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.

Free public transport is not an environmentally friendly policy

Auckland's leading leftwing Mayoral candidate, Efeso Collins, has as one of his key platforms making public transport "free" at the point of use, by which he means he'll force everyone else (ratepayers and he's hoping taxpayers, as well as car and truck drivers) to pay for it.

The Greens, who want everything to be free, except your property rights, speech, powers to buy and sell and contract generally, support this.

Given how much publicity has been given to this idea, it's worth giving it a review.  You'll say, quite rightly, that a libertarian could never countenance forcing people to pay for others to get around, and you're right. Philosophically, the idea that if you want to travel somewhere, for whatever reason, that other people should be forced to pay for your choice of travel, is an anathema to individual liberty.  

However, let me put that to one side.  Does the idea that public transport should be fully taxpayer funded, has some merits? Could it actually result in less traffic, less pollution?

Tallinn, Estonia implemented free tram and bus travel for local residents in 2013. The National Audit Office of Estonia reviewed the impacts of the policy and came to the following conclusions:

• It did not reach its goal of reducing car journeys
• Public transport use increased, but not significantly
• Bus network doesn't meet the need of car users

A more detailed study of the impacts was more damning and it was based on a large scale survey in the city.  Note Tallinn previously had a fare-box cost recovery level of around one-third, so one-third of operating costs were recovered from fares, so fares were not high before. 

• Trips by public transport increased by 14%
• Trips by car decreased by 10%
• Trips by walking decreased by 40%
• Average distance travelled by car increased by 13%, resulting in total vehicle kms driven increased by 31%

Much of the public transport trip increase was for 15-19yos, 60-74yos, those on very low incomes, the unemployed/not in education.  However public transport trips for those on higher incomes decreased due to crowding. Higher income people preferred to drive. 

In short, free public transport saw more trips, most of them came from active modes, meanwhile the reduced car trips were more than offset by the remaining car trips being longer distances.  

This shouldn't be a surprise, Hasselt, Belgium (78,000 people) introduced free public transport in 1996.  The experience of that city was mixed:

• Public transport trips went up ten-fold
• 63% of additional public transport trips were existing users travelling more frequently
• 37% of additional public transport trips were new users, but only 16% came from car trips, the remainder were from bicycle and walking.  So the majority of mode shift was from active modes.
• There was also a five-fold increase in the bus fleet, doubling in bus routes and significant increase in frequencies at the same time as abolition of fares
• There was no noticeable impact on car ownership or change in trip mode share
• Free fares were dropped in 2014 because of the cost, with fare concessions applying only to only a small minority of passengers.

In short, free public transport saw people who already used it, used it a lot more often, and the majority of new users switched from walking and cycling to riding public transport.  

Templin, Germany (15,000 people) also introduced free public transport, in 1997.  The result were:

• 12 fold increase in patronage, with the majority being young people and children
• 35-50% of the modal shift came from walking, 30-40% from cycling, with only 10-20% coming from car trips
• Vandalism increased attributed to the higher numbers of younger passengers.

Once again, the main impact of free public transport is to attract people from active modes, so people ride buses instead of walking and cycling.  This costs more for taxpayers, costs more for the environment and so is a negative net impact overall. 

In NONE of the case studies of free public transport was there a meaningful impact on traffic congestion.  

In ALL of the case studies the two main impacts were:

• to encourage people who already use public transport to travel a lot more often
• Reduce walking and cycling (because people who walked and cycled found it quicker and easier to just hop on a bus)

Free public transport has a small impact on driving, but it is hardly worth the cost. It has a big impact on walking and cycling, which is a transfer from zero emissions transport to transport that generates emissions, both directly (fuel and electricity) and indirectly (production of buses/trams/trains, road/rail wear and tear).  

Some may say there is utility in people doing more trips by public transport, but if they were trips that weren't going to happen anyway, then the question is why should taxpayers/ratepayers pay for people to do joyrides, to visit friends, visit places they never thought of going before, just because it's free? Why is that a good use of taxpayer/ratepayer money?  

The simple truth is that free public transport is a political bribe that sounds nice, and gets a lot of support from some on the Green-left despite the evidence being that it is anti-environmental.  It might make a small difference to car trips, but it makes a big difference to reducing walking and cycling - and it generates a lot of arguably unnecessary trips.

So maybe consider that when voting in the local elections.

Requiem for the Wellington trolley bus

Trolley buses are almost iconic for Wellington.   

Wellington was the city that first had them in New Zealand (1924-1932 on one route, followed by the current system since 1950) and will be the last today.  I grew up with them, with my Mum sometimes taking me into town and back on them, and as a child I was fascinated by these vehicles that got energy from wires, were quiet and emitted no fumes.  I lived on a street on which they operated and regularly became "detached" from the wires as drivers went too quickly around the corner, with the old British made rigid overhead wires unable to cope with more than a snail like cornering.  

Trolley buses are nostalgic, the presence of the wires (visual pollution to some) indicates the permanency of the route (a bus will come eventually), and the mere fact they use pure electric technology means they are user friendly.  I've many fond memories of riding on trolley buses, sitting on Mum's lap while watching a Big Ben's Pies disc ad rolling back and forth above the corridor entrance of the bus.  The ride through the Hataitai trolley bus tunnel, pitch black, one lane, the only real chance the trolley buses got to ride at a decent speed, and then the memory of the obnoxious driver who shouted at me for not taking a seat at the back of the bus (he stopped and walked to the back of the bus to do this).  The prick.

However, that nostalgia is tempered by cost (10% more to operate under current oil prices, without including the cost of capital replacement), and the tendency of trolley buses to be slower than other vehicles on curves (Wellington motorists widely see them as the snails of the roads).  

Trolley buses were in all major New Zealand at one point, and New Plymouth. 

Four other cities in New Zealand had them. Christchurch from 1931 to 1956 was the first to go permanently, as the system needed renewal and there was little interest in expanding the network on this low density city. 

Christchurch trolley bus

New Plymouth was the smallest city with a system, running from 1950 till 1967 as one tram route was replaced with trolley buses, but again the costs of running one route in a small city weren't economy.  

ex. New Plymouth trolley bus restored on special trip on the Wellington system

Auckland started with Farmers setting up its own service, for free for customers, operating a loop from 1938 till 1967, joined from 1949 by the City Council replacing tram lines with trolley bus routes.  However, Auckland's system was plagued by a lack of capital renewal, as it relied almost entirely on the electrical system introduced in the 1900s with the electrical tram network.  So from the 1970s, trolley bus routes were closed until 1980 when the last route was closed.  Yet in parallel a decision had been made to replace the inner city network, including services to Parnell, Newmarket, Ponsonby and Herne Bay, with a brand new trolley bus system.  

Farmers Free trolley bus Auckland, owned by Farmers 1930s

Auckland Regional Authority (which had taken over the system some years before) ordered brand new overhead wires and buses, but in 1982 cancelled the lot and was stuck with a mini-system.   Wellington City Council bought the 20 buses at a discount price to replace some of its older trolley buses, and the new overhead wires were used to replace well worn wires in central Wellington.   Another success for the Auckland Regional Authority in politicised decision making on transport.

Never used in the city they were built for.  Auckland ordered Ansaldo Volvo B11M trolleybus
bought at a bargain price from ARA by Wellington City Transport late 1980s

Dunedin held out for two more years, it introduced trolley buses in 1950 also to replace trams, primarily because its hilly topography was better suited to the superior acceleration of trolley buses, than the diesel bus technology of the time.  However, Dunedin paralleled Auckland, with routes shifting to diesel operation as parts of the network needed repairs and the whole system was to be closed in 1980, deferred by the sudden oil crisis, which persuaded the Council to keep the trolley buses until 1982, before finally closing the system.

Dunedin trolley bus in 1978

Wellington was a bit different.  The 1924-1932 "trackless tram" line was a trial from Thornton to Kaiwharawhara on what is now known as the Hutt Road, it would have been extended further towards Ngaio, but the Railways Department objected to the competition so it wasn't permitted.  The modern system started in 1949 and was designed to replace the tram network.  As in Dunedin, trolley buses were much more suited to the hilly topography of Wellington compared to the underpowered, noisy and slow diesel buses of the time.   However, as with other cities, Wellington faced challenges as to the economics of trolley buses when there was a need for replacement buses (as the first generation of 1950s buses were at the end of their economic lives).  However, the oil crisis saw a decision made to buy new buses and 68 new Volvo B-58 trolley buses were ordered (with NZ made bodies), and not long afterwards the 20 Ansaldo Auckland buses became available, enabling the 1960s era BUT buses to be replaced as well.  With new overhead wires in the central city network, and new buses, the trolleybus system got a new lease of life.    Albeit that there were extensive teething problems, as drivers objected to the design of the bus windscreens, and there were constant breakdowns and complaints about noise and interference with AM car radios.

1950s era British United Traction (BUT) Wellington trolleybuses

The Volvo B-58 Wellington trolleybus, with NZ made bodywork

On top of that, the trolley bus network was expanded.  The Mornington route was extended to Kingston, the Newtown Park/Zoo route was electrified, but when the Northland route was extended it was done with diesels (and the electrified segment removed) and a few years later the original Wadestown to Roseneath trolley bus route was also removed, as Wadestown services routinely continued to Wilton.  Weekend and evening services which had been revived were discontinued, mainly to provide time for wire maintenance, although the central city overhead wire system doubled as infrastructure to carry an overhead suspended fibre optic telecommunications network.

By 2001 the issue of replacement came up again, but it was decided in 2004 to replace the Volvo B-58s, but the bodies were replaced as the electrics were still in good order.   Wellington Regional Council agreed to a ten year contract with Stagecoach to retain the trolley buses with a subsidy, because they cost more to operate with the cost of maintaining the overhead wires.  

Wellington's last type of trolley bus- Designline/Volvo at Lyall Bay terminus 2009

Now they are being scrapped, following advice from consultants (none of which have actually worked on operating trolley bus systems in other countries curiously).  Even though the buses themselves have many years of operating life left and almost 40% of the overhead wires had been replaced by 2014.  The electrical supply system is dated though and needs replacement and would cost over $50m to replace.

Yes, I would like them to have been retained, replaced and upgraded (and no doubt it would cost a fraction of the ludicrous plans for light rail in Auckland).  I would like there to be just one line kept for nostalgic purposes, but my claim for nostalgia doesn't mean taxpayers should have to pay for it.   Could something else have been done to save them?  Could experts with working knowledge of modern systems in other countries known of ways to operate and renew a system more economically than those who advised Wellington Regional Council?  Maybe, but the fundamentals around the electrical supply system wouldn't change.  It just isn't worth it to spend that much money on replacing those systems, for nostalgia, noise or to reduce pollution in a city which has good air quality primarily due to the weather! 

What IS disappointing, is that the system is being dismantled before the replacement vehicles are ready.  

So farewell Wellington trolley buses.  Maybe the enthusiasm to preserve them will reignite the nascent museum in Foxton (which lost momentum with the death of its founder and enthusiast Ian Little).   However, while economics may drive transport policy for Wellington, it's clear it has been completely abandoned by the government for its newfound fetish for trams - in Auckland.

So think this.  Why does it make sense to lay down track, install new overhead wire, for a system which is effectively a guided electric bus system, in Auckland?