fix what will make the most difference to people (and LGWM’s origin story): the bus-network that’s already at capacity and hamstrung by being stuck in general traffic.

Even just for general traffic congestion, this project is jumping to a platinum-plated mega project solution before we’ve tried all the other things first.

It could do irreparable harm to Wellington, just as we’re starting the transition to being a real city.

It IS expensive, but tunnels are. I'd note that the Let's Get Wellington Moving project to build a single tram line to Island Bay and a second Mt Victoria Tunnel that added no new road capacity (but freed up the existing tunnel entirely for cycling and walking, and added lanes for buses) was $7.4 billion.  That would have delivered a tram to Island Bay that would have been no faster than current bus services, and only modest relief to traffic congestion at the Basin Reserve.

The claim that the proposal is just about addressing "private car congestion" is misinformation, and minimises a situation that exists most of the day during weekdays and much of the weekends. It also affects bus congestion from the eastern and southern suburbs at the Basin and Kilbirnie Crescent. It isn't just cars, it's also trucks (the Greens pretend freight doesn't matter), taxis and rideshare services, besides the majority of trips undertaken in Wellington are by car, either as drivers or passengers.

It WILL fix bus network capacity issues, especially at the Basin Reserve, Kent Terrace and from the Eastern Suburbs, as traffic will flow much more freely, and take 20% of traffic off of the waterfront route.  It's wilful blindness to pretend otherwise (because these people think any new road capacity is malign).

The claim it is a "platinum plated mega project solution" before "we've tried all the other things first" is pejorative nonsense, especially from people who were happy to spend double that, mostly on a tunnel and tram line.  The only option that might help somewhat is road pricing, but the advocacy for that is muted. There is no realistic chance of significant modal shift for trips that bypass the city, because they have a diverse range of origins and destinations. Likewise, without an additional tunnel to the eastern suburbs, there will not be modal shift from there as buses cannot flow freely.  It's fair to object to spending a lot on transport infrastructure, but not when you're solutions are more expensive and require significantly more taxpayer cost over time to subsidise their operations.

The claim it could do "irreparable harm" to Wellington is pejorative hyperbole. The land for the second tunnels is hardly significant, part of it is within the motorway corridor in any case. 

Finally, their claims about the proposals are weak:

• It aims to “fix” traffic congestion by building a bigger road in the centre. Never, not ever, has this worked.
• If you look at the numbers for how LGWM’s package was going to “fix traffic”, it wasn’t the very expensive road-building that was going to do the heavy lifting: it was congestion charging (digital infrastructure and some gantries) and the second spine for public transport (paint, signage, timetabling). And the costs for civil construction (which this expansion project is all about) have rocketed since then.
• There are lots of flaws with the logic: smooth, faster-flowing traffic through the city centre while also somehow not worsening severance in Te Aro, and while also allowing lots of cars to turn on and off it…
• Its Cost-Benefit Ratio is already low (even with the extra-low discount rate now allowed to be used) and the Inner City Bypass was found to have been probably not worth the money spent on it (we lose more than we gain from having it) so it’s highly likely this will be worse given its far greater costs. The opportunity cost of this public money is dismaying.

First bullet is wrong. It is not a bigger road in the centre at all, and yes building new roads has fixed congestion in many cases, especially in smaller cities. Many cities have inner bypasses that work, such as Oslo, Berne and Bergen, and they DO relieve congestion.  The first motorway in New Zealand, the Johnsonville-Tawa segment, remains adequate for traffic at most times and there is NO proposal to widen it.  It's time that the oft-claimed "every new road induces traffic until it fills up" is tempered by reality that this is only true in some cases.

Yes, congestion charging will have a big impact on traffic, which is also being enabled by this government.  The second spine for public transport wont work effectively without a better bypass to take through traffic off the waterfront (and any good congestion charging scheme enables traffic to bypass it because public transport does not do well serving most demand that does not start or terminate in the central city).  Furthermore, just converting lanes on the waterfront to bus lanes will make congestion worse, which backs up to buses elsewhere in the network. 

The third bullet has a point. Not building a proper bypass under Te Aro will worsen the severance due to SH1, but the Greens spent years campaigning against a cut and cover tunnel under Te Aro to fix this.  Nothing will magically fix this problem, short of kneecapping the economy and demand for travel.

Yes it is a low value project, but it underestimates the real lifecycle benefits of tunnels (which last for much longer than any appraisal period).  It is fair to argue about the opportunity cost of the money, but then I don't think the people pushing this want people to pay lower taxes and spend the money themselves! The Greens opposed the project when it had BCRs of 2-5 in the 1990s, with a much higher discount rate and 25 year appraisal period.  It is difficult to believe that if it had a BCR of 5 or 10 the opposition would change, it is a blanket opposition to any new road capacity regardless of whether it is priced or not.

The whole wording of the opposition is childish and sneering towards people's choices.  The language that sneers at ""popping down to Moore Wilsons” and “going to pick the kids up cos it’s raining”" is misanthropic.  So what if people want to do that, as long as they pay at peak times.  Most people can't live within walking or cycling distances of where they want to go. 

These groups stopped Wellington getting a proper bypass in the 1990s and beyond, and the blight of having at at-grade SH1 through Te Aro is because of this philosophy. 

Could it be better? Yes. Should there be pricing? Yes.  Should it mean the tunnels shouldn't proceed? No.

Voting in the 2025 local election: Wellington City Council Mayor and Eastern Ward, Wellington Regional Council - Wellington constituency

This is half serious, half humourous, because let’s face it, a majority probably wont vote, and a fair number will vote for MORE council, MORE spending, MORE stopping people doing things they don’t like and MORE making people do things they want. A fair number of people look at candidates who use clichés like “sustainable”, “equitable” and “inclusive”, and go “oh yes more of that”.

NZ isn’t like the UK, where local elections happen every year (different councils) and most candidates are party political. Those elections are used by voters to send signals about central government, which is frankly nuts. There is next to no value in voting for candidates because you like the National-led government or you hate it, because by-and-large, it wont make much difference at all. Sure there are Labour, ACT and Greens candidates, which is useful if you know you like or don’t like the party, but unlike Parliament most people who are party aligned don’t caucus together or vote identically. 

In short, judge them as individuals more than their labels. 

For my sins, I’m in Eastern Ward, so I’ll run through the Mayor, the City Council Eastern Ward, the Regional Council Wellington Ward and finally the Maori Ward vote.

MAYOR

Let’s not elect Andrew Little. The failed unionist popinjay who is looking for a sinecure in the twilight of his political career doesn’t deserve to be Mayor of Wellington. He’ll be better than the nice but dim Tory Whanau, but so would most Councillors. He wont list making Ramallah a sister city as an “achievement”, but part of his campaign is about “making public transport cheaper” which is literally nothing to do with Wellington City Council. It is a Regional Council responsibility. So he’s a pontificating poseur. Wellington has a dearth of significant private businesses located in the CBD, and is suffering the closure of retail and hospitality as the city slowly decays. A man who’s spent his life fighting employers and private enterprise and oversaw the irrelevance of unions he came to lead is not the person to revitalise Wellington. The fact he led student unions, including of course opposing voluntary membership of student unions should consign him to the dustbin of history along with the Berlin Wall. Rank him second to last.

I’m ranking Josh Harford of the Aotearoa New Zealand Silly Hat Party first. He is one of the smartest people standing for Mayor, and his vision for optimism is a good one. Sure some might say he is a joke candidate (and he is far cleverer, more subversive and interesting that the nihilistic William Pennywize, and there are enough unfunny clowns about), and you might say I am chosing him because I know him (although he's not the only candidate I know). In all seriousness, if he got elected it would uplift the optimism and publicity for Wellington more than any other candidates combined. Imagine the headlines if Wellington elected a young man with a sense of humour, sense of drive, sound academic record and proven willingness to work well with people across political spectrums. Leftie journalists will highlight his ethnic minority heritage, which he does not and which does him credit. He is his own man, and really will revitalise the city.

Now we all know he isn’t sure thing, so who to rank after Harford? There are three other groups of candidates.  Lefties, righties and the ones you will laugh at.

Alex Baker is the Green candidate without being branded “Green” and talks in slogans. His priorities are “affordability” (which means rates, rents, house prices and transport costs – but it’s unclear how he can keep all of these down), “jobs” and “sustainability”. He wants land value rates, which on its own is worth considering, but he also wants to “complete the Golden Mile” (which will slow down bus services by eliminating the ability of buses to pass) and focus on bike and bus lanes to get the city “moving”, although there is no evidence this will make any material difference.  His focus on climate change action isn’t credible to control spending or promote business. His ambitions suggest he will spend more money. Rank him last. 

Scott Caldwell is to left and on X is known as the Scoot Foundation. He’s pretty smart, keen on more intensive development and is a housing abundance supporter. That’s good in itself. He’s dreaming if he thinks central government will pay more rates, he’s also dreaming to push an underground rail link through reclaimed land. However, having someone so pro-housing construction and antithetical to heritage protection is worth supporting over others. Rank him above Little.

Diane Calvert is a safe pair of hands and eyes on Council. She supports fiscal prudence and her Wellington Plan has a lot of merit. She wants to speed up consenting, focus on core services and maintaining assets and downscale the upgrade to Courtenay Place, and abandon the ludicrous Harbour Quays bus corridor proposal (which will worsen traffic and weaken the Golden Mile bus core). Sure, she’s no libertarian, no free-market liberal, but she’d be far more friendly towards revitalising the decaying private sector than Little. Rank her second or third.

Ray Chung’s entire campaign has been overshadowed by his ill-considered comments, from some time ago, about Tory Whanau. He's said a lot of things that get judged poorly in 2025, but the chap is 75. He’s committed to zero rates increases, which is ambitious, but a good goal, along with eliminating non-core activities. It’s difficult to disagree with that. Leftwing journalist from the Spinoff (!) Joel McManus did a hitjob on him which is hard to completely look past, and indicates he is unlikely to be the best choice for Mayor. He’s a useful Councillor as an antagonist to wasteful leftwing virtue signallers, but as Mayor he should be ranked below the better ones on the right. I’d put him above Little of course, but below Calvert and Tiefenbacher. 

Rob Goulden has been around forever, but having been banned from Taxpayer Union events, it’s indicative that he too angry and combative. Arguably he’s on the right, but it’s not clear what he really wants and that’s not worth giving time to. There’s a lack of detail around prioritisation, cutting spending and scrutinising expenditure. I’d put him above Little, but only just.

Kelvin Hastie is another leftwing candidate whose weaknesses include being an arts promoter and venue operator, indicating he is likely to spend more on the arts. He talks of “sustainable growth” (any growth would be nice), and is committed to “affordable housing” without saying how. The Spinoff claims he wants to sell council housing to first home buyers, and supports the long-tunnel under Te Aro proposal (which isn’t happening and Council wouldn’t fund anyway). He has no chance, but rank him above Little.

Donald McDonald is well known because nobody really understands what he is promoting, bless him. Still he seems harmless enough.

William Pennywize isn’t funny.

Joan Shi seems fairly sound, focusing on core infrastructure and a business friendly environment, but also talk about “affordable public transport” (not up to the City Council).  If she had a chance, I’d rank her reasonably, and certainly above Little, Goulden and Hastie, but not much depth here.

Karl Tiefenbacher has a solid record as an entrepreneur, and clearly has a chance as a centre-right candidate against Little. His support for faster consenting for housing, more scrutiny on the quality of cycle lane spending and constraining spending (and he understand the role of the City Council) makes him a strong contender. I’d rank him a strong third after Harford and Calvert. 

CITY COUNCIL EASTERN WARD

Three councillors need to be elected here.  Five are reasonable choices.

Ken Ah Kuoi: His name is dotted all over the ward, and is keen on fiscal prudence and focusing on “core services”, being part of the Independent Together team which is loosely affiliated. Fluent in Samoan as well. I’d rank him highly.

Alex Baker: See above. Don’t rank the Green in drag.

Chris Calvi-Freeman: He’s a bit of a leftie, but he knows transport policy well as a transport planner. He’d be an asset in Council and is pushing for the 2nd Mt Victoria Tunnel to have good facilities for al modes, which should not be controversial. He’s no ideologue on these matters, although his views on other subjects are less known. I’d rank him highly.

Trish Given: She’s a lot of a leftie. Promoting homes for all (how?), wants to future-proof the city against climate change (how?) and talks about a “fairer” city (which usually is coding for higher rates and more spending).  Her website indicates she wants a very active council, so she’ll support much higher rates and spending. Don’t rank her.

Rob Goulden: See above. You might prefer him over the green/left, but that’s it.

Luke Kuggeleijn: The sole ACT candidate is a young man keen on avoiding wasteful spending, like the Golden Mile project. Standing for ACT in this ward full of lefties is brave in itself, so rank him highly, he’ll need it, and if he wins he'll be a breath of fresh air to shake this Council up into being more efficient and smaller.

Michelle McGuire: As with Ah Kuoi, she is with Independent Together with the focus on core spending and rates control.  She has a private sector background. I’d rank her fairly highly.

Thomas G.P. Morgan: He has had nearly 30 years’ interest in local government, he uses his profile to talk about more… bus shelters.  He has a lot of ideas, but I’m unsure that’s what is needed. I’m not ranking him highly.

Sam O’Brien: The Labour candidate is an urban planner, which is reason enough to rank him very lowly.  He wants an affordable, accessible, resilient city, but clearly he wants to direct people’s property and businesses. He has a good chance of getting elected so rank him very low.

Jonny Osborne: A public servant standing for the Greens is enough to rank him the lowest. Like Andrew Little, he thinks he is standing for the regional council calling for “cheaper and reliable” public transport which is mostly regional not city council business. He’ll want more council and higher rates. Rank last.

Karl Tiefenbacher: See above, he’s worth a shot. Rank highly. He'll be an asset in Council.

WELLINGTON REGIONAL COUNCIL - WELLINGTON CONSTITUENCY

Five councillors to be elected here. It’s slim pickings. I can only get enthused about two, another three I might hold my nose and choose just to stop the hardened socialists.

Sarah Free: Was a Green City Councillor, now standing as an independent for the regional council.  She’s not the worst option, being obviously a leftie she’ll back rates increases and more council spending and control. However, I’d rank her above the actual Green and Labour candidates. Middling ranking.

Glenda Hughes: She was a regional councillor before losing last time, and is trying again. Centre-right (former Nat), fiscally conservative, former cop and media minder, she’s safer with ratepayers’ money than the lefties. She should be one of the top five.

Alice Claire Hurdle: ACT’s candidate is the only one clearly offering a change of direction. Wanting less red tape on farms and businesses, and cost effective transport solutions, she will be valuable in constraining the ever expansionist regional council. Rank her first.

Tom James: This Labour candidate has as his top priority “faster, cheaper and more reliable” public transport, which is going to mean higher rates. For him “tackling climate change needs to be at the heart of our council’s work”, not core infrastructure or addressing key local issues. This makes him likely to hike rates, restrict development and virtue signal. Rank very lowly.

Tom Kay: Green in drag. He cares about our communities and environment, wants us safe from the impacts of climate change, with “cheaper, faster” buses. He will focus on protecting and restoring streams, rivers and wetlands, and reducing emissions. We don’t need an environmental scientist making the regional council a greater drag on development, and hiking rates. Rank lowly.

Mark Kelynack:  It’s unclear really what he believes in, except much better public transport including a passenger reward scheme it seems. He seems practical, and the lack of ambition for the regional council doing more deserves a better ranking than the lefties. Maybe deserves to be in the top five.

Belinda McFadgen: Her career has been on environmental policymaking, science and law. She wants climate resilience, cost effective solutions and improving waterways. So she says she is evidence based, without the rhetoric of the lefties.  She’s in the middling group, maybe above Sarah Free.

Henry Peach: Worst of the Green candidates, just say no.

Daran Ponter: The Regional Council chair and Labour candidate, he’s the Andrew Little of the regional council. This former public servant who was involved in the expansion of local government powers with the “power of general competence” wants more regional council rates, power and control. It’s telling that the second thing he lists is “lifting driver wages”, as if that delivers outcomes for bus customers or ratepayers. He’s a socialist who wants to end competitive tendering for public transport, lowering farebox recovery for public transport, and restoring wetlands. He is part of the problem of a regional council that is inflating rates and its role.  Rank him very low.

Yadana Saw: Better of the Green candidates, but like all of the candidates (except Hurdle and Woolf) she is committed to hiking rates to increase pay above market rates at the council, and like Ponter talks of increasing public ownership of public transport, for ideological reasons (including the 18 new trains 90% funded by taxpayers through a central government she opposes). Just say no to her too.

Simon Woolf: By regional council standards he’s centre-right, but he’s really a centrist and quite sensible. Going to be much less keen on rates rises and ideological based expansion of the regional council’s functions. Rank him number two.

MAORI WARDS

Just say no. The last Maori ward city councillor won with only 872 votes. The lowest winning general ward city councillor had 2841 votes. It’s disproportionately unfair for there to be one councillor with so few votes having the same power as those with over three times as many. That’s without the more fundamental argument that it’s wrong to divide the electorate by ethnic identity, and treat that single councillor as the authentic voice of Maori in the city.  Politicians talk about reducing division and working collaboratively. In a liberal democracy, voters are represented by whoever is elected by their constituents, including those who many voters disagree with. STV enables preferences to get the most preferred candidates elected. Maori voters included, and their preferences will be as varied as any other voters. 

Wellington Airport Runway Extension: Definition of a Cargo Cult: Part One

For those unfamiliar with the term "cargo cult" it is a description of what might best be called as a naive practice of some cultures with low levels of scientific understanding and a high belief in animist religions that certain rituals will result in untold riches arriving from the skies.  Nowadays it is often shortened into "built it and they will come".

Such is the hype around the planned extension to the runway of Wellington Airport - a proposal that completely lacks pure commercial merit and has no net wider economic benefit - but is being promoted by the opportunistic, encouraged by the naive and to be paid for, largely, by those will get no benefit from it at all.

I say this as someone who grew up 1.5kms from the airport and knows a bit about the aviation sector, having recently been part of the team that reviewed over 50 proposals for expanding airport capacity in London.  I know Wellington Airport very well, and the likelihood that there will be long haul flights into that airport that will generate net benefits to Wellington ratepayers to recover the costs of subsidising the runway extension is very low indeed.

Let's remember the airport is a commercial concern, two-thirds owned by Infratil, which itself is not willing to contribute two-thirds of the capital costs of the project.  It's the owner of the other third - Wellington City Council - that is the problem, because it is willing to force ratepayers (along with other Wellington councils) to cough up half of the liability to boost the value of Infratil's investment. This in itself should cause both believers in the free market and socialists to baulk at public subsidy for a predominantly private entity, but no - they have cargo cult syndrome.

They believe that magically if an airport extension is built, there will be long haul flights from Wellington to Asia and the Middle East, making the city more attractive for business.  However, it is far from clear exactly:

- Why airlines will fly long haul to Wellington;

- Are the assumptions about the the benefits claimed valid?

Wellington local election guide: Capital and Coast District Health Board

Of course I'd abolish it, and there are plenty of candidates for 7 places.

So there needs to be a strategy here.

1.  Avoid evil.  In this case Helene Ritchie, a leftwing harpy who is destructive, and Sue Kedgley (concealing her Green moniker for some reason) deserve to be avoided.

2.  Avoid the less than competent.

3. Avoid rent-seekers from unions or professional monopoly trade associations.

4.  Avoid those who don't understand the role of the DHB. Including those in the sector with apparent axes to grind.

5.  Select the analytically competent.

Wellington local election voting guide: Regional Council

There are five councillors to be drawn from eight candidates in the Wellington constituency of the Wellington Regional Council, unfortunately.  I say unfortunately, because there are more than three candidates who are unelectable.  What I want from the regional council is to keep rates under control, more protection for property rights, minimal compliance costs, effective stewardship of waterways, cost-effective management of public transport and resistance to a supercity.  

I wont get that, at all.  To me it is a fair option to leave the whole lot blank, but that will give some succour to the amalgamation enthusiasts.  However, there is no decent anti-amalgamation ticket.  The candidacy is full of leftwing candidates, barring one, with the only matter as to whether you want to create a dysfunctional Regional Council full of nutters, or want to mitigate damage by keeping out the worst candidates.  I

What I'll get are...

Judith Aitken:  "committed to the long-term purposes of the RMA", "wants a comprehensive, integrated approach to development planning and energy-efficient urban design", "active support for insulating at least another 5000 homes" "support for young people in creative, high-tech start-up businesses".  She isn't the worst candidate.  She supports fare increases over rates increases for public transport.  WCC Watch thinks this is hypocrisy because of her "Gold Card" (but I don't see anyone on the left canning that).  Aitken was with Labour once.   From a harm mitigation point of view, rank her 2nd.   Yes, you've reached nearly the best candidate! Rank 2 or just give up now....

Paul Bruce: Like I said yesterday, eco-loon, who bikes everywhere and admits he is in the Green Party. He gets credit from me for two things, one is that he practices what he preaches (unlike the motorist Sue Kedgley) and the other is that he is genuinely an amiable chap.  However, as an eco-loon he is a light rail fetishist, would cover many of our roads with speed bumps and 30km/h speed limits, clog buses with people carrying bikes, somehow shift more freight onto rail and shipping (no, he can't do that), is anti-fracking and deep-sea oil exploration, and wants "community owned energy projects".  He wont control rates and his enthusiasm for banning things and regulating make him beyond the pale.  However, he is not singing the praises of local body amalgamation. Could I rank him?  No.  No Ranking.  I just can't endorse him.

Mike Fleming:  His great interest is future proofing infrastructure for an earthquake.  Fine, keeps him out of implementing the RMA, grand public transport schemes (he supports public transport, with larger park and ride railway stations, which is fine) and trying to save the planet by regulating Wellington.  Easily wins Rank 1

Sue Kedgley: Don't let this woman near power ever again. Fiction peddling, publicity seeking control freak. Vote for Paul Bruce over her any day.  Her parody Twitter account (@SueKedgleyMP) can't be too far from what she thinks.

Chris Laidlaw:  Says he is independent, but is Labour and one of the shortest term Labour MPs I know of, as he won the 1992 by-election when Fran Wilde stood down as Wellington Central MP, only to lose it to (then) National's Pauline Gardiner in 1993.  Awful, simpering, left-wing Marxist "liberal", who I was told is remarkably lazy.  The only reason to vote for him is to keep the two Greens out, so hold your nose, turn away and Rank 5

Ariana Paretutanganui-Tamati:  As a Member of the Mana Party she probably thinks I'm being racist by rejecting her candidacy.  She wants to use more trolleybusses (sic) although it would help if she could spell. She doesn't like people paying for water ("it's a right" which of course means she wants to force everyone to pay for water, regardless of how much or little you use).  Free public transport for kids, which will increase obesity.  She wants to pay people more, regardless of performance, except for councillors and management. She wants to stop the Regional Council borrowing from banks, finally she wants to "nationalise" public transport, killing off the private sector so the Regional Council has a nice cozy monopoly of highly-paid unionised providers. Socialist, representing an avowedly racist party.  Don't rank

Daran Ponter: Incumbent councillor, ex. public servant who I met a couple of times.  Hard working and bright, but very much on the left.  He wants a referendum on a super city.  Good! He wants lower public transport fares, implying higher rates.  Bad!  He seems anti-Basin Reserve flyover which is a bit predictably childish (the last Labour Government funded umpteen flyovers).  However, for the greater good of keeping out the Greens, and because he is honest about his party affiliation I'm going to hold my nose and Rank 4.

Fran Wilde: We all know Fran was Labour, so why doesn't she admit it? I'm a bit bemused as to why she still cites homosexual law reform as part of her record.  Yes it is, and was perhaps her proudest achievement and justifiably so, but it WAS 1985 and has nothing to do with the Regional Council.  She supports a mega-city, which is a big reason to not give her first place, so Rank 3 because she is less left wing than Ponter or Laidlaw, but Fleming and Aitken need your vote more.

Now go have a stiff drink, and a bath.  You'll need it.

Wellington local election voting guide; Onslow-Western Ward

3 councillors are to be elected from this ward, there are 12 to choose from.  So surely someone must be decent?

Well that is true.

Phil Howison deserves your positive vote to be ranked number 1.  He is on the Affordable Wellington ticket and is both intelligent and a thoroughly approachable, thoughtful, hard working and polite young man who is focused on keeping spending down by focusing the Council on its core services.  He wants processes streamlined and is opposed to "unnecessary restrictions" on businesses and residents.  Yes he was an active member of Libertarianz and was a candidate, but he's watered down his views somewhat (in fact rather too much, I'd like to see Phil push much harder for cutting rates and cutting local government).  Notwithstanding that, I endorse him as someone who has a clear position on ensuring Council minimises costs upon ratepayers and residents, and concentrates on doing its core business well.  Rank 1

The rest? Hmmm well...

Wellington local election voting guide: Mayor

Yes, I get to vote in the local elections.  Better my vote than, well anyone else's really (look if you can't be arrogant about your own vote then don't bother).

So here's my run-down of the motley lot that are standing, and a motley lot it is.  I can't get enthused about almost any of the candidates.  So I figured since blogs are about venting one's opinion, I'd do a bit of my own.  Of course because voting is by STV you get to rank the candidates, which means you don't need to rank anyone you find particularly loathsome (after all being ranked 8th is worth more than not being ranked at all).

Remember, one of the most important things for Wellingtonians should be remembering what happened in Christchurch could happen again.  Wellington needs a Mayor and Council that can take on central government bureaucracy and be for private property rights.  It's a shame it doesn't have enough standing who do.

Basin Reserve flyover opponents are grandstanding

The noise from Labour and the Greens on the Basin Reserve flyover is utterly remarkable.   

For Labour it is grandstanding hypocrisy because when it was in government, Labour endorsed a transport funding packages for Wellington that explicitly included provision for grade separation of roads at the Basin Reserve.

For the Greens it is disappointing, as it is a continuation of the hyperbolic hysteria that Sue Kedgley use to peddle, which I thought may have been moderated under the more thoughtful Julie Anne Genter.  

For both they may want to claim the project is akin to some major urban motorway project of the sort that once activated large groups of "rent-a-mob" leftwing protestors in the UK, but really it is no big deal at all.   Furthermore, the absurd claim that Wellington City Council is being bullied because NZTA questions the value of duplicating Mt Victoria Tunnel and associated road improvements towards the airport without the flyover, is astonishingly hypocritical.  For I doubt that the Greens endorse any of those projects (and if you believe road capacity improvements are the spawn of the devil, then doubling highway capacity between the city and eastern suburbs ought to be opposed as Sue Kedgley thought at the time).

Labour once happily supported funding major highway works at the Basin Reserve

During the Clark Government, Labour released a transport funding package for Wellington, which included money for the new Matangi electric multiple units, replacement signalling, electrical and track infrastructure, replacement trolley buses and to support a range of major road improvements.  The calculations for this funding including provision for capacity improvements at the Basin Reserve, with the implication clearly made at the time that this is about grade separation. 

Indeed, it was seen in the Wellington Regional Council's endorsement of "Basin Reserve capacity improvements" as the 4th highest priority in 2005.

It was the next logical stage after the one-way road and on-ramp that comprised the much maligned "Inner City Bypass" (which simply enabled the one-way system across Te Aro to be shifted a block and a bit south).   So Grant Robertson and other Labour politicians jumping on this bandwagon are being hypocrites.  Annette King in particular is being disingenuous, because she supports a second Mt Victoria Tunnel, which without the Basin Reserve bridge would simply mean longer queues at the Basin Reserve, as two bottlenecks would be cleared.   She didn't utter a peep when Transit/NZTA was investigating this very project when Labour was in power.

Greens are being utter hysterics over a two-lane one-way bridge

Sue Kedgley consistently claimed the Wellington Inner City Bypass would be a "multi-lane motorway extension through the heart of Te Aro".   It wasn't.  I wonder how many people who went on "path of destruction" tours still think Te Aro's historical heart has been "destroyed".

The "path of destruction" of the Wellington inner city bypass looks a lot like the other two lane roads

The two-lane 50km/h city street called a "multi-lane motorway" by the Greens

Now the claim is that this project will "destroy the character" of the Basin Reserve, an entirely subjective value judgment, but itself is rather extreme.  It will affect it, some may think negatively, but destroy?  Really?

The next claim is "it will affect Wellington's green belt and access to eastern suburb sports facilities and will cost tax- and rate-payers $97 million to move traffic congestion 300 metres"

Really?  The green belt?  Utter nonsense:

The green belt is off to the left of the Basin bridge, affected?

How will it affect access to eastern suburb sports facilities? Other than improve them for those leaving the eastern suburbs.  How will it cost ratepayers, given it is fully funded from NZTA as a state highway project?  How will it "destroy the Basin as a sporting and cultural venue"?   

Just pure hysteria.

Julie Anne Genter is a bit better on this.  She says it is a waste of money because the road has "declining traffic volumes", although this isn't apparent in the severe congestion and of course the Greens typically say new roads generate new traffic, so she can't have it both ways.

She says "The vast majority of people coming into Wellington take public transport, cycle or walk", yet this project isn't about people coming into Wellington, but bypassing Wellington primarily between the airport and the Hutt, Porirua and wider region.  In fact the travel survey by NZTA (excel file) of travel across the country indicates that 68-69% of trips in the region are by car, with 5-7% by public transport. Greater Wellington Regional Council even says only 17% of commuter trips are by public transport, with it being 21% in Wellington city (excluding the Hutt and Porirua).  Cars are important in Wellington.

Then there is the utter nonsense of this:  "A massive concrete motorway flyover is an invitation for future urban decay and crime. It is the exact opposite of smart transport planning".  Once again, she has Kedgley disease in calling it a motorway, but there are several motorway flyovers in Wellington, let's look for this urban decay and crime:

Bowen Street motorway overbridge - car park, housing and offices

Thorndon Quay motorway overbridge, commercial and retail premises

Dowse Drive/Hutt Road overbridge, commercial and retail premises

Yep, lots of urban decay and crime in those scenes.

In fact the only argument she has is economic.  It doesn't have a good benefit/cost ratio, with various studies indicating it ranges from below 1 to above 1.  The argument can be made that there are better projects.  Yet the Green Party's pet project - the underground rail loop in Auckland - doesn't have one either, in fact they argue that the conventional benefit/cost appraisal of the project doesn't take into account all of the criteria important to them.   So it's a bit rich to claim a road doesn't stake up on one set of criteria, but that same criteria is inappropriate for a rail project.

What is clear is the Greens will oppose road improvements on any sort of cooked up criteria.  A flyover may be ugly to some, and it may not be the best use of money spent on roads in Wellington, but it is far from the worst, and unlike the proposals for more rail, it wont need subsidies its entire existence. 

Save the Basin campaign is equally hysterical

The actual opposition campaign against the project is at best misguided and naive, at worst beholden to the same hyperbole that besets the Greens.

The claims are:

• It will blight the streetscape and surrounding neighbourhoods

Well, few things blight the streetscape as much as large volumes of traffic circulating around this enormous roundabout.  As you can see above, bridges need not blight streetscapes.  The claim it will "blight" surrounding neighbourhoods is hysterical.  After all, the presence of a busy road tunnel since 1931 has had a bigger impact.  Thorndon has had a motorway blasted through it since the 1970s and is hardly "blighted", neither is Kelburn "blighted" having it running at its base.  

• It will overshadow the Basin Reserve and place its future as an iconic international cricket ground at risk

Oddly, this was never really raised as an issue for the 40 years that there have been serious plans to push a major highway along this alignment.  There is no authoritative statement that this is true, just a rant by a reader to a website.   

• It’s unnecessary. Road traffic volumes in New Zealand are declining and so is trucking:

So what? The route is congested and the current problems are severe.  At peak times, queues from the Basin back up all the way through the Mt Victoria Tunnel, they back up around the Basin from Buckle Street, and create delays for buses. 

• Now that a tunnel is being built under Memorial Park, it makes no sense to emerge from a tunnel and go up onto a flyover

Yes, and nobody is expecting that to happen because the flyover is a one way road towards the tunnel.  This basic mistake indicates how very shallow this opposition is.

• There are good, well-researched alternatives to a flyover. One, Option X, looks even better financially now that a tunnel will built under Memorial Park. Another non-flyover alternative has recently emerged.

Except that these alternatives actually don't deliver benefits and Option X creates new problems.  The professional assessment (i.e. highway engineers not architects) indicates that Option X has safety issues, would cost more, would have lesser benefits and has significant gaps (e.g. it is depicted as offering no road access to two of the schools at the Basin Reserve).   

This claim from its website is just nonsense:

This vote follows other cities throughout the world which have rejected flyovers – Boston, New York, Melbourne, Toronto, Seoul, Boston, Milwaukee, Vancouver, Trenton, Portland, Chattanooga.

Oh really? The Big Dig in Boston?  Melbourne's Citylink, EastLink and soon to be built East-West link? Toronto's 407ETR? Boston twice (paying attention then)?  Well Auckland has had a host of flyovers built in the past decade, Napier has had two built, Hamilton has just seen one built, Christchurch has just seen one built.  Indeed, the Hutt Valley recently had one open (Dowse Drive Interchange)

Funnily enough, the claim that the bridge will generate more traffic is now not made, presumably the great fear is that it will work and make a positive difference to traffic, like every other grade separation highway project in Wellington in recent years (underpass of Vivian Street, Dowse Drive Interchange, Newlands Interchange, Mungavin Interchange). 

A simple claim is made that anytime there is new road capacity provided, it quickly fills up because there are simply thousands of people who would have driven before, but for whom the existing congestion puts them off.  The improved road is said to "induce" demand, and so make things worse, because the additional trips (which are presumed to have little real value) simply take the road back to a congested position in the first place.  This is known as the Pigou–Knight–Downs paradox, but it is so grotesquely misquoted out of context by politicians (particularly Green ones) that it is worth remembering what the authors actually meant.

The situation they talked of was when the road improvement directly reduced congestion for a trip where there was a parallel public transport service offering similar travel times to driving.  A perfect example in Wellington would be trips between the Hutt Valley and Wellington city, so that adding another lane to the motorway between Ngauranga and Aotea Quay would directly improve travel times between driving and taking the train.   It's a bit more difficult when very few of the trips on the route being improved are undertaken by public transport (or could reasonably be undertaken by public transport), even moreso if the route improvement directly reduces delays on public transport.

The Basin Reserve flyover primarily benefits traffic travelling between the airport/eastern suburbs and the wider region to the north and the western suburbs.  Whilst there are a few bus services that offer alternatives to some, all focus on passenger starting/finishing trips in the CBD, so are slow for trips that are bypassing it.  In other words, the time savings wont result in any mode shift which is the source of the "induced demand" claimed by that theory.  Beyond that, it is difficult to envisage that anyone will relocate businesses or homes just because a flyover will knock a minute or so off of traffic queues, certainly not in volumes that will mean it gets filled up with traffic.

Furthermore, the secondary benefit of the flyover is to take east-west traffic flow away from the north-south traffic flow at the Basin, which includes some major bus routes.  Those bus routes are held up by substantial delays which will be relieved by the flyover, a point almost entirely ignored by the naysayers.

Local authority opposition is misguided and should be ignored

For many years both the Greater Wellington Regional Council and Wellington City Council have supported major road improvements on this corridor.  Regional Councillor Paul Bruce, a Green Party member and activist against motorised transport (the guy bikes most places) has been central to seeking a review of this, and at Wellington City the Mayor has been.  This is the first time this opposition has been realised at the Councils, and shows just how difficult it is to plan major infrastructure when politics swings against it, particularly when there was strong support before.

Yet it largely shouldn't be up to them. The project requires no ratepayer money, it isn't on local roads (although it interfaces with them), and it fits clearly into the various strategies that are relevant.  It demonstrably improves access across the city, and will deliver huge benefits to public transport users, cyclists and pedestrians (in part because a damned silly cycling/pedestrian bridge has been included in the design).  

Opposition to it is hysterical, illogical and based on hyperbole or simple nonsense.  

It is a two lane one-way westbound bridge to connect one tunnel to another.   A second Mt Victoria Tunnel can't possibly replicate the benefits of this, and in fact will make the current situation worse.   Labour opposes it because it is being pushed under a National Government and Labour wants Green votes in Wellington.  The Greens oppose it because it's a road project and it panders to hyperbole about road projects. The Save the Basin lobbyists suggest alternatives that are inferior and unsustainable.   The two Councils are pandering to Green activists within their ranks, who offer no rational alternative (exhorbitantly expensive light rail lines that wont do a thing to reduce congestion are just chimeras).   If any of those opposed were truly concerned about generating more traffic they would stop improvements to the motorway between Ngauranga and Aotea Quay and demand Transmission Gully be stopped, but the latter is politically popular, so they are largely keeping their heads down on that one.

The Basin bridge will improve the environment for all road users, reduce delays and emissions, and is a necessary pre-requisite to building a second Mt. Victoria Tunnel.  It should proceed.

Annoy the Greens - support a road

OK, so this may be a bit of mischief making, but given that the Greens use public consultation processes as a chance to lobby and gain publicity, I figured that a few of you might want to respond in kind.  Especially since the Greens are telling enormous porkies in their anti-road campaign.

Whilst the Greens and Labour have hosted an anti-car, anti-road, pro-higher subsidies for public transport conference (Smart Transport is a euphemism for "you're not smart, but we are"), the NZTA is consulting on improving the highway from Wellington city to the airport.

Now this project basically involves completing the four laning of Wellington Road and Ruahine Street to a second Mt Victoria Tunnel, and a flyover from the existing tunnel to Buckle St so through traffic bypassing the city can bypass the crowded Basin Reserve roundabout.   The section to be fixed is the only remaining major bottleneck between the city and the airport, given half of the route has been a four lane 70km/h highway since the airport opened.  At the city end the one-way system the Greens were prepared to stand in front of bulldozers to stop, feeds the traffic to and from the motorway to the north of the region. 

All of the land involved in this project was designated for road widening or the tunnel duplication over 40 years ago, and much of it is held by the NZTA for this purpose. None of it should be news as it was envisaged by the De Leuw Cather report on Wellington transport in the early 1960s that proposed the Wellington Urban Motorway (fully built as far as Bowen St, half built to Vivian St then unbuilt) and an underground railway extension to Courtenay Place. However, the Greens (and its ginger group Campaign for Better Transport) are opposing it, because it is a road, and trucks and cars will use it.  They would prefer those going by car to catch the bus, or to spend a fortune of other people's money on their favourite totem - a rail scheme, which of course would lose a lot of money, to be paid for by other people's money, and wouldn't meet the needs of most of the road users.  

There is already a limited stop commercially viable bus service running every 15 minutes that bypasses the congestion from the airport to the city and the Hutt, with free wifi - so there isn't a lack of public transport.

Now you’d expect the Greens to focus their efforts on the most expensive (and permanent) part of the plan and to oppose the second tunnel because it will remove a major bottleneck that slows down car and truck traffic from the airport and eastern suburbs. The effect will be for buses to be less competitive, because many use a parallel one-way bus only tunnel to bypass the congestion. On top of that it doesn’t have a positive benefit/cost ratio, an argument used to oppose extending Auckland’s Northern Motorway to Wellsford, but curiously ignored whenever the Greens advocate rail based projects (unless the results are gerrymandered to suit the outcome sought).

However, the Greens aren’t opposing a second Mt Victoria Tunnel, not loudly anyway. They are opposing the Basin Reserve flyover – because it is a flyover.

The flyover is the part of the project with the best economic return and it will have the most positive impact on pedestrians, cyclists and public transport users. Why? Because reducing about a third of the traffic flow around the Basin will allow for longer crossing phases for pedestrians, and for cycle lanes to be established along with bus lanes. Buses coming from Adelaide Road towards the city wont face queues backing up from Buckle St. However, these facts get in the way of the ideological tunnel-vision of the anti-car, anti-road lobby.   The bridge is "ugly" and part of an “outdated vision” because apparently nowhere else in the world are cities building new roads – except everywhere of course. A few hundred metres of two lane one way road over a roundabout wouldn’t get people excited in Melbourne, Oslo, Vancouver or Paris, but it’s a road, so it’s evil.

Some are pushing for an alternative plan, which doesn't work because it rules out two current major movements (between Adelaide Rd and Mt Victoria Tunnel).

So if you want to show your support for the people who pay for state highways (the whole project is fully fundable from fuel taxes and road user charges), then put in a quick submission in support.  You can be sure the Greens will have rounded up a few thousand to oppose it - because it's a road.

There is an online form here.  So support a decent highway from Wellington airport to the city, indeed from the growing media and film sector based in Miramar to the city.

Oh and the deadline is today.

UPDATE:  See the Greens are already seeking you support their groupthink agitprop.

Some of the nonsense written by Gareth Hughes:

"Wellington needs urgent investment in public transport and safer cycling and walking".

Really? Beyond the hundreds of millions spent on brand new trains, extending electrification to Waikanae, upgrading the Johnsonville line for new trains, upgraded stations, new rail infrastructure, new trolley buses?  What's unsafe with cycling and walking? Missing a footpath? 

"It certainly doesn’t need an 8 metre high flyover that will deface much of Wellington’s heritage precinct including the war memorial, the Mother Aubert crèche and the Basin Reserve."

Much? You mean between Buckle Street and Mt Victoria Tunnel?  That's "much" of the heritage precinct? Deface by having a bridge skirt the northern side?  Hyperbole again.

"In particular, we support light rail from the CBD out to the airport."

Of course you do.  You have a religious passion for light rail.  Forget it would cost hundreds of millions, lose money, not relieve congestion, put a privately run commercial unsubsidised bus service out of business, and not meet the needs of freight or people travelling from outside the CBD to the airport - it's light rail, bow down and get excited, it's cool man.

"Wellingtonians do not need an uneconomic urban motorway that will take out dozens of homes, depreciate land value, reduce the town belt and increase air and noise pollution."

It isn't an urban motorway.  The homes are either state owned or on land long designated for road widening.  The effect on the town belt is derisory, and there isn't evidence it will increase pollution.


"Cities such as Seoul and Seattle regretted building flyovers in their cities and have replaced them with attractive and spacious urban design."

One in Seoul, plenty more remain.  In Seattle it was weakened by an earthquake and it is now being replaced with a tolled bored tunnel highway - exactly the type of bypass for Wellington you all opposed.   Such a conspicuous lie.


"There is no evidence to suggest there is a need for such a costly and imposing roading project." Several kilometre long traffic queues for 1.5 hours every morning from Mt Victoria Tunnel, and the same around Oriental Bay.  No, no evidence at all.  Long evening queues southbound towards the Basin holding up all traffic, including buses heading for Newtown.  No evidence.

"demand for better public transport is sky-rocketing".  Which is why the airport bus frequencies have improved.  More fare revenue, but then you don't really approve of anyone making money from transport.


"In the short-term, better traffic signalling and bus priority measures would largely mitigate congestion around the Basin at a fraction of the cost."

Says who? The architects who developed a "solution" that prohibits traffic movement between the tunnel and Newtown?  How would this mitigate the queue from Mt Victoria Tunnel

"Light rail through the CBD out to the airport is a cheaper and more sustainable option that would  alleviate congestion and offer commuters an affordable option in the face of future oil price rises."

Cheaper?  How?  Don't have a price do you?  Loses how much money?  Where in the world have new light rail schemes alleviated congestion?  How is it an option for freight, or people going to/from the airport from the rest of the region?  How is it affordable when you need to increase rates or other taxes to pay for it?

Just loads of empty vacuous spin, worshipping the altar of new subsidised railways, freight is invisible, as are any people not travelling to and from the CBD.

They are even so backwards in thinking that they don't push congestion charging, bit too much "user pays" and high tech for a party that loves trams?

What's really pathetic is that the Greens have stopped arguing against new roads because of them not being economic, but chooses to lie about what they will do and the basis for them.