My wife and I are currently taking a couple of weeks holiday in Japan. I’ll post more about some of the urban aspects later but I thought I’d start with a day trip we took to Hakone that ended up in us using eight different forms of transport.
We were staying in Tokyo in Harajuku so the first step was to get to Shinagawa. Staying only a couple of minutes walk from the local station and then super frequent services every couple of minutes on the busy Yamanote Line – which stops at Shinagawa – this step was easy.
According to the fountain of knowledge that is Wikipedia:
The Yamanote Line is a circle line around central Tokyo linking many of key destinations, playing a similar role to the Inner Link in Auckland but on a much larger and busier scale. According to that fount of knowledge that is Wikipedia, it is one of the busiest lines in the world with an estimated 3.6 million trips every day. That’s more people than the entire London Underground carries (3.4 million a day). Tokyo’s fairly extensive subway network is mostly located within the ring of the Yamanote Line
Harajuku station is a fairly simple affair with just a fairly narrow island platform. Even so it is estimated that over 70,000 people use it daily, that’s more than our entire rail network on a busy weekday.
After a brief 16 minute journey, we were at Shinagawa and from here we could transfer to a high speed Shinkansen to allow us to cover the 70km distance to Odawara in just 27 minutes, reaching top speeds in places of around 270km/h.
The Tokaido Shinkansen line – between Tokyo and Shin-Osaka – is the busiest (and most profitable) high-speed line in the world. Every day more than 430,000 trips are taken on it. There are multiple service patterns that run and has have trains in each direction every few minutes
Shinkansen on some lines can reach over 300km/h and the Chuo Skinkansen (maglev) under construction is expected to run at over 500km/h
At Odawara we purchased a pass allowing us to use all other different transport modes listed below. We transferred to small local railway to start our journey up into the hills to the town of Hakone-Yumoto. This train is effectively run as a shuttle service following a river valley up to the hills and taking only 15 minutes with a couple of stops along the way. From about 26m above sea level at Odwara, Hakone-Yumoto sits at 108m. It was a midday on a Saturday and the service was fairly busy, like a morning peak in Auckland.
Upon reaching Hakone-Yumoto it was a short hop along the platform to change to the Hokone-Tozan Mountain Railway. The three car trains that are used are able to climb up the steep sides of the mountains at grades of up to 8% (rising 1m for every 12m travelled) but it definitely doesn’t do so very fast with speeds of only around 15km/h. It takes about 40 minutes to cover 8.9km and along the way there are a handful of stops at mountain villages. There were a couple of switchbacks along the way to help it get up the mountain and which also served to allow trains to pass trains heading in the opposite direction. Winding through the steep bush clad hills the railway was apparently designed to be as hidden as possible.
The train was full of passengers for the ride up to 553m above sea level at the town of Gora.
At Gora it was a transfer to a furnicular for a trip up the side of the steep mountain. This is about 1.2km over which it rises 214m to Sōunzan. The transfer from the mountain train to the furnicular is easy and part of the same building.
At the top of the furnicular it was then a transfer to a gondola to reach even higher up the mountain to the tourist area of Ōwakudani.
Ōwakudani is a geothermal hotspot and is famous for the cooking eggs in the sulphuric hot springs which turns the shells black.
Not a scene from Lord of the Rings but works to stabilise the side of the mountain
The shell might be black but they still taste like normal eggs
From the side of the mountain it is also a great spot on a good day to get views of Mt Fuji. It just so happened we had a great day for it.
After bite to eat it was time to continue and a second gondola takes riders down to Tōgendai on the edge of Lake Ashi. From there we transferred to one of three pirate ship themed ferries that run along the lake. I have no idea why they are themed as pirate ships but they are. We also had some fortuitous timing, the ferries only run every 40 minutes and we arrived with about a minute to spare, a perfect un-timed transfer.
At the other end of the lake was Moto-Hakone where we took a quick break before boarding the last new mode of the day, a bus. It also happened to be the least enjoyable because it was a small bus, smaller than the stupid small ADL buses NZ Bus use, and was also completely packed with people. They seemed to have a moto that you can always fit one more person on – although even that had its limits. This wasn’t helped by the buses only running ever half an hour and meant that some people got left behind. To go with the cramped conditions, the route was through some mountainous terrain with steep hills and frequent sharp bends.
After getting very personable with others on the bus for about 45 minutes – especially when someone sitting at the back wanted to get off – we arrived back in Hakone Yumoto. From there it was simply a reverse of the first three legs to get back home.
Here is a quick map of the journey
Back at Odawara we had a little wait for our Shinkansen back to Tokyo. The stations are each designed with at least four tracks so that stopping services don’t hold up ones that aren’t stopping. While waiting a number of services in each direction flew past at speed
Scenery wise, it is very reminiscent of various places around the centre of the North Island, which is why I guess Hakone has a sister city relationship with Taupo.
It was mostly just a day of travelling but it was enjoyable and despite not really being planned and using lots of different services, the transfers seemed to work fairly well. I know a few readers have done this trip too, if you have, what did you think of it.
There continues to be a lot of hype and excitement around driverless cars, with the first vehicles hitting roads in Britain recently and the NZ Herald running an opinion piece by Paul Minett earlier this week that was generally good, although perhaps a bit excitable about the need to stop all current investments in roads and public transport.
One of the big promises of driverless cars is that they will significantly reduce congestion, as their computer-controlled driving will enable much closer following distances between vehicles, alongside much more efficient operation of intersections. But how will this play out in practice? One of the most detailed pieces of analysis was undertaken by the International Transport Forum (part of the OECD), which modelled in quite a lot of detail what might happen under different scenarios involving the uptake of driverless cars.
Two types of “driverless vehicle” were analysed:
Taxibots – self-driving cars that can be shared simultaneously by several passengers
Autovots – self-driving vehicles that pick-up and drop-off single passengers sequentially
The analysis used Lisbon, Portugal as the case study city for the analysis. The different scenarios also looked at whether high-capacity public transport would be available or not, as well as how things would work at 50% and 100% penetration levels of these new vehicles. Some of the results of the analysis are pretty interesting.
Firstly, looking at mode-share, in scenarios where high-capacity public transport is retained the driverless vehicles actuatlly result in an increase in PT mode share, although it seems that they replace all “not high-capacity” PT. This makes a lot of sense, driverless vehicles could make for great first/last mile solutions and for replacing those routes that wind through the suburbs designed primarily to provide coverage. Interestingly walking & cycling mode share is projected to decline from 18% in the baseline scenario to 8% with the new vehicles.
Next, if we look at fleet-size, the projections are pretty sensitive to the different scenarios – varying from a situation where nearly 90% of the private vehicle fleet is no longer required, to other situations where there would actually be more vehicles than the baseline. Once again the existence of high-capacity PT seems to make a big difference to the totals, as does the level of penetration (it seems that most people are expected to hold onto their private vehicles until there’s very high penetration).
Perhaps the most interesting finding relates to projected overall traffic volumes, which increase under all the modelled scenarios (although to very different extents). Scenarios without high-capacity public transport are projected to see substantial increases in car kilometres travelled, from both modal shift away from PT and also the empty “re-positioning” trips taken by the vehicles.
The study highlights that while scenarios with slight increases in travel would be manageable (due to the vehicles themselves being able to travel more efficiently), scenarios with much higher increases are not likely to be manageable at all. Some further detail is provided about the extent of travel increase at different times of the day:
The most interesting trend in the above graph is that the “AutoVots without high-capacity PT” scenario’s greatest increase in vehicle km occurs at peak times, which would be when the transport system is least likely to be able to cope with such an increase. Furthermore, the greatest level of travel increase seems to be on local roads (not motorways), which is probably where we would least want it to happen:
The study then looked a bit closer at where, under the “TaxiBot plus high-capacity PT” scenario, travel increased or decreased. Obviously this would vary depending on the city, but it is interesting to see that most increases are in more peripheral areas rather than central areas. The study itself also highlights that volumes stayed constant or declined on major routes and bottlenecks, with increases mainly confined to local networks (presumably for more local trips?)
Finally, scenarios with full vehicle penetration saw significant reductions in the number of parked vehicles, although once again the reduction was far lower at 50% penetration and actually increased in a couple of scenarios:
There are a few key takeouts from this study that are really important to keep in mind when it comes to discussing driverless cars and how they might change the transport system in the future:
High capacity public transport remains crucial. Scenarios without high capacity PT saw really big increases in travel demand, especially at peak times. We can rest easy that our current and future rapid transit network investments will continue to provide value in the future – even with a gigantic shift to driverless vehicles.
Ride-sharing and car-sharing results in very different outcomes. A system based around “car-sharing”, where the driverless vehicles are for individuals, results in a huge amount of travel and large number of re-positioning trips. It also needs a much larger vehicle fleet than ride-sharing.
All driverless vehicle future suggest a massive reduction in the amount of land required to park vehicles. This could be truly transformational for our urban areas as this land can be repurposed into housing, businesses or open space.
The big take-away though is to note that the introduction of driverless vehicles could play out in a variety of different ways in the future. Some could be really good, others disastrous. It’s pretty important that we get it right.
We often talk about the big projects, networks, as well as game changing best practice regulations. However what about the small things, low hanging fruit where for cheaply i.e. not for 100s of millions of dollars we can achieve with a “Small Step” a “Great Leap” for the people the project & area it effects, part 3 is about the difficultly of transfers in the off peak.
During the peak, transfers are not to bad, lots of bus routes have 10-15 frequencies, as well as the trains. However during the offpeak transfers become difficult, because of timings. Here are 3 examples
The Southbound Southern Line service on the Weekend departs Newmarket the same time the Westbound Western Line is scheduled to come into Newmarket, meaning a 30 min transfer wait is required as you always miss the transfer.
The Eastbound service from Britomart leaves 1 min after the Western Line arrives on the Weekend, if you know this, putting yourself strategically in right carriage, and know to run, you can just make it if Eastern TM is onto it, however if not you will usually miss the service which means 30min transfer wait.
A person I knew wanted to head to the Airport from Avondale, the original plan was they would catch 008 to Onehunga & then 380 to Airport, however the 380 left one min they said before 008 was timetabled to arrive. Again 30min transfer wait.
These types of events really put people off, and make people not want to use PT on off peak except for direct to destination services. While in the long run Auckland Transport should fix these issues through the introduction of the New Network with many routes including the trains having a service every 15mins 7-7, Monday to Sunday. However the New Network won’t go live until later next year for Central, East & the North Shore, the 380 also is still only has a 30 min frequency service in the New Network. I also can’t see how they can run a train every 15 mins Monday-Sunday 7-7 due to the Eastern & Southern Lines sharing the tracks between Westfield to Wiri, this would mean in this section 8TPH would be running each way, now this is fine for passenger services we run 12TPH each way during weekday peaks on that section, but the question would be when & how easily would KiwiRail fit in it’s freight services without a third main in that section?
While it was good to see the Westfield-Wiri third main in the indicative projects lists in the first decade, we still have no idea if this means it will funded tomorrow, 2018, or even 2028, it is an ATAP ASAP for me, but whether it is for AT & Government I am not sure.
In the meantime, we could make peoples lives easier if in the next timetable adjustments, we tweaked a few off peak services to better connect to each other like the examples above.
The ATAP final report includes a 30 year vision for Auckland’s strategic public transport network. It is a substantial expansion of what we have today and quite closely resembles our “Congestion Free Network” developed in 2013:
ATAP generally goes out of its way to avoid making a call on the specific mode of new strategic public transport projects, instead using the phrase “mass transit”. However, it does show CRL as the only expansion of the heavy rail network (in red) with all other new strategic PT routes presumably being something other than heavy rail. Elsewhere, ATAP notes the need for ongoing investment in upgrading the existing heavy rail network over time to provide for growth in passenger and freight services – but not an “expansion” of that network.
This is quite a change from the 2012 Auckland Plan, which envisaged heavy rail to the Airport, the Avondale-Southdown Line and, in the longer term, rail to the North Shore. At times we have also seen the Mt Roskill rail spur being considered as another useful (if relatively small) expansion of the heavy rail network.
This change appears to have occurred on a relatively ad hoc project by project basis, rather than as part of an overall strategic plan, which I think sits behind much of the discomfort that people have felt about Auckland Transport decision to progress light-rail, rather than heavy rail, as their preferred strategic public transport mode to the Airport. It is worth thinking about this shift at a network level, in particular at the question of whether further expansion of the heavy rail network is likely. If not, it seems that CRL may actually be the end of the heavy rail network – rather than a key catalyst for its expansion.
Compared to other PT modes, heavy rail has some advantages and disadvantages:
Very high capacity
Can leverage off existing network
Very demanding geometry leading to high construction costs
Creates severance when at surface level
For Airport rail, the capacity requirement of heavy rail wasn’t really a factor, due to relatively low projected passenger volumes – around 2,000 southbound trips in the morning peak in 2046 (compared to around 10,000 peak trips coming over the Harbour Bridge today in the morning peak):
While I think actual use will be much higher than this (models tend to substantially under-estimate future public transport use) it will still be well within the capacity capabilities of other modes like light rail. Therefore, the comparison really came down to a speed vs cost trade-off, with the high cost of serving heavy rail’s much more demanding geometry making this trade-off clearly fall in favour of light-rail.
The high costs of serving heavy rail’s demanding geometry means that heavy rail is most likely to “stack up” as the best option when we’re looking at a corridor with extremely high demand (i.e. beyond what might be able to be catered for through other modes) or where we can utilise the existing network.
North Shore rapid transit is potentially an example of a corridor which is likely to have very high demand in the future – because it is the only connection between a very large part of Auckland to the north, and the rest of the region. Early work a few years back suggested heavy rail as the preferred option, but more recently this appears to have shifted – illustrated by ATAP’s strategic PT network map linking North Shore rapid transit into the proposed Dominion Road LRT line. I know Auckland Transport are currently looking at different rapid transit options to serve the North Shore once the Northern Busway hits its capacity limits. I suspect the main question will be the trade-off between the extra capacity you get from heavy rail against the much higher costs of having to regrade the busway, along with the challenge of how it would link into the rest of the public transport system.
Importantly, even if the CRL does “complete” the heavy rail network and we don’t see major new lines in the future, there’s major upgrade of the network we have that will be required over time. Most obviously this is to separate passenger and freight services, but over time I see the need to separate local and express passenger trains – especially as the southern greenfield area grows. Therefore, ATAP’s $3 billion 30 year rail programme is almost certainly on the light-side of likely future investment in the heavy rail network in Auckland.
This is the second part of a two-part post looking at some of the people who are making a positive, evidence-based contribution to public discussions about policy. An active and well-informed public conversation about policy issues is a vital bulwark for representative democracy. The people who spend their own time contributing to it are awesome. Good work, folks.
Hamilton Urban Blog
Down the road a bit, Hamilton Urban Blog does a lot of good work digging into the details of Hamilton’s urban form and human geography. It’s a good example of a local perspective on places, often with some quite nice maps to illustrate the features of a place.
In 2015 I spent the best part of a week in Hann. Munden. This post benchmarks its rail service compared to what we could have in Hamilton NZ (pop 156,800: density 1,400 p/km2).
To help understand the population base that supports the Hann. Munden rail service, let’s first note there are two rail services between the city of Gottingen (pop 116,891: density 1,000 p/km2) and the city of Kassel (pop 194,747: density 1,800 p/km2). The blue line is a direct service (19 minutes, distance of about 50km), which then continues on to Frankfurt. I interpret this as a fast, two trains per hour service. Link – Gottingen to Kassel time table
The second is the green line, which is a local Gottingen to Kassel (60 minutes) service passing through the rail station at Hann. Munden (pop 23,668: density 200 p/km2). I regard this as an hourly service. Link – Hann. Munden station time table
… The New Zealand approach often feels as though it limits the movement of people that live between city centres. Outside of Auckland we get very good funding to support road traffic, which is OK unless you need to visit Auckland. Then you are wasting time. Once in Auckland, only a local can predict travel times; for an outsider the motorway network can feel like being in a swampy river-mouth lagoon at high tide.
Now for a bit of an odd one (but a good one). Auckland-based economist Donal Curtin, who spent 12 years on the Commerce Commission and now runs a consulting business, writes a regular blog on various economic topics, mainly including macroeconomic policy and problems with New Zealand’s competition law, but also occasionally touching on urban issues.
Donal is one of my favourite examples of a New Zealand professional writing publicly about his own field. It’s consistently constructive, educational, and unafraid to be critical of policy settings. Wish more people did the same.
The latest statistics on building consents came out this morning, and I’ve been keeping an eye on them mainly because Auckland housing consents at the start of this year actually declined for a while – a deeply worrying development, given that consents even before they dipped were not keeping pace with new demand for accommodation, let alone eating into the backlog of existing unfulfilled demand.
Here are the latest data for Auckland dwelling consents. I’ve included the ‘actual’ data and the ‘trend’ data’: the ‘trend’ version is Stats’ best effort to abstract from the (quite considerable) month to month volatility and to show us the underlying picture. I’ve gone back to 1995, partly because that’s where the ‘trend’ series starts in Stats’ database and partly to put the current rate of building into context.
It’s good news as far as it goes. That dip has gone away, and it’s onwards and upwards in recent months. It’s still not clear why we had that earlier dip: some people I’ve spoken to said that developers were waiting to see the shape of the Auckland Unitary Plan, and maybe that’s true. But it’s somewhat at odds with the recent rises, which predate the publication of the Plan (it went public on July 22 and was only signed off by the Council on August 19). Perhaps there’ll be another hiatus as the Plan is appealed, or maybe developers aren’t fixated on the Plan at all: we’ll have to wait and see.
One Two Three Home
Housing researcher Elinor Chisholm writes this thoughtful but infrequently updated blog on housing issues in New Zealand. She’s a big proponent of renter activism and better standards for rental accommodation.
Perhaps the key word in Hill Cone’s question is “more”. Why aren’t renters more vocal, or more active? After all, renters make up a third of New Zealand’s households and half the population, but in the conversation about housing, they don’t get half the airtime. It’s one of the questions I looked at in my PhD thesis, and that I’ll be writing more on in the future. Some answers come from looking at New Zealand’s hundred-year history of renter activism. From there, we can learn about some of the key challenges to renter activism – as well as common methods and key achievements.
People may wish to come along to an upcoming seminar in Auckland, organised by the Fabians, which looks at some of these issues. I’ll be talking about the history of New Zealand renter activism, touching on some of the groups active today. Milo West, of Save Our Homes, will be presenting on her recent trip to the United States, where she met with a number of housing activist groups and learned about some of their achievements and challenges. We’ll discuss what renters in New Zealand today can learn from the past and from the American experience.
6.30-8pm, 20 October 2016. Lecture Theatre 5, Owen Glenn Building, University of Auckland, 12 Grafton Rd, Auckland. Event on facebook and eventfinder.
Island Bay Cycleway Blog
As its name suggests, the Island Bay Cycleway Blog was set up to make the case for the Island Bay Cycleway in Wellington. This was one of the first investments in safe urban cycling in Wellington, but its design has drawn opposition from some residents. IBCB has been out there calmly making the case that, no, protected cycleways are not going to make the sky fall in.
Any objective discussion about safety on our roads really starts and ends with motorised traffic. To argue that separating people on bikes from cars, trucks and buses travelling at 50 kph is less safe overall is disingenuous and dangerous. If we really care about safety then let’s focus on motor vehicles and have a discussion about things that will actually make a difference. Let’s talk about dropping the speed limit across Wellington to 30 kph. Let’s talk about about the design of roads and road geometry that encourages people to keep to safe speed limits. Let’s talk about giving pedestrians and cyclists on paths priority over turning traffic at side streets. Let’s talk about having more traffic lights and pedestrian crossings. And let’s talk about removing more on-street parking from Wellington’s roads in order to make more room for cycleways and footpaths (in Island Bay it is actually the preservation of so much on-street parking on The Parade that creates almost all the key risks that people perceive with the cycleway).
If we just don’t want to talk about these things that’s fine, life is full of tough choices and trade-offs and we might not be prepared to make some of those. But if we are prepared to mitigate, manage and ultimately accept the significant risks associated with having motor vehicles in our cities and suburbs please don’t be a hypocrite and tell me we can’t do the same for a cycleway.
Talking South Auckland
Talking South Auckland, written by Papakurian Ben Ross, covers a lot of planning and urban policy issues with (as its name suggests) a South Auckland focus. It takes a sometimes-critical, sometimes-supportive perspective on actions by Auckland Council and central government.
For the 18-24 subset they did not vote for two primary reasons:
In their eyes the City is “adequate” enough and is moving in the right direction in terms of improvements with transit and urban development (Sylvia Park and Manukau expansions). Nothing has overtly provoked “outrage” enough like the Auckland Transport example above to prompt what is in effect protest voting.
Apart from Chloe none of the candidates really stood out at any level in representing them however, the next three years will be watched with interest given their line of work coming up (construction industry especially residential).
The 18-24 subset is politically aware of happenings in Auckland Council and is an active user of transit and the libraries. However, their case would demonstrate a more fatal flaw with Council and Local Government in New Zealand.
In July Auckland Transport stealthily uploaded a 97 page Programme Business Case on the Light Rail page of the AT website. Due to ATAP (Auckland Transport Alignment Project), the Unitary Plan and City Rail Link (CRL) has gone a little bit under the radar.
So what is it? Technically while Light Rail is one part of the business case, the document is called the Central Access Plan (CAP) & deals issues identified in City Centre Future Access Study, which was even with the CRL CBD bus corridors would reach breaking point due to bus congestion/numbers on Wellesley & Symonds Streets.
Bus Numbers with CRL 2041
It looks to be part of a wider scope of studies/works about providing transport access to Central Auckland, they being the CRL which provides good access for the West/South/Inner East, the North Shore Rapid Transit study, which I assume is looking at a need for future rapid transit options either standalone or as part of AWHC project in the foreseeable future, and the Northwest Rapid Transit Project which one would assume is the Northwest Busway report due April 2017 prepared by Aurecon.
Access to Central Auckland
The area the Central Access Plan looks as if it trying to address is Void, which has been mentioned on this blog before, the isthmus area between the Western & Southern lines. This area consists of some of Auckland’s major arterials & bus routes – Mt Eden Road, Sandringham Road, Manukau Road and Dominion Road.
The study identified 3 major problems
The inability to meet current and projected transport demand on key corridors will sustain unreliable travel and poor access to productive central city jobs
Blockages and delays in central bus services worsen travel times and customer experience for those using public transport
High and increasing traffic volumes on residential and inner city streets create adverse urban amenity and environmental effects.
The study also notes that “There is already a substantial problem now with buses frequently late and full, resulting in passengers being left behind. Projects and initiatives such as the City Rail Link (CRL) and the New Network, largely with double-decker buses, will provide substantial additional capacity, but the underlying growth in projected demand is so great that most bus routes and the associated terminals and bus stops will have reached capacity by the early 2020s. The stress on the system at that time will be such that only the introduction of a mode that can move more people in fewer vehicles and that can use the sole under-used City Centre corridor – Queen Street – will provide more than very marginal relief. While measures to optimise the use of the bus services and reduce demand through promoting active travel are integral components of the proposed programme, they only ‘buy time’ before the extra corridor must be brought into use with a higher capacity mode. They will help to make conditions more tolerable as demand continues to grow and before a step-change can be introduced.”
CBD Street Capacity
The below graphs show the buses per hour needed on each street, the Orange shows unmet demand due to over the realistic capacity of buses on the corridor.
Wellesley St Bus Numbers
Symonds St Bus Numbers
The below map shows the Business as Usual scenario, with the red areas no longer within the 45min PT Commute of the City if speeds decrease by 31% (This was a KPI in ATAP)
Areas within 45 CBD PT Commute
To try & mitigate the 3 problems above they first tested 6 options against the Do Minimum Network (The Do Minimum Network included CRL/AMETI/Busway to Albany, Puhoi-Walkworth, as well as Southern/Northern Corridor Improvements.), the options were (Please note these are the Plan’s Pros/Cons, I don’t necessary agree with all)
Option 1 – Do Regardless which includes: Auckland Cycle Network – $200m, More Double Deckers – $80m, City Centre Street Improvements – $30m, Footpath improvements – $15m, Bringing forward Te Atatu and Lincoln Rd stations – $10m, Implementing off board collections, traffic signal changes, more cycle parking and bus shelter improvements – $2m
Pro: Buys Time & minor increase of capacity.
Option 1 – Do Regardless
Option 2 – Non-Financial Demand Management which included reducing parking supply in CBD, all lanes on Symonds (Past K’ Road) & Wellesley during peak would be bus lanes, more aggressive cycle/walking upgrades due to removal of parking.
Pros: Improves Bus Efficiency, more space for Active Modes, does not preclude further options & reduction in pollution.
Cons: Effectiveness Short Lived
Cost: $540M (Not sure if Do Regardless Cost is Part of each Options Cost or Not)
Option 2 – Demand Management
Option 3 – Extended Bus Network which turns Queen Street into a surface busway for Dominion & Sandringham Road bus services as well as changes to other routes.
Pros: Increase of Capacity & Bus Efficiency, Removal of General Traffic from Queen, Buys a number of years before further intervention.
Cons: Lots of Buses on Queen Street, effective short lived without bus terminal capacity, restricts future interventions, high cost.
Option 3 – Extended Bus Network
Option 4 – A Mt Roskill Spur using the Avondale Southdown Corridor with two stations at Owairaka & Mt Roskill.
Pros: Low Impact due to using rail designation, provides extra capacity on inner west stations, buys time before further intervention, some reduction in buses, does not affect further intervention.
Cons: Short lived, low train frequencies adds to travel times, longer distance for Dominion Road.
Option 4 – Mt Roskill Spur
Option 5 – An LRT Network which consists of 5 stages. Stage 1: Mt Roskill via Queen Street & Dominion Road, Stage 2: An extension to Wynyard Quarter, Stage 3: A Sandringham Road LRT Line via Queen Street, Stage 4 & 5: Three Kings via Symonds & Mt Eden Road LRT, Onehunga via Symonds & Manukau Road LRT.
Pros: Provides necessary capacity, travel time improvements, removes high level of buses from CBD, removes traffic from Queen Street, increase of public space.
Cons: Cost & potential impact on general traffic in isthmus.
Option 5 – LRT
Option 6 – The introduction of a Bus Rapid Transit System with a CBD Bus Tunnel.
Pros: Provides necessary capacity, travel time improvements, removes buses from CBD surface, increase of public space, North Shore services can use tunnel.
Cons: Extremely high cost, large tunnel portals & potential impact on general traffic in isthmus.
Option 6 – BRT Tunnel
AT then put each option against criteria with a ranking of 1-5 for each, the total was the average score with LRT coming on top as best option with a average of 4.4/5 compared to the next highest option the BRT tunnel at 3.7/5.
Cap Option Evaluation
After concluding that LRT was possibly the best way forward, they looked deeper into the option, the first observation they made from the models was that “a second light rail service pattern using Symonds Street, Manukau Road and Mt Eden Road may be required towards the very end of the 30 year period. Allowance has not been made for this service pattern in the IP owing to the level of uncertainty in forecasting so far out as noted in ATAP.” So in the time frame they would only be looking at Cost/Benefits of two of the LRT Lines, Dominion Rd & Sandringham Road
Dominion Rd LRT had a Cost Benefit Ratio (CBR) of 0.7 – 1.9 if land value uplift was included, this allowed the potential of a Mt Roskill Spur to be potentially added to the package. The Cost of Dominion Rd LRT including Wynyard Quarter was $1,367m.
Dominion Rd & Sandringham Rd LRT had a CBR of 0.5 – 1.1. However they say this should improve due to it being able to be staged. The cost of Sandringham LRT they have estimated at $500m.
AT says there is issues with the modelling however for the following reasons which do not allow a proper case to be made
The constraint of requiring a fixed land use for the evaluation is a flawed assumption, as without additional capacity for travel to the City Centre, the ability to deliver the land use is compromised.
Similarly, for the people that are ‘crowded off’ the public transport services, there is likely to be a second order effect on general traffic as some of them would be forced back to car travel, making it even less efficient in the process. The performance of the road network would also be expected to degrade over time so potential benefits further in the future are likely to be under represented.
Large public transport projects where a step change is being made represent a significant investment up front, but offer comparatively modest benefits in the early years. However, for a number of reasons there is a need to make that investment at that point in as there are no feasible options to allow continued functionality without the investment.
The reliability improvements that come with almost completely segregated travel need to be explored further, particularly as the EEM currently caps them at the same value as the travel time savings.
The non-transport benefits, such as increased tourism activity in the City Centre would further contribute to the overall economic benefit of the IP.
Land use value uplift has not been estimated in detail but based on overseas examples is potentially large. Further assessment will confirm the magnitude of these benefits.
These are now the same graphs as before but with the Programme Interventions
Wellesley St Bus Numbers with Intervention
Symonds St Bus Numbers with Intervention
With ATAP released the other day, it should be noted they in the Indicative Projects List have said that Bus Improvements may be able to last until the 2nd Decade 2028-38 period before a Mass Transit system may need to be introduced, I am not sure ATAP & CAP are on the same page regarding this, and this issue may potentially need more investigation.
We often talk about the big projects, networks, as well as game changing best practice regulations. For a while I have wanted to create a small campaign about the small things, low hanging fruit where for cheaply i.e. not for hundred of millions of dollars, we can achieve with a “Small Step” a “Great Leap” for the people the project and area it effects. My first post was on expanding access to Sylvia Park Station, this one targets one is about transfers at Britomart.
This post will be short & simple, but it will make a huge difference to people transferring at Britomart. At current the normal platform use of Britomart is
Platform 1 – Eastern Line
Platform 2 – Onehunga Line
Platform 3 – Southern Line
Platform 4 – Spare
Platform 5 – Western Line
This layout is awkward due to the main transfers between lines being between the Eastern & Western, this means to transfer the passenger has to walk all the way to the other side to transfer, often rushing due to the timings of the trains. On the weekends for example to transfer from the Eastern Line requires you to be at the front carriage, hope the Western is on time and to run to platform 1, or be doomed to a 30m wait. The main transfer at Britomart is between the Eastern & Western Line because transfers between the other 3 lines happen at Newmarket.
So what is my proposal, my proposal is that the Platform use of Britomart be changed to
Platform 1 – Eastern Line
Platform 2 – Western Line
Platform 3 – Onehunga Line
Platform 4 – Spare
Platform 5 – Southern Line
This layout would
a) Make transfers between the Eastern & Western Line easy.
b) Make no difference to Eastern Line passengers travelling to Newmarket as the Western Line goes to Newmarket as well.
c) Transfers to the Onehunga Line from the Eastern Line would be a little more difficult, however the transfers are likely to be very low & Platform 3 is only a little further away.
Moving the platform use would be low cost, and not cause to much trouble as this has been done before. However it would make the passenger experience just a little easier & if we can do that shouldn’t we.
Last week, I wrote a piece explaining why I write for Transportblog and setting out some of the broader social goals that encourage us to spend unpaid volunteer time writing blog posts. An active and well-informed public conversation about policy issues is a vital bulwark for representative democracy – meaning that people have to participate in that conversation.
We do our best to foster the public debate over transport and urban policy in New Zealand, and provide useful evidence as a basis for discussion. But we’re not the only ones having the conversation.
As a follow-up, I want to highlight some other people that are also making a positive, evidence-based contribution to public discussions about policy. This isn’t an exhaustive list – it’s mostly focused on transport and urban policy and/or blogs that I read semi-regularly. It excludes Twitter and Facebook – I’m not a member of either – although people are having important discussions on both forums. I’ve also excluded journalists and others writing for money – volunteer contributions only! If you have more suggestions, please leave them in comments.
Without further ado…
Bike Auckland provides one of the best examples of a volunteer group that has changed things on the ground. They’ve been instrumental in pushing for safe separated cycleways in Auckland (and bike improvements in general). They always seem to be out there promulgating new cycleway ideas and encouraging people to get involved in consultations.
Here’s the thing. Like a railway line, a bus lane or a bike lane can look ’empty’ much of the time – even when is carrying significant traffic. That’s because, especially at peak travel times, it’s moving people more efficiently than the rest of the road.
In city traffic – or alongside it – a bike can get you there almost as fast as a car (sometimes faster), while using only a fraction of the space.
Cycling in Christchurch
Cycling in Christchurch is exactly what it sounds like – a blog about bicycling in the South Island’s main city. Like Bike Auckland, they play a strong role in advocating for better cycling facilities and road rules, as well as highlighting the good things that the city’s doing. (Including construction of a citywide network of safe separated cycleways.)
So how is car parking relevant to biking? Here are a few ways that the right or wrong policy here can influence what happens with cycling:
If the policy doesn’t put enough emphasis on safe movement of all travel modes, then poorly located parking will continue to be allowed to create an unsafe environment for biking past pinch-points (and creating those lovely dooring opportunities…).
Well-designed separated cycle facilities typically need extra space that will require the removal of on-street parking in some locations; so policies need to support this.
If there is too much car parking available (and with few restrictions on time or cost) then there will be little incentive to bike (or bus or walk) instead of just driving there. It also makes it harder for the central city (where those restrictions are more commonplace) to compete with the suburbs.
Policies that make it easier to drive and park also lead of course to more traffic, putting extra strain on our roading network as well as a less pleasant environment for cycling, and delays to everyone, leading to calls for more expenditure and more space allocated to them.
Also from the Garden City, Making Christchurch was set up to document the post-quake rebuilding of the city and promote some new voices on the city’s prospects and problems. It was founded by publisher and architect Barnaby Bennett and has drawn contributions from a range of people, including occasional transportblog commenter Brendon Harre. While Making Christchurch as been more focused on telling stories than activism, it’s still been an important critical voice.
I wouldn’t say the city has exploded with activity and new buildings. It still feels strange, quiet, and uncanny. Unlike anywhere else I’ve ever been. But there is a definite increase in people, and a thousand small changes are evident. The main thing that made me (slightly) optimistic is the slow accrual of different urban things — most of them are a bit ugly, some ungainly, but with increasing density and activity. Slowly different scales, different temporalities, and different types of activity are emerging. As if the city is gradually, but steadily, taking over from the planners visions of it.
The rapid changes that took over the city during and after the quakes are slowing down. Instead of the demolitions, rezonings, large openings, and new beginnings we are now getting a more steady and increasingly stable realisation of streetscapes and places.
It’s becoming a place again — or even better a city full of different and varied places. It is amazing to see a place lose 80% of its central city buildings, and yet still keep enough of its character and identity to be able to reinvent itself with some consistency of character. Thank god for the river.
Public Address is a community of blogs managed by media commentator and general man-about-town Russell Brown. It draws in a range of smart contributions, most of which aren’t directly related to urban issues – music and the health system are other common topics. But Russell’s an urbanist and Auckland enthusiast, so Public Address often keeps its eye out for interesting city happenings.
A lot of people lived in Newton and we are going to see some of that residential population return in the next 10 years. That is not a bad thing.
The forced relocation of so many local residents in the 1960s and 1970s had another effect: it spelled the end of Karangahape Road’s identity as a mainstream department store destination. And when the motorway split K Road, it stranded the west end of the ridge. It was pretty much a disaster for the existing merchants – but it led to the red-light era and thence the edgy, bohemian K Road we know and value today.
I think we need to start having a serious discussion about cultural infrastructure as residential building returns to this part of town. Because it’s quite possible that this isn’t the only venue at risk. The Powerstation only opens for shows three or four times a month. It could be used more often, but its owner-operators, Muchmore Music, demand a pretty substantial room hire fee, which isn’t economic for many shows. They seem committed to running a venue, just not very often.
But when the City Rail Link opens in five years time, the venue will be just up the hill from the redeveloped Mt Eden station. It’s going to be an attractive place to live and it’s easy to see the owners being tempted to sell up for residential development.
What the King’s Arms and the Powerstation have in common is that they are reasonably large rectangular boxes, which makes them ideal rock ‘n’ roll venues. That’s a hard kind of building to find – and an even harder one to build – in the current environment. While the Wine Cellar and Whammy have done a good job of making the most of their space and Galatos seems to work well, the only real “big box” on K Road is The Studio.
The second half of this post – highlighting five more worthies – will be up tomorrow.
Karangahape Rd has long been one of Auckland’s most iconic streets and also one of the most important from a transport perspective, with a history stretching back to pre-European times.
In the first half of the 20th century it was one of Auckland’s premier shopping districts but over the second half it declined, in part due to the central motorway junction that cut through the area. The area has been making a comeback though with a culture all of its own. And once the City Rail link has been completed it will be teeming with even more streaming out of the K Rd station – although it would be even better if Auckland Transport built it properly with the Beresford Square entrance constructed at the same time.
After what feels like a very long gestation period, Auckland Transport are finally formally consulting on the Karangahape Rd Enhancement Project which among other things, will see safe, separated bike lanes added to what is already a popular and important route into and through the city. It is of course also an important walking route and a key bus route, serving buses from the west. In the future it could also be served by light rail from Dominion Rd.
As is normal with making street changes, some of the most nervous about change tend to be the retailers. To date the business association have been supportive of making improvements. As part of the project, AT conducted some research looking how people travel to the area and the results matched similar surveys done elsewhere. Businesses on the street thought that about 41% of their customers drove to the area yet when customers were asked that number was just 17%
The project has been split into four sections, each with different proposed solutions
Ponsonby Rd to Pitt St
This will see the proposed protected cycle lanes on Gt North Rd carried on through a more permanent and attractive implantation that will include planting and rain gardens to manage stormwater. There are also bus lanes but they will revert to parking in the off peak (AT say hours could be extended in the future). It will require the existing pedestrian build-outs to be removed and the trees relocated though. There will also be less clutter on the footpaths as furniture like street poles will be moved to the cycle lane separator. On side streets there will be pedestrian build-outs to narrow them and reduce speed.
K Rd bridge
This is a tricky section being more constrained – although the bridge is quite wide. There are also bus stops on the bridge which were rebuilt a few years ago and take up a lot of the limited space dedicated to pedestrians. AT say they’re looking at a couple of options but at the least they are proposing to move the shelters closer to the road to create more space for people and bikes behind the shelters. They also say they are investigating whether they need to have offline bus stops because if they don’t it allows for even more space for pedestrians. This seems similar to the issue with bus stops on Albert St.
The options with and without offline bus stops are both shown in the image below
Pitt St to Queen St
AT are going for a temporary solution here with a more permanent one in about 10 years time. That will mean after the CRL is completed and closer to the time when Light Rail might be being constructed. They want to use planters to trial different road layouts, such as for special events. Some earlier suggestions we’ve seen have included narrowing the road down to just two lanes with very wide footpaths to allow for more people space. Like the Ponsonby to Pitt St section, this will require the removal of the pedestrian built outs and the relocation of the existing trees. The current proposed design includes retaining the on-street parking during the off peak.
Queen St to Symonds St
ATs proposed solution for this section is similar to the western end of Quay St and the cycle lane will be raised to be level with the footpath. On the southern side next to the cemetery this will mean the footpath will be slightly reduced.
Upper Queen St
People on Bikes coming from the NW Cycleway will be able to access the Karangahape Rd cycle lanes via some new separated cyclelanes being added to Upper Queen St on either side. These lanes replace the painted median that currently exists so doesn’t affect any traffic lanes or on-street parking.
Overall the proposals look great so make sure you submit supporting them so they can become a reality.
How do legal institutions interact with economic outcomes? I think it’s fair to say that legal institutions often don’t register on economists’ radars, mainly because life is simpler when you assume the law is exogenously determined by factors beyond your control.
While such assumptions are valid for many types of economic analysis, legal institutions are not exogenously determined factors, at least in the long-run. By engaging with legal institutions, economists may be able to identify ways they could be improved. Of course reforms of legal institutions are slow to implement, but they do occasionally happen. Recent amendments to the RMA being a case in point. By engaging with legal institutions, economists can improve our analyses and help to identify possible opportunities for reform = Win-win.
The high-level question I want to answer in this post is whether these powers help or hinder urban development. My interest in these matters was prompted by the Productivity Commission’s recommendation for Auckland to establish an Urban Development Authority (UDA) with powers of compulsory purchase. That is, the UDA should have the power to expropriate privately-held property for the purposes of urban development. I think it’s fair to say the idea of an UDA with compulsory powers of purchase has attracted interest from across the political spectrum, including the Government (source).
In this post I consider why government’s need powers of compulsory purchase and, second, how should such powers be exercised. This post does not present conclusions or recommendations, mainly because I haven’t formed many yet. Instead, it seeks to identify some relevant economic and legal literature as a means of stimulating discussion.
Iwelcome your comments: Do you think Auckland needs an UDA and, if so, then should the UDA have powers of compulsory purchase? If yes, then what are the potential risks and how would you mitigate them? I’d also be keen to hear about possible alternatives. Enjoy.
Reference: The post that follows draws on an academic paper I am writing about government powers of compulsory purchase. In the interests of avoiding academic self-plagiarism, I should mention that the paper was written first, while this post was written second.
The historical development of most cities has been significantly influenced by government interventions. The Eixample of Barcelona, the boulevards of Paris, and the highways of New York are all noteworthy examples of government interventions that have left large and permanent marks on the affected cities.
The powers of compulsory purchase governments use to appropriate private property in order to undertake these interventions is a perennially controversial topic. One U.S. presidential candidate, for example, recently described powers of compulsory purchase as: “… absolute necessity for a country, for our country. Without it, you wouldn’t have roads, you wouldn’t have hospitals, you wouldn’t have anything.” (Team Fix, 2016). In contrast to this effusive support, Justice O’Connor’s dissenting opinion in Kelo v. City of New London argued that contemporary legal interpretations of the scope of the powers mean “Any property may now be taken for the benefit of another private party … beneficiaries are likely to be those citizens with disproportionate influence and power …” (O’Connor, 2005).
Given these divergent views, there would seem to be value in developing a clear understanding of the economic evidence on which the powers are based, certainly before we expand the number of government institutions that have recourse to these powers. In particular, I think there is a need to understand why governments need powers of compulsory purchase and how they should be exercised. The standard economic justification for the powers is that — in their absence — information asymmetries gives market power to landowners, leading to hold-out problems. This is where landowners refuse to sell so as to capture surplus associated with the government’s investment. By annulling landowners’ market power, compulsory purchase avoids hold-out problems and enables efficient levels of government investment. It’s important to note that private actors seeking to assemble property don’t face the same issues, mainly because they can negotiate anonymously to buy properties via third-parties.
Exercising powers of compulsory purchase is not without economic costs. Perhaps the most notable costs arise from involuntary transfers of property, which may result in welfare losses for affected landowners. To counter this issue, most jurisdictions require governments to demonstrate that the proposed intervention is in the public interest, and to pay adequate compensation to affected landowners. These legal requirements give rise to two additional economic questions: How should we define “adequate compensation” and “public interest”?
Neither definition is as straightforward as it first appears. Most jurisdictions define adequate compensation using market prices. Some scholars argue the value of property to its current owners, however, includes idiosyncratic attributes, such as sentimental attachment, which are not reflected in market prices (Nadler and Diamond, 2008). Other scholars argue that these idiosyncratic attributes are already accounted for in market prices, while noting that the landowner’s loss of autonomy is not (Lee, 2013).
Definitions of public use are similarly complex. In the U.S. the definition of public use has even been broadened to include wider economic impacts arising from private activities. Under this definition, governments have been allowed to use powers of compulsory purchase to appropriate private property, which is then transferred to private third-parties. The aforementioned opinion by Justice O’Connor in Kelo v. City of New London was prompted by precisely such a situation. Even where the resulting asset is publicly-owned, there are many situations where public access is restricted, for example by user-charges and/or regulations, which are on the surface not readily distinguished from private ownership. From an initial survey, the economics literature doesn’t seem to have a good answer to the question of how one defines “public use”.
Finally, the processes involved in determining adequate compensation and demonstrating public interest may generate non-trivial transaction costs. Imagine, for example, the resource cost of the recent Unitary Plan hearings, where many highly-skilled, well-paid people were paid to sit in a room for months if not years. Is it possible that the transaction costs involved in a particular legal process outweigh its benefits? I think so. At the very least, there seems to be a need to understand potential interactions between legal processes and transaction costs. It may, for example, be more efficient to offer more compensation early in the process, so as avoid transaction costs downstream.
Answers to such questions are not a trivial academic exercise. Evidence also suggests that protection of property rights affects the incentives facing governments and citizens alike, and impacts on long-run economic development (Acemoglu and Robinson, 2005). Powers of compulsory purchase may also have implications for social justice, with some studies finding that land owned by low-income households is more likely to be taken (Carpenter and Ross, 2009). Recent experiences in Auckland, whereby wealthy neighbourhoods successfully opposed the proposed Eastern Motorway across Hobson Bay, provide some indication of why such patterns may emerge. In the U.S., scepticism over the use of powers of compulsory purchase has given rise to significant opposition from across the political spectrum.
Initially simple questions are, upon closer inspection, revealed to be anything but. Understanding why governments need powers of compulsory inspection, and how these powers should be exercised, can contribute to more informed policies on Urban Development Authorities.
Of course, this doesn’t mean that I’m opposed to an UDA having powers of compulsory purchase. Personally, I’ve always been attracted to the notion of a “New Zealand Place-Making Authority” (NZPA) to counter-balance the NZTA’s movement focus on movement. I think the potential benefits could be significant. Nonetheless, the powers such an institution should have is an open-question.
Gnawing in the back of my mind is the fact that powers of compulsory purchase have in the past been used to pursue questionable outcomes. The highways of New York promulgated by Robert Moses, for example, were justified under the auspices of slum clearances. One of the great urban thinkers of our time, namely Jane Jacobs, was spurred into action by a government body wielding powers of compulsory purchase. Would ignoring the risk such things happen again be indicative of the “fatal conceit”?
Acemoglu, D. and Johnson, S. (2005). Unbundling Institutions Daron Acemoglu and Simon Johnson. Journal of Political Economy, 113(5):949–995.
Carpenter, D. M. and Ross, J. K. (2009). Testing O’Connor and Thomas: Does the Use of Eminent Domain Target Poor and Minority Communities? Urban Studies, 46(11):2447– 2461.
Nadler, J. and Diamond, S. S. (2008). Eminent Domain and the Psychology of Property Rights: Proposed Use, Subjective Attachment, and Taker Identity. Journal of Empirical Legal Studies, 5(4):713–749.
O’Connor, J. (2005). KELO V. NEW LONDON (04-108) 545 U.S. 469 (2005).
Team Fix (2016). Transcript of the New Hampshire GOP debate, annotated.
Blume, L., Rubinfeld, D., and Shapiro, P. (1984). The Taking of Land: When Should Compensation be Paid? The Quarterly Journal of Economics, 99(1):71–92.
Burrows, P. (1991). Compensation for Compulsory Acquisition. Land Economics, 67(1):49– 63.
Kelly, D. B. (2006). The Public Use Requirement in Eminent Domain Law: A Rationale Based on Secret Purchases and Private Influence. Cornell Law Review, 92:1–66.
Miceli, T. J. and Sirmans, C. (2007). The holdout problem, urban sprawl, and eminent domain. Journal of Housing Economics, 16(3- 4):309–319.
Strange, W. C. (1995). Information, Holdouts, and Land Assembly. Journal of Urban Economics, 38:317–332.