The latest time lapse from the Waterview Connection project
The TBM is getting very close to the end of the first tunnel with it less than 300m to go.
The latest time lapse from the Waterview Connection project
The TBM is getting very close to the end of the first tunnel with it less than 300m to go.
We often deride traffic engineers for the road dominant nature of Auckland. Sometimes this can be a bit unfair as we know not all engineers are bad and the term is often be a bit of a catch all phrase for those involved in the road design process. So when I refer to traffic engineers I’m referring perhaps more to the people and processes that sees the focus on movement and storage of vehicles over a public realm that focuses on people, the type that an urban planner might try to deliver. This post from Greater Greater Washington highlights these opposing ideas perfectly. A freeway was closed along a section of the Anacostia River in Washington DC after a new and updated freeway bridge was built over the river and the old freeway bridge turned into a local road.
So basically a road and a few cycle lanes surrounded by likely a lot of not very useful green space (the option above even included underground parking under the road for almost the entire length). The other options were all variations of the same theme and this is exactly the same type of thing we would see here in Auckland – and are seeing with proposals to upgrade local roads e.g. Lincoln Rd.
These are just some of the options they came up with and include various versions of parks, and development options.
What’s worth noting is that the planners options contained just as many traffic lanes as the traffic engineers options did due to the transport engineers making it a requirement. The post questions the need for it to be four lanes but what is clear is that there are some quite different thinking going on between those just responsible for the movement of vehicles and those who also consider people and the city as a whole.
In Auckland if we could get more of the latter and less of the former then we could end up with a fantastic city that still allows for a wide range of movement even for those that want to drive.
The plan raised a number of concerns for me, in particular that despite all the widening buses still wouldn’t have a dedicated lane. That despite having to buy up land for the widened road AT were still only proposing shared paths for walking and cycling – which happens to go against the region wide standards they were separately consulting on. Lastly that the intersections where horrifically massive blowing out to 9 lanes in places in a bid to try and cater for every single direction of movement in a dedicated lane or two. Here’s a cross section
And a video of the proposal
Auckland Transport have finally provided the feedback from the consultation and all up they received 162 responses and here are the results of some of the key themes.
This feedback raises some questions. Why do they say AT may not be able to make the new lanes bus only, after all they do control the road and the widening project. In addition why do they only say separated cycling facilities will only be investigated as part of the detailed design. That seems very non-committal and hints that they may turn around later and say “we investigated separated facilities but decided against doing them”.
Occasionally someone will argue that we don’t need to invest in public transport as new technology like driverless cars will come along and render our roads much safer and more efficient. In some cases they say the impact on the transport system will be similar to the one that private vehicles started having on transport. At the transport debate just over a week ago Transport Minister even spoke about a future of diverless vehicles after being given a ride in one of Google’s prototype autonomous vehicles.
We’re told this technology is just around the corner and it will soon be on the market. However in many ways it seems much like a carrot that’s constantly hanging from a stick in front of us as despite the progress being made by Google the technology is still a long way away from becoming a reality.
Those seem like some fairly serious issues that need to be addressed before the technology could even be considered for public use. For their part Google thinks the issues could be resolved in 5 years-time but I suspect that timeframe could turn out to be a pretty wild guess. Going further, even if Google manage to get everything working fantastically within that time frame it’s unlikely there’ll be more than a handful in the country for quite some time and it would take decades before they’re owned in any quantities. For the time being at least it seems like we still not going to see any change to the status quo.
The timelapse below shows what it took for the NZTA and their contractors to build a cycling underpass at Wellesley St. While the road was narrowed the street itself was only closed for about a week. Now if only we could get some similar underpasses at interchanges like St Lukes.
We’ve talked quite a bit about how trends in New Zealand are changing and one that regularly talk about is Vehicle Kilometres Travelled which is the distance that vehicles in New Zealand drive. The results come collating the distance travelled from vehicle odometers which is something checked each time someone gets a Warrant of Fitness. The distance we travel on a per capita basis has been dropping for some time.
Last week at the transport debate Gerry Brownlee said new data would show the trend of declining VKT was reversing as the economy recovered. His suggestion being that just around the corner we’re going to need roads like Puhoi to Warkworth to deal with the extra driving that we’re all supposedly meant to be doing. But are we actually driving more? Well new data from the Ministry of Transport suggests that on a per capita in Auckland basis we each are still driving less than we did decade ago.
Other regions show an assortment of outcomes with some results up and others down.
In Auckland we’re driving less but of course we also know for the last decade or so the big story in transport has been the resurgence of PT use which has been growing strongly. This is growth is off the back of investments like Britomart, the Northern Busway and the bus lanes on the isthmus e.g. Dominion Rd.
So how does this growth in PT trips compare to the changes shown above for VKT? The graph below shows the two and there’s quite a difference as to where the growth is occurring.
Of course the number of PT trips is coming off a low base however a 30% increase in use is nothing to sneeze at. At the end of June 14 each Aucklander took approximately 47 trips a year on PT. That’s fairly low by international standards or even compared to what’s achieved in Wellington however with all that’s going on with PT right now we could see the result rise considerably in the next few years.
18: A Great South Road?
What if Great South Road truly was great?
The creation of Great South Road was one of the great formational moves in the early expansion of Auckland. Starting in 1861, some 12,000 soldiers built the highway over 2 years to provide a direct route south out of Auckland to the Waikato hinterland during the New Zealand Wars. It quickly became the primary commercial and community link between areas to the south of the isthmus, providing opportunity for the garrison communities like Otahuhu that had sprung up along its route to become important centres in their own right.
That role has long been surpassed by the Southern Motorway, but the legacy of Great South Road remains. It is a highly important route connecting communities and large employment areas in the south. As a route however, the legibility of where it goes and what it connects to is perhaps not very widely known or understood for Aucklanders who live and work further afield, who will be much more familiar with the motorway.
Much of Great South Road already is great. Places like Otahuhu are vibrant and diverse with a bright future. Otahuhu has significant development potential underpinned by a fantastic legacy of a historic fine grain pattern of streets and subdivision on flat land. It can readily adapt to support further growth that will benefit both the town centre and forthcoming rail-bus interchange.
By contrast, other sections of the route aren’t so great, still feeling like the road is still the main highway out of town.
Wouldn’t it be great if Great South Road – in stark contrast to the southern motorway – could become a celebrated route through the south that relates to the urban fabric and communities of Auckland? A strengthening of the corridor and centres through greater mixed use development, improvements for walking and cycling and a legible and frequent bus route with rail connections at Manurewa, Manukau, Otahuhu, Penrose, Ellerslie, Greenlane and Remuera starts to add up to what sounds like a great urban corridor for this part of Auckland.
Great South Road, and other similar urban corridors, should have stronger alignment of land use and transport planning in the future to work steadily towards becoming positive forces in the city that can help shape and guide how Auckland grows and develops into the future.
I don’t tend to look at the motoring section of the Herald much however every now and then something stands out – often for its comedy value – and that was the case yesterday in an article titled Motoring Mythbusting. The article covers off a number of areas but two in particular deserve some attention. The first one talks about the cost of petrol.
Almost not quite sure where to begin so this is basically just a dump of my various thoughts about the comments above.
Paying over $100 to fill a tank on a regular basis might not be a big burden for the author but for many households it is a significant cost and it’s a cost that’s been rising with the price now sitting firmly over $2 per litre. The impact of the rises in fuel price are being reflected the spending from peoples wallets. The Electronic Card Transaction data from Stats NZ shows that over the last 11 years the percentage we’ve spent on fuel compared to other retail activities has gone from 10.5% to 16.5%.
For families on low incomes the percentage of their income spent on private vehicles is likely to be even higher which leaves them with less money to spend on other things, like food. But more often than not it’s not just about filling one car but multiple ones. In the 2013 census 257,856 households in Auckland out of the 469,500 (55%) had two or more vehicles. In many cases families simply have no choice but to have multiple vehicles due to the dispersed nature of jobs in Auckland and lack of viable alternative options, all of which means higher household fuel costs.
The author then claims that petrol for a car isn’t really that much when you compare it to depreciation, insurance, licencing and other transport costs. Of course he compares the depreciation on a brand new car while many people buy cheaper second hand cars for which the amount of depreciation is less however it is an important point that the cost of fuel is just one part of the overall picture in owning a car. He’s also right that mobility and the ability to get to many places is a really important thing. I would suggest though that it isn’t just a car that can improve mobility and open up the places you can travel. A well designed PT network with frequent services and integrated fares can do that too. Combined with riding a bike or walking such a network can provide mobility options in the city and where PT priority exists can also do so free of congestion.
What’s more travelling on such a network can be comparatively quite cheap. For example a monthly pass covering the entire urban area is $190 a month or a maximum of $2300 per year. That’s less than half the cost of petrol mentioned in the article and combined with the abundant access the new network will provide will become ever more compelling for people. To me the huge benefit of the PT investment that’s happening or that we’re pushing for is not that it will force everyone out of cars but that it allows some people to reduce their level of car use. Perhaps a two car family will be able to go to a single car, or a three car family down to two cars.
The myth in the article that caught my attention was the last one.
I wonder how long it will be before the government start using this line?
Yet as Peter pointed out the other day, many people don’t value speed and choose to pay for travel with time, does this mean they value their life less or just differently to a motoring journalist.
Wow who knew there were so many farms in Remuera or have some locals just started taking the term Remuera Tractor a bit too literally.
At over $200 for a petrol vehicle it doesn’t take too long to rack up over $100,000 in licencing fees that should go to the government while for a diesel vehicle this could be even more as a Class B exemption also means the owner doesn’t need to pay Road User Charges.
As the article mentions it isn’t only farm vehicles that people claim their vehicle as with a lot also claiming their vehicles as ambulances.
A couple of hundred thousand or perhaps even as much as a million per year might seem small compared to the billions collected annually from the NZTA’s funding sources however it still represents a large sum of money. It also seems like this would be something fairly easy to resolve as after all the NZTA should have the address for the owner of each vehicle so surely they shouldn’t be too difficult to track down.
The Auckland Transport board meeting is today and below are the bits and pieces from the reports that caught my attention.
First up as usual there are a number of items in the closes session of the meeting that it would be very interesting to see the details about. These are
On to the Chief Executives report. These are generally just in the order they come up in the report.
AT are working with some of the teams from the HackAKL event and two of the top five teams will have a completed concept within three months.
AT are creating a customer charter which includes specific measures that cover PT, roading, walking and cycling and they say they have been looking overseas to find out what the best practices are. They say the draft versions of the charters will go to a board committee in October. I think a customer charter with specific measures is a good thing and I would hope that there is some consultation from the public on final versions.
AT will be holding a consultation in late September on the rehabilitation of Franklin Rd and surrounding streets. They say Major focuses for the consultation include maintaining the heritage value of the
A detailed business case will finally be done for the East West Link. It’s something I would have thought should have happened long before it was moved near to the top of the priorities list.
AT say the Environment Court appeal against the Silverdale Park n Ride might delay construction till the next financial year (i.e. after July next year).
On the EMUs there were 22 in the country at the time of writing the report however some more arrived yesterday and provisional acceptance had been issued for 18 of them. After the August summer holidays production will be ramped up as the intention is that by the end of the year we will get four delivered a month instead of the current two per month. On the issues with the over cautious signalling system they say
As part of the Otahuhu Bus Train Interchange AT are looking at connections to and from the station. The report notes that this will include additional bus priority and improved walking and cycling connections.
At Panmure the new road alongside the tracks is almost finished and due to open to use at the end of September. It’s been called Te Horeta Rd. The image below is from the board report showing the road and it’s looking very much like a mini motorway although I would be happy to be proven wrong once it’s finished.
HOP use keeps on growing which is a great sign. Overall 67% of trips were paid for with HOP which was up from 65% in June. By mode bus was up from 62% to 65% while rail was up from 75% to 76%. In some ways this is not surprising given the changes in fares that occurred and means the trend of increasing HOP card usage is likely to continue. They also say a strategic business case as well as revenue and patronage modelling for integrated fares is almost complete.
Perhaps the biggest news from the report is about the next train timetable which is now targeted for November
Some good news about the look of buses in the future with AT developing what sounds like a region wide design. This is long overdue although I’m sure some operators won’t be happy (I for one can’t wait to see the back of the horrid Birkenhead bus livery). They say the starting point for the new livery is based off the design used on the electric trains and the livery will be included in the future operator contracts which will be rolled out with the new network.
AT say they are also working on a wayfinding system which is something long overdue.