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The FIT opinion column (DomPost, 25/1/2020) by Michael Barnett, considered just three “rapid” transit options. Bus Rapid Transit (BRT) and Trackless Trams (TT) were discussed and dismissed. Only Light Rail (LR) was a viable option, according to FIT (Fair Intelligent Transport) and Let’s Get Wellington Moving (LGWM).
We strongly disagree, and believe they have overlooked Suspension Monorail (SM), where carriages and platforms are elevated above the road. The FIT proposal also leaves numerous unanswered questions and doubtful claims.
FAST?... The FIT column emphasised Light Rail would be “frequent, fast and comfortable”. But 30 km/hr at peak times is not fast, and Sydneysiders have summed up their new Light Rail from harbour to Randwick as “Snail Rail” because it takes 50 minutes to cover a similar distance. In contrast, SM could go from Wellington airport to central station in under 20 minutes at any time of day or night, running at up to 70 km/hour.
CONGESTION?... FIT stated most Wellington streets did not offer space for BRT and TT vehicles to pass each other yet omitted that this disadvantage also limits Light Rail’s options. They all encroach on limited road space, contributing to congestion, which is why FIT’s proposal had to sacrifice the favoured routes. SM reduces congestion by removing buses and mass transit from the road.
FAVOURED ROUTES?... Wellington with its undulating terrain, many narrow streets, choke points and very few alternative through-routes has resulted in LR route proposals using the Quays and tunnels bypassing the current bus routes including the Golden Mile, Kilbirnie bus hub, and Miramar Cutting. SM can continue to provide a service along these existing routes (see map), with better speeds.
SAFER?... FIT claims its proposal would be “Safer” but fails to explain how. Wellington is notorious for jay-walking pedestrians who hit - or narrowly miss - buses. LR plans imply crossover from kerbside to road centre and complex prioritising at traffic lights. Intersections are accident hotspots, and overseas experience shows injuries and deaths are inevitable from people and vehicles crossing their path. These result in the mass transit service being immediately halted until it is cleared. Suspension Monorail however poses no risk to pedestrians, cyclists or vehicles as it passes overhead.
COMFORT?... Passenger queues for LR require footpath space which is exposed to the weather and not suitable for ticket gates to speed passenger boarding. SM overhead stations can be covered, with adequate space for ticket gates, and elevated to provide a level entrance to Wellington Regional Hospital.
CONSTRUCTION?... FIT omitted to mention the impact on businesses and residents of its proposal for a Newtown route via southern Riddiford St - which is a very narrow street - or FIT’s suggestion to make residential Daniel St a one-way arterial thoroughfare. Alternatively, SR would have minimal impact on Newtown.
TUNNELS?... The FIT proposal requires three tunnels (arrowed, in this map) dedicated to LR vehicles, though does not emphasise this. These would be under Mount Cook from Taranaki St to Adelaide Rd; under Mount Albert near Wellington Zoo; and under the airport. Long construction times for tunnels will delay the service’s start day, adding expense and carbon footprint from tunneling and reinforced concrete. But Suspension Monorail’s ability to climb steep gradients means it requires no tunnels. It could run to Kilbirnie via Constable St, Wellington Rd and Evans Bay Parade. It can go directly to Miramar via the cutting, yet still reach the airport swiftly.
ROADWORKS?... For Light Rail, another major downside is that construction requires current underground services to be dug up and rerouted to enable future maintenance once the tracks are down. For Sydney’s Randwick LR, this resulted in costs doubling to more than $3 billion. Plus laying LR tracks will cause severe disruption during construction so congestion will get much worse before any chance of improvement in 2029 or beyond. SM on the other hand is predicted to take less than 3 years to construct the entire route and only requires minimal rerouting of underground services because the pylon footings are 30-35 metres apart. Also, with the exception of the pylon footings, SM construction occurs offsite further reducing construction impact.
VISUAL IMPACT: The only downside of SM noted by others is that it is visually prominent but this is a manageable lesser issue. We believe once people know these advantages of Suspension Monorail, and that the route can be designed away from residential areas, they will be less concerned about visual impact.
Before a final decision is made we simply ask for a genuine LGWM consultation process, with a business case comparing ground-based mass transit with Suspension Monorail. It’s no good saying that time has run out for consultation, if a too-hasty decision results in a flawed project and later regrets. Let’s not forget the recent reorganisation of Wellington’s bus system.
Stephen Moore and Peter Dodwell
FASTR-Wellington.com
We write in a private capacity, as long time Wellington ratepayers and professionals. We have expertise in terms of procurement and transport safety, but no financial conflict of interest in this matter.
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