Auckland Star April 1973. Back in the Dark Ages it was considered appropriate to near kill the patient in order to help them. In the 1970s Central government transport planners nearly succeeded in killing the Auckland City Centre through the subtle act of flattening its densest and most proximate dormitory suburbs, then cutting it off any still standing from the city, and turning city streets into motorway off ramps. The charm and glory of these multi-year campaigns are still with us today on the beautiful avenues of Hobson and Nelson Sts, the terrible road pattern and wasted landuse of Union and Cook St, and the blighted devalued areas of K Rd and Newton. And of course the violated and severing gullies themselves. The scale of this ‘surgery’ can be seen in this spread.
The accompanying text is fairly flat and informational.
It seems the desire for a Tabula Rasa, a blank slate, like those postwar planners had in Europe, was so great that we made our own ‘bombsite’.
Happily now we live in more enlightened times and the next city surgery of scale will be much more sophisticated, the City Rail link which as an incision compared to this earlier work is laparoscopic; minimal invasive surgery. No need to maim the patient. Once done no one will even see it, except for that high value resource of people flooding on to city streets not in a car looking for a parking space. And will supply at least as much capacity as the three motorways that meet at this point do today*. So the CRL will double the accessibility to the nation’s most concentrated, biggest, and highest value employment centre, and fastest growing residential area, seamlessly. After the recovery from a few precise cuts, that is.
*Show your work, as Peter always says:
CRL 24 trains per hour each way 750 per train [not crush load; that’s 1000] ~ 36k [crush 48k]
M’ways 12 lanes @2160 [1800 vehicles @1.2 occupants] per lane hour ~ 26k
Of course the buses on the Bridge land some 9000 souls currently too.
Tomorrow is the next Auckland Transport board meeting and as usual I’ve been through the board papers to pick out the parts that were interesting to me.
The most interesting details appear to be in the closed session and that appears no different this month. Some of the topics are:
- Newmarket Level Crossing Project – I assume this will be seeking approval to lodge the Notice of Requirement
- LRT Alignment
- Deep Dive – Bus
- K’Road Value Engineering Outcomes – My guess is this is about the K Rd station for the CRL. AT’s project page now says they’re now only going to build one entrance initially and I’ve heard some rumours that it’s the Beresford Square entrance that will not be built. It seems to me this is incredibly short sighted and a classic case of ‘value engineering‘ engineering all of the value out of the project.
- CRL Communication Strategies update – This is likely to be about communication to manage the disruption caused by the CRL construction.
- Britomart Development update – presumably the bid by Cooper & Co to develop the site behind Britomart
On to the main business report.
- Te Atatu Rd – Construction has now begun and will is due to be completed in February 2017
- K Rd Cycleway – AT say ‘ concept design for stakeholder input is planned for the end of 2015.’ I’m looking forward to seeing what they come up with.
- Nelson St Cycleway – According to the report consultation is due to start any day now on phase 2 which for Pitt St and north of Victoria St. The main issues is whether it uses Nelson St or Hobson St to get to Fanshawe St and down to Quay St. I personally think they should do both options.
- Beach Rd Cycleway Stage 2 – Construction is due to be completed by the end of this month with a public opening ceremony for 18 September.
- Otahuhu Bus-Train Interchange – Construction is due to start in mid-September and due to be completed in June next year before the rollout of the new bus network in October.
- Manukau Bus-Train Interchange – AT are increasing the capacity of the interchange from 16 to 25 bays although two will be for bus layover. They say the key reason for the change is that the various inter-city bus operators will move from the CBD operate from there. Presumably this means that inter-city bus users going to/from the CBD will have to transfer to a train at Manukau. Particularly at peak times this might actually end up a faster outcome.
- Parnell Station – Works on the platform are due to be completed in October but there is no date yet for when it will come in to use. Also of note is the old Mainline steam sheds are currently being demolished as the site was recently sold to a retirement village company. There’s a bit of an irony in that we will end up with a retirement village on one side of the tracks and Student accommodation on the other.
- AMETI (Reeves Rd Flyover) – AT say a joint review between them, the council and the NZTA of the timing of Flyover and the busway from Pakuranga to Botany has been happening with final discussions around funding options due to happen in August/September. The recommendations from the review will go to the AT and NZTA boards in October and the Council Infrastructure committee in November. I wonder how much they’ve taken in to account the Basin Reserve Flyover decision, in particular as they’ve said the Reeves Rd Flyover won’t improve things unless they also replicate similar solutions at Waipuna Rd and Carbine Rd.
- Mill Rd – The hearings for the Notice of Requirement start at the end of the month. They say there were 286 submissions of which 216 were pro-forma ones in opposition.
- WiFi on PT – AT will extend WiFi to all PT modes and vehicles – we saw WiFi as a requirement for new buses last week. AT are already trialling it on trains and it was available on the special service they put on for the EMU celebration just over a week ago. A trial will also begin on Gulf Harbour ferries and the Northern Express soon.
- Active Modes Survey – AT say they’ve surveyed 1,600 Aucklander’s about walking and cycling along with their motivations and barriers for doing so. The high level results are completely unsurprising with concerns over safety from sharing lanes with cars continuing to be the largest barrier to more people cycling.
- Rail Service Performance – there is a fairly lengthy comment about the performance of the rail system.
Service delivery (or reliability) is the proportion of trains not cancelled in full or part and arrive at their final destination. Punctuality is the proportion of trains that were not cancelled in full or part and that arrived at their final destination within five minutes of the scheduled time. Presented below are the services scheduled (blue bars), total services operated on-time (yellow line) and punctuality percentage (red line) trends.
There was a significant improvement in performance recorded during the month, partly reflecting the changes implemented from 20 July which saw the replacement of diesel trains with EMUs on all lines except on the non-electrified section between Papakura and Pukekohe. The operation of a single common fleet type removed many of the restrictions that previously existed that had complicated service recovery by allowing trains and crews to be swapped between lines thereby limiting the adverse impacts following service disruption.
For Jul-2015 service delivery (reliability) was 96.6% and punctuality was 83.7% compared to the 12 month average of 96.0% (94.9% last 6 months average and low of of 92.9% in April) and 83.1% (79.2% last 6 months average and low of 73.6% in June).
For the period 1-9 August, performance improved further with reliability at 98% and punctuality at 89% across 3,766 services.
A number of days in mid-August have seen performance at more than 99% service delivery and 90-95% punctuality.
While only a few weeks into the full EMU operations, service performance improvement is encouraging and supports the decision to introduce earlier the full EMU services. A joint team of AT, Transdev, KiwiRail and CAF are now focused on delivering the planned improvements
- Some other PT comments:
- The first Howick & Eastern double decker arrives in the first week of September.
- The first of the new bus shelters have started has been installed. It appears that the focus is on getting a number rolled out on the Hibiscus coast in preparation of the new network which rolls out in October
- AT have asked Transdev and Kiwirail to review the timetables for the Pukekohe shuttle after complains the transfer time between services was too short.
- On the roll-out of more bus priority they say that over the last month:
- Onewa Road T3 lane (city bound) – went live in July
- Park Road bus lane (hospital to Carlton Gore Road) – consultation completed; construction due to commence in September
- Parnell Road bus lane (St Stephens to Sarawia Street – outbound) – consultation completed; construction due for completion in August
- Manukau Road/Pah Road transit lanes – internal consultation completed – consultation underway
- Great North Road bus lanes (New Lynn to Ash Street) – final concept plans completed – consultation completed
- Totara Avenue signal removal – improvements to New Lynn bus interchange; construction completed and live
- Esmonde Road bus lane – construction to commence September.
Last week I had some work in Sydney and while there I was able to grab a quick look at some aspects of that beautiful city. I want to start with Light Rail because Sydney has one line in operation, and is about to start another much bigger project next month, and one that is strikingly similar to what AT is proposing for Auckland. Similar in that it upgrades at capacity bus routes, links significant residential and commercial areas with the heart of the city from areas not covered by other Rapid Transit, links event locations with a major transport hub, serves some big tertiary institutions, and most importantly that it will be the catalyst for pedestrianising the main city street. For like AT’s Light Rail plan for Queen St Sydney’s also comes with the opening up of George St for pedestrians.
Below are some shots from my quick ride on the somewhat curious Dulwich Hill Line. This is mostly on the route of the old Metropolitan Goods Line, extended past the old docks of Darling Harbour for the tourist trade and terminating at the city end at at the busy Central Station. This is where I got on on a weekday morning, so heading against the flow, you’d think.
It arrives at Central on one-way loop to an elevated stop at the main concourse level of the Victorian train, Sydney’s largest. I assumed this was a built originally for Sydney’s previous trams, and so it was. The earlier system was largely about distributing into the city centre from this terminus station, but as Sydney grew a number of previously terminating lines were extended through to new underground stations in the central city and through to the bridge and across to the North Shore. The logical and very successful upgrade for a terminating city edge station, just like Britomart. In addition to the new Light Rail line they are also now planning the third underground city rail route and second rail harbour crossing: the new Sydney Metro.
The lovely CAF Urbos 3 arrived full and left full. On this evidence it looks like it could do with additional frequency.
It runs on city streets till Darling harbour then uses the impressive cuttings of the old Metropolitan Goods Line. So the route was not selected because it is necessarily the best place to run Light Rail, but because it was available. Very much like Auckland’s passenger rail network, and many new or revived urban rail systems globally [See Manchester Light Rail, and the London Overground for example].
This business of running services where there happens to be an existing route can of course lead to poor results if there isn’t a match with the surrounding land use, and this line at first did not perform as well as hoped. But that all changed with a the extension to a good anchor; Dulwich Hill rail station [opening 2014], and intensification along the route. It is now booming.
John Street Square Station with apartments and very urban open space above.
Heading back, and full again; mid morning on a week day.
Approaching Central on Hay St, crossing Pitt. Smart bit of kit.
There are obvious parallels with Auckland everywhere you look in Sydney, it is after all, pretty much just a bigger better version of a similar urban typology: a new world anglophone Pacific harbour city. It can be argued that Auckland is at a comparable point of development that Sydney was at decades ago, and while that doesn’t for a moment mean we should slavishly follow what happened there, there is much that can be learned from this city. There are a number of interesting projects underway in Sydney now, like the new Metro, which is introducing a new separate and fully automated rail system to complement the existing network. This is certainly an option for Auckland in the future, especially for upgrading Rapid Transit to our North Shore. The same universal urban forces are in play here as there, as can be seen with Light Rail in Sydney now: It is is working well simply because it delivers on the classic necessary conditions for this mode:
- Good land-use match: intensification around stations
- High quality right-of-way: mostly grade separate or has signal priority
- Strong anchors at each end of the route: train stations in each case, and destinations along the way.
- High standard of vehicle and service [sufficient frequency yet?]
The key lesson here is that if any of these conditions are missing steps must be taken to change them, as they did here. And that it is possible to exploit existing rights of way so long as there aren’t other barriers to change, especially to more intense urban land use around stations. Now that in Auckland we are well on the way to fixing the major vehicle and frequency standards on the rail network it is the development around stations that needs work. Especially as we only need to look at the improved performance of stations like Manukau City and Sylvia Park to see, yet again, how closely linked landuse and transport always are.
Looking ahead to the next Light Rail route in Sydney it is pretty certain that this will perform even better because it is designed around need not just route availability. It is hard to disagree with Alan Davies here when he writes:
There are literally hundreds of existing light rail systems in the world. The value of some is questionable, but Sydney’s proposed CBD and South East Light Rail line looks like it’ll be among the best.
And Davies, the Melburbanist, is often skeptical about high capex Transit systems, often questioning the value of ones in his own city.
I reckon that this is probably true for the proposed Auckland Light Rail programme too, with two provisos: That land around the stops is zoned for more intense use, and like in Sydney, that the through-routing of the current terminus station is at least funded and underway first. That’s the first fix.
This is a guest post by Warren Sanderson; regular reader, occasional poster, and seasoned traveller.
Hamburg, Bristol, Cardiff & Zurich
Bahnhofstrasse, the main shopping street of Zurich, is kept free for just transit [trams] and people, as Queen St should be.
In August last year I wrote a guest post for Transport Blog commenting on my wife and my experiences utilising public transport in the cities of Gothenburg, Hanover and Hamburg. I don’t normally like to revisit the destination cities we explore a second time until some years have passed, but we came away from Hamburg thinking we hadn’t done everything we would like to do. It is a good base to make day visits by train to the architecturally appealing and adjacent north German towns of Luneburg, Bremen, Stade, Lubeck, Schwerin and Wismar.
So back to Hamburg we went, to our favourite boutique ‘Henri Hotel’ located in reasonable proximity to the Hamburg Main Railway Station.
The very busy Hamburg Hauptbahnhof can be a little confusing at first but the staff in the Tourist Information, the Regional Trains Office and the DB Bahn ticket office all speak English and I found them most helpful. The DB Bahn people will work out a programme for you, with departure time, train changes and gleis (platform) No’s clearly set out, all of which enabled us to easily visit those towns.
Transport Blog commentators last year had drawn our attention to and recommended visiting ‘Miniatur Wunderland’ which we had not visited previously. It is the largest model railway in the world; incorporating roads, towns, port facilities and so on. Furthermore, it has a model airport, which has aircraft taxiing along the runway and even taking off into the air.
Note as in real life, that on the elevated motorway, the road traffic has ground to a halt, but the trains still get through on their own dedicated tracks.
Miniatur Wunderland is located in Speicherstadt, the old dark brick warehouse district. It is very popular so allow plenty of time if you visit.
Monckebergstrasse is the city’s main shopping street. It is the Oxford Street of Hamburg rather than the Regent or Bond Street – see the picture below which is getting toward the bottom of the street and with the magnificent Rathaus in the background.
Monckebergstrasse is a very wide street with very wide pedestrian areas on each side and a busway lane in each direction in the middle which can also be accessed by taxis and cyclists but apparently not by private cars. The pale yellow cars on the left are taxis at their taxi stand. Pedestrians cross easily and dominate the whole street – not vehicles.
In my post last year, I referred to the booklet I had obtained from the Rathaus which was the approved vision for Hamburg, available in both German and English, entitled ‘Perspectives on Urban Development in Hamburg’. One of the proposals to improve urban quality was to roof over the A7 Motorway cuttings northwards to reconnect severed suburban parts of the city.
This year I noticed a few of these road signs (below) which obviously have relevance to the proposal but because I don’t understand German, I am not sure what the message is, so if there is a German reader out there who can translate the message please comment……….
I have wanted to visit Bristol ever since I first read my father’s copy of Robert Louis Stevenson’s ‘Treasure Island’ with its wonderful original engravings by Wal Paget:
And now I have walked on the same quay as illustrated and found the same Inn where Stevenson found inspiration for the story.
In terms of pedestrian friendliness Bristol did not disappoint. Although quite hilly generally the central old town is quite flat with the many walkers and cyclists able to get about easily away from major arterial roads.
The town is big on Isambard Kingdom Brunel (1806 – 1859), engineer extraordinary and designer of the SS Great Britain and the Clifton Suspension Bridge – both worth visiting. He also designed Temple Meads Station as terminus for the Great Western Railway and many other transport projects in London and elsewhere.
During our week in Bristol we made a day trip to Cardiff. I had not visited Cardiff previously and was interested to find that the whole of the central shopping area was car-free. The streets, though often irregular, were quite wide, and busy. What I thought was important was that two larger modern type shopping malls were within and part of the central shopping area and could draw on the same public transport. Thus they contributed to the central areas vitality.
The obvious comparison is with our Hamilton where the Te Rapa development has resulted in the decline of the former ‘golden mile’ of Victoria Street and to me is an abject lesson in bad town planning.
Zurich was the last city we visited before departing for home – yes, wealthy Zurich where it is so easy to get to the airport. My little timetable shows that there are 158 trips from Zurich HB to Zurich Flughafen each day from 5.02 am to 11.17 pm. Sometimes they will be on a regional train and sometimes on an intercity with the latter continuing on to Winterthur and St Gallen. The journey to the airport takes about 11 minutes.
Zurich still has a tramway system which appeared to enjoy good patronage. I noted a couple of acute angled intersections where the plethora of intersecting rails could have been a bit of a hazard for crossing pedestrians but elsewhere the rails were straight and hazard free. I wouldn’t foresee any problems in this regard if a tram system for Auckland went straight up Queen Street and out the length of Dominion Road. And in Zurich the tram goes the length of the Bahnhofstrasse – one of the most elegant shopping streets in the world.
The whole point in writing this post is to indicate to readers that many cities are moving quite rapidly into the 21st century by turning back the motor vehicle tide to make their cities more people friendly.
For instance, the extent of Cardiff’s pedestrian (and bicycle) emphasis really surprised me.
We only spent a short time in London on this occasion but we were close to Paddington so it was an opportunity to get some idea of the extent of the construction needed to incorporate Crossrail’s station requirements into Paddington Station. It was also announced that Britain’s Chancellor George Osbourne has earmarked more than 100 million pounds in his latest budget to develop the Crossrail 2 proposal for rail between Hertfordshire and Surrey.
All this underground rail activity is happening under the aegis of a Conservative government, so it is hard to understand why our ‘conservative’ government is so opposed in principle to investment in Auckland’s public transit, when usage is increasing so rapidly and all the evidence so clearly supports a move away from spending solely on roading.
To make this work Auckland really needs to have a clear vision as Hamburg does, together with a better say in the best way of using our share of the contribution Auckland makes to national taxation coffers. In transport matters Auckland is being poorly served by national government at present.
I am sure that Hamburg’s vision was not reached without much discussion but I believe the ‘Free and Hanseatic City of Hamburg’ may have one advantage over Auckland and that is, that it is a ‘Land’ (i.e. Province – effectively a city state) with maybe less conflict than Auckland has with central government. It seems that our government are pursuing short term political goals which are to the detriment of a rational long-term plan for New Zealand’s largest city.
It is quite evident that New Zealand’s transport policies and spending pattern needs reforming and we can only hope that our current government is big enough to realise this and take appropriate action.
Like the CRL, only at a much bigger scale, Crossrail is a relatively short underground link between existing surface routes designed to unlock existing potential capacity.
Ponsonby Rd has pretty serious pretensions to being Auckland’s premier shopping and cafe strip, and it sure does attract very high volumes of people. However the amenity for these people is very poor. Both in terms of its form but also in terms of its upkeep. Overall I think its fair to say that like many places in Auckland pedestrians are clearly low on the radar for those who have been charged with forming and maintaining this street. Certainly compared to the constant and loving attention AT gives the roadway the footpaths are in a shocking state [see below]. At many times of any day there are as many or more people on the footpaths than in vehicles, yet both the quantity and quality of the public realm that is afforded to people not in cars is more than suboptimal.
Yet there’s lots that’s great here and with just a few well executed tweaks and it could be really fantastic. The street is among the best forms of public realm there is; and it is clear the goods and services on offer here and the opportunity for a good old fashioned paseo or passeggiata along this natural sunny ridge attracts all sorts, young and old, and at all times of the day and night. Ponsonby Rd has such great natural attributes and a near constant activation; the dull moments like the bank and fire station or parking lots aren’t too bad or too long. And anyway are likely to be improved. The length of it is worth walking; from K and Gt North all the way to Jervois and College Hill.
But despite these attractors the pedestrian realm is fractured and perilous. Any attempt to use the footpath, and let’s not forget that is the only way to access the shops and cafes, involves a constant yielding to fellow citizens in vehicles. And not just at the crossings of the narrow side streets but also on the many moments where the footpath itself is also a vehicle crossings. Frankly it is outrageous that the previous Council ever allowed a fast food business to run a drive-in facility that crosses the pavement twice across such a busy pedestrian place. And don’t start me on the terrible informal extra road they’ve allowed opposite the top of Franklin.
The Richmond/Picton intersection; we believe all modes would benefit from this returning to a Barnes Dance pattern. Certainly it would be safer and better for pedestrians.
Above: The Richmond/Picton intersection; we believe all modes would benefit from this returning to a Barnes Dance pattern. Certainly it would be safer and better for pedestrians.
And a great city walk is a powerful thing, commercially, socially: as an attractor for local business, it is the ‘public playroom’ for residents and visitors alike. I’m not advocating for more land here, just for the quality of what’s already available to be better connected, defined, and available for people doing that most valuable thing: walking.
The prime opportunity is for this public realm to be stitched together across the various interuptions. Firstly for each of the minor cross streets to have their priority reversed and become extensions of the Ponsonby Rd footpath by raising the surface up to footpath level in a continuous line. This would clearly communicate to drivers the need to proceed with great care when turning, and to yield, as some already do, to the more vulnerable pedestrian. Some of the wider cross streets like Vermont are already narrowed and planted with good trees, but continuous blacktop invites fast and careless driving by some impatient or inobservant drivers. This can be fixed, as can the crossings at the major intersections.
So a group of us have got together to outline a number of improvements we would like AT and AC properly investigate along this well trod path.
1. Raised pedestrian tables on the minor side streets inline with the footpath.
2. Reinstating the Barnes Dance at the Richmond/Picton intersection with Ponsonby Rd
3. Ped crossings at the existing refuges at the mid blocks.
4. Enforce the existing 40kph speed limit.
5. Ban U turns.
6. Implement the Ponsonby Rd plan
There’s a petition here: http://www.actionstation.org.nz/ponsonby-for-people
And I would like to add; complete the return of the London Plane trees along the length of the street so we will get fully a joined up architecture of these great street trees along the route.
Add your thoughts on these or other possible improvements and feel free to nominate other streets that you think would benefit from this sort of upgrade. And note this post is deliberately focussed on the pedestrian realm as the cycling, traffic lane, and PT issues are covered in the masterplan, but also so the pedestrian realm can be discussed in its own right.
On Monday the Auckland Transport board hold their next board meeting and as I normally do, I’ve gone through the reports to see what’s being discussed. Starting with the closed session we have a number of topics that could be quite interesting. These include:
Items for Approval/Decision
- Regional Passenger Transport Plan (RPTP) – I assume discussing the changes based on the updated RPTP consultation they conducted recently
- Media Advertising – Given it’s coming from the PT team it seems to be about how AT advertise PT in the media.
- CRL Business Case Summary – This should be interesting. I wonder if it is something new that will soon be released to the public or is a rehash of the old business cases.
Items for Noting
- Infringement Revenue – I assume this will be discussing what happens with infringement revenue
- LRT Stakeholder Engagement Plans – AT are continuing to progress their LRT plans (and a tender closes today for a Technical Advisor for the project) and so engagement with stakeholders is bound to increase. This appears to be information on how they’ll do that engagement.
On to the main report and first up are the project updates.
Te Atatu Road Upgrade – It appears that since the report was written the contract for this $30 million project has been awarded to Higgens Contractors and work starts 4 August. The project effectively widened to provide a flush median and sporadic on road unprotected cycle lanes and shared paths as well as replaces the roundabout at the intersection with Edmonton and Flanshaw Roads with signals.
K Road Cycleway – Around a year after we last heard anything there’s finally a mention in the board paper. Unfortunately it doesn’t give us info on when it might actually start being built.
An artist impression from last year. I believe the design has evolved a lot since this
Eastern Rail Cycleway (Glen Innes to Tamaki Drive) – The report says the NZTA should be awarding the contract to construct the first stage from Glen Innes to St Johns Rd by the end of this month while design and consent works continue on the rest of the project.
Onehunga Mall Streetscape – Construction starts mid-August on an upgrade of Onehunga Mall. The first improvements will be to the footpaths.
Mission Bay Street Upgrade – An upgrade of Tamaki Dr in front of the block of shops to the east of Patterson Ave in Mission Bay is also planned. The report just says they will be widening of a section of Mission Bay’s town centre and I can only assume they mean of the footpaths. Consultation will happen this year but construction won’t start till next year after the Christmas season. This is what a local board report says
The proposal is to widen the footpath, by removing the car parks along that stretch of Tamaki Drive. There will be a new mobility park installed in Patterson Ave, as a result of removing the existing mobility car park. Parking on Patterson Ave will remain as it is, with exception of the allocation of the mobility park. This will require the use of two existing car parks.
Ōtāhuhu Bus-Train Interchange – The detailed design is complete. There is currently a tender out for construction which closes mid-August and be awarded in September. Completion is now not till June 2016 and the new network for South Auckland continues to be on hold till this project is finished.
AMETI – Movement appears to be happening with the extension of the busway from Panmure to Pakuranga along with discussions of how it travels through Pakuranga
Lodgement of the Stage 2A NoR for the busway from Panmure to Pakuranga (Ti Rakau Drive) is pending resolution of the cultural mitigation process; this is expected by late July to permit on-going dialogue between lead iwi Ngati Paoa and other relevant iwi.
A joint review of the AMETI delivery strategy with regards to the timing of the Reeves Road flyover and Stage 2B (busway between Pakuranga and Botany) components has been carried out between AT, Council and the NZ Transport Agency, with final dialogue scheduled for July.
Newmarket Crossing (Sarawia St Level Crossing) – AT say in August they will be seeking approval to lodge a notice of requirement for the project however that means it will still have to go through a considerable process before it is built. This is important as AT claim it’s the one thing that’s stopping them from being able to increase the frequency on the Western Line.
On to other areas
Some new ads for the benefits of bus lanes. This is an area I think AT have been doing very well in lately.
Moving on to the projects and initiates that make up AT’s key strategic priorities.
Ticketing and Fares – AT have giving some a high level summary of the response to the integrated fares consultation a few months ago. All up 1556 submissions were received and the broad results are below.
- Do you think the proposed zone boundaries are about right? Yes 60% No 20%
- Do you think the proposed products are about right? Yes 51% No 37%
We won’t know the final outcome and any changes that would be made till later this year.
Electric trains – In total 54 trains are in the country and of those 47 have been accepted for carrying passengers. The last three sets arrive early August and all trains will be on the network by the end of the year
New Network – at the time of writing the report there were over 1000 submissions on the network for the North Shore. Consultation for the Isthmus and East Auckland is being targeted for September/October. The first area to go live will be Hibiscus Coas in October this year.
Capacity – The first two of Howick & Eastern’s 15 double deckers have come off the production line in Scotland. They will arrive for testing in October and then the remaining ones will be built in Tauranga. Ritchies have 18 double deckers on order and I’m aware one is already on the network.
Infrastructure – There are a number of bus priority improvements that are due to start or be completed this month
- Onewa Road T3 lane (city bound) – construction progressing and due to be completed in July
- Park Road bus lane (hospital to Carlton Gore Road) – consultation completed; construction due to commence in July
- Parnell Road bus lane (St Stephens to Sarawia Street – outbound) – consultation completed; construction due to commence in July
- Manukau Road/Pah Road transit lanes – internal consultation completed – external consultation commenced
- Great North Road bus lanes (New Lynn to Ash Street) – final concept plans completed – consultation underway
- Totara Avenue signal removal – improvements to New Lynn bus interchange; construction due to be completed in July
- Esmonde Road bus lane – construction to commence July
Customer Experience – Some more things for bus users not to look forward to
AT’s partner for bus shelters, Adshel, are launching 35 digital screens at prominent Auckland bus shelter locations, in a move that will offer advertisers unrivalled impact and targeting opportunities and in line with global leaders like London, San Francisco and Stockholm, where roadside digital advertising has seen large demand. Spanning sites across the Auckland CBD and key fringe suburbs such as Ponsonby and Mission Bay, the new format provide more opportunities for advertisers, and this will increase the revenue share available for AT.
Several months back, I took a look at the way we’re designing street networks and neighbourhoods in greenfield subdivisions. It’s not a pretty picture. The reigning assumption seems to be that places on the edge of the city are car-dependent now and will be car-dependent forever. As a result, developers and planners build places where it’s difficult to walk, cycle, or take a bus.
In my view, this ignores the reality that today’s fringe suburbs are tomorrow’s urban fabric. That’s nicely illustrated in this map from the Auckland Plan, which shows how the city has expanded since 1840. Suburbs built in the 1950s and 1960s are now firmly in the midst of the city.
In other words, urban growth wouldn’t be a problem if it weren’t for the fact that it is often pathological from a transport perspective – i.e. a developer goes to the edge of town and builds a bunch of cul-de-sacs, single use suburbs, and non-connective street networks, under the assumption that it will be a car-based place forever. Then somebody else comes along and develops the next paddock, and before long you’ve got this unworkable mess in the middle of an urban fabric.
In my previous post on the topic, I took a look at some research into how we can transform car-dependent suburbs into workable urban places. Here’s one such design from Galina Tachieva’s Sprawl Repair Manual. It’s a great idea, but it would require the purchase and demolition of 5-10% of the houses in the neighbourhood. The end result would be a net increase in dwellings as sites are redeveloped, but I can’t imagine it would be easy to implement.
Wouldn’t it be better to simply do it right the first time?
Now, I’m no urban designer, but it seems like there could be a role for strengthened structure planning in greenfield areas. This could entail, for example, local governments establishing (and rigorously enforcing) structure plans for street networks and street designs in new developments. The aim would be to ensure that streets functioned well for all modes of transport, rather than just cars, and that they didn’t create any “holes” in the urban fabric that would be difficult to travel through later on.
There are a number of great examples from the Netherlands, but I figured that it would be good to highlight some local examples where people are taking steps in the right direction. I haven’t comprehensively surveyed new developments, so I can’s say how representative these examples are.
First, here’s the development plan for Hobsonville Point. Hobsonville’s quite interesting as it’s conceived as a mixed-density, mixed-use place with a ferry connection. Here’s the plan for the street network at the Point itself:
The street cross-sections seem to be designed in emulation of the city’s most successful urban/suburban places – with street trees and relatively narrow lanes (by Auckland standards, at least). The two “boulevard” sections (red lines on the above map) are designed with 1.8 metre cycle lanes. It would obviously be better to have safe, separated cycleways, but hey, it’s a start:
A bit further west, at a Special Housing Area site in Whenuapai, they seem to be going one step further and installing separated cycle lanes on two major streets from the get-go. (All images are from the plan change released by Auckland Council the other week.) Although Whenuapai is following the classic “boxes in a paddock” model of suburban development in Auckland, it seems to be aspiring to something a bit different on the transport front. Here’s the map of the development:
It’s a bit difficult to understand how all of this will fit together without knowing more about proposed street networks for surrounding areas. The streets within the SHA seem like they may be quite wide, without consistent cycle provision. But take a look at the street cross-sections for the main arterials, Brigham Creek Rd and Totara Rd. They will have safe separated cycleways from the start:
Of course, a few cycleways in new subdivisions will not compensate for the street design mistakes made in previous developments. If you start riding the Brigham Creek Rd cycleway, you’re probably going to be mixing it up with traffic on some pretty inhospitable roads before long. That will take time to fix. But I’m hopeful that these projects are an indicator that we are in the process of overcoming our pathological approach to street design in new subdivisions.
Lastly, I’m aware that I’ve mainly talked about cycle design here, and omitted public transport. That’s because safe cycle facilities are particularly easy to install in advance, and challenging to retrofit. (Once people have moved in, adding cycle lanes means taking away their essential human right to free on-street parking – cue uproar!) But we also need to ensure that the area is served with good rapid transit choices, as proposed in the Congestion Free Network.
Given the growth out near Hobsonville and Whenuapai, perhaps we should be talking about accelerating the installation of busways on state highways 16 and 18? I honestly can’t see those areas working, long-term, without congestion free transport options:
What do you think about street design in new subdivisions? How could we do things better?
If you missed Mike Lydon’s talk on Tuesday about Tactical Urbanism you can now watch it online. I thought it was a great talk and highlighted how quick, cheap and temporary measures can be extremely useful both from an advocacy perspective to show better outcomes are possible but also for agencies like Auckland Transport to trial outcomes as part of a consultation process.
Did you go (or have you now watched the video). What did you think of it.
Now where can I get some of that traffic tape?
This is a guest post by Wellington architect Guy Marriage.
Wellington City Council has, at last, voted to go ahead with its first separated cycle-way and to adopt the Wellington Cycling Framework. The former is a section of cycle-way starting in Island Bay (a southern suburb next to Cook Strait, once a predominantly Italian fishing village). But just because it has been approved by Council, don’t expect it to go away as an issue. Down here, for inextricable reasons, it is dividing the local community like the Springbok Tour of 1981. Yes, it has become that venomous.
Bizarrely, or so it seems to outsiders, the people most against it are a small group of locals on “The Parade” whose properties it goes past. They will gain a cycle-way positioned close to the verge (or berm as Aucklanders call it), sheltered from the passing traffic by a row of parked cars. In doing so, about 30 of the about 300 carparks will be lost. You may think that seeing as this section of road has excellent off-street parking for nearly all residents, that this small loss of parking would be happily written off against the gain of a protected cycle-way. But you would be wrong.
Opponents (seriously) claim that the design of the cycle-path will cause deaths and destruction, particularly with the elderly and toddlers. Quite how the elderly have avoided their certain death all these years crossing over 2 lanes of infrequent car and bus traffic is uncertain, but opponents are certain that only death awaits the elderly as they cross the separated cycle-way. The logic escapes me, but evidently not local Councilors such as the Labour rep for the Southern ward, Clr Paul Eagle. He has teamed up quite firmly (but not in a Colin Craig manner) with Nicola Young, the local National-leaning Councilor, and future Mayoral contender. The current Mayor, Celia Wade-Brown, strongly Green and avidly pro-cycling, has largely kept at arms length from the fracas so far, especially as she lives in Island Bay and it is seen by some as her having a pet project – although this is probably quite far removed from the truth.
The argument appears to be that by having the cycle-way separated behind a row of parked cars, risks speeding, unwary cyclists plowing recklessly and frequently into people opening passenger doors on the left hand side (a 600 wide zone is allowed for this door-opening to safely happen, but even that does not seem to have gratified the people of Island Bay). Opponents of the cycle-way argue that these doors will be flung open without checking by small children, and that the kiddies will be mown down, along with any errant grannies who dare to cross the road, the potential row of parked cars, and the “killer cycle-way”.
At present, there is a small but steady stream of cyclists from Island Bay, who either share the main part of the road with the cars and buses, or else they cycle along a parallel, less busy road a short distance away. The road is wide – exceptionally wide by Wellington suburban standards – and stats for crashes are low. One of the valid arguments against the cycle-way starting here is that it is the easiest part of the route from here to central Wellington, and that the WCC should perhaps have tried to solve the harder parts first. They do seem to miss the point that without a safe path, cycle numbers will not grow. They argue that no-one much cycles there at present, and so there is no need for a separated path. If you think Northcote Point home-owners are NIMBYs, you haven’t yet met the Island Bay Luddites. “Cycleway anti community” placards and “Safety 4 ALL road users” signs dot the wall of one of the local shops – but this logic escapes me. I honestly would have thought that little old ladies and children would have been much more at risk from cars and buses than by cyclists. Covered in the Dompost here.
Proponents of the cycle-way starting here argue the opposite points – that Wellington needs to lead the demonstration of quality cycle-ways with the highest quality possible at first, in order to continue the trend of separation when it comes to the following, harder parts of the cycle network. A basic masterplan of cycle routes has been published by the WCC, and this is just the first part of the first route. It is planned to become a centerpiece of how to do it well. It was consulted on, both online and also with flyers to all locals, and a show and tell meeting one weekend – all very easy to find out about and attend – but the locals who did not make themselves aware of the consultation are now taking the matter to the Ombudsman. Sadly, I kid you not. This story continues on.
There are over 1000 children in the Island Bay region, the third largest population of children in Wellington. The words of Enrique Penalosa – the former Mayor of Bogota and the President of the Institute for Transportation and Development Policy – seem most appropriate here: “A bicycle way that is not safe for an eight year old is not a bicycle way.”
On faustbook: https://www.facebook.com/IslandBayCycleWay
We have been sent more LRT details from AT. Light Rail is undergoing investigation at this point, but slowly more of their thinking is emerging:
Clearly access to Wynyard is the most difficult part of this route. Queen St is so LRT ready and at last a use for that hitherto hopeless little bypass: Ian Mackinnion Drive. The intersection of New North and Dom Rd will need sorting for this too- Is there nothing that LRT doesn’t fix!
They are planning for big machines, 450 pax is at the top end of LRVs around the world.
At 66m, these are either the biggest ever made, or I guess more likely 2 x 33m units. 33m is a standard dimension, and enables flexibility of vehicle size.
The contested road space of Dominion Rd. Light Rail will create the economic conditions for up-zonning the buildings here; apartments and offices above retail along the strip. But the city will have to make sure that the planning regulations support this. Otherwise it will be difficult to justify the investment. Something for those in the area who reflexively oppose any increase in height limits, reduction of mandated parking, or increases in density and site coverage rules to ponder. If they prefer to keep the current restrictions they need to be aware they are also choosing to reject this upgrade. More buses will be as good as it gets, and AT’s investment will have to go elsewhere. I’m not referring to the the large swathes of houses back from the arterials, no need to change these; it’s the properties along the main routes themselves that need to intensify; anyway these are the places that add the new amenity for those in the houses. And not just shops and cafes, also offices with services and employment for locals, and apartments for a variety of dwelling size and price. Real mixed-use like the world that grew up all along they original tram system city wide, before zoning laws enforced separation of all these aspects of life.