Holly’s submission to the draft Hutt Corridor Plan

Submissions close on 15 June 2011 for Greater Wellington’s Hutt Corridor Plan, which includes great proposals like upgrading the cycleway between Petone and Ngauranga, and not so great proposals like a new motorway from Petone to Grenada.

Below is the text of Holly’s submission to the Draft Hutt Corridor plan.

Cyclists lined up at Petone Esplanade circa 1930. Photo: National Library

The key goals for the Hutt Corridor Plan should be to:

• make our transport system more efficient;
• make our community more accessible;
• protect our environment; and
• keep everyone safe, including walkers, cyclists, public transport users and drivers.

I support some of the proposed upgrades in the draft plan, namely:

• completing the Great Harbour Way as soon as possible;
• urgently improving the walk and cycle way between Petone and Ngauranga. This needs urgent attention. In its present state, SH2 from Petone to Ngauranga is both dangerous to cyclists, and a significant barrier to attracting new cycle commuters from the Hutt Valley to Wellington;
• upgrading the Hutt River trail. This is already a great recreational resource, but it could be improved to add a commuter focus so that it assists people to safely and quickly commute  down the Hutt Valley;
• improving train stations to provide for level boarding of the new Matangi trains, and to make it safer and more comfortable to use train services. Poor quality stations are off-putting to users and safety on stations and in subways is a major concern especially for women at night;
• road safety improvements aimed at upgrading existing roads in order to save lives; and
• removing minor bottlenecks from existing roads where possible.

The timeframes for all of these projects should be brought forward. The most urgent priority is the Petone-Ngauranga cycle upgrade.

I do not support the Petone-Grenada project going ahead, nor any major increase in road capacity in the Hutt Valley, for the following reasons:

• increasing capacity on the roads will increase car traffic, which is contrary to the Regional Land Transport Strategy;
• investment in roads is inefficient – the cost benefit ratios for new roading projects are often lower than for key public transport projects. Heavy investment in roading projects has the potential to divert much-needed investment from other transport priorities;
• major new roads will cause major disruption to the households, communities, and individuals affected; and
• major new roading projects are short-sighted. Fuel prices are already near record highs, and we can expect them to rise further in future. We risk creating white elephants if we invest heavily in roads, while neglecting to upgrade key public and active transport projects which people will demand in increasing numbers as fuel prices increase.