As Auckland develops I find it’s always useful to compare how Auckland performs in relation to other similar cities around the world. It allows us to see what they do well and what they don’t and use that information to guide us in making our city better. There are two cities we frequently use as examples Vancouver and Perth. Both cities are larger than Auckland – 2.4 million and 1.9 million respectively – on average have less population density (not that I particularly like that measure) and have similar levels of CBD employment as Auckland. Both cities have also invested quite a bit in public transport over the last 30 or so years. Vancouver has built their Skytrain system after having no rail network at all while Perth started out with a diesel network carrying about the same number of passengers our network currently does, it has electrified and expanded the system considerably and patronage has grown. They even managed to find a city to sell their old trains to (us).
But with this post I want to suggest a new city we should be adding to the comparison list – Calgary.
So why Calgary? Well first of all unlike the two cities already mentioned which have larger populations than Auckland- and therefore are useful to compare where Auckland might be in 20-30 years’ time, Calgary’s population is slightly smaller at about 1.15 million. Yet over the last 30 years the two cities have shown remarkably similar growth with Auckland’s population having increased by 81% while Calgary’s increased by 85%.
Like the other cities mentioned, on average Calgary is also less dense than Auckland and being on a river plain there is little geographically to stop development from spreading in all directions. It does seem to have a slightly higher share of its population work in the CBD but the numbers are on par Auckland if you included the fringe areas like Newmarket, the Hospital etc. Further if you look at the CBD from satellite maps you can see massive amounts of car parking on otherwise empty sites all around the city. So by most measures you would expect that Calgary would perhaps perform fairly similarly to Auckland when it comes to public transport – and by similar I mean poorly. But it doesn’t as you can see from the graph below (note the big dip in 2001 was due to an almost two month strike).
When you combine the population and PT boarding’s you can see that the key difference between the two cities is that Calgary managed to slightly increase its per capita PT boarding’s while in Auckland the number more than halved in the 10 years from 1984 to 1994.
What was different between the two cities that meant Calgary was able to keep its PT system performing and improving while in Auckland things went through the floor? I’m sure there are quite a range of reasons however one of the most obvious has been the effort that has been put into developing a rapid transit network for the city. Starting in 1981 the city built its first light rail line and have expanded it quite a bit since then. But this isn’t just an old school street running tram system, like the one that used to exist in Auckland but a rail network that runs on exclusive right of ways through much of the urban area with occasional level crossings. In many parts it runs in the median or to the side of motorways, much like the Northern Express. The only place that the system runs in the street other than a level crossing is through the CBD where the route is only shared with buses and emergency vehicles. The Calgary Transit site has a useful history of the system showing how it has been frequently been extended.
1978 – construction of the first leg of the CTrain began.
1981 The 10.9 km south line from Anderson Road to 7 Avenue S.W. was officially opened on May 25.
1985 – Service commenced on the northeast leg of the CTrain. The northeast, 9.8 km line extends from the east end of 7th Avenue, across the Bow River and northeast to Whitehorn Station.
1987 – The third leg of the CTrain system was completed in the northwest. The northwest line extends from the west end of 7th Avenue, across the Bow River and north to the University of Calgary.
1990 – The northwest leg was extended to Brentwood Station, increasing the line to 6.6 km.
2001 – The south CTrain line was extended to Canyon Meadows (2.0 km) and to Fish Creek Lacombe (1.4 km.
2003 – The northwest CTrain line was extended to Dalhousie (3.0 km).
2004 – The southwest CTrain line was extended to Shawnessy and Somerset/Bridlewood (3.0 km).
2007 – The northeast CTrain line was extended to McKnight-Westwinds (2.9 km).
2009 – The northwest CTrain line was extended to Crowfoot (2.2 km).
2012 – The northeast CTrain line was extended to Martindale and Saddletowne (2.9 km).
2012 – The West LRT CTrain line opened, between downtown and 69 Street W (8.2km).
The map below shows the reach of the system with each colour representing one of the extensions above, the most recent of which was less than a year ago.
Calgary Transit doesn’t break down the patronage by mode but some figures they do release suggest that the LRT system accounts for 50-60% of all PT trips. The LRT network is also supported by a bus network that has a similar design to what Auckland Transport is about to roll out with buses that connect into stations and allow transfers rather than try to be everything to everyone.
But it hasn’t just been a case of extending the LRT network as Calgary has also focused a on a number of Transit Oriented Developments (TODs). The one in the image below is a place called Saddletowne, a greenfield site at the end of the North East line. The satellite images cut off half way the centre through however you can quite clearly see the beginnings of a town centre (looks like a strip-mall though) next to the station. Houses radiate out from it. The LRT line was extended to the town centre just over a year ago and a recent study suggests that over 8,700 begin or end at the station every day with 63% of people getting to the station by walking. To put it in perspective, that is busier than Newmarket. What’s more you can quite clearly see that the city has planned for potential future expansion by leaving a corridor of development heading north for the next sprawl suburb.
But perhaps the most interesting thing about Calgary is how they are planning for future PT expansion. They have just completed a 30 year plan called Route Ahead which looked at exactly how they will expand and improve the PT system. But this wasn’t just planners deciding how they will develop the system but they involved the public all the way along, including what corridors and modes would be used. Most of the plan is fairly typical including stuff about how people will access the system, what the customer experience will be etc. As part of the process they have created and published a future RTN map showing how they intend to connect the rest of the city up with a comprehensive system of LRT, BRT and Transitway (Bus Lanes).
Now this on its own isn’t unique and many cities have these types of plans however the thing that interested me the most was that the city is planning to fast track a large proportion of the network over the next 10 years. That plan also includes starting to build the patronage on what will be the third pair of LRT lines but starting off initially with a cheaper BRT solution. The future RTN and the 10 year fast tracked system is below.
Why this is so interesting is that it is a similar approach we have suggested that needs to be taken in Auckland with the Congestion Free Network. We have shown a vision for how we could develop a high quality RTN network that covers much of the city that is a fraction of the price of the massive roading spend up planned and have said that we should fast track it to really reap the benefits. By doing so we could quickly get a much greater balance in out transport system giving Aucklanders some real choice in how they get around.
The development of places like Saddletowne – while not perfect – also provide an example of what we should be doing with the greenfield Special Housing Areas recently announced. If we have to sprawl then we should at least be trying to do a much better job of it than we have in the past by designing them right from the start to be easy to serve with public transport.
The one thing that is clear from the example of Calgary is that the on-going development of an RTN quality service has been absolutely critical in the performance of their PT network and making it attractive to use by a large number of people. Auckland didn’t really start developing its RTN until 2003 with Britomart, over 20 years later. Further, to get to where they are now (and what they are doing in the future) they have put effort into creating an easily understood vision and getting the public on-board. I firmly believe that if AT/the council were to present a comprehensive vision for PT in Auckland like we have done with the Congestion Free Network then many of the conversations and arguments we as a city would be having would be quite different. They would largely turn away from bickering about individual projects to discussions about how we get if built sooner.
This is a Guest Post by Generation Zero Wellington member Paul Young
Following an 18-month process, the Wellington Public Transport Spine Study was finally released in June and picked bus rapid transit (BRT) in favour of light rail as the best option for a new high-quality public transport system in Wellington city. Greater Wellington Regional Council is currently taking submissions on where to next, closing tomorrow. On one hand it’s positive that things are progressing.
However, the results and many assumptions of the study are highly dubious and have raised the eyebrows of many in the transport world. World-renowned transport academic Professor Peter Newman (also a board member of Infrastructure Australia) weighed in on it while in Wellington recently, saying the study “doesn’t do justice to light rail”.
Generation Zero has put together a quick submission form for people to easily have their say along the lines of our views, as explained in this handy little graphic.
Now there is nothing inherently wrong with BRT, and we aren’t blind light rail evangelists – in fact following the release of the study I was pretty convinced BRT was the way to go. But having read up and considered the evidence we believe it’s a short-sighted and problematic choice for Wellington. Light rail is a future-proofed option that we believe would deliver more benefits.
Here are some key points from my perspective about the study and the two options.
Cost and route
The study gave an extremely high cost for light rail ($940 million) because it chose a split route which involved building a whole new tunnel through Mount Victoria. Meanwhile the BRT option got a free tunnel by sharing the second Mount Vic car tunnel proposed to be built following the Basin Flyover. Doing this, by the way, would no doubt cause problems and delays by buses getting caught up in traffic congestion.
We believe cheaper options that avoid the need for a tunnel are feasible. In particular, a single line from the Railway Station to Newtown and then to Kilbirnie over Constable St and Crawford Rd was unduly dismissed in the study. The original reason cited in the study was just that it was “too slow”, but this later evolved into “you’d have to demolish a row of houses”. A quick play on Streetmix suggests otherwise, so long as we could find a way to remove the on-street parking.
Based on a similar cost per kilometre used in the spine study (~$56 million/km), this route would cost less than $400 million (compared with the study’s $207 million for the BRT option).
This route also doesn’t depend on building big new roading projects first, and avoids destruction of town belt land to widen Ruahine St. It would mean adjustments such as loss of parking on Constable St and slightly slower travel times to the CBD for Kilbirnie passengers, but benefits would include higher frequency service for Kilbirnie and Newtown residents and hence shorter waiting times.
In narrow corridors typical of Wellington, light rail has a much higher maximum capacity than BRT – approximately 10,000 passengers per hour in each direction, compared with just 3,000 for BRT. This is primarily because of smaller vehicle capacity (Wellington could handle buses for about 100 people, but trams for up to 300) and restrictions on how many vehicles can use the corridor per hour in order to give them full priority at intersections and maintain reliable service.
Retired transport engineer Kerry Wood gives a detailed explanation in this post on Scoop, and you can read his full 30-page submission here.
The study actually found that for the proposed BRT route, service from Kilbirnie through the proposed second Mount Victoria tunnel was at capacity from day one – let alone with any patronage growth. Information about service in the Golden Mile is unclear in the report but it seems BRT may be overloaded from the beginning here too. 
What is certain is that BRT doesn’t allow for significant future growth in ridership without compromising the service reliability and quality. Why invest hundreds of millions in a short-term option that will struggle from the beginning?
The modelling done in the study made no consideration for the higher ridership appeal of light rail over bus rapid transit, when there is strong international evidence demonstrating this.
A recent meta-study by Peter Newman and colleagues  shows rail outperforming bus in attracting trips from 1995-2005 throughout Australia, the US, Canada, Europe, Singapore and Hong Kong. Another meta-analysis for North American cities found that from 1996-2003 public transport trips increased by an average of 16% in cities that built light rail versus just 1.7% in cities that built bus rapid transit.  For a range of reasons, people tend to find light rail more appealing.
The study concluded that light rail would only attract as many extra PT riders as an enhanced bus service – overall growth of just 1% by 2040 – and that bus rapid transit would attract a lot more riders. This is way out of line with international experience and warrants strong scrutiny. The low predicted patronage growth in general needs to be questioned in light of NZ evidence shown on this blog of annual growth on the order of 16-20% following the opening of Britomart and the Northern Busway, vastly exceeding projections.
Transfers and the wider network
The main reason given for light rail coming out so bad compared with BRT is transfers. The study says light rail requires a lot more of them because – in theory – the BRT buses can continue out the ends of the corridor.
The modelling used a “transfer penalty” of 5.5 minutes – which is added to the actual expected waiting time – to capture the “inconvenience of transferring and boarding another service”.  Apparently this is actually a lower value than often used overseas. But again, the results are strongly at odds with observed outcomes in New Zealand and overseas and need to be questioned. Another point to note is that feeder bus services were not optimised.
It seems questionable whether BRT buses will really be able to continue outside the main corridor – at least without considerable adjustments and cost. Remember these will be big, articulated “bendy buses” (I suspect double-deckers may be a hazard on the infamous windy days!). Will Wellington’s tight streets really be able to handle these big buses as is, and will local residents tolerate it? It appears the study assumed no extra infrastructure cost outside the main spine route(s) despite the suggestion that “BRT” buses will be doing this:
Note that the dedicated corridor only operates between the black dots.
Perhaps the bigger question this raises is about reliability. If you have a light rail or BRT system operating entirely in a dedicated corridor with priority at intersections, the service can be very reliable and maintain regular frequency. If BRT buses are venturing out of the corridor they are bound to get delayed in traffic causing variable trip times. This was not considered in the study.
And while we’re on the topic of buses mixing with traffic, will the BRT really have dedicated right of way through the proposed second Mount Victoria tunnels? If not, will the supposed 3 minute time saving of the split route to Kilbirnie simply be eaten up by buses getting stuck in car traffic?
The spine study suggests approximately equal overall land value uplift from light rail or BRT of about $240 million, but again this seems at odds with international evidence that light rail offers larger and more reliable increases in property value.
Calculations by Tom Pettit as part of his postgrad research on the PT spine gave an expected land value uplift for light rail of $2.5 billion based on an an international review of over 50 installations across the world – an order of magnitude higher than the study’s estimate. He also estimated the increase in rates and fare recovery over 30 years would be $712 million, nearly paying the capital cost back twice. 
So that’s some of the key points, leaving aside some of the more intangible things around benefits to the urban environment, benefits of electricity as a fuel source, and so forth.
I guess a good note to end on might be to return to another nugget from Peter Newman, reported by Tom Pettit: There are 170 cities around the world with less than 150,000 residents that have light rail that is working. Why can’t Wellington?
We encourage readers to make a submission by Monday either using our form or the one on the GWRC site.
 Wood, K. (2013). Submission on Wellington Public Transport Spine Study. See “BRT capacity” section, p15.
 Newman, P. et al. (2013). Peak Car Use and the Rise of Global Rail: Why this is happening and what it means for large and small cities, Journal of Transportation Technologies, Vol. 3, No.4.
 Henry, L. & Litman, T. (2011). Evaluating New Start Transit Program Performance: Comparing Rail And Bus. Victoria Transport Policy Institute.
 GWRC, PTSS Short List Evaluation – Modelling Report. See pp79-80.
 Pettit, T. (2013). Bus Rapid Transit or Light Rail? Presentation at Exploring the Spine Study event, 23 September.
This is a cross post from Generation Zero whose Wellington team were perhaps felling a little left out our Congestion Free Network
By now you will hopefully have heard about the alternative transport vision for Auckland we’re pushing alongside the Auckland Transport Blog team; the Congestion Free Network. Quite a few people have asked, “when are you gonna do one for Wellington?”. Well guys, with the local government elections looming, the time has come.
Before I write any more words, allow me to drop the map.
It might sound clichéd, but Wellington is really at a transport crossroads. It’s on the cusp of a massive motorway expansion all the way from Levin to Wellington Airport, in the form of the Wellington Northern Corridor – one of the Government’s fabled “Roads of National Significance” (RoNS). The ramifications for the climate, our economy, and the special character of the “coolest little capital in the world” are pretty huge.
You might have heard John Key a few months ago announce that “Wellington is dying and we don’t know how to turn it around”. Apparently, the best answer is to spend well over $3 billion on some big new roads and tunnels through the heart of the city and region, to widen those state highway arteries. Surely this will get the blood pumping again!
The thing with a major roading operation like this, though, is it can have serious side-effects. In this case: “choking”, on all the extra cars it will bring into the city.
Capital will choke on new highways – Dominion Post 2/9/13
Gridlock is predicted to worsen across the Wellington region after Transmission Gully and the Kapiti Expressway are built.
Hardest hit will be Wellington city, as people from Porirua and the Kapiti Coast ditch public transport in favour of a faster, cheaper journey into the capital on the new four-lane highways.
The predictions are contained in a report commissioned by Greater Wellington Regional Council, which warns that local roads could struggle to handle the additional tens of thousands of cars hopping off State Highway 1.
There is some alternative therapy being offered in the form of the Public Transport Spine Study. This was supposed to tell us the best option for a high quality public transport solution along the city’s “growth spine” (Johnsonville – CBD – Newtown – Kilbirnie), particularly addressing the major bus congestion in the CBD that makes the current service slow and unreliable.
But, unfortunately, the Spine Study has problems of its own. It seems to have made an unfair and simply incorrect assessment of the light rail option, rendering the cost huge ($904m) and the benefits low (we’ll have a lot more to say about that). Even in the study’s best case option, Bus Rapid Transit, it projects the number of public transport trips in 2030 will only just claw back the lost ground as a result of the motorway building binge. And now the official line is that we can’t deliver this for at least nine years – five years after the International Energy Agency says global emissions should peak to be on a path to keep warming below 2°C.
We think Wellington deserves better. We see more and more cities around the world forging ahead fast with smart transport systems that help free us from dependence on oil and cars. These cities will be the ones prospering in the 21st century.
Wellington can’t afford a lapse back into the past – it’s time for a fresh, forward-looking transport vision. That’s why we’ve worked with some independent experts to develop…
It’s a holistic plan that we think builds on Wellington’s strengths to deliver better transport, a better economy and a better city. And it would cost much less than the planned motorway spend.
Over the coming weeks we’ll unveil and discuss more about Fast Forward Wellington. For now, I’ll just say a bit about the main components, shown in the map above.
1. A high quality “congestion free” public transport network
This means giving people the choice of reliable, high frequency PT services physically separated from traffic congestion, just like we’re pushing for in Auckland.
The first step would be building light rail on our alternative spine route from the Railway Station to Newtown then on to Kilbirnie over Constable St. We project this would cost less than $400 million and could be completed by 2020 by moving fast. Over future years the network can then be extended outwards – to the airport, Miramar, Island Bay and Karori. In the meantime these lines could be bus-only lanes connecting to the rail spine for transfers and some through services. Some routes like Brooklyn would probably remain as peak-hour bus only lanes.
2. A comprehensive Copenhagen-style cycleway network
This means giving people the choice of a safe and pleasant trip by bike with protected bike-only corridors.
Our proposed network would see about 150 km of segregated cycleways built throughout Wellington, Porirua and the Hutt Cities. This would be in conjunction with more on-road cycleways and traffic-calming measures to make the streets safer. With adequate funding of around $20 per resident each year, matched by central government, this could all be completed within a decade.
3. A city- or region-wide car share system
This means giving people an option of not owning a car but still having the service available for those occasions when they need one.
How does car sharing work? People pay a subscription plus a per-use fee, and can rent a car for minutes, hours or days at a time with little notice required. Systems are in operation in many cities around the world withZipcar. A company called CityHop has a small network in Auckland plus a couple of cars in Wellington and Christchurch.
Our proposal would see upwards of 200 vehicles rolled out across greater Wellington, making it a world-leader in car sharing. And for a cherry on top, how about making half of these full electric vehicles, with the rest plug-in hybrids or other high fuel efficiency vehicles?
There are some other components to the vision too. You might have also noticed on the map some new pedestrian zones or low-speed “shared spaces” on Lambton Quay, Courtenay Place and in the Newtown and Kilbirnie shopping areas.
And of course, there’s one pretty big point – Wellington doesn’t stop at the Railway Station. In fact about half of the Greater Wellington population live north of it. So, what could be done for those people?
We’re lucky to have some really good rail infrastructure to the north already, but there are a range of ways we can make it better – further electrification and double-tracking, building new stations, more cycle lockers and park & ride facilities, and much more.
And here’s one vital aspect: by building light rail in Wellington City and physically integrating this with the Railway Station, we unlock the potential for tram-train services from the north running through the CBD – rather than terminating at the edge. That means if you live in Johnsonville and work at the hospital, say, you could get there in one continuous train trip. A full public transport spine for Wellington, rather than a broken one.
In addition to this the cycleway network and car-share system would extend out, and we’d have separated bus lanes for Porirua (all day) and Wainuiomata (peak-hour only) connecting to the rail network.
So that’s the overview, and that’s probably more than enough for one post. We’ll have more coming over the days and weeks ahead as we work to push this vision onto the table in Wellington’s local elections, as well as putting out a quick submission form for Public Transport Spine Study consultation closing on September 30th.
Stay tuned, and we’d love to hear your feedback and ideas on the Fast Forward Wellington vision.
A little video from the US showing that even in what is considered the most conservative state in the US, when you present a real vision for Public Transport that people will vote for it and even agree to higher taxes to enable it to happen sooner (not that we are suggesting that with the Congestion Free Network).
Here is a bit more background to what is happening in Salt Lake City.
It’s number one in the nation in per-capita transit spending. The only city in the country building light rail, bus rapid transit, streetcars and commuter rail at the same time. And that city — Salt Lake City — is a town of just over 180,000 in a remote setting in a red state.
It’s a remarkable story that began in the 1990s, when an organization called Envision Utah facilitated a regional visioning process and created a plan that has been recognized as one of the most promising smart growth models in the nation.
There’s a lesson here for other cities. In 1997, leaders in a 10-county region centered on Salt Lake County set out to see what people valued about where they lived. They designed a plan around those values, with a communications campaign to support it. At that time, the state was expected to grow by a million people by 2020. Rather than cede that growth to meandering sprawl, the region chose something more orderly and compact.
“At that point, to many Utahns, ‘smart growth’ was not a popular word,” said Robert Grow, Envision Utah’s president and CEO. “We made people some promises. We’d save a lot of time, money, lower emissions, improve air quality, develop more housing choices, and build a transportation system with greater efficiency.”
I really like this line
“How is it that the most conservative state… how is it they’re one of the most progressive in the country on transit?” said Allsop. “It’s because the case was made in a way that fit with people’s values.”
There are perhaps some lessons both Auckland Transport and Auckland council could learn from the experience in Salt Lake City.
Yesterday we showed you our vision for the Congestion Free Network – and wow what an excellent response – so today I’m going to talk about the boring stuff like how much it will cost. Before I get into that though, one of our goals in designing the congestion free network has been to keep spending at the same level, or less, than is currently planned. The level of spending has been based off what is contained within the Integrated Transport Programme (ITP) which was also used to inform the debate around alternative funding.
The ITP doesn’t give specific dates for projects but does break down spending by decade. Over the 30 year period of the programme it is expected the city will spend approximately $34 billion on new or improved transport infrastructure, this is broken down as follows:
I have then broken down the funding to match each of the time frames we propose for building the Congestion Free Network, this gives us:
Many of you will also have seen the table below before however I have added some colours to it to show the decade that each of the major projects falls into.
So with the information above as well as a few other studies we can start to put together a picture of how much our Congestion Free Network might cost. Like with the maps yesterday, I’m going to break down the spending by into the groups of 2020, 2025 and 2030.
City Rail Link – The ITP lists this as $2.6 billion but we also know that the figure includes other items such as more electric trains – something also included in EMU line item. The most recent cost figures we have seen suggest that the actual cost is more like $2.2 billion including the extras and even that is likely to come down further, especially after the announcement earlier this week. For this we are going to use the figure of $2.2 billion.
Electrification to Pukekohe – Another project that seems to be over estimated in the ITP (there are quite a few of them). The recent business case suggests that this project will cost $102 million.
Mt Roskill Branch – This one is hard for us to say for certain as it isn’t on any plans and as far as we’re aware, not study has yet been done. The project does have a number of things in its favour however. The primary one is that the corridor is already designated and Kiwirail already own much of the land. Further as part of the motorway works in recent years the NZTA has already built many of the bridges with spans ready for the rail line to be placed under them. Perhaps the best example for us to use for estimating the cost is the new spur to Manukau. That was in a similar position as much of the work was done along with the associated motorway construction. It ended up costing approximately $50 million to do around 1.5km of track and a station in a trench. A spur from Avondale to Dominion Rd would be approximately 3.6km in length but wouldn’t need a trenched station. Accounting also for grade separation of New North Rd, we think that a total cost of ~$150 million would be about right.
Electric trains – The ITP lists the cost of trains and the depot at $980 million. We know that the current batch of trains is costing us around $540 million while the depot is another $100 million. The difference between these two figures and the $980 million quoted in the ITP would allow for around 37 more trains which is enough to run additional services needed for the CRL and proposed extensions so we will leave the cost as it is.
Northern Busway Extensions – This comes in two parts. At the Northern end we are proposing the busway be extended to Albany. A recent OIA request by one of our readers put the cost of that at $250 million (we will have a post on this in the next few days). At the city end there is definitely a need to improve bus access through the CBD and the ITP lists another $250 million for this.
North-Western Busway – Fairly extensive bus lanes already exist between the city and Waterview so little would be needed in this area. Between Waterview and Te Atatu much improved bus lanes are being added to SH16 as part of the motorway upgrade already underway. Between Te Atatu and Westgate we are suggesting a proper busway – like what exists on the North Shore. The ITP lists a busway from Constellation to Westgate to Waterview at $450 million. Like the Northern Busway extension, we will use a figure of $250 million for section from Te Atatu to Westgate
Upper Harbour Busway – As per above, the ITP lists a busway from Constellation to Westgate to Waterview at $450 million while we have estimated the Te Atatu to Westgate section at $250 million. That leaves us with the Westgate to Constellation section costing $200 million. Note this is most likely to be bus lanes, not a busway like on the shore.
AMETI/South Eastern Busway - This is a massive road and public transport project. All up it is expected to cost about $2.6 billion of which the busway from Panmure to Botany is estimated at $650 million. The section from Botany to Manukau, which would run down the massive available road reserve on Ti Irirangi Dr is estimated at just over $20 million. We have doubled that figure to give a total for this section of $700 million.
There are a number of roading projects that are needed to support some parts of this network, particularly AMETI and the works on the Western Ring Route.
Airport Rail from North – We feel that for the timeframe we have set only one rail connection to the airport will be possible and actually warranted. Of the two a connection from the north provides much greater due to it also passing by Mangere Bridge, Mangere as well as the employment areas to the north of the Airport. Interestingly the ITP lists it as the cheapest however we suspect the cost doesn’t include another crossing of the Manukau harbour. For that reason we are going to budget $700 million for this connection.
Manukau to Airport Bus from East – As per above, we feel that at this stage we feel that extending the bus route from the East down to the airport would provide the best option. The route from Manukau to the Airport is primarily along SH20B and the ITP suggests that widening that to four lanes would cost $235 million. We will use that as the basis for our bus connection.
Pakuranga to Howick – Much of the rest of this route will have been given priority in earlier stages however the section from Pakuranga to Howick will need priority. This is one of the hardest projects for us to put a cost on as it hasn’t been referenced in other plans or documents. To try and be conservative we will budget $150 million for this section.
North-Western extension to Kumeu – The ITP suggests it will cost $150 million widen SH16 to four lanes all the way from Brigham Creek to Waimauku. We have used this figure for the bus extension
Northern Busway extension to Silverdale – The figure for this project also comes from the report on the Northern Busway extensions mentioned in earlier. This suggests that the section will cost another $300 million.
Improved Ferries – The ferry routes will need additional investment in wharf infrastructure, we have budgeted $30 million for this. The boats themselves would be paid for through the service contracts with the operators in the same way we do for buses today.
Rail CBD to Albany – This would involve a rail only tunnel to the North Shore, conversion of the Northern Busway to rail as well as a spur to Takapuna. The most recent business case for an additional harbour crossing suggested a rail tunnel on its own would cost $1.6 billion however a report last year to the council suggested that rail to Albany from the city centre could be done for $2.5 billion. We have added the spur to Takapuna and want to be a bit safe so are using a figure of $3 billion for the whole thing.
Queen St/Dominion Rd Light Rail – Dominion Rd is one of our busiest bus corridors and so upgrading it for both capacity and place making reasons is likely to be necessary. The route from Britomart to Mt Roskill – where this would terminate – is approximately 8km and being a former tram route, would be very easy to install light rail on. We note that the 1.5km loop around the Wynyard Quarter cost about $8m to install which suggests a cost track km of just over $5 million. That means double tracked light rail from Britomart to Mt Roskill would be approximately $90m. Add in the cost of the vehicles themselves and maintenance and we are looking at a total of approx $140 million.
So where does this leave us? In total we expect that this plan could be built for less than $10 billion and that money would be spread over 17 years. That may sound expensive but is surprisingly cheap when you consider that another road based harbour crossing alone is expected to cost $5 billion.
By comparison, over the same time period as our plan we are currently expecting to spend over $24 billion on transport capital expenditure. The network we have shown in the Congestion Free Network represents just over 40% of the total predicted spending and does so by simply re-prioritising the current projects on the list. That means that some will happen later or some not at all. What is also worth mentioning is that the bill for the list of projects that the government announced support for last week totalled $12 billion.
While some of the projects announced include parts of what we are suggesting, many are further motorway upgrades that will just shift the problem further down the road. But the motorways are only part of the problem, a massive spend up on local roads is also being suggested. Projects like the Mill Rd corridor are hundreds of millions of dollars while the ITP lists the cost to upgrade Gt South Rd (I didn’t even know it needed upgrading) at over $800 million. So one of the questions we need to ask ourselves is if we want a few more upgraded motorways and local roads like our current plans push for?
The projects announced last week that the Government is supporting
Or do we want an Congestion Free Network that will transform the entire city?
I know what I’d rather choose.
As hinted at in these posts here and here the editorial team at ATB in collaboration with Generation Zero believe there is a much better way forward for Auckland than the expensive and ineffectual road-heavy ‘build everything’ transport scheme identified in the Auckland Plan, and set out and analysed in the Integrated Transport Plan. This post describes how Auckland can build a world class public transport network that is both affordable and will be the envy of every comparable city worldwide. How in only 17 years Auckland can leapfrog its rivals and transform from a very inefficient mono-modal auto-dependent city to a much more dynamic, multidimensional, and effective and exciting place.
Our plans isolate the top layer of the Public Transport Network and show how these can be expanded and connected while remaining integrated with the other layers of the public transport system, especially the Frequent and Local Bus Networks, to form a complete system to compliment the existing and mature road network. It is important to note that this should also be developed in parallel to a region wide cycling network which both ATB and Generation Zero are extremely supportive of but is outside of the scope of this project [but complimentary to it]. Perhaps Cycle Action Auckland will take up this challenge?
In order to show how we think we should do this we have developed a staged process at five year intervals from 2015-2030 illustrated in four maps below [big thanks to Niko Elsen from GenZero for the graphics and to the great Henry 'Harry' Beck for the inspiration of his genius London Underground map; a project also produced without official sanction but eventually adopted to great success].
Over the coming days we will analyse the costs and benefits associated with our plans and show that they will not only lead to a higher quality and better functioning city but are also more affordable than the ineffective current plans as described in the ITP [Link here]. In fact investing in the ‘missing modes’ in Auckland’s transport mix before further expanding the road network so expensively will almost certainly turn out to be much cheaper and more efficient for the city and the nation as well as actually being more in sync with the times. Especially as many of the most expensive and invasive road projects will prove to be unnecessary once Auckland has this powerful additional network in place. Our plan will also greatly improve Auckland’s performance in other harder to calculate but vital areas such as air quality, carbon emissions, oil dependency, urban form, and public health outcomes.
Before we get to the maps it’s important to clarify that the networks we are showing are built on what we already have in Auckland and what is proposed in varying senarios by Auckland Council, Auckland Transport, NZTA, and other professional bodies, and are all predicated on maximising value from existing infrastructure. In other words these are all possible and realistic projects. They are both buildable and fit into efficient operating models as well as being focused on unlocking hidden capacity and other benefits latent in our existing networks. They are in sync with the proposed directions of Auckland’s future growth [both up and out] and have been selected with quality of place outcomes in mind as well as likely changes in movement demand.
The other important point is that these routes represent the highest quality Public Transit corridors, what are known as Class A routes, as described here in this hierarchy of transit Right of Ways. They include a variety of modes, Train, Bus, Ferry, and maybe even Light Rail, chosen for each corridor on a case by case process. The key point is that by growing this network Aucklanders will have the option to move across the whole city at speed completely avoiding road traffic. By connecting the existing rail and busway to new high quality bus and rail routes the usefulness of our current small and disjointed Rapid Transit Network can become a real option for millions of new trips each year. At once taking pressure off the increasingly crowded roads by offering such an effective alternative to always driving, as well as providing a way around this problem.
The Congestion Free Network is both a solution to our overcrowded roads and a way of being able choose to avoid them altogether for many more people at many more times and for many more journeys.
Definitions and Qualifications
To qualify for the Congestion Free Network a Transit service needs to fulfil two conditions:
1. It should have its own separate Class A Right of Way.
2. And offer a high frequency service, the ‘turn-up-and-go’ rate of a ride at least every ten minutes or better.
In other words these are the top of the line services from Auckland Transport and their partners. As we will explain we have taken some liberties with these two definitions out of necessity, with some services for various reasons not quite fulfilling one of the criteria above. But where we have opted to bend the definitions a little there is good reason to believe that the deficiency can be fixed on the route in question, and in fact its inclusion on the CFN map is part of the process for showing why that should be the case.
There is a third condition that we are confident will be maintained on this network and that is the quality of the vehicles themselves along with important attractors such as free WIFI on board and at stations:
OK, to the maps. On all maps Rail Lines are solid, Bus Lines are striped, and Ferry routes dashed, but all should be considered as approaching as much as possible those two main criteria above in order to qualify as Congestion Free.
This is all on the way: The the newly electrified rail network with its higher frequency brand new electric trains plus the Northern Busway, and the Devonport Ferry. These are as close to the only Class A and high frequency dedicated transit routes that we will have in Auckland at this time. We have taken some liberties with our definition of some services above. The trains on the Onehunga Line cannot be frequent enough to qualify until the track is improved, and the Devonport Ferry does not run at ten minute cycles all day, but it is frequent enough at the peaks to just qualify. And the Busway, although running at very high frequencies, suffers from an inconsistent degree of separation from traffic, once it gets to the Bridge and through the city, but we are confident that by 2015 or soon after the level of bus priority will have improved especially through Fanshaw and Customs Sts.
We are also confident that these improvements plus the others already underway now and rolling out through 2013-2016, such as integrated fares and the New Bus Network at the next layer down, will mean that more and more people will be choosing to use our nascent core network and it will justify rapid extension.
So how could we extend this next, and which projects are the most urgent? Here’s what we think: Filling in the Gaps:
This is in many ways is the biggest jump; but then it’s really seven and a half years from now so is the longest time period covered and shows the completion of a whole lot of projects that are already at least in the planning stage right now: Unlocking the Core and Accessing the Suburbs:
1. The CRL; the ‘Killer App’ for unlocking capacity and value in the rail network, and all the improvements we have invested in on the whole rail network this century.
2. Two relatively cheap and easy rail network extensions: The Mt Roskill branch line and electrification to Pukekohe and new stations to serve planned new housing in the south.
3. Extensions to each end of the Northern Busway; from the new bus lanes on Customs St up the Central Connector through the University, the Hospital, Grafton Station and the adjacent new Uni Campus, and on to Newmarket. And in the north; extension from Constellation Station to Albany and three new stations to serve the expanding suburbs there.
4. Forms of high quality bus priority on Great North Rd through Grey Lynn, up the North Western motorway all the way to Westgate. Not completely grade separate all the way but proper new stations to connect with new bus services on the Frequent Network and;
5. The Upper Harbour Bus Line, running from Henderson Station up Lincoln Rd, Westgate, and across to connect with the Northern Busway at Constellation on SH18 with new stations.
6. Further south the extension of the AMETI project both past Panmure along the Mt Wellington Highway on dedicated lanes to link with Ellerslie Station and looping the other way down to Botany and on to Manukau City and the Southern Line at Puhinui.
The next phase is all about consolidation and extension, most notably though the neglected Southwest: Mangere and the Airport:
1.The Airport is connected by both the extension of the Onehunga Line through Mangere with important local stations and the extension of the South Eastern Bus Line from Puhinui.
2. The south east also gets proper bus priority up the Pakuranga Highway to Howick, linked through a Pakuranga interchange all the way to Panmure and Ellerslie.
3. The North Western gets extended to the growing hub of Kumeu/Huapai
4. The Northern Line now reaches Silverdale.
5. More frequency is presumed to be required by this time on the ferries heading up the harbour to complete a useful circuit on the Waitemata.
One project dominates the next period: The Shore Line:
1. The Shore Line. There are various versions of this important project, but it is clear that no version should add any more road lanes. The one illustrated here is a rail only crossing and the track doesn’t join directly with the existing rail lines so can be a completely separate technology like the system used in Vancouver’s extremely cost effective SkyTrain [as well as elsewhere], commonly known as Light Metro. This line could be staged by first building the Aotea-Wynyard-Onewa-Akoranga-Takapuna section and keeping the best part of the busway going with a transfer station at Akoranga, but one of the great advantages of the Light Metro train technology is that it can fit on the existing alignments of the busway with very little alterartion and therefore can be extended all the way to Constellation, Albany, or beyond at much lower cost than the Standard Rail used elsewhere on the Network.
2. Also included here is the suggestion of Light Rail for the important Dominion Rd/Queen St bus route.
Notes and Queries.
There are a number of differing options in many parts of these schemes all with various advantages and disadvantages and many have been debated sometimes fairly vigorously amongst those of us working on the maps. These conversations are still ongoing so the maps as they are now should not be considered some kind of final position by the members of either ATB or Generation Zero, but certainly do represent the areas of focus with top contenders for the best solutions. For example here is an alternative city extension of the North Shore Line:
There also is much to be discussed around the detail and the timing of these projects, and we look forward to your views on all of that. To finish it’s probably worth reminding everyone that what is shown here in all these maps are only the best of the best Class A, fast and frequent Transit services that sit at the very top of the public transport pecking order. Below them sit other much more widespread and also improved more widespread services that will still also be running and linking up with these new flash routes. Here is the official AT map of the bus system for 2016, that includes services on our Congestion Free Network but that also shows the wider Frequent Network, and of course there even more local services beneath these:
Mode Selection and the Conceptual Foundation of the Network.
We know there is a lot of attachment to various transport modes by experts and laypeople alike, we experience this everyday in the comment section on this site. There is a tendency for people to focus on the advantages of their favoured mode in a way that expresses their general priorities; some feel spending less on capital works is always the most important issue and others value the quality of the ROW and the permanence of the investment above all else so take a longer view on the costs. We have sought to balance all these considerations when deciding on the most appropriate technology for each corridor. We know that train fans will be disappointed by the amount of bus routes above and that the budget obsessed will be appalled by what they will see as lavish spending on ‘expensive’ rail. And of course the road lobby will see no need for any of this especially as we wish to downscale, delay, or delete many of their pet motorway projects in order to fast track it all and to reduce the disbenefits of reinforcing auto-domination and auto-dependency on Auckland that their projects also bring.
We also have ignored the current government’s particular obsession with only using the National Land Transport Fund for road investments, for, as we have just seen, governments are capable of changing their policies, but also because the public are more than capable of changing governments, and will have at least five such opportunities to do so throughout this period.
The 2016 FTN map directly above clearly shows that a number of the new routes on our maps are current or planned bus routes that we are picking to deserve a greater level of quality as time goes by, maybe not as early as we have by demand alone, but when seen in the context of this new conceptual reading of the city that is The Congestion Free Network, we believe there is additional value in completing parts of this network occasionally ahead of demand [especially where it is more cost effective to do so]. The CFN is a city-shaping tool as well as a movement programme. As of course are all transport networks. This is, in many ways, the most critical point about the changes required in Auckland now. Transport funding decisions must not remain siloed in the transport sector, or worse be captured by institutionalised mode bias as has been the case for most of the last 60 years. Urban transport is, after all, simply a means to an end. And that end is the quality of life for all those in the city and beyond. These involve much wider issues than we have been considering in Auckland in the recent past. It’s time we got more sophisticated.
So in many cases, especially towards the edges of the city, the best way to achieve completion of the network is simply to upgrade the quality of existing bus routes by improving the physical separation of the route and the efficiency and frequency of their running patterns as well as the provision of interchange stations. These routes tend to be further into the suburbs usually where there is freer available roadspace [eg SH18] or closer in where because of new routes older roads have space that can be repurposed for transit [and cycleways] like Great North Rd through Grey Lynn.
However in a few high profile cases the demands and conditions are different, on these routes it could be there is demand for a very high capacity system and just no spare roadspace [the CRL] or where there is already a rail RTN that is worth extending or improving [The CRL, Mt Roskill, Pukekohe, the Mangere and Airport Line], or a combination of the two plus a unique physical barrier [The Shore Line]. In these cases we have, on balance, agreed that the particular characteristics of rail provide solutions that justify the higher capital cost.
It is also worth noting that the three major rail investments, one in each of the three time periods, are the ones that Mayor Len Brown campaigned on to become the first leader of a unified Auckland. So we know they are popular, but their inclusion here is not just because of that. They are here because they are also the rational choice when all issues are considered. The same cannot be said for the congestion promoting motorway projects that Len Brown has subsequently signed up for in some kind of Faustian trade off as expressed in the ITP. So part of this campaign is to get the Mayor, as he faces re-election, to get his transport thinking ‘back on track’.
So lets leave the last word to Len Brown from his inauguration speech in 2010:
“it is time to stop imagining how to improve Auckland’s transport system and other infrastructure and time to start acting.”
Note: the maps can be accessed in PDF form by clicking on the titles above each one- feel free to download, print, distribute, draw on, set alight, decorate your room, or re-blog….
In this recent post we highlighted how, despite $60 billion or more of transport spending over the next 30 years, congestion is due to get significantly worse. This is a pretty disappointing result – occurring both in the scenarios when all the projects are funded and also in the scenario when we spend less money and build fewer projects.There’s about $10-15 billion of spending difference between the two scenarios – to achieve what really seems to be a pretty minimal difference in outcomes. As noted in recent posts, most of that spending is in the form of road projects – many of which make little sense.
The real problem for Auckland, compared to so many cities around the world is not the severity of our congestion but the fact that we generally have no alternative. Most public transport trips are on buses which mix with general traffic – meaning they get stuck in the same congestion as everyone else. For most trips, public transport is a poor alternative to driving. Too slow (because it’s stuck in the same traffic jams), too expensive, too unreliable. While perhaps overblown a bit, transport modelling highlights how pathetically slow public transport currently is for many trips across Auckland:
Improving the quality of the alternatives to driving does help free up the roads by attracting number of people away from driving but really this isn’t the main role of Transit networks. All big cities have congestion – and Auckland will be no exception to this rule. But they also all provide alternatives. The streets of Manhattan are congested but most people avoid it by catching the subway. Nobody drives from Parramatta to downtown Sydney at peak times, they catch the train because it’s so much faster. London would collapse without its Underground. These cities all experience congestion, but it doesn’t matter nearly as much as in Auckland because an alternative, a network free of congestion, exists.
Decades of research show that you can’t build your way out of congestion. Widen a motorway and it fills up again. Build a new motorway and it fills up. Even the widest motorways in the world still get jammed up at peak times:What Auckland so desperately needs is an alternative to its congested transport network. A way to ‘opt out’ of congested travel. True travel choice that’s faster, more reliable and reduces the burden of getting around our city.
So we, in collaboration with Generation Zero, have developed an alternative plan for Auckland called the Congestion Free Network.
We have a limited congestion free network today: the existing railway lines, parts of the Northern Busway (Constellation to Akoranga) and some stretches of bus lane. In these locations no matter how congested up the roads get, there’s always a congestion free alternative available. But they’re relatively few and far between.
Over the next 20 years Auckland can, for the same price or less as what’s currently proposed in the ITP, construct a congestion free network which covers almost every corner of the urban area. Electrified rail to Pukekohe, busways to Silverdale, Kumeu, Botany to Panmure, Manukau to Botany, rail to the Airport, light-rail along Dominion Road, an extensive ferry network and even rail to the North Shore.
We think that this is a much better approach than what’s in the Integrated Transport Programme. We think that this approach takes the best parts of last week’s transport announcements by Central Government, the best bits of what’s in the Auckland Plan and creates a modern, world-class transport system that Auckland can be proud of. We think that a proper congestion free network will actually be so attractive for Aucklanders that it can be more successful in freeing up the roads than heading down a path towards our own 18 lane motorways.
A plan for a congestion free network must also be realistic. While in many respects we have a lot of money to play with, given the eye-watering sums proposed for spending on transport in Auckland over the next 30 years, we think that there’s probably no need to spend as much money. So we’re going to let you know exactly what transport projects we don’t think Auckland needs and how we can redirect that money towards the projects Auckland actually does need. And have no fear, of course Auckland’s going to have more roads in 2030 than it does today. As we’ve discussed previously a number of roading projects do make some sense – although perhaps not in their currently planned gold-plated form.
We have an idea about what should be in a 2020, 2025 and 2030 congestion free network. We think the projects that make up these networks are affordable, realistic and can deliver a transformational shift in the quality of Auckland’s transport system. But before we get onto what we think, we’re keen to know what you think.
- How would you phase in a congestion free network over the next 17 years?
- What do you think are the most important projects to have done by 2020?
- What do you think should be cut or wound back to free up funding for the congestion free network?
- What parts of the congestion free network should be provided by buses and what parts by trains?
- What do you think is the role of light-rail in a congestion free network? Or ferries?
Ultimately, the congestion free network is about giving people real and genuine choice. The choice to opt out of being stuck in traffic:
Some big news out of Wellington yesterday with the release of the Public Transport Spine Study as well as more news on the Basin Flyover and Duplicate Mt Victoria Tunnel. Both are actually fairly intricately tied together. Here are the two press releases from the NZTA about the spine study (why did we need two). First let’s look at the PT spine study. It was described by the Greater Wellington Regional Council (GWRC) as:
The Public Transport Spine Study (PTSS) is about determining what a future public transport solution for Wellington city might be – one that is high quality, modern and meets the longer term aspirations and demands of our city.
The study has been undertaken by AECOM, and was commissioned jointly by Greater Wellington Regional Council, Wellington City Council and the NZ Transport Agency. These three agencies are working in partnership to ensure this work is aligned with economic and transport developments in Wellington City and the wider region.
This PTSS is a key action from the Ngauranga to Airport Corridor Plan (2008), which seeks major improvements to public transport to provide a high quality, reliable and safe service between the Wellington Railway Station and the regional hospital. It sits alongside significant improvements to the strategic road network that are now being planned and designed as part of the RoNS programme and major upgrades to rail network.
The study initially looked at a number of different options from simple bus lanes all the way up to extending the existing heavy rail network. From there the options were narrowed down to three:
- Bus priority – $59 million, which involves more peak period bus lanes and priority traffic signals for buses, along the Golden Mile and Kent Terrace, through the Basin Reserve and along Adelaide Road to Newtown and through the Hataitai bus tunnel to Kilbirnie.
- Bus Rapid Transit (BRT) – $209 million, which involves a dedicated busway, for modern, higher capacity buses separated from other traffic as much as possible, along the Golden Mile and Kent/Cambridge Terrace then around the Basin Reserve and along Adelaide Road to Newtown and through the (duplicated) Mt Victoria tunnel to Kilbirnie.
- Light Rail Transit (LRT) – $940 million, which involves new tram vehicles running on dedicated tracks along the Golden Mile, Kent and Cambridge Terraces then around the Basin Reserve along Adelaide Road to Newtown and through a separate Mt Victoria tunnel to Kilbirnie
One I noticed straight away which is odd is that the LRT option required its own tunnel under Mt Victoria whereas the BRT option was using the duplicated road tunnel. I imagine that this is a large part of the cost difference between the two. The NZTA say that the road tunnels will be limited to 50kph so I’m not sure why buses can use it but why LRT can’t (the official reason given is concerns over fire and safety issues of LRT in mixed traffic – something that doesn’t seem to be a problem elsewhere in the world). It’s also worth noting that buses through the tunnels wouldn’t have any bus priority. One thing that is crucial to later on in this post is the report notes that buses would also be able to run in the LRT corridor. Anyway here are the routes that were assessed.
The report also contains cross sections of various parts of the routes showing where the lanes would be located within the street environment. For both the BRT and LRT options this means on either one side of the road or down the centre. But it isn’t just routes or modes that are important, so on to the impacts these options would have. As you would expect, each option seems to have been assessed multiple ways. The ones I’m most interested in are the impacts on patronage, travel times and the economic assessments.
The travel time savings for both the LRT and BRT options seem fairly impressive. From Kilbirnie these two options each save over 10 minutes while they also save 6-7 minutes from Newton.
Each option has been assessed at both a regional level and in the South and East, the area served by the infrastructure and here is where I think things get interesting. The modelling only looks at the AM peak period – something that has been happening in Auckland too – and even in the reference case shows patronage dropping between 2021 and 2031. Presumably this is caused by the RoNS making it easier to drive. At the regional level the report suggests that even the best performing option – BRT – will only add 900 passengers (2.6%) to the morning peak period by 2041. By comparison it suggests that LRT will only add 400 (1.1%).
The impact in the South and East gets even weirder with LRT only being suggested to increase patronage over the base case by 80 passengers (1.1%) compared to 220 (3.1%) for bus lanes or 550 (7.8%) for the BRT option.
To be honest, it wouldn’t surprise me if there is something funny going on in the modelling. We know from the CCFAS that our modelling of PT usage is very poor, and even after a lot of effort is put in to improving it. Considering that we don’t have any cities in New Zealand using LRT for PT purposes the impacts of it are probably not being assessed properly. Further when considering just how much time the BRT and LRT routes save, it seems even weirder that patronage numbers are so low.
All of the options appear to perform very poorly in an economic assessment however reading through some of the report it is clear that there is a massive issue identified in the standard assessment.
There is no limitation on the number of car trips that can be made to the CBD, the implication is that parking will increase to meet demand.
So effectively I read this as saying is that the RoNS will create a whole heap of road capacity which will encourage people to drive and that our economic assessments assume that more parking will magically appear in the city centre to cope with this. The report says that capping parking would increase the patronage from both the BRT and LRT options by 1600-2100 peak trips which is a fairly significant increase. Even with that in place the BRT option only just scrapes over the line.
One other comment from the press release caught my attention
The benefits are calculated using NZTA guidelines. These apply a monetary value to travel time savings experienced by existing and new public transport users and are offset by ‘disbenefits’ experienced by motorists because road space has been allocated to public transport.
Now I agree that when assessing these options the impact on road users from less road space being available needs to be taken into account however I would almost guarantee that the opposite thing isn’t taken into account when roads are being assessed.
Looking over all of the different aspects of the report it is fairly clear that the BRT option is what has come out on top. This doesn’t surprise me and as much as I might like to see light rail installed, even if it were half the price it just doesn’t seem feasible.
The other major piece of news mentioned is that hat NZTA has lodged applications to the Environmental Protection Authority for the Basin Flyover. They like to call it the Basin Bridge to make it sound cuter than it is but that doesn’t change the fact it is likely to end up a very imposing piece of infrastructure. This kind of thing is what cities around the world are now starting to tear down. Even the NZTAs own very pretty videos don’t make it look appealing – unless you are driving.
Some you may recall that a month or so ago my colleague Jarrett Walker came to Auckland to talk about public transport. In this presentation, Jarrett discussed some of his work on Auckland’s new network. The general thrust of his talk was that improvements to Auckland’s bus network will play a crucial role in Auckland’s future public transport network. Highlight of the talk for me personally was Jarrett’s suggestion that we need to start thinking of buses as ”pedestrian fountains“. That’s a point to keep in mind the next time you look at pictures of Auckland’s city centre filled with people enjoying themselves; many of those people will have arrived by bus.
Jarrett also emphasised the often overlooked fact that even post-CRL, significant numbers of people will still be arriving in Auckland’s city centre by bus, especially from those areas which are not well-served by rail. For example, buses will still be required on Manukau Rd, Mt Eden Road, Dominion Rd, Sandringham Rd, and Jervois Rd, which are some of the densest parts of the region. The CRL does not make buses go away, even if it allows their role to change in some parts of the region, and that buses will continue to be an important part of Auckland’s public transport system for the foreseeable future.
For this reason Jarrett suggested that we start thinking about how buses can be integrated into the city in a way that enables them to move efficiently, without clogging up the roads and detracting from urban amenity. And that means – in my opinion – that we need better bus infrastructure, like what you find in more enlightened cities overseas. Indeed, even Vienna – which is a city known for its relatively dense metro and tram network – has a bus system that carries 120 million passengers per year. That’s more than twice the passengers currently using Auckland’s bus network. Basically, there is no conceivable (realistic) future for public transport in Auckland that does not involve making better use of our buses.
Jarrett really lays down an intellectual challenge to people that “hate buses”.
In his talk Jarrett also emphasised that the best bus routes almost always make the best tram routes. So if you are a person who want trams to be part of Auckland’s transport future (and I would count myself as one of these people), then the best thing you can do is support the development of a high-quality bus network supported by appropriately future-proofed infrastructure.
Anyway, I hope you enjoy the presentation, albeit without audio/video (technical difficulties on the day meant this is unavailable). In my next post I’ll upload a copy of Jarrett’s talk at the public transport careers evening that was held at the University of Auckland (again apologies for the delay with getting this uploaded; I know some of you have been asking for it).
And for those of you who missed hearing Jarrett on his last visit, rest assured that we’re already working to bring him back to Auckland later this year.
Some comments the other day raised the question about what led to patronage dropping so much in the late 1950′s. Was it the removal of the tram network or was it the opening of the Harbour bridge, the motorways and the introduction of cheaper cars. In a way it is kind of a chicken or egg debate. It was sparked by this graph from Auckland Transport and thankfully they had previously provided me with the data behind it allowing us to look at the info in more detail.
So let’s have a look at things in more detail. I think that there are four distinct periods in the history of PT patronage in Auckland and with the exception of the one we are in now, they conveniently each lasted about 25 years. I characterise these four periods as:
- The Rise – 1920 to 1945
- The Fall – 1946 to 1970
- The Bounce – 1971 to 1995
- The Revival – 1996 to Now
By 1920 electric trams had been plying Auckland for almost two decades (having replaced Horse drawn trams) and they had enabled the city to spread out across large portions of the central isthmus. Effectively where the trams went, development followed and the suburbs were designed to make trams easy to use. This is most noticeable in the western side of the isthmus where most houses were within 400m walking distance of a tram route. Further looking at aerial images from 1940 on the councils GIS viewer, it doesn’t appear that there were very many houses outside of the areas covered in the map below
400m catchment from the former tram lines. (thanks to Kent)
Patronage during this time was clearly affected by the great depression however rebounded afterwards then surged during the war thanks to the rationing of fuel and rubber as well as the increase participation in the workforce to support the war. The graph below shows patronage by mode up for this period. As you can see the trams carried the vast majority of passengers with over 80% of all trips occurring on them. Auckland’s population during this time went from around 150,000 to just under 300,000 however even at the lowest point, there were an average of over 240 trips per person per year. During the war patronage peaked at over 420 trips per person per year.
As you would expect, after the war patronage decreased however it didn’t fall back to pre-war levels and instead stayed above 100 million trips per year. All up by 1950 patronage had only decreased by ~11% from its wartime peak. While the total number of cars in NZ had definitely increased over time, annual new car registrations were still below levels seen during the depression, so much so that between 1945 and 1950 the total vehicle fleet in NZ had only increased by 12%. Per capita usage in 1950 was around 330 trips per person.
A tram in Queen St 1949 – Queen Street, Auckland city. New Zealand Free Lance : Photographic prints and negatives. Ref: PAColl-7171-06. Alexander Turnbull Library, Wellington, New Zealand. http://natlib.govt.nz/records/23214342
Unfortunately our city leaders fell hook line and sinker for the utopian dream spreading out from the US that cars and buses powered by petrol and diesel were the future. It was decreed that buses were to replace the trams and in typical Auckland fashion, we not only proceeded to do this but extremely rapidly – and likely very expensively – pulled out the entire tram network over roughly a 6 year period. What was likely an initial optimism about the future of Public Transport seemed to be wiped away once people actually tried the new bus services and by the time the last tram was removed from the city in 1956, patronage had plummeted from over 105.5 million in 1950 to around 66.5 million in 1957.
During this time period the first motorways also started to be completed and by 1957 sections on the Northwestern were open between Lincoln Rd and Pt Chev while the Southern motorway was open between Ellerslie -Panmure Highway and Redoubt Rd. It’s interesting to question how much impact they would have had on PT patronage initially as both ended outside of furthermost extent of the former tram network. Car ownership throughout NZ also increased during this time which I suspect is partly due to more being available and partly people not happy with the bus options being provided.
After the sharp fall caused by the removal of the tram network, patronage then went into a steady decline as the car culture became further entrenched and more and more motorway extensions were opened. Despite what one person has suggested, the only noticeable impact of the harbour bridge opening seems to have to the ferries which is understandable.
By 1972 public transport patronage had reached a low of just 42 million trips per year and then the oil crisis hit. Almost instant it seems as though patronage bounced back with it increasing by over 10 million trips in a year. From there it bounced around between 50 and 60 million trips a year for around 15 years. I don’t know the history behind it but it also seems odd that just as oil prices spike, we obviously started pulling out the trolley buses and replaced them with diesel ones. Both trains and ferries had little to no impact on patronage during this time period.
I have also called it the bounce because the increases experienced didn’t last. By the late 80s petrol prices started to decline once again in real terms. Around the same time (or early 90′s) reforms made it much easier and therefore cheaper to import cars which saw PT patronage fall away again to new lows. In 1994 we reached the lowest point ever with just over 33 million trips in the year.
Bus patronage started to see a revival in the late 90′s spurred on primarily on buses. I’m not entirely sure what started it so perhaps some readers can fill me in. In 2003 Britomart opened which was really the turning point for the rail network, it initially saw some impact to bus patronage however both have grown and it has seen patronage climb back above 70 million trips. Incidentally the last time it was that high was the year the last of the tram lines were pulled out.
So did greater availability of cars turn people off PT or were people put off PT by the removal of the tram network and pushed into using cars? I think it is a bit of both. Had the trams not been removed I suspect that patronage would still have dropped as car use became more prevalent however I doubt it would have fallen by as much as it did. Of course we can’t know for sure but I think we can say with certainty that Auckland would be quite a different city if we still had those tracks in place today.
For a total comparison, here is the total change experienced by mode since 1920.
And here you can see the impacts that at a per capita level. A rapidly increasing population has meant that despite recent gains in patronage are still not using PT anywhere as much as even a few decades ago.