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This feed is published by Paul Bruce – Greater Wellington Regional Councillor.

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    • A new chapter
      • I have been immensely privileged to have served 3 terms on the Greater Wellington Regional Council as the Green representative. Thanks to the Green Party for their strong backing in this year’s campaign, and to the many dedicated volunteers for their hard work.  I am inspired by all of you who work for collaborative change […]

    • Bus tender document flawed
      • I am grappling as to what position to take, given the proposed document in front of us offers no vision of where we want to go, and contains very little that will allow an expansion of the zero emission parts of our existing fleet. The bus tender document is before the Transport Sustainability Committee (GWRC) […]

    • Greater Wellington Stalls on Student Fares
      • A 25% discount for tertiary students public transport in Wellington was voted down today by the Greater Wellington Regional Council. Green Councillor, Sue Kedgley, proposed an amendment to the Annual Plan to introduce the discount after hearing submissions from students and receiving a petition signed by over 3,500 people. “I’m extremely disappointed that fellow councillors […]

    • Trolleys are part of the solution
      • “European cities are steadily converting bus routes to trolleybus public transport“ was the message from Gunter Mackinger at a recent public meeting in Wellington. “Complete public transport systems cannot easily convert to fully battery-operated systems, and there is a significant problem with battery life and consequential waste disposal.” Mackinger, an electric transport consultant and former general manager of Salzburg Railways, works with organizations such as the UITP (International Public Transport Organisation) and the German Government. He advocates trolleybuses and light rail (trams) as an essential green emission investment in modern liveable cities. This is of special interest to Wellingtonians who are working to rescue Wellington’s trolleys which is currently threatened. If successful, it would be the biggest setback for public transport since the light rail system was removed fifty years ago. Mackinger’s statements were backed up by studies at three independent German universities. Mackinger gives examples of how Seattle, San Francisco, Mexico, and west European cities Salzburg, Linz, Luzern, Arnhem, Eberswalde and Bratislava are all purchasing new trolley buses. Turkey has mandated trolley bus systems for smaller cities under 100,000 inhabitants, as well as modern light rail in the bigger cities. The Chinese Government has also mandated “all-electric” vehicles in major cities. Trolley buses are a part of the process and cities such as Beijing are replacing diesel and experimental battery buses with new trolleys. Guangzhou is undertaking trolleybus continuous network expansion. Shanghai, after deciding to remove trolleys, realised their error and are re-opening trolleybus lines. Other electric transport modes fit well alongside trolleys – light rail, rapid transit, suburban rail, battery buses – sharing power supply infrastructure and facilities. Zurich, Lyon, San Francisco and Seattle use light rail as the ‘spine’ of their public transport systems, and then use trolleybuses for the heavy secondary routes. Battery bus systems are being developed for the shorter suburban feeder routes. The NZ Bus intention to install Wrightspeed gas turbine-electric power generating sets into some trolleys and other buses in their nationwide fleet is commended as an initiative, but the technology has yet to prove itself in widespread bus fleet use. If the trials prove to be successful, we would urge NZ Bus to move rapidly onto converting diesel buses. I call on NZ Bus to confirm that they will operate the Wrightspeed powertrain “fuel agnostic gas turbines” on CNG as this will help remove a major source of cancer-causing airborne diesel particles, including soot, and noxious gases which are dangerous to health. These diesel particles are associated with lung cancer and other lung disease, and contribute to heart disease and strokes. Wellingtonians’ conversations on Lambton Quay and Willis Street can be compromised by the noise of diesel engines in close proximity” says Wellington architect, Chris Watson. “Quieter electric motors of are suitable for social networking on the golden mile, which speeds the flow of ideas in the capital.” There are many technical aspects still to be explained if the story is not just a PR sham. Gas turbine generators generally emit more CO2 emissions than comparatively sized diesel engines, but emission savings can be achieved by having a smaller power turbine running against a constant load – the battery charging generator. I hope the vehicle design facilitates the turbine being stopped to allow battery-only operating through the centre of the city. Also we need to maximise the ‘plug-in’ charging opportunities from New Zealand’s renewable electricity network – this will be essential to achieve our greenhouse gas reduction targets. The use of self contained bus electric drives in Wellington will also depend on Greater Wellington Regional Council requiring hybrid electric and/or battery electric vehicles of its bus network as an outcome of its contractural framework, and being ready to meet the extra costs involved. Tender documents are to be approved on June 29th, with the decision on successful tenders expected sometime before the end of this year. Tender documents are expected to be based on the Public Transport Plan already approved, which included the removal of the existing trolley “all-electric” trolleybus fleet. However, Oxford University Head of the Energy and Power Group – Professor Malcolm McCulloch – has looked at the Wellington trolleybus network and sees it as having excellent potential. He says that they are a valuable public asset and dismisses criticism of them as being subject to political interpretation as obsolete technology. His advice is to validate the alternatives (i.e. hybrids-electric and battery-electric), while continuing to operate the trolley buses. When reconfigured with modern (lithium ion) batteries, trolleys would be able to run longer distances “off line”, providing more flexibility. Automatic re-attachment devices would further minimise delays. An urgent review of the GWRC business case is needed. A new business case should concentrate on the east/west route as a base case for trolleys, then explore add-on options, and include the cost of modifications to increase the reliability of the power supply network. Wellington has big renewable electricity resources within its boundaries, and can easily aim for a 100% electric transport system, which is not only the smart choice, but an ethical one, because of the reduction of greenhouse emissions. Victor Komarovsky of Generation Zero says that the worldwide transition to electric vehicles can only accelerate after the CoP21 Paris Climate commitments for reducing emissions. “Some of my friends don’t get driving licences and they refuse to own cars. It is more important to have information technology with constant internet connection. We want Wellington to become a clean, green city. Electric public transport is the only possible way to do this.” 300 cities around the world manage trolley bus networks successfully and there is no reason why Wellington should not re-emerge to operate its system as well as other cities. The current fleet of 57 dual rear axle trolley buses, owned by NZBus, started work in 2007/2008 with new low floor chassis. So they have at least 10 to 15 years of service life remaining, and this is confirmed by NZ Bus’s decision to utilise some chassis for the Wrightspeed powertrain. The trolleys have good capacity and would be ideal for the proposed Karori/Seatoun trunk route. Keeping the all-electric trolleys and the overhead wires on that route, at least, would be a step towards a fully “all-electric” fleet in the future. Battery buses can only be as good as trolleys in terms of CO2 elimination if there is frequent recharging at stops, not using fossil-fuelled ‘top-ups’. The trolleybus power supply could provide that – but that infrastructure is exactly what the GWRC has decided to remove. Note that this article is the opinion of the writer, and does not represent the view of GWRC  

    • Trolleys are part of the solution
      • “European cities are steadily converting bus routes to trolleybus public transport“ was the message from Gunter Mackinger at a recent public meeting in Wellington. “Complete public transport systems cannot easily convert to fully battery-operated systems, and there is a significant problem with battery life and consequential waste disposal.” Mackinger, an electric transport consultant and former […]

    • Trolleys cost effective compared to battery buses Gunter Mackinger
      • “European cities are steadily converting back to trolleybus public transport“ was the message from Gunter Mackinger, at a public meeting Thursday 10th March. “Complete public transport systems cannot easily convert to fully battery operated systems, and there is a significant problem with battery life and consequential waste disposal!” Presentation to Gunter MacKinger by Brent Efford Mackinger, is an electric transport consultant and former GM of Salizburg Railways and now working with organizations such as the UITP (International Public Transport Organisation) and the German Government. He advocates trolleybuses and trams as an essential green emission investment in modern liveable cities. Trolley bus supporters were delighted to hear of Mackinger’s support for trolleys and to be shown that trolleys were cost effective compared to battery buses and polluting diesel buses. Mackinger’s statements were backed up by studies at three independent German universities. Mackinger gave examples of new trolley buses being purchased for Seattle, San Francisco, Mexico, and west European cities Salzburg, Linz, Luzern, Arnhem, Eberswalde and Bratislava. Turkey has now mandated trolley bus systems for its smaller cities under 10,000 inhabitants, and modern light rail in the bigger cities. Major Chinese cities such as Beijing, were ordering large numbers of new trolleys to replace diesel and its experimental battery buses. Shanghai is re-opening trolleybus lines after a recent closure decision, and Guangzhou is undertaking continuous network expansion. Mackinger pointed out battery bus technology have proven to be impractical in the medium term future, except in very limited special applications. “The few systems which are using battery only buses are doing so in small numbers as a trial, on selected routes.” However, we are very concerned at Greater Wellington Regional Council’s continued determination to trash Wellingtons clean green zero emission trolleybus fleet, 
which flies in the face of emerging international evidence of their value. There is a need for an urgent review of the GWRC business case.  Extra polluting diesel buses 
will lead to 2000 tonnes extra of carbon dioxide per year, and a 20% increase in 
the small 2.5 microns particulates that lodge in respiratory tracts leading to cancers and 
asthma of people in the Golden Mile. Both result in future costs to the economy. Euro diesel standards don’t ensure the removal of the smallest and most dangerous exhaust particles. Nor do they bring lesser greenhouse gas emissions. Photo: Cr Paul Bruce, Gunter Mackinger, Alan Nielson, Alan Wickens (left to right) A new business case should concentrate on the east/west route which had a considerable amount of new overhead wiring, and include the cost of modifications to increase the reliability of the power supply network, as well as the installation of lithium ion batteries in the trolleybuses for off line capability. Aggregated costs of abandonment of clean green zero emission trolleys is estimated at about $34 million (of which $20 million is a charge to public entities), compared to a cost of $15 million for an upgrade of the entire network, and a further reduced figure for the east-west route. 300 cities around the world manage trolley bus networks successfully,  so we are confident that Greater Wellington Regional Council could also find the governance and management capability to operate its system as well as other cities. The Council’s Council aspirational target was for a low emission city, and Wellingtonians support retention of their electric buses and see them as a vital part of their low emission city. Important upcoming dates Council 9.30am on 6th April, when tender documents will be approved. The date for approval of the new operators has been deferred by one month until October 2016 following the local body elections

    • Wellington’s trolleys are cost effective
      • “European cities are steadily converting back to trolleybus public transport“ was the message from Gunter Mackinger, at a public meeting Thursday 10th March. “Complete public transport systems cannot easily convert to fully battery operated systems, and there is a significant problem with battery life and consequential waste disposal!” Presentation to Gunter MacKinger by Brent Efford […]

    • Time to stop marginalising cyclists
      • During my 55 years cycling, I have seen cyclists increasingly marginalised. With the planetary emergency we now face, one would have to be a fanatic to not support increased cycle usage. Large numbers of commuters will not shift to cycling until we have a joined up safe cycle network through some reallocation of space given over to private vehicles. I understand that at least 4% of peak users of the Parade in Island Bay are cyclists on the new cycle way.  This is a great beginning, given that barely 1% cycle to work nationally, a dramatic change from when I first cycled.  A European cost benefit analysis including air pollution, climate change, noise, congestion, road deterioration, time cost, accident cost, health, and vehicle operating costs, shows that if we consider the costs to the individual and society together, car costs are more than six times those of travelling by bicycle. The bicycle is also roughly 50 times more energy-efficient than driving and four times more efficient than walking. More can be done. Cycle lanes could be better delineated with a kerb comprising rubber dividers from old tyres painted white, and subsidised on street parking on arterial routes restricted. 

    • You’ll never breathe the same again
      • GWRC has a monitoring project that is mea.uring air quality (NO2) using low cost tubes around the CBD as a pilot project that will give us a good idea of where the “hot-spots” are. As part of this work NIWA is going to be advising us about the feasibility of supplementing our particulate monitoring at our inner city station with cheaper particulate sensors that could deployed at other locations the city. Toronto has recruited residents from South Etobicoke to walk and cycle around their community with air monitors that measure and map what they have been breathing. It’s the first project of its kind in Canada and the results have been amazing. These type of sensors are very useful (if you have a lot of them deployed in different areas) to show how air quality varies quite considerably over short distances and short time frames. You get a good feel for relative concentrations rather than absolute. Plus they are also great for community engagement and involvement. However, they have a short battery life and are not that accurate. www.torontoenvironment.org/?utm_campaign=g2inhale_launch&utm_medium=email&utm_source=toenviro

    • Bus Fleet Strategy decision 16th December 2015
      • Regional Councillors will vote on Bus Fleet strategy this Wednesday, along with signing off a new rail tender. If you would like to give some moral support to Councillors fighting for a smarter transport solution, please come along at the commencement of the meeting for public participation presentations at 9.30am for 15 minutes. The decisions will made in public excluded after that. Any GWRC procurement deal must signal a rapid pathway to end the use of diesel. Trolley buses are seen as an intermediate transition step to light rail and battery buses, and prioritising their use on the west/east corridor and Lyall Bay routes will improve capacity without compromising the Wellington Bus Review or the use of higher capacity vehicles. They also effectively provide protection for the spine corridor for the only real long term solution, of light rail. Wellington needs to follow the example of the Austrian city of Linz, which is renewing its trolleybus fleet with vehicles that have sustainable off-wire capability so that all the local bus services can be provided by zero-emission vehicles.  Maximising the use of the trolleybus overhead line equipment to both drive the vehicles and charge their batteries (or super-capacitors) rather than relying on fast charging in terminal layover times that often aren’t available makes huge sense”. The situation is Shanghai is also particularly relevant to Wellington where the trolleybus system was slowly closing down and being replaced by battery buses.  The battery buses are rechargeable at certain stops through an overhead collector which connects with a power source mounted on a roadside pole.   Their experience was totally negative and has resulted in Shanghai ordering a batch of 60 new trolleybuses to replace them.  http://www.icshanghai.com/en/information/2014-04-19/21342.html Light rail of course, offers significant advantages along a spine, with faster loading through multiple doors, low labour costs with variable capacity and greater land value increase through transit orientated development.  As this will take 10 years to develop, light rail should be put in the long term plan immediately through an amendment. Globally, Governments have now signaled an end to the fossil fuel era, committing for the first time to cut greenhouse gas emissions to avoid the most dangerous effects of climate change. This means bringing down greenhouse gas emissions to net zero within a few decades, and we need to begin that process right now.

    • TPP motion GWRC agenda Wednesday 4th November
      • Support Green Councillors’ motion (Agenda item 14) by speaking (public participation) at Greater Wellington Regional Council 9.30am 4th November, also contact other regional councillors to urge their support. A motion on the Regional Council order paper for Wednesday 4th November will request the Council conducts a proper analysis of impacts of the TransPacific Partnership Agreement (TPPA) on its functions and in its area of influence. The full TPP text will be released this week, and the work Councils can do on behalf of their own interests and those of the public is to make themselves aware of the TPP implications. The Council passed a motion almost two years ago expressing its concern at the lack of information available to it. Note that the Report of the United Nations Independent Expert Alfred de Zayas urged the UN system and Governments across the world to radically reform the international investment regime by putting an end to free trade and investment agreements that conflict with human rights treaty obligations. In his full-length report* to the Human Rights Council, he also called on States “to conduct human rights, health and environmental impact assessments before and after entering into bilateral and multilateral investment agreements. “Over the past decades free trade and investment agreements have had adverse impacts on the enjoyment of human rights by interfering with the State’s fundamental functions to legislate in the public interest and regulate fiscal, budgetary, labour, health and environmental policies,” said Mr. de Zayas, the first UN Independent Expert on the promotion of a democratic and equitable international order” http://www.ohchr.org/EN/NewsEvents/Pages/DisplayNews.aspx?NewsID=16439&LangID=E  Further background information and the agenda item can be found http://www.gw.govt.nz/assets/council-reports/Report_PDFs/2015.542a1.pdf http://www.gw.govt.nz/committee-meetings-calendar/detail/7275 or by contacting Cr Paul Bruce cell 02102719370.  Also note that another nationwide rally will be held on 14th November  - see TPP Action Group for more details

    • Love our Trolley Buses
      • Wellington’s leadership in clean transport is seriously threatened by the Regional Council’s decision to scrap the trolley buses in favour of diesel buses. Tests of hybrid and battery buses are promised, but in 2017 the transition is to diesels away from the present electric fleet. Other major cities such as Leeds, Verona and Montreal are renewing their trolley fleets and numerous others are recreating their light rail tram network. A recent guide for replacement of urban diesel buses by trolleys refers to the technology as “fully developed, technically secure and economical”. The promised higher standard Euro 5 and 6 diesels emit pm2.5, the small particles that led to the World Health Organisation classification of diesel exhaust as carcinogenic. University of Otago Medical School Assistant Research Fellow Ed Randal’s preliminary findings indicate that replacing all trolley buses with diesels could lead to an approximate increase of ~20% in the average mean value of NO2 on Willis Street, means extra deaths. Trolley buses are also healthier because they have no local emissions since they mostly run on hydroelectric power. Opportunity savings of reduced greenhouse emissions is ignored, and they should represent our commitment to reducing greenhouse emissions at the upcoming Climate Action talks in Paris. Claimed high costs in Wellington are as much about past removal of evening and weekend services as about fixing up the wiring at one intersection in Haitiatai. Trolley buses are as important to Wellingtonians and our capital’s culture as the wind and cable car.

    • Love our Trolley Buses
      • Wellington’s leadership in clean transport is seriously threatened by the Regional Council’s decision to scrap the trolley buses in favour of diesel buses. Tests of hybrid and battery buses are promised, but in 2017, the transition is to diesel buses away from the present electric fleet. Other major cities such as Leeds, Verona and Montreal […]

    • Cars are killing us – Basin Bridge decision provides opportunity for change
      • Both WCC Councillor Andy Foster and GWRC Councillor Fran Wilde responded to the posting of Housing and transport: proximity matters blogg remarking on WCC’s historical support for Wellington’s inner city development. However, Ellen Blake highlighted how little has been done to restrict vehicle movements and make street improvements even in Wellington city: “It would be nice to think that some of the measures to encourage people out of cars might include improving the pedestrian environment – footpaths that are well designed and maintained, pedestrian wait and cross times that give equitable treatment to pedestrians, footpaths free of clutter and vehicles, enforcement of Road Rules that benefit pedestrians and all of us, even pleasant pedestrian space, as well as slower street speeds and more reliable public transport . . . “So far to go to get there – means there are lots of reason to stay in that car” Around the region there are no recent examples of transit orientated development. Fran Wilde remarked “that we couldn’t get all the necessary parties (public and private sector) to agree to take something forward”.  Not surprising when new roads are proposed ahead of public transport improvements! An article on the concerns underpinning European Mobility Week seems particularly apt for Wellington region  “…The majority of our public spaces have been transformed into endless flows of traffic, to better accommodate our dependence on this form of transport….” Over recent years, Wellington’s councils through the Regional Transport committee have agreed on the construction of $2.7 billion of new roads. And this year, a Petone to Grenada link road was added along with cross (Hutt) Valley flier road. Last year, removal of Wellington’s trolley buses was approved and modern light rail/tram rejected in favour of a bus priority system with double decker and bendy buses (BRT Light). Few can see the sense in this, when Wellington already has the density that cries out for a modern tram system extending southwards to Newtown and the airport. Comparative international examples such as Besancon abound. To date, the only project to be removed from that highway vision is the Basin Bridge worth $90 million. However, there is hope that the ground breaking Board of Enquiry ruling on the Basin Bridge will have created a new opportunity to break the cycle of “death by car” development in favour of pedestrian/cycle access and smart modern public transport. There is an even more urgent reason for change to low carbon forms of transport – carbon emissions are higher than at any time in the last 15 million years, and the heat from those emissions is now spreading into deepest recesses of oceans, polar ice caps and shelves. If one degree of global warming has made extreme weather significantly more probable what can we expect in coming decades, as the first full century of the Anthropocene unfolds? Greater Wellington’s climate change action plan has been approved which has a policy to provide attractive and accessible low emission transport in our own fleet and in future public transport contracts. Can we do it? A wider debate has been promised. The scope of that debate is to be determined by a group of six, charged with the delivery of the Nguaranga to Airport (N2A) Corridor Plan. That group is widely regarded as compromised by their association with roading decisions, but strong pressure must be exerted in order that this debate does takes place and we do get change!

    • Endless traffic, and how to change it…
      • Keep Our Buses Clean – Sign the petition at Gen Zero A recent article on the concerns underpinning European Mobility Week is particularly relevant for the Wellington region when it says “…the majority of our public spaces have been transformed into endless flows of traffic, to better accommodate our dependence on this form of transport….” Over recent years, Wellington’s […]

    • Highlights for first half year January/June 2015
      • Recent work (highlighted links to blog articles on website paulbruce.co.nz) Regional Land Transport Plan media: Get Wheels of Innovation turning – Better Public Transport for Wellington city Green Wellington Buses submission guide created with Sue Kedgley and support of parliamentary office (Gareth Hughes MP) – Development, coordination, promotion (paulbruce.co.nz) Long Term Plan voted down – media – Miscalculations in the Regional Council’s large-budget planning Waste Forum – response to latest eWaste consultancy report - lobbied LGNZ President Lawrence Yule to include waste stewardship as principle message in LGNZ AGM speech with PM John Key present - plastic free July promotion Wellington region Sea level variability and trends: Wellington Region for Great Harbour Way and as input to climate change strategy (paulbruce.co.nz) Value Engineering Assessment BRT procurement business plan (collaboration Wellington Sustainable Transport Group) Divestment Campaign GWRC – lobbying financial officers GWRC Food Matters conference, follow up GMO, Glyphsate precationary policies Natural Resource Plan Lobbying candidates Chris Laidlaw/Barbara Donaldson for GWRC Chair with 10 point demand Cross Harbour pipeline resiliency comparison with Emergency Domestic Rainwater tanks Integrated Ticketing and gating WellingtonRailwayStation Government legislation ticket requirement removing need for gating of stations. Climate Action Conference Taranaki – Fracking and deep sea oil conditions Accessibility audit of rail and bus stations – liaison with active mode transport groups Greenhouse emission targets personal and council submission to Govt Wairarapa Water Use Project Asia Pacific conference networking with Victoria Green MPs on transport network Current work Electric Bus Study (see below) Bus Rapid Transit vs Light Rail Transit Wellington Bus Review implementation Cross Harbour pipeline critique Integrated ticketing without gating Oxford University Comparison of Buses for Wellingtonians Problem Wellingtonians require the most suitable buses for the twenty first century, but it is not clear which are the optimum bus type(s). Challenge A specialist team of researchers can rigorously and scientifically compare the effects of the following bus types on stakeholders needs to answer questions about the most suitable type. Proposal The following bus types will be assessed on one Wellington route including overhead wires and off line with hill section • Battery bus with overnight or periodic charging • Trolley bus as existing • Trolley bus modified with modern battery used from start, hill climb and for off line running • Diesel/Electric Hybrid bus programmed to maximise the use of the battery • Diesel Claims of vulnerability of the reticulation asset will be tested. Assumed Objectives Assessment by Bus Type Research Organisation Stop buses causing lung cancer or other respiratory diseases, esp. in “golden mile” Assess deaths and other health impacts Epidemiology Department, University of Otago Minimise climate change Assess CO2 emissions University of Oxford Driver retention Survey, interviews C Watson Consultancy Ltd Increase patronage Before & after pax count Focus group interviews C Watson Consultancy Ltd with Janet Stephenson of University of Otago Caroline Shaw. Otago, sustrans Avoid unnecessary operating costs Maintenance, energy etc University of Oxford, Rebecca Ford VUW electrical, Infratil, Zero Emission Vehicles (Andrew Rushworth) Build resilience Security of supply University of Canterbury The proposal relies on co-operation of Infratil, Zero Emission Vehicles, Wellington Electricity and the local councils. Outcomes Knowing the vehicle type with the best health, cost and sustainability effects to provide Wellingtonians in a position to make decisions with a solid scientific basis about infrastructure and fleet.   Any questions, please feel to get in touch with me on 021 027 19370 paul.bruce@greens.org.nz

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