Frequently Asked Questions

Isn't the bypass really just a motorway through the middle of the city?
Won't the bypass just encourage more people to use the roads, creating more traffic?
When will it be built?
Is the Inner City Bypass a long-term transport solution for Wellington City traffic needs?
Were the community and stakeholders consulted?
What will happen to Ghuznee Street?
Won't the Bypass destroy an important heritage area of the city?
What will happen to the heritage buildings once they're restored?
What impact will it have on local schools?
Why do we need the Bypass?
Will there be disruption to the community or motorists during construction?
How many vehicles will use it?
How much noise will the bypass generate?
What about air pollution?
How will it affect public transport?
Will there be any parking along the new northbound section of the bypass route?
What is happening to parking on Vivian Street?
What is happening to parking on Ghuznee Street?
What is happening to parking on Arthur Street?

1. Isn't the bypass really just a motorway through the middle of the city?

The bypass isn't a motorway - it mostly uses existing streets and requires just 700 metres of new road. It will be 50km/h, two lanes wide, at ground level and with intersections (except for the approach to the Terrace Tunnel northbound where it is 80km/h and is gradually lowered beneath Vivian Street). The current bypass design is very different to the original 1960s motorway scheme.

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2. Won't the bypass just encourage more people to use the roads, creating more traffic?

There is a misconception that the bypass will markedly increase the number of vehicles travelling through Te Aro.

Te Aro already contains two pairs of one-way, two lane arterial roads traversing Ghuznee Street, Vivian Street and Taranaki Street. Traffic will simply be rerouted on to a more direct pair of streets, and only 700 metres of new road will be built.

Southbound motorists will use the length of Vivian Street instead of zigzagging through the city. Northbound motorists will no longer crisscross Taranaki and Vivian Streets. Instead, they will travel up Buckle and Arthur Streets and use the new 700m extension from the end of Arthur Street to the Terrace Tunnel.

It's also important to note that the number of vehicles travelling through the area is constrained. This is due to capacity restrictions around the central business district, and at The Terrace and Mount Victoria tunnels - the Mount Victoria Tunnel is only two lanes wide, and the Terrace Tunnel only three lanes wide. This will still be the case.

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3. When will it be built?

Construction began in January 2005 by Fulton Hogan and is expected to be completed mid 2007.

4. Is the Inner City Bypass a long-term transport solution for Wellington City traffic needs?

We recognise that the Inner City Bypass is not the ultimate solution to Wellington's traffic problems. However we expect it to be a long-term solution, because it is a critical part of the balanced overall strategy (Wellington Regional Land Transport Strategy) that integrates public transport, road and cycling needs.

As part of this overall strategy we expect this project to have a very long life span - as much as 20 years in our cost estimates.

5. Were the community and stakeholders consulted?

Absolutely. A survey in 2001 showed the majority of Wellingtonians and those who live in the greater Wellington region support it. Over the years, more than 34 different routes have been considered by many people with the present route was agreed to be the best solution.

In many cases, people who are opposed to the bypass have been unclear on the facts or have been misinformed, particularly regarding the benefits about opening up pedestrian-friendly access in the Cuba/Te Aro areas, easing of traffic congestion, funding for the project, and most significantly, the restoration of heritage buildings in the Te Aro area.

Transit is committed to open consultation with affected and interested people for all proposed state highway projects.

Following the decision in 1994 to look at medium-term options for the Inner City Bypass, Transit developed and implemented a consultation strategy to ensure people were informed of the project and provided with opportunities to discuss their interests and concerns. This consultation assisted Transit during the development of the Bypass and helped maximise public benefits from it.

Transit also carried out extensive consultation with people directly affected by the Bypass as part of the assessment of environmental effects from 1994-1996. The general public, tenants, neighbourhood groups, tangata whenua, environmental interest groups, cycle groups, schools, businesses and the NZ Historic Places Trust were included in this consultation. Brochures were distributed to the ratepayers in Te Aro and made available to other interested groups. Public meetings, open houses and other forums took place to give people the opportunity to ask questions about the project.

Consequently, Transit has progressively modified the bypass route to take into consideration the concerns expressed.

Since the Environment Court hearing in 1999, Transit has continued to work with interested and affected parties and is continuing to do so throughout the development and construction of the project.

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6. What will happen to Ghuznee Street?

Ghuznee Street will no longer be a main arterial route through the city. It's currently overloaded, narrow and used by increasing numbers of pedestrians.

Ghuznee Street will return to being a two-way city street, meaning it will be significantly less congested. This will help free up traffic in the inner city and ease pedestrian routes.

7. Won't the Bypass destroy an important heritage area of the city?

Quite the opposite. The bypass will help to preserve the important heritage area of the city. All the heritage houses in the path of the bypass will be restored. Further information on these houses and what’s happening to them is available on the Heritage and Heritage Buildings sections of this website.

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8. What will happen to the heritage buildings once they're restored?

Currently, the heritage buildings being restored along the route are owned by the Crown (managed by Transit) and the Wellington City Council.

Full restoration work will be carried out on the exteriors of these houses to bring them back to their original condition as much as possible. The interiors will be prepared for occupation by future owners to a level that will enable new owners to complete internal work to their own tastes.

Transit and Wellington City Council have not yet decided on the future use of the buildings but they are likely to be sold or leased.

9. What impact will it have on local schools?

There are four schools in the vicinity of the project: Moriah School, Mount Cook School, Te Aro School and Te Aro Preschool. Access and safety will either not be affected, or in some cases will be improved.

None of these schools directly front the bypass route and Transit has talked with each to hear their feedback and concerns.

The route includes pedestrian controlled intersections to help children cross the Bypass. To further enhance safety the speed limit is 50km/h and includes a new cycleway and footpath.

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10. Why do we need the Bypass?

There are many reasons, including that:

It will be a safer and more efficient way to get around and across town
There will be fewer delays to people travelling across and through the city
It will facilitate and support better public transport routes
It will provide pedestrians and cyclists with a better route
It will help preserve the heritage of the area

"The worth of the project is not to be measured just in one benefit (such as time savings). It is made up of a combination of inter-related benefits ranging from relief of traffic congestion in the Terrace Tunnel, to better pedestrian environment in Ghuznee Street and elsewhere, to preservation of heritage buildings, and to the reduction of traffic flow along the waterfront. The bypass proposal therefore need to be regarded as part of the overall traffic network providing benefits throughout rather than focusing on localised 'benefits' or perceived disadvantages to Te Aro." Environment Court Decision September 1998.

11. Will there be disruption to the community or motorists during construction?

As with any construction project, there are likely to be some temporary effects on the neighbouring areas during construction, including noise and dust. Transit has placed rigorous conditions on the contractors building the bypass to ensure these effects are minimised.

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12. How many vehicles will use it?

About 35,000 individual motorists, taxi, truck and public passenger transport drivers each day use this main arterial route – just under 18,000 vehicles per day in each direction.

13. How much noise will the bypass generate?

Transit will be restricting noise levels to keep them to a minimum
on the new stretch of road. This will be achieved with quieter road surfacing the length of the new road, extensive planting and with new specifically designed fences installed between the new road and the new Tonks Avenue.

The road level will also be lowered between the Terrace Tunnel and Willis Street, and an acoustic barrier constructed. This will absorb a lot of the noise having a significant impact on reducing potential noise through this area.

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14. What about air pollution?

The bypass is forecast to reduce carbon monoxide levels in the Te Aro area by reducing the number of turns state highway traffic must undertake to travel the road. Carbon monoxide levels are predicted to be well below Ministry for the Environment guidelines. Greenhouse gas emissions, including carbon dioxide, are also forecast to decrease.

15. How will it affect public transport?

The bypass will provide the opportunity for public transport to be improved in a number of ways. It will:

Move commuter traffic away from the inner city, giving buses more space and less traffic to contend with
Reduce public transport delays, particularly along Taranaki and Ghuznee Streets which will no longer be main arterial roads

The Bypass will also relieve pressure in a number of other areas, allowing the development of other public transport schemes as detailed in the Wellington Regional Council Land Transport Strategy. These include:

Enhanced traffic management to improve pedestrian and vehicle flows
Improved bus priority through CBD traffic
Enhanced bus/rail interchange
Improved pedestrian links to the CBD

And for those who like to cycle or walk around town or to work, it will provide us with a shared pedestrian/cycle pathway the length of the new route.

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16. Will there be any parking along the new northbound section of the bypass route?

No, there will be no parking on the new northbound section of the bypass route.

17. What is happening to parking on Vivian Street?

From Cuba Street to Kent and Cambridge Terrace, there will be no parking on the south side of Vivian Street. All existing parking on the north side will remain. From Willis Street to Cuba Street, there will be no parking on the north side of Vivian Street, but some additional parking will be added to the South side.

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18. What is happening to parking on Ghuznee Street?

Ghuznee Street is being returned to a two way inner city street with additional parking, loading zones, taxi and bus stops all being added. The existing clearways will be removed.

19. What is happening to parking on Arthur Street?

Currently there is very little parking available on Arthur Street. A new 'slip lane' will be created from the old Arthur Street, and new parking spaces will be provided on the south side between the various access ways, from (approximately) 11 Arthur Street, westward.