Following on from a previous post, this is a quick review of population growth in Devonport over the last 125 years. These figures are for the former Devonport Borough, which was created in the 19th century and persisted until 1989 when it was merged into North Shore City. The borough only really covered the southern half of the Devonport peninsula – the northern half, including Seacliffe, Hauraki and Bayswater, was part of the Takapuna Borough.
The map below shows the Devonport Borough as it looked in 1899:
And here’s how the population has changed (or not) since 1891:
I’m surprised that Devonport’s population has been completely flat for the last 70 years. The population on census night 1945, of 11,662, was still 318 people higher than the population on census night 2013, of 11,346.
Zoning controls, have certainly played their part in limiting the number of people who can live in a very desirable coastal area. There are probably a few more houses in Devonport today than there were 70 years ago, but any growth in household numbers has been cancelled out by there being fewer people per household.
Unfortunately, I don’t have long-term data for the northern half of the peninsula. It was part of the Takapuna Borough, and as the name suggests that included a number of other suburbs as well. Since 1986, though, the northern half’s population has risen from 9,251 to 11,862.
Given that the population has (at best) increased modestly in the last 30 years, Devonport is quite lucky to have such a high quality ferry service today. Tourists and other Aucklanders visiting Devonport help to support this service, and of course they also contribute to traffic on Lake Rd, especially on weekends.
A bit of intensification around the ferry terminal and the wider peninsula would support further transport upgrades, such as more frequent ferry sailings and upgrades (or widening) to Lake Rd. Under the Proposed Unitary Plan, though, the opportunity to add more homes and people close to the ferry looks very limited.
Again, the northern half of the Devonport peninsula does have some growth on the way. As per the RCG Development Tracker, Ryman are building a retirement village and Ngati Whatua O Orakei will be redeveloping ex-Navy land for apartments. There’s also a proposal to build apartments at the Bayswater Marina, which seems like a perfect location – right next to the (less frequent) Bayswater ferry, coastal amenity, and few immediate neighbours meaning very little downside for existing residents.
Every year for many years now March has been mad for public transport use and every year that madness has been entirely predictable. It’s happens due to a combination of many factors such as high numbers of people being at work, schools and universities all back in action and generally decent weather. But predictability doesn’t mean AT do anything all that much about it and this year, AT’s solution publicly was just to tough it out
Mark Hannan, Auckland Transport spokesman, said it was too early to say if complaints had increased this year as tertiary students had only just started back.
“The numbers travelling on buses and trains does increase but settles back again as students work out their schedules. The best advice is to plan ahead and try to travel outside peak times.”
Now we know they did a little more than that, for example getting bus operators like Party Bus to run services but that was far from enough. While I accept that some of the factors will change over the year, one that AT seem to not even consider is that people are so put off by the poor and crowded services that they simply go back to driving.
As well as the ‘tough it out’ stance of AT, I’ve noticed over the year’s people increasingly fed up with how AT handle complaints, often feeling that no one has even cared about the issues raised and that’s if they hear back from AT at all.
This year our friends at Generation Zero ran a campaign asking for people to provide on poor bus experiences they’ve had and they’ve now released the some of the results of their survey. Overall they say they had over 1,000 responses which is impressive as by comparison it appears AT had about 1,900 complaints. The complains came from primarily along the isthmus and Mt Eden Rd is very noticeable.
Unsurprisingly the big issues related to buses being late and full/overcrowded.
There’s a lot more in the report breaking down the results in various ways however the key takeaways for me are that AT need to do better to improve capacity through more frequent/bigger buses as well as get the bus lanes sorted so they’re more useful to buses and therefore the city.
After Generation Zero released the report, AT responded and continued continuing the line that people just need to tough it out.
Auckland Transport welcomes the Generation Zero: Better Bus Report but General Manager AT Metro Mark Lambert says it highlights some of the key initiatives already underway that will improve bus services in Auckland further.
“We would generally support the report and its findings and note we are already working on much of what it recommends.”
Mr Lambert says the Generation Zero report highlights the increased travel demand in March but doesn’t consider the fact that Auckland Transport has to plan for all 12 months of the year.
“March Madness is an annual phenomenon which isn’t unique to Auckland. During the month we carried 5.9 million bus passenger trips. March is the month each year with the highest demand on transport and other services. With the end of February it includes the start of the tertiary year, schools are back and more people are in the city following summer holidays.
“With significant public funding provided for public transport, it would be financially irresponsible to plan for the least possible wait time for a bus during the busiest period of the year, otherwise we would have empty buses on the network for the rest of the year. But we do need to ensure that average wait times for buses are acceptable and improved. On some corridors, especially Mt Eden Road, wait times were too long in March.”
In the 12 months to the end of March public transport use has increased by 4.1% and now exceeds 81.4 million passengers trips a year with record bus, rail and ferry passenger levels. In January, Auckland Transport recorded its best ever month for bus punctuality and in March punctuality was down slightly to 90% of bus services operating within 5 minutes of schedule.
In the past year Auckland Transport added 53,000 extra seats on public transport with 30,000 of those on buses. “We are also part way through a programme to roll-out more than 60 double decker buses to the Auckland network and in the year to the end of June we will add another 17 kilometres of bus lanes.”
He also says Auckland Transport is planning more services, more often with the public transport New Network which starts in the south later this year. The New Network reviews every bus route in Auckland and is implementing from October a hub-and-spoke system of feeding local bus services into a connected network of higher frequency services that will operate on key corridors, either rail or high frequency bus routes, operating 7 days a week between 7am and 7pm.
Mr Lambert says a simpler and more logical public transport fares structure is planned to be launched in the coming months to encourage further public transport use.
“With all these changes we are in a much better position to handle the growing demand for bus services in Auckland but we have to work within current budgets.“
The problem with the theory that it’s all just a one off month and that things will soon return to normal is that it hasn’t. Even in May we’re still hearing/seeing people commenting about full buses. One such example was yesterday by Journalist Kim Baker-Wilson but there have been plenty of others.
Perhaps we need a name for each month to describe the overcrowding. This month could be May Mayhem while next month could Jammed Up June.
AT also make mention of some of the projects they’re working on like integrated fares – which ironically could encourage more people to use PT, possibly making it worse. Double deckers on additional routes and the New Network are also mentioned. All of these changes are good of course but they’re taking an age to complete. AT need to get these changes rolled out faster.
This week, the Herald on Sunday published an article calling out a dangerous new practice: walking under the influence of a smartphone. According to them, careless walking causes literally dozens of injuries a year and should possibly be criminalised:
Now legislation has been introduced in New Jersey that would slap a US$50 ($72) fine and possible jail time on pedestrians caught using phones while they cross. And in the German city of Augsburg, traffic lights have been embedded in the pavement – so people looking down at their phones will see them.
The Herald on Sunday carried out an unscientific experiment at the busy intersection of Victoria and Queen Sts in central Auckland during the lunchtime rush to discover the scale of the problem here. Observing one of the corners, between 1pm and 1.30pm, we spotted 39 people using their cellphones while crossing.
Some people looked up briefly while crossing. Others kept their heads down, oblivious to what was going on around them.
In the past 10 years, the Accident Compensation Corporation has paid out more than $150,000 for texting-related injuries to a total of 272 Kiwis.
About 90 per cent of injuries were a result of people tripping, falling or walking into things while texting.
Incidentally, I have to admit some guilt here. While I don’t usually walk under the influence of a smartphone, I will often walk around reading a book – a habit I picked up during university. In over a decade of distracted walking, I’ve never fallen over, walked into anything, walked in front of a car, or walked into anybody else.
Let’s take the Herald’s suggestions seriously, and ask whether there is a case to ban other activities that risk injury to participants. Their threshold for “enough harm to consider regulation” appears to be around 27 injuries a year costing ACC at least $15,000.
What else fails that test?
I went to ACC’s injury statistics tool to get a sense. Helpfully, they break out injury claims (and the cost thereof) by cause, activity, and a range of other characteristics.
Here’s a table summarising some of the sports that should be considered for a ban. Rugby and league are obvious candidates, of course, as they result in tens of thousands of claims every year and a total cost in the tens of millions. But would you have suspected that humble, harmless lawn bowls was so hazardous? The sport of septuagenarians injures over 1,000 people a year and costs ACC $1m. Likewise with dancing, golf, and fishing. They’re all too dangerous to be allowed. It’s a miracle that we’ve survived this long with all of this harmful physical activity occurring.
||Average new claims per annum (2011-2015)
||Average annual cost (2011-2015)
But it doesn’t stop with sports. Your home is full of seemingly innocuous items that are eager to kill or maim you. Your stove, for example. Boiling liquids cause almost 5,000 injuries a year, costing ACC $1.9 million. We should definitely ban home cooking. Leave it to the professionals, for pity’s sake! Lifting and carrying objects at home is even more dangerous – over 100,000 claims a year. So don’t pick up that tea-tray or box of knick-knacks: call in someone who’s suitably qualified for handling such dangerous objects.
And let’s not even mention the toll taken by falls, except to strenuously argue for a ban on showers, bathroom tiles, and private ownership of ladders.
|Cause of accident
||Average new claims per annum (2011-2015)
||Average annual cost (2011-2015)
|Boiling liquids (at home)
|Lifting / carrying objects (at home)
|Falls (at home)
|Driving-related accidents (on roads/streets)
Finally, it’s important to remember an important bit of context that the Herald doesn’t mention: Distracted walking is a far, far lesser danger than driving cars (distracted or not). In the average year, ACC receives 13,300 claims for driving-related accidents and pays out a total of $173 million for people who have been injured or killed. That far, far exceeds the injury toll associated with texting while walking.
On the whole, you’re more likely to be killed or injured while in a car than you are while walking. This chart, taken from a Ministry of Transport report on “risk on the road”, shows deaths or injuries in motor vehicle crashes per million hours spent travelling. Drivers experience 8 deaths/injuries per million hours. The two safest modes are walking (4.6 deaths/injuries per million hours) and public transport (0.7).
Because different travel modes are substitutes, measures to discourage walking – i.e. by penalising people who combine walking with smartphone use – may have the unintended consequence of killing or injuring more people.
[As an aside, this chart presents a somewhat misleading picture of cycle safety. People on bicycles experience 31 deaths or injuries per million hours – considerably higher than driving. However, drivers, not cyclists, are at fault in the majority of cycle crashes. According to another recent MoT report, cyclists were primarily responsible for only 22% of crashes. Drivers were partially or fully at fault in the remaining 78% of crashes.
Consequently, if we provided safe cycle infrastructure that kept people on bikes away from people in cars, cycling would get a lot safer. If we could completely eliminate the risk of people on bikes being hit by cars, cycling would be about as safe as driving.]
To conclude, there are two things that the statistics teach us.
The first is that although injuries and ACC claims are bad, it’s essential to put risks in perspective. And the relevant perspective is this: Walking is a safe mode of travel. It’s remained safe in spite of the invention of the smartphone and the existence of hoons like me who walk around with their nose in a book.
It’s always worth looking for effective ways to improve safety. That’s why Transportblog’s advocated for safe, separated cycleways, and also why it’s taken a positive view on cost-effective investments to improve road safety, like the recent announcement of safety improvements to SH2. But it’s also important to remember that the best way to improve safety is to make it easier to travel in comparatively safe ways. Like walking and public transport.
The second lesson is that there are many activities that can injure us, from rugby to lawn bowls to cooking. Walking while texting is a recent invention, so it may seem newsworthy. But it’s only one of the many hazards that people choose to expose themselves to. If you’re not living in a padded room, you’re probably risking your life in some way or another.
As humans, we’re very prone to focus on risks from new activities while ignoring the effects of things that are already common. Status quo bias is a very real thing – and it doesn’t just apply to transport reporting. It’s the reason why people can, say, oppose new three-storey apartment buildings while being perfectly comfortable with the three-storey houses next door to them.
What risks do you think we should pay more (or less) attention to?
Last week the NZTA posted this video on their YouTube channel as part of a series talking about motorway works in Christchurch.
Not sure I could have said it better myself.
The government made two significant state highway announcements within a week. The first was the announcement of a new motorway in Tauranga which was followed last week by the announcement of a significant $278 million upgrade to the 32km of SH2 between Pokeno and Mangatarata. This project, like the Mangatawhiri Deviation completed in 2008, are examples of exactly the kind of projects I feel the government should have been focusing on for the last eight years instead of some of the massively expensive Roads of National Significance.
This project should significantly improve safety on what is one of the country’s most dangerous roads, so much so that in 2011 the NZTA even lowered the speed limit on all but the new Mangatawhiri deviation to 90km/h. According to the press release from Simon Bridges, there have been 18 fatal crashes causing 34 deaths in the last five years alone – although a quick look at the info on the NZTA website says there were 15 fatal crashes over 10 years (to 2014).
As part of this upgrade three new deviations will be built, west of Mangatawhiri, at Kopuku and at Maramarua. In addition, the road will be widened to three lanes with two of them westbound towards Auckland. They say the upgrades will be designed so that a future a fourth lane could be added if/when it’s needed. Presumably this means also widening the existing Mangatawhiri deviation which was designed with future widening in mind. The NZTA will also install other safety features such as wire rope median and side barriers.
I’ve written before about how the Mangatawhiri Deviation has been a huge success. Not only did it come in 6 months ahead of time and $2.9 million (6%) under budget. It had a significant impact on safety as this graphic shows.
From memory this project – or at least a previous iteration of it – was meant to have been started some years ago but it was put on hold and funding for it was diverted while attention shifted to the RoNS and particularly the Waikato Expressway.
Below are the traffic volumes on the road over the last 20 years. As you can see volumes were relatively flat for much of the last 15 or so years but have picked up a little recently. The NZTA say that on some days with holiday traffic, volumes can top 25,000.
The press release from the government is below.
The Government will invest $278 million to upgrade State Highway 2 between Pokeno and the SH25 intersection, Transport Minister Simon Bridges announced today.
Work will begin this year on the design, consents and property purchase for a long-term overhaul of the road that will be carried out in five stages over several years.
The 32 kilometre long stretch of road will be widened to three lanes, with two lanes for traffic heading west towards Auckland. The work will also be future-proofed, enabling the road to become four lanes if needed.
“These upgrades will help ease congestion and improve journey predictability, making a huge difference for the local community, the freight industry and for people travelling north after a weekend on the Coromandel,” Mr Bridges says.
Along with the extra lane, a new roundabout will be built and four interchanges separating state highway and local traffic will be constructed.
“Improving safety on this popular holiday route is a key part of this project. Over the last five years there have been 18 crashes resulting in 34 deaths and serious injuries.
“Evidence tells us the majority of crashes on this stretch of highway are either head-on or where the vehicle runs off the road so median barriers and guard rails will also be installed.
“The long term goal is to reduce death and serious injury crashes by 80 per cent over 20 years.
“We also want to provide safer choices for cyclists and ensure local people have safe access to their homes, schools and businesses,” Mr Bridges says.
Construction is expected to get underway in 2017/18.
I can’t help but think that had this approach been taken with the Puhoi to Warkworth RoNS, much of it could be in place by now and saving lives compared it being 2020 or later depending on when it finally starts construction. This is of course what was proposed with Operation Lifesaver.
Who are you and what have you done with Auckland Transport?
For the third time in a week I find myself praising Auckland Transport for something related to walking and cycling. This time following the fantastic Open Streets on K Rd.
AT fixed the biggest issue from the last few years on Quay St when there simply wasn’t enough space for the tens of thousands of people out enjoying the day due to them leaving half of the road open to traffic. This time they closed off the entire street from Newton/Ponsonby Rd all the way through to Upper Queen St. The day also went longer than in the past with this year it opening to people from 12-7pm. The extra space and time were definitely needed with the event proving hugely popular and thousands flocking to the street. Given K Rd’s colourful history I suspect for many it might have been the first time in a long time – and what a way to see it.
AT worked with the K Rd business association to put on the day and I love that the organisers didn’t try to sanitise what makes K Rd unique, instead the event felt like a celebration of what K Rd is so wasn’t something else that was awkwardly shoehorned into it. From the music to street performers to the drag queens commenting on street football/limbo, the street’s culture and colour were vital in helping to make the event both interesting and also not feel manufactured.
The very nature of the street also played a big role, the subtle twists and turns as K Rd makes its way along the ridge helped too in breaking up the street and creating some mystery. As you come around a corner and the street opens up ahead of you, you found something new to check out and a heap more people.
I think the day would have also been great for businesses along the street, some of which don’t normally even open on a Sunday. All of the cafe’s and bars I saw were humming with people and their presence meant there wasn’t a need for things like food trucks which also helped in allowing for more space for people.
Everyone that I talked to, both on the street and online afterwards was extremely positive about the event with many also saying:
- It should happen every Sunday
- It needs to happen in many other town centres around the region.
If the K Rd event did become a regular event and even if only half as many people turned up it would still be hugely successful and see a far greater number of people use the road than had it been open to cars.
Following the previous events on Quay St, it feels like Auckland is now starting to tap into the right vein of what is needed to make events like this successful in the future. This includes
- Closing the whole street to give people enough the space to move about
- Tapping into the local community and letting them put their own flavour on things.
- Not over manufacturing things
And as successful as the day was, I also couldn’t help imagine what it would be like once the CRL is open and thousands of people an hour are pouring out of the K Rd station.
There are a heap of photos from the event on twitter and I’m sure other social media too.
As part of the event Auckland Transport were also talking about the options for upgrading the streetscape of K Rd which includes adding cycleways. The project covers the area from the Newton/Ponsonby Rd intersection through to Symonds St. AT are still working on the design for it but were asking for feedback on which kind of cycleway design people liked best.
For most of the street where there’s enough space they asked for people’s preferences between three different cycleway options.
While for the central section between Pitt St and Upper Queen St there were two options suggested. For these AT also had the ideas shown in virtual reality which gave a different perspective and definitely influenced my preference.
And as of about 5:15pm, here’s how the voting AT had set up was looking. As you can see they were hugely in favour of physical separation in both cases. In the central section, after looking at the VR version I actually preferred the kerbside option as the extra width was noticeable and there’s less likely to be people walking over the cycleway.
Overall an excellent day that was enjoyed by tens of thousands. Well done to all involved in organising this.
Did you go to the event, if so what did you think?
Welcome back to Sunday reading. As a reminder, the K Road Open Streets event is happening today from noon through 7pm. It sounds like a great opportunity for some premeditated city fun.
‘Showing heavy traffic on the Auckland Harbour Bridge two weeks after opening in May 1959’ (Sir George Grey Special Collections, Auckland Libraries, 7-A3703)
Here’s Patrick Sisson’s long read take on the state of transportation investment in American cities. Spoiler: the system inherently favors roadway projects over mass transit. “The United States spends 55 percent of available transportation funding expanding one percent of the system, and 45 percent maintaining the other 99 percent.” – “Fixing the American Commute“, (Curbed)
Nearly every city has tried to build its way out of traffic congestion, but the approach hasn’t yet worked. Even Houston’s new mayor, Sylvester Turner, who calls for more light rail and mass transit spending, called out the Katy extension in a speech where he said these kind of building solutions are “exacerbating our congestion problems.” According to Olivieri, this build-first mentality is built into our system for funding transportation.
“State transportation departments that do much of the highway building across the country see themselves as highway builders,” says Olivieri. “They’re removed from city transit organizations. They believe there are economic benefits to building roads. They’re not bad people. They’re just living in a world that doesn’t exist anymore, and ignore a host of negative externalities such as pollution and congestion. Politics lag behind policy in this case.”
Stephen Moss, “End of the car age: how cities are outgrowing the automobile“, The Guardian. Here’s another good one on transportation and cities focusing on European cities.
What is evident is that the cities of tomorrow are likely, in effect, to revert to the cities of yesterday: denser, more neighbourhood-based, with everything you need for work and leisure in one district. There will be less separation of functions, less commuting, less travel generally.
“To me, this last 50 or 60 years feels like an anomaly,” says Hill. “If you haven’t already guessed, I’m a non-driver. I think we will look back on this time and say, ‘Wasn’t it odd that we drove ourselves around?’ In the 1920s and 30s, you’d have gone to the butcher on your high street, and a grocery boy (it would have been a boy then) would have delivered the goods to your home on a bike – and they’d have been there by the time you got back.”
In Hill’s view, that age and those services will return. Neighbourhoods and self-sufficient communities will make a comeback in a new era that will be dominated not by the car, but by the smartphone and the network. The commuter is dead. Long live the hipster.
Surely one more lane will finally solve our congestion problem, right? (Slightly better GIFF. Feel free to copy) pic.twitter.com/uDJwqVT3WI
Ben Schiller, “How Copenhagen Became A Cycling Paradise By Considering The Full Cost Of Cars“, FastCoExist.
When the city decides on a cycling project, it compares the cost to that of a road for cars, and it includes not only the upfront amount, but also things like the cost of road accidents to society, the impact of car pollution on health, and the cost of carbon emitted to the atmosphere. After including these factors, it comes to a rather startling calculation. One kilometer driven by car costs society about 17 cents (15 euro cents), whereas society gains 18 cents (16 euro cents) for each kilometer cycled, the paper finds. That’s because of factors like the health benefits of cycling and the avoided ill-effects of cars.
This story reminded me of the win/win outcome of the Franklin Road cycleway project redesign. It describes how kerb protected lanes can be less costly to build and maintain than conventional roadway space. Michael Andersen, “Surprise: Protecting Bike Lanes Can Cut The Cost of Brand-New Roads“, People for Bikes.
Curb-protected bike lanes, his firm realized, can reduce the huge cost of managing rainwater that falls on pavement and then flows into streams and rivers. That runoff is a major source of water pollution, which is why the federal Clean Water Act requires local governments to minimize it. But in rainy parts of the country, preventing excess runoff from pavement that cars are driving on has also become a major cost factor in road construction…
But their discovery is similar to the one Portland made on Cully Boulevard. When it rebuilt that street in 2011, the protected bike lane along each side reduced costs, because it didn’t require as much excavation as a wider road bed would have. Unlike with a conventional bike lane, there was no need to layer the pavement deep enough to carry a truck.
Last Sunday Peter linked to this excellent post from Bike Portland which argued that before zoning west coast cities would simply build more to accommodate booming population growth. Here’s a related take from Granola Shotgun in San Francisco,”Jiffy Lube Metropolis“. The photos from these blog posts of dense, mid-rise housing reminded me of this tweet (above) showing the Mayfair apartments in Parnell with a few admirers.
Victorian era builders didn’t construct gas stations. At one time these streets were lined with grand homes and businesses that were incrementally torn down and replaced with new auto-oriented establishments. People often forget that San Francisco went in to serious decline for a few decades after World War II and followed the same general trajectory as many other industrial port cities like Cleveland and Detroit. There was a time in the economic and cultural history of the city when traditional buildings were out of fashion and economic liabilities. It made sense to clear away under performing buildings to make way for more productive and profitable structures.
San Francisco’s economy recovered sooner and stronger than most other inner cities. Today real estate in once undervalued neighborhoods is astonishingly expensive. The culture has changed and so has market demand. As a result many aging gas stations, auto repair shops, and parking lots are being converted back to residential buildings – many incorporating retail shops on the ground floor.
And here’s the context for these new buildings. What we’re witnessing isn’t a modern aberration of multi story buildings being imposed on the traditional city. It’s actually a return to the historic pattern after an odd twentieth century hiatus. The car oriented land use pattern was the real anomaly.
Please post additional links in the comments section.
The herald today has pulled the veil back on some of the key opponents battling Skypath in the Environment court and how they’re not at all representative of the views of the communities they claim to serve.
But three associations were not cheering – two based in the northern landing at Northcote Point and a third at the southern landing at Herne Bay – and appealed against the consent in the Environment Court.
With two groups from one neighbourhood opposing the project, as an outsider you would be forgiven for believing the Northcote Residents Association (NRA) and the Northcote Point Heritage Preservation Society represented the views of a community with genuine concerns about the project.
However, of the 382 submissions from Northcote, 29.8 per cent were opposed.
From what I’ve seen over the years, resident associations tend to be best understood the hobby horses for one or two individuals to pretend they have legitimacy to force their views on the wider community. They’re usually run as the personal fiefdoms with those in charge and are often very protective of who can join so they can retain control of the narrative. Take the Northcote Residents Association (NRA) as an example. The association say they cover the following area which is home to about 10,000 people.
And their rules state that anyone from within that area can join
4.1 The number of members of the Association is unlimited and any person who is a resident or ratepayer of Northcote is eligible for membership and shall be admitted as a full member on
(i) payment of the subscription specified by the Executive;
(ii) completion of a membership 2 form; and
(iii) agreeing to abide by the Rules of the Association;
(iv) approval of the Executive in accordance with Rule 4.3 below.
But rule 4.3 is the kicker
4.3 A majority of two thirds or more of the members of the Executive, by resolution, may determine that any person’s application for membership be declined. The Executive shall not be obliged to provide any reasons for its decision.
So effectively the executive can kick out anyone who doesn’t agree with them, or in the case most rational people, they’ll leave once they realise they aren’t being represented and those in charge are using the association to further their own personal aims, not those of the wider community. And that’s exactly what has happened.
NRA chairman Kevin Clarke said there were no longer any members in the association who supported the SkyPath because they had all left.
“Thank God for that. They provided nothing. They did nothing. They were there to destroy and they damn near achieved it. They didn’t do anything positive. They didn’t do anything constructive.
“They didn’t do anything useful and they didn’t do anything to engage their mind in any of the problems that were blatantly presented by SkyPath’s hopelessly ill-resolved proposal.”
A quick search shows almost all of the ten executive members live on Northcote Point itself, living south of Stafford Rd/Rodney Rd.
The herald article highlights two former executive members who tried to have the NRA find out the actual views of the community but were shut down. This is something I first heard about at the time the Skypath submissions were under way. I also understand the executive had taken an official position of not supporting or opposing the project but then at the very last minute a core group submitted one anyway.
It’s also worth highlighting another issue raised
Mr Barfoot said having multiple societies set up made “it seem like there’s a grassroots movement against the SkyPath which is simply not the case”.
He’s referring to the Northcote Point Heritage Preservation Society which was set up in December 2014 during the submission period for Skypath. Many of the founding members are also on the NRA executive.
Of course these Northcote groups aren’t unique and there are plenty of others in various areas that will be similar. And there’s nothing wrong with associations supporting or opposing any project or plan. The issue comes when they claim to represent a community who most within that community probably don’t even know they even exist. Particularly on big discussions and especially RMA processes, perhaps these associations should be required to show the demographics of their members, the demographics of who within the community they’ve consulted and as a comparison to the demographics of the community they claim to represent.
To be fair, addressing the consultation problem is something we’ve talked about before and it extends much further than just residents associations. It applies equally to council’s and the government.
This is the second in a series of six posts looking at a collection of articles written by Sir Dove-Myer Robinson in the mid 1970’s promoting and clearly trying to build support for his rapid transit plan. They come from a booklet I stumbled across while in the Takapuna Library one day. The first post is here.
This was published in the NZ Herald on 24 June 1975
‘All-Bus’ Scheme a Non-starter on Capital Cost
Despite gloomy prophesies of unbearable capital costs and ruinous operating costs, the philistines were confounded when the costs of an all roading-bus transport plan were compared with the proposed bus and rail plan.
First of all, we should get straight what we are talking about. When De Leuw Cather & Co. reported on the suitability of an all-bus, or a bus and rail transport plan for Auckland in 1965, after nearly two years of study, they strongly a bus system fed by a main railway artery.
This recommendation has supported by all Government departments and officials who have examined it, and by the ARA and the Government itself.
Simply stated, the plan is to widen to four lines the existing railway from Papakura to the city near the present railway station, and in a loop underground connecting up again with Main Trunk Railway at Newmarket.
The lines would be electrified and modern electric three-coach trains, controlled by the most modern electronic controls and signals, provide a service every 10 minutes during off-peak hours, and every seven a half minutes at busy periods.
There would four underground stations in the city:
At Beach Rd (“Railway”) near the present station.
Under Customs St (“Downtown”) adjacent to present bus station.
Near the junction of Queen St and Wellesley St West (“Civic”).
Under Karangahape Rd (“Karangahape”) near the top of Upper Queen St.
Another station is planned in the Grafton area, when estimates of passenger demand require it.
Ten other stations would be located at the suburban stations on the main line between the city and Papakura.
Provision would be made for large scale car parking and bus/rail transfer facilities at the suburban stations. The reorganised bus system would provide feeder services to and from the railway stations, providing for a fully integrated bus and rail service that would be fast, clean, silent, cheap, safe and comfortable. More important still, it would be reliable and not be affected by road congestion or other conditions. This would result from the reduction of private vehicles on the roads, thus allowing freer and speedier travel for the buses.
Various proposals have been made to construct the line and stations in phases, but there are disadvantages of rising costs and delays in getting the maximum benefits, if this “phasing” plan is adopted.
The Government has stipulated that results of operation of the first stage – Papakura – City – Newmarket – must be studied before, later, undertaking one or all of the three recommended main extensions, which are:
- Eastern loop through Tamaki, Glen Innes and Mt. Wellington to Westfield.
- Northern extension under the harbour to the North Shore.
- Western line to Henderson and Glen Eden.
However, because of the high revenue-earning potential of the eastern loop in comparison with its capital and operating costs, strong pressure is likely to be brought to bear to persuade the Government to construct the eastern loop simultaneously with the Papakura-Newmarket stage 1.
The Government has agreed to provide the capital costs and to replay loans and interest, therefore, Auckland ratepayers will not have to bear any part of the capital costs. Nevertheless.
as rateplayers, they will be interested in the financial aspects of the scheme.
Based on 1974 prices, the estimated capital costs are as follows:—
Stage 1. Papakura-City-Newmarket, $125,254,000
Rolling stock, electronic equipment, signals, controls, buses, etc., $29,300,000.
Eastern loop, Tamaki-Glen Innes-Mt. Wellington-Westfield, $16,162,000.
Total cost stage 1, eastern loop, rolling stock. buses, etc., $170,716,000.
Now a very important factor must be considered. If, for any reason, the railway part of the plan were rejected, it would be necessary, in the area covered by this scheme, to provide additional motorways, bridges and parking facilities to cost a calculated $110 million.
Therefore the difference in cost between stage 1 plus the eastern loop, which would provide the backbone of a first-class transport system, as against the cost of perpetuating the un-satisfactory, bus-only present system, is $60 million.
To take the plan to completion, we have the following estimates:
Stage 1: Plus Eastern loop, rolling stock, electrification, etc., $170 million.
Now add in the later provision of the western line to Henderson and Glen Eden, estimated at $20 million.
Also, the harbour crossing to the North Shore estimated at $50 million.
Provide for additional rolling stock, signals and other contingencies $60 million.
The estimated cost, at 1974 prices, of the ultimate completion of the whole plan, $300 million.
This is where the financial advantages of this scheme begin to show up very clearly.
On the other hand, if the underground rail loop were not available, Auckland would be compelled to accept another bridge across the harbour with its inevitable disturbance of housing and other properties to provide more motorway approach roads.
The city would be on the horns of a dilemma, because the city council has already made it perfectly clear that under no circumstances will it agree to another harbour bridge that would further destroy the appearance of harbour and which would encourage the disgorgement on to already overcrowded city streets daily of more thousands of motor vehicles.
Summing up. the capital costs two alternatives, we have:—
Cost of new and upgraded motorways and roading, new buses, etc., in 25-30 years. at least $600 million.
Alternatively: Cost of providing electrified railway services, Papakura-City-Newmarket, including eastern loop to Westfield, western loop to Henderson and Glen Eden, and tunnel under harbour and connection to North Shore with rolling stock, etc., estimated at $300 million.
On this basis. the estimates show the capital costs of an all-bus system would be at least twice as great as the proposed bus/rail system
The reason for this great difference is simple: The need to provide more, and upgrade present roading systems to carry the immense additional load of traffic, if some means has not been provided to divert some of it off the roads.
The map below shows how the tunnel then proposed would have fed through the city centre.
As for the costs, running them quickly through the RBNZ’s inflation calculator gives us the following results:
- Total cost of initial project, $1.8 billion
- Eastern line, $174 million.
- Rolling stock, signals, buses etc., $315 million.
- Stage 1. Papakura-City-Newmarket, $1.3 billion
- Western Line, $215 million
- North Shore line, $538 million.
- Additional rolling stock etc., $645 million.
- Cost for the completion of the whole plan, $3.2 billion
And for the roads
- Eastern Motorway if rail not built $1.2 billion
- Total motorway package $6.5 billion
The next is titled Question of who pays the operating costs