#Old car removal in New Lambton

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Old Car Removal in New Lambton

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Final Reflection

The initial question for this project, was “how can we make Wellington a more pedestrian friendly city?” My aim was to find the solution that would best integrate into the current Wellington environment. I narrowed this down to a specific space, in order to produce a more feasible plan, and chose to focus on Lambton Quay. My proposal was to turn it into a pedestrian strip, to create a less stressful atmosphere and lower the risk of pedestrian/vehicle accidents. I conducted a text-based investigation to understand pedestrianisation in a wider context. I then did a human-based investigation, to understand how the space is currently being used, and what the needs are of specific Wellington communities. My investigation changed throughout the process and became more specific as I gathered more information.

Very early on in my research, I intended to make the entire center of Wellington pedestrian only roads. For many reasons, this wouldn’t work, so after a group discussion with class peers, I decided to focus on one area in particular. This is when I found out about old proposals to turn Lambton Quay into a pedestrian mall. As a street with no thoroughfare roads, it is a viable option. Featherston Street runs almost parallel and is big enough to accomodate the Lambton Quay traffic, if turned into a two way street. Having a specific space to research made it easier for me to think about how to make the transition from main busy road, to quiet pedestrian mall. Treaty article three; Ngā tikanga katoa rite tahi, talks of equality of all citizens, so I made sure that creating an inclusive space was always at the forefront of my research. The “Examined Life” video highlighted the need for good wheelchair access in cities. If Lambton Quay was pedestrianised, the roads could be levelled with the footpath, making walking around a lot easier for many people.

The first research I conducted was a text-based investigation. I looked at how other cities around the world have established pedestrianisation, and how well it has worked for them. One example of this is Bandera Street in Santiago, Chile. They were able to successfully close a main street to create a work of art along the promenade. They transformed it into a “fusion of art and  architecture,” a place where pedestrians could feel comfortable. City populations are only growing, and with it the use of vehicles. A pedestrian strip along Lambton Quay, like Bandera Street, could encourage people to walk or cycle, instead of driving. This research widened my understanding of pedestrianisation as a concept, and showed me the different ways in which I could apply what they did to Wellington. Ideas such as creating murals and art along the pedestrian strip to create a more inviting environment for pedestrians in a vastly car friendly city.

The second investigation for this project was human-based. I conducted multiple observations of the space, and a few interviews, to better understand how Lambton Quay is currently being used. What Wellington residents think about pedestrianisation, and how they currently interact with road traffic are important questions because a project like this doesn’t work without the inclusion of the wider community. While observing Lambton Quay I found that both pedestrians and road traffic constantly take shortcuts to get where they’re going faster. There were people taking risks to cross the road, and cars did not always obey traffic rules. This all leads to an unsafe and stressful environment. When I conducted interviews, most people said that they don’t like going to Lambton Quay because it’s crowded and loud. However, most of them liked the idea of pedestrianisation, and thought the change would attract them there more often. Pedestrians get stressed and uneasy when walking around the city because they having to interact with road traffic is a constant danger to them. The interviewees also mentioned that the reason they like Cuba Street is because it gives off a cool and interesting vibe. With Lambton Quay pedestrianised, it could make way for art projects or markets that attract more people to the space and make them feel relaxed.

A space in the city that is pedestrian friendly removes the stress of interacting with road traffic and creates a safer and more relaxing atmosphere. My aim throughout this project was to find a way to do this in Wellington that doesn’t interrupt the flow of the city. People rely on cars and public transport to get around, so we cannot remove them entirely. However, if Lambton Quay was redesigned into a pedestrian strip, it would begin to encourage people to walk, and show them how much more positive the city atmosphere can be. Wellington should provide inclusive spaces to account for all the communities who live here. Wheelchair access around Wellington is not poor, but it does have room to improve. Everyone, including people with disabilities, should feel safe walking around the city. A space where all pedestrians are free to walk around without having to think about road traffic would also help to create a safe environment in a busy and crowded city.

At the beginning of this project I was set on the idea of pedestrianising the whole of central Wellington. As mentioned earlier, I realised this would work very quickly. Through group discussions in class and lots of research in different areas, I was able to narrow my idea down and refine it to make a proposal that could actually work. It was intriguing to read the articles I found about pedestrianisation around the world because they gave me a fresh perspective, and opened my mind to new and innovative ideas. Observing Lambton Quay in person gave me the insight I needed to fully understand the problems I was trying to fix, and what the communities that pedestrianisation will affect, actually need. After conducting these investigations, I have analysed Lambton Quay and pedestrianised spaces, and believe that it is a viable solution towards making Wellington a pedestrian friendly city.

References

Judith Butler & Sunaura Taylor. (2010, October 6). Examined life. Retrieved from https://www.youtube.com/watch?v=k0HZaPkF6qE&index=27&t=121s&list=PLP5moePiDC3W482gCJqBHsUolDryBH257

Martin Echenique. (2018, April 2). Paseo Bandera, Santiago Project. Retrieved from https://www.citylab.com/design/2018/04/turning-a-busy-street-into-a-work-of-art-in-santiago/557003/

[2224449-katherinerybinski]

History of the Cable Car

1898 The Directors of The Upland Estate Company set up The Kelburn & Karori Tramway Company to provide transport facilities in the form of a Cable tram between their proposed residential subdivision at Kelburn and the City.

1899 Work on the tram line begins. Three shifts worked round the clock to construct the system, including digging 3 tunnels.

1902 Work is completed and the Cable Car starts operation on 22 February 1902 and proves an instant success with over 425,000 passenger trips on the cable car in the first year.

1904 The company purchases 3 old palace horse trams and converted them into  trailer carriages to increase passenger capacity. A Tea kiosk is built at Kelburn on the site that is now occupied by the Kowhai Café.

1905 The converted palace trams are added to the grip cars on the uphill side.  This increases capacity to 62 seated passengers.

Kelburn Park and the Dominion Observatory are completed.

1907 Electric lights installed in cars.

1912 Annual patronage increases to over 1 million passenger trips.

1933 Electricity replaced steam in powering the winding gear. The smokestack which had been a Kelburn landmark from the start, is removed.

1935 The slipper brakes are removed from both trailers – a move which would prove to have serious ramifications 40 years later.

1941 Company accuses the council of running buses in direct competition and asks the council to purchase the company or stop competing. Council refuses to purchase claiming ageing stock and limited potential earnings.

1946 Still claiming unfair competition the Company takes its case to the Supreme Court. The Council agrees to purchase Company. Kelburn and Karori Tramway Company was voluntarily dissolved in February 1947.

1957 Lambton Terminal upgraded.

1962 Wellington's Coat of Arms added to the cars.

1973 A serious accident involving a construction worker working on the new inner city motorway who accidentally stepped in front of a cable car. Incident leads to a Ministry of Works investigation.

1974/5 There were several upgrades to the system and the trailers carriages are removed.  However, despite these modifications the Ministry of Works advised the cars only have a maximum lifespan of a further 10 years. The council decides to invest in a new fully automated system.

1977 Tenders close for new cable car system and contract is awarded to Habeggar AG of Switzerland.

1978 On 22 September 1978 the old cars made their final run.

1979 The original Grip Cars 1 and 2 are removed. Renovations begin in preparation for a new line. Rebuild of the system included relocating the winding system, track re-gauging, new cars, and control.

The new cable car system opened on 20th October.

1987 The control system was replaced after several years of the system being unreliable and passenger numbers dropping as a consequence.

1991 Following deregulation of the bus industry, the cable car ownership and that of the overhead power network for the trolleybuses passed to the Wellington Cable Car  Limited – a council controlled organisation. Harbour City Cable Car Limited won the tender to operate the cable car. Stagecoach won the tender for the maintenance contract.

1994 The Wellington Cable Car  Limited takes the maintenance contract in house.

1996 The data communication system was upgraded.

2007 The operation of the cable car is taken in house by the Wellington Cable Car  Limited.

2013 The Kelburn terminal is rebuilt to include an internal viewing deck. It was officially reopened on 14 February 2014.

2016 During June to August, the Cable Car closed temporarily to undertake a major equipment upgrade to replace the electric drive and control system. The project included:

replacing the obsolete systems and equipment

fully integrating all systems so that they work seamlessly together

updating electrical controls and associated systems (including communications, drive brake, hydraulics, and the supervision/isolation of the haul rope) to ensure that it meet the latest funicular code requirements (European CEN-ropeway codes)

Since the 1979 upgrade, each car has completed more than one million trips. The Cable Car also took the opportunity to cosmetically upgrade the existing cars and make changes to the staff facilities.

Whilst the Cable Car was out of action, the Wellington City Council began construction work in the Cable Car Lane and Lambton Quay Terminal. This included:

replacing the old leaky canopy with an elegant new glass one that will let the sunshine in (Phase 1)

building a new ticket booth and moving the entry gates to make queuing and buying tickets easier (Phase 1)

new paving, signs and colour scheme for the heritage-listed Stonehams building (Phase 2-final phase of work on the lane in 2017)

It was expected to be back in action on 1 August, but additional work was required. Normal service resumed on 18 August.

Source: https://www.wellingtoncablecar.co.nz/English/About-Us/History.html

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Cash For Car in Gosford

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Car For Scrap in Kurri Kurri

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In addition to our car removal and cash for car services, we also offer car removal in Gosford. If you have a car that is no longer roadworthy and simply taking up space, we will take it off your hands and ensure that it is disposed of in an environmentally friendly manner.

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