Last week I wrote a post about how we need to stop underselling major PT projects like the CRL. I was – and still am – frustrated at the lack of useful information being put out by Auckland Transport that can be used to clearly show the benefits of them.
One thing that really frustrates me about public transport projects is the tendency of both our official agencies and many supporters to completely undersell the benefits of them. Auckland Transport is a frequent offender of this and I think that the main problem is that they are a bit gun shy. They are too scared to talk about specific benefits of the project, in particular the parts that really matter to the general public. It is seemingly out of fear that they might not meet those objectives at some point in the distant future, or that plans may change. But by taking this approach they often lose out on much of the impact that they could otherwise achieve.
To make matters worse, even those that support the project often don’t seem to grasp the transformational nature of the project and also undersell it. My post last week was aimed at statements from both the Greens and Labour in support of the CRL which has helped reignite the debate in the public. But without good information in the public domain, it is very easy for wrong or misleading information to spread, especially when it is pushed in the mainstream media. I’m guessing that the Greens Reconnect Auckland campaign is what has triggered off the latest bout of CRL related news stories.
On Friday Campbell Live ran a story about the CRL. I will start by saying it was actually a lot better than most that we get however there were still some glaring mistakes. I’m just going to list my comments about both the good and the bad parts. Click on the image to view the video.
- The old man at 1:40 makes some very good points worth remembering in this debate, that we need to be thinking about the future and the primary one being that Auckland is a growing city. Even using Statistics NZ most recent projections, under the medium growth scenario there will be roughly another 500,000 people living in the region by 2031 bringing the total up to roughly 2 million people. Those extra people are going to place a lot of pressure on our existing transport infrastructure.
- I really had to laugh at the young guy at 1:50 who says he never uses PT, partly because it costs money so he prefers to drive a car. I wonder how much he paid to park his car in the city, let along the costs of running it?
- At 3:00, why does Len continue to use the future inflation adjusted price instead of what it costs today? Also remember that the $2.86 billion figure includes a whole raft of other projects like duplicating the Onehunga Line, extra trains and grade separating some level crossings. It does seem that he is about to say something else that might have been cut though.
- At 3:15, the Puhoi to Wellsford road is currently budgeted at $1.7 billion but from memory that is in 2009 dollars. Comparing the 2009 cost of that road – for which the shorter and easier section alone is now costing $1 billion – with the 2021 cost of the CRL is hardly a fair comparison.
- At 4:00, perhaps the most shocking error on the entire report. It is suggested that there are only 4 trains per hour on the network and that the CRL will increase that to 7. Where the hell does that information even come from. As pointed out in my post last week, the CRL enables us to run a train on each line every 5 minutes, that’s 12 per hour per direction and totals 48 trains per hour heading through the CRL, one in each direction every couple of minutes.
- At 6:00, Porirua Mayor Nick Leggett talks about how he wants the Wellington to region to receive a share of funding equal to its population. What he is obviously not aware of is that historically Wellington on a per capita basis has had a much greater share than Auckland. Auckland has historically, and continues to receive less funding that it provides in taxes. He also raises the point that Wellington has been waiting decades for Transmission Gully. If he thinks projects should be funded based on how long they have been proposed then the CRL still wins as it was first mooted in the 1920s and was the reason the main train station was moved out of the CBD in the first place. Further if we were to base transport spending on the expected percentage of growth over the next 20 years, for Wellington to get Transmission Gully, Auckland would need to get around $18 billion to receive a similar level of investment.
Then there was yesterday’s opinion piece by Rodney Hide on the CRL. I’m not going to cover it again as I did that yesterday but am going to talk about some of the comments in response to it. Unfortunately reading comments on Herald opinion pieces is often a hair pulling exercise but can be useful to see what misinformation exists out in the general public. So here is a selection.
Waterfront (West Auckland)
08:59 AM Sunday, 28 Apr 2013
It’s like the inner city rail link.
What a complete waste of money. How do people get to and leave mt Eden for this proposed train line. There is no parking planned at mt Eden so how do people get there from outer suburbs? Walk?
More buses before trains.
09:01 AM Sunday, 28 Apr 2013
Trains going round and round the CBD doesn’t help me nor anyone I know get to work.
I was working in Albany and living in Henderson.
Or, try going from Henderson to Carbine Rd.
Or, Waiuku to Henderson – like my son.
12:50 PM Sunday, 28 Apr 2013
Who benifits from inner city rail. Not the suburban rate payers; it’s the inner city rate payers that get all the goodies, that contribute most to all the grid lock. Why not wack up comercial rates on the CBD to fund the project. The nat’s have their corporate taxes so low right now that they can well afford it
Clearly these people have the impression that the project is just about building a line that goes around in circles around the CBD, not a link that will improve the entire existing rail network and allow for it to be expanded. AT really need to get a map out showing how the rail network will operate after the CRL including how the lines will through route allowing for a range of trips.
MikeyB (New Zealand)
09:01 AM Sunday, 28 Apr 2013
And the rail lopp will only allow three more trains in per hour.
I wouldnt be surprised if those at AT were getting back handers from the involved construction companies
The first part of this comment obviously came straight from the Campbell Live piece and highlights how important it is that AT gets information out about how many trains we will actually have on the lines.
Silver Fox (East Tamaki)
09:07 AM Sunday, 28 Apr 2013
Very good points Rodney. The rail enthusiasts are dreamers, mostly without common sense. Let them pay the real cost of transporting them by rail. As for transporting goods by rail, another dream. Do they ever consider how the goods are to get to and from the rail head and the heaps of vehicles sitting there for hours on end to pick goods up, that is after the paperwork to actually find the goods. NZ rail eventually put articulated trucks on the road in the 50′s to speed up goods cartage.
Ahh, the old chestnut of making train users pay for the upgrades themselves. Why is it that people continue to think that roads magically cover all of their costs? The reality is they don’t and huge amounts of money spent on them every year comes from sources other than fuel taxes.
12:37 PM Sunday, 28 Apr 2013
Rather than plowing even more money into public transport there should be money spent promoting the benefits of telecommuting. That is having more people working from home.
If more people did this then this would go along way toward reducing the need for people to travel into work at peak traffic times. Choosing instead to either travel to work only when they have meetings that cannot be conducted online or stay at home and conduct their work affairs from there.
If more and more business adopted telecommuting as an option I am sure that over time the pressure on our transport system would ease quite significantly.
Many businesses now allow staff to work from home yet it makes very little impact. One of the huge benefits to working in an office with other staff is the ability to bounce ideas around much quicker and easier than is possible if everyone is in remote locations. This can have huge benefits for businesses.
Therecanbeonlyone (Auckland Region)
12:38 PM Sunday, 28 Apr 2013
(in response to the first comment talked about)
Kind of agree will you on this, trains in Auckland have a limited operational area. There are no train tracks over the shore, or out east. Buses are the only option for these areas. Maybe the money would be better spend on dedicated bus lanes (like over the shore) or dedicated bus roads (like Crafton bridge).
How I believe there is a place for trains in the public transport plan, where they are integrated with buses. Apart from the Papakura, Manuwera & Homai stations, I have not seen many other train stations that have a regular bus service near them. Perhaps the buses could transport commuters to the nearest train station and the trains could carry them from there
Yes trains have a limited area of coverage and that is being expanded on by the RPTP which was adopted by Auckland Transport. While AT has stated this as part of the RPTP, perhaps they need to mention this in any material relating to the CRL as well.
phil lindsay (Queensland)
12:41 PM Sunday, 28 Apr 2013
Developing effective rail in Auckland requires lane acquisition of land for tracks and parking. Auckland is not laid out for rail, more so because rail has not been developed over the years.
However extensive work has been done to develop its road net work. Therefore it is logical, and has been for decades, to develop of comprehensive bus network linking suburbs to each other and to the city.
This would require land for stations only. An intelligent city will work to its strengths, it does not mindlessly follow other cities. I have never understood why Auckland did away with its central station when it did, poor money into Britomart, and for decades has failed to develop the obvious.
If you build it they will come. If there is an effective bus service linking suburbs and the city it will be used, but it has to be put in place first.
This seems to ignore the issue that there is only so much space on the roads to handle buses, especially in the central city which is why the CCFAS found the CRL was the best long term option. It also ignores that the rail network had/has been sitting as a vastly underutilised resource. The CRL is about maximising that resource rather than having it sitting around just for a few freight trains.
And I will end on this one.
02:56 PM Sunday, 28 Apr 2013
Will never bother with the trains and can’t be bothered with buses either.
My plan is to wait till a lot of other people do, they the roads I drive on should be less clogged which is better for those of us that need our cars to get around for convenience and comfort.
At the end of the day, a lot of people will still drive and that is completely fine as people shouldn’t be forced to use trains or buses. As this person notes, their drive will likely be made easier thanks to the investment.
What all of these comments really confirm to me is that Auckland Transport need to be working to get some good, clear information out about the project so that people can properly understand it.