Auckland and Wellington per capita train use

The news recently that Auckland had surpassed Wellington for rail patronage as well as passed the 12 million trips mark was good however  as we and many others have noted, on a per capita basis Wellington is still well ahead. The per capita result got me thinking about  how we measure it and whether the population figure used is ideal. It’s generally measured by dividing the number of trips taken by the population of the region

  • Auckland – 12 million trips with 1.53 million people = 8 trips per person
  • Wellington – 11.9 million trips with 0.49 million people = 24 trips per person

As you can see based on this Wellingtonians use trains 3 times more than Aucklanders do and for Auckland to have the same per capita rate patronage with it’s current population it would need to have around 37 million trips, something not likely possible without the City Rail Link (the modelling I’ve seen suggests Auckland won’t get patronage above ~25 million trips without the CRL).

While the residents of the capital definitely use trains more, the calculation is a very broad one as it uses the regional population. Both regions have large areas with a lot of residents that don’t live anywhere near a rail line that are extremely unlikely to use a train, for example the North Shore in Auckland or much of Wellington City except the parts near the Johnsonville Line.

For Auckland you can see this in the map below from the census Journey to Work data where train use is unsurprisingly concentrated around the rail network.

2013 - Auckland Journey to Work by Train



So it got me thinking about what the per capita results would look like if we based it just on the population that lives near a rail line. Reader Steve D helped me out and looked at the population numbers within all meshblocks that have some point within either 1km or 2km of a rail line.

This is only a close shot of Auckland to give an idea

Auckland Rail Population

And here’s Wellington

Wellington Rail Population

Based on the looking at meshblocks 1 or 2km from a train station the results are below.

Akl vs WLG 1-2km

So based on this Aucklanders still use the train less than residents of Wellington but the it’s not quite as bad as it appears when just looking at the regional level data.

Perhaps once Auckland gets the new network rolled out with integrated fares we might start to see per capita rail use in Auckland approach that of Wellington.

Population-weighted densities in New Zealand and Australia

Urban population density is a hot topic – some people complain that it’s getting too high in Auckland, while others worry that it’s too low to get the urban outcomes we want. Either way, density matters – it can have a big impact on:

  • The efficiency of infrastructure provision and public transport services
  • Urban productivity and levels of competition in industries like retail
  • Amenity for residents – higher density can support cultural institutions and local vibrancy, but some people may prefer more open space
  • Preservation of open space and agricultural land on the urban fringes
  • Cities’ energy efficiency and use of resources.

However, we seldom ask: What is population density and are we measuring it correctly?

With the support of my employer, MRCagney, I’ve just written a short working paper that looks at this issue: Population-weighted densities in New Zealand and Australian cities: A new comparative dataset. It can be read in full here (pdf) and comes with an interactive spreadsheet that allows easy comparisons between cities.

This paper presents a new, more robust measure of density: population-weighted density. In contrast to simple average density measures, which basically measure the number of people living in the average hectare of land in the city (which is generally found in a low-density fringe suburb), this measure estimates the density of the neighbourhood in which the city’s average resident lives. As a result, this measure is much more representative of the lived experience of a city’s residents. The US Census Bureau has used a similar approach in their recent population density profiles.

While a wider range of results are available in the full paper, some of the most interesting findings actually relate to Auckland. In short, there have been some massive changes to the city over the last decade:

  • Auckland’s population density has increased 33% since 2001 – the city’s population-weighted density is now around 43 people per hectare after a decade of infill development and intensification
  • As a result, Auckland is now the third-densest city in Australasia – behind Sydney (76 people/hectare) and Melbourne (45 people/hectare) but significantly ahead of Wellington (38 people/hectare), Perth (30 people/hectare), and Brisbane (34 people/hectare).
  • There is no geographic reason why good public transport will not work in Auckland. Cities that are less dense than Auckland have successful, high-patronage PT systems.

And now, some visualisations!

Here are maps of Auckland’s population density in 2001 and 2013. As you can see, the city’s gotten incrementally denser throughout its entire area – look at the slightly darker shades of blue appearing all over the isthmus, on the North Shore, in the West and in Manukau.

Auckland density 01-13 v2

If we zoom into centres of New Zealand’s three largest cities, we can see that there have been big changes in city centre density in both Auckland and Wellington. Christchurch, on the other hand, as suffered from the effects of the 2011 Canterbury Earthquake, which demolished much of the city centre and reversed the city’s tentative moves towards apartment living. In spite of rapid demographic transition in Auckland’s city centre, rising density hasn’t really spilled over to surrounding suburbs.

Akl Wgtn Chch city centre comparison v1

Comparisons between cities also provide some interesting insights. The following chart, from the interactive spreadsheet, compares population density profiles in Perth and Auckland. Perth has frequently been cited as an example for Auckland due to the success of its electrified rail network, which now carries over 60 million annual boardings. However, Perth’s less dense, and significantly more sprawling, than Auckland. Clearly, low density isn’t holding back Auckland’s PT system.

Auckland Perth density profiles

The following chart makes that point even more clearly. It shows population-weighted densities and annual public transport ridership in eight large Australasian cities. Although Auckland is the third-densest city, it’s got the lowest PT boardings per capita.

Density and PT ridership

In short, Auckland is in an especially good position to benefit from a virtuous cycle in its transport system. Recent increases in density throughout the urbanised area have contributed to rising ridership on public transport, strengthening the case for further investment in projects like the City Rail Link, the AMETI busway, and the city’s New Network. Delivering a better public transport system will, in turn, encourage further land use change.

If you’re interested in this topic, take a look at the working paper and the interactive spreadsheet. What do you think about Auckland’s changing urban form?

Auckland as a Consumer City – And what it might mean for the CRL

In this recent post we discussed agglomeration economies in consumption. Just to re-cap, agglomeration economies describe the external economic benefits that arise from proximity. They’re essentially the economic benefits of cities.

The benefits of agglomeration are realised by both “producers” (typically employees in the form of higher wages or businesses in the form of higher profits) and “consumers” in the form of more diverse/specialised goods and services (NB: I use a broad definition of “goods and services”, which includes all forms of social/cultural interaction). For reasons I don’t fully understand myself, much of the literature on agglomeration economies focuses exclusively on agglomeration benefits to producers.

This unfortunate lack of attention on consumer benefits is, in turn, reflected in one-dimensional policy. NZTA’s economic evaluation manual, for example, considers only agglomeration benefits in production. In my last post I argued for a wider focus on agglomeration economies in consumption. In the long run production and consumption are simply two different sides of the same economic coin, i.e we produce so we can consume.

Stated differently, the value of what we produce is intrinsically dependent on our opportunities to consume. And when it comes to providing opportunities for consumption, cities do have a unique advantage – and that advantage seems to be growing in significance. The abstract to Ed Glaeser’s 2001 paper “Consumer City”, for example, reads as follows:

Urban economics has traditionally viewed cities as having advantages in production and disadvantages in consumption. We argue that the role of urban density in facilitating consumption is extremely important and understudied. As firms become more mobile, the success of cities hinges more and more on cities’ role as centres of consumption. Empirically, we find that high amenity cities have grown faster than low amenity cities. Urban rents have gone up faster than urban wages, suggesting that the demand for living in cities has risen for reasons beyond rising wages. The rise of reverse commuting suggests the same consumer city phenomena.

In his paper Glaser analyses several data sets to support his hypothesis that cities are becoming increasingly important centres of consumption. In this post I will follow Glaeser’s lead and present some evidence to suggest that Auckland is becoming one such “consumer city”. And ultimately use this to argue that the Government’s CRL criteria are rather foolish (they’re foolish for other reasons too). From where I’m sitting Auckland may well be a poster child for agglomeration economies in consumption.

I award the city this status not because it has achieved some marvellous consumer nirvana, indeed it still leaves much to be desired. Nonetheless, what is most interesting about Auckland is the rate at which new opportunities for consumption are driving the city’s growth. Through this agglomeration process the cities underlying economic DNA, namely land values, is being fundamentally altered in ways that support greater density.

The figure below, for example, shows population growth in Auckland’s city centre (NB: Defined rather narrowly as Auckland Central West and East census area units). What this graph shows is that over the last 12 years the residential population of Auckland’s city centre has grown approximately 2.5 times faster than the rest of the region (321% growth versus 121% growth). Population in city centre In absolute numbers the population of the city centre grew by just over 15,000 people, whereas the remainder of the Auckland grew by approximately 240,000. Hence, about 6% of Auckland’s population growth in the last 12 years has been accommodated in just these two areas units. Needless to say these two area units were already the densest in the region, and now they are even denser. So why are more and more people choosing to cram into the densest parts of the city? The primary answer to this question, I believe, is agglomeration economies in consumption. Put simply, people are choosing to live in the city centre because they are attracted to the opportunities for consumption that it presents, at least in comparison to other parts of the region. By living downtown, people simply can see and do more/better “things” than would be possible if they were living elsewhere. That’s possibly why the old commercial building that fronts onto Anzac Avenue (and who backs onto my apartment building) is now being converted into loft apartments, as shown below.


Data also hints at strengthening agglomeration economies over time, at least for new residents attracted to live in Auckland. Consider for example this research by Arthur Grimes (Chairman of the Reserve Bank) into property values in Auckland. In the graph below Arthur has modelled how land prices vary with distance from Auckland’s city centre – and in turn how this relationship has varied over time. Arthur’s key finding is that land values in the city centre have increased substantially more than land values at the urban periphery.

Lnad values Auckland

In fact, back in 1992 the land in Auckland’s city centre was actually valued less than land in surrounding suburbs (i.e. 6km away). This is extraordinarily unusual – and just goes to show just how poorly Auckland was performing as a city in the very recent past. Or, put in a more positive light, how far we’ve come in a short space of time. Fast forward to 2003 and Auckland’s land rent curve has reverted to the more traditional “monotonically declining” shape (try busting that phrase out at your next party), where land values in the city centre are valued at almost twice those found in surrounding suburbs. To me this is evidence that Auckland’s underlying economic DNA, i.e. relative land values, has been transformed.

And all this has come and gone with barely a squeak in policy circles! Well the implications are rather profound. It suggests that eventually we may have to pedestrianise Queen Street – simply because the volume of pedestrians will justify such a move on travel-time savings alone. More specifically, it just goes to show the silly nature of the Government’s criteria for funding the CRL. For those who are not aware, the Government set the following two criteria for accelerating funding of the CRL: 1) annual rail patronage in excess of 20 million and 2) total CBD employment growing by 25% over current levels.

The question I have been asking myself ever since the  Government’s announcement is why choose these particular criteria? As an aside is not the best economic criteria for funding simply whether the economic benefits of the CRL exceed its costs ?

Moreover, there are plausible scenarios I can think of where the city centre’s employment numbers don’t grow by over 25% but the CRL becomes increasingly essential nonetheless. Consider a scenario where 1) the residential population of the city centre grows rapidly (as it has done for the last 15 years or so), which 2) forces up the value of land downtown and 3) thereby increases the cost of parking, which ultimately 4) stimulates mode shift from car to rail. Such a scenario could well play out even if total CBD employment remained constant.

Ultimately the criteria the Government has set for accelerating funding for the CRL really do seem rather foolish. They seem to fundamentally misunderstands recent growth in Auckland and how this might increase demand for non-car transport solutions. In a nutshell, Auckland is fast becoming a consumer city as well as a centre of production. And what a wonderful consumer city it could be too; I think it has the potential to one day challenge the exquisite beauty and vibrancy of places like Istanbul.

Realising this potential requires, however, we realise the need for different transport solutions, i.e. fewer cars, and more people – especially in Auckland city centre.

How rail was saved in Auckland

Next Monday will be a historic day for transport in Auckland as for the first time the city will have electric trains carrying fare paying passengers. Electrifying the rail network is something that has been talked about for 90 years, mostly in conjunction with a version of the City Rail Link. While Britomart was undoubtedly a turning point for rail in Auckland it wouldn’t have been possible without some key events and a whole pile of luck that occurred just over a decade earlier, without which it is unlikely we would have a rail system today. One man was at the centre of it all and this is the story of how he saved rail in Auckland.

The story starts in the late 80’s where the Auckland rail network is in serious decline. The trains were being run under the name of City Line which was part of NZ Rail Ltd and also ran a number of bus services.

Unlike Wellington which had just fairly new electric trains, the trains running on the Auckland network were decrepit and consisted of former long distance carriages that had been converted for suburban use. They were originally built in 1936 and had steel frames but the bodies were made from wood. They were also hard to access, requiring customers to climb up into the trains from what were basically oversized kerbs that masqueraded as station platforms. The video below shows what these trains looked like and there are more linked to here. Also note: to change ends there was no driving cab like today, the locomotive had to be uncoupled and moved to the other end of the train at a station with a passing loop.

At the time Auckland had also seen numerous grand plans for new public transport networks but none ever saw the political support needed to actually implement them. At the time the latest idea was convert the western line to light rail using a tram train from Henderson then send it via a tunnel under K Rd before running down the surface of Queen St. The problem was the idea couldn’t get political support. The City Council didn’t want trams on Queen St and the regional council saw it as competition to the Yellow Bus Company which they owned 90% of. That left Auckland with its near derelict trains and not much hope for the future.

It’s now the early 90’s and enter Raymond Siddalls. With a year to go before the regional council took over the contracting of services he was in charge running the suburban fleet. His bosses had also tasked him with shutting the Auckland network down. With an aging fleet, falling patronage and little political support (both locally or nationally) no one thought it could be made to work. After looking at the operations Raymond was surprised to find that with with a restructure he was be able to cut down the costs and actually have the company start making a profit on the gross contracts it held.

The critical time came in 1991 when a decision needed to be made on how to move forward. New legislation controlling how public transport services would operate was coming into effect and basically changed everything. No longer could PT be treated as a social service and the focus was on making PT stand up commercially. The legislation also didn’t allow for any distinction between rail and bus services which meant bus companies could tender for rail routes. Note: this legislation is still in effect today and has had a significant negative effect on the planning and provision of PT for over two decades. The new PTOM legislation should address most (but not all) of the issues it caused.

With the network actually making a profit the operation was kept going and the operating company tendered for the 120 services a day that they were already running (today there are something like 365 services per day). One problem though was each service had to take on the full cost of running the network. They subsequently were able to re-tender for the services as a combined timetable which allowed the costs to be shared across all services.

The councils started to get on board and the company was awarded the contract in the South for three years while in the west it was for four years. They were then able to successfully argue that with a 4 year contract on the entire network there was a chance to look at new rolling stock which would boost and the councils agreed to this. The contract was due to start in June 1992.

Around this time it just so happened that one staff member was about to go to Perth to attend a wedding. Perth was just about to finish electrifying their rail network and so the staff member was asked to drop in to find out what they were planning to do with their unneeded DMU’s (Diesel Multiple Units – the ones that don’t have a locomotive).

It turns out there were no plans for them and so subsequently Raymond flew over to inspect and value the trains. He made a call that there were no other buyers interested in them and so put in an offer for them at scrap value. All up he was aiming for 20 trains and his hunch about no other buyers being interested paid off, managing to secure 19 of them.

One of the ADLs as they looked before being refurbished in the mid 2000’s

With a new fleet of trains seemingly secured it wasn’t the end of the problems though. Perth is flat and the steepest track has a grade of 1:200 while Auckland is far from flat with trains needing to be able to handle grades of 1:36. This meant many needed their engines and transmissions overhauled to be able to handle the Auckland conditions. They also wanted to refurbish the trains by re-upholstering the seats and replacing the floor coverings. Lastly they had to raise the platform heights around the network so that people could actually get on to the trains. To make things even more difficult in Auckland the rail unions were striking trying to reopen the workshops and re-employ some of the staff who had been laid off by the earlier rail restructuring.

To fund the overhaul, refurbishment and raise the platform heights it was determined that the only way they could make it viable would be if the rail contract was extended to 10 years. Due to the confirmed availability of rolling stock this was considered a good deal. As such the regional council ended up voting unanimously to support the proposal with one person abstaining – the abstention was from a light rail advocate.

In another stroke of luck all of this happened just before the rail network was privatised, something that could have put the whole idea in jeopardy.

At around the time the DMU’s were introduced patronage on the rail network reached its lowest point ever of just over 1 million trips per year. Within a couple of years after their introduction, the DMU’s were responsible for a reverse in the in the patronage decline that had been witnessed over the previous decades. It then continued to grow and reached about 2.5 million trips before Britomart was opened. It was also that growth that helped give the political courage needed to get Britomart built.

Historic Rail network patronage

Raymond also happened to table the idea of Britomart all the way back in 1990 and he was instrumental in ensuring that a corridor was left to the site of Britomart as the initial plan had been to sell off the old rail yard land entirely.

Put simply without the actions that Raymond took we almost certainly would not have a rail network today that is about to served by modern electric trains. He has been a hero to PT in Auckland that I think the city should be eternally thankful for. Thanks Raymond.

Note: Thanks to Raymond for agreeing to share his memories with us. Also thanks to Auckland Transport (where Raymond currently works) for allowing us to talk to him.

How census mode share has changed over time

On Saturday we finally saw the first glimpses of information on the Journey to Work (JTW) data from the 2013 Census for Auckland (we received the national figures a few months ago). This morning Stu looked at how effective investment in each mode has been since 2006. For this post I’m going to look at how the trends in Auckland have been changing over time and I’ve managed to find the data from as far back as 1996.

First up we have the total number of people in each category.

2013 - Auckland Journey to Work - Total Chart

One thing that surprises me about this figure is just how little the “Worked from home” figure has changed over time. As a percentage of the total it has remained unchanged at 7% despite great advances in the ease and ability of people to work at home. It also defies the claims of those who argue we don’t need to invest in PT because more and more people will work from home in the future and not need to travel.

I’ve also simplified that by looking only at the modes that required transport and grouping similar ones together. I have included the “Other” column with PT as I understand much of patronage in that bucket is related to the ferries. You’ll also notice that I’ve dropped the “Working from home” and “Didn’t go to work” columns to only look at those who are going to work.

2013 - Auckland Journey to Work - Chart Simplified

So all modes had an increase but the fascinating thing is that there was a larger increase in PT than there was in Private Vehicles. Converting the figures above to mode share percentages we get.

2013 - Auckland Journey to Work - Percentage

and the simplified version

2013 - Auckland Journey to Work - Percentage simplifed

Private vehicles clearly still dominate the figures for how people get to work although that is slowly starting to change as more people use public transport, walking and cycling as those options improve. During the last census cycle we’ve had big improvements to the rail network and the construction of the Northern Busway, both of which have driven a lot of growth. By the next census AT should have completed the current tranche of projects that will really revolutionise PT in Auckland. These include Electrification, the New Network, integrated ticketing/fares and other customer experience improvements. Combined those improvements could quite possibly push private vehicle usage below 80%.

Further if the current trends continue then from these numbers we might be able to say that 2001 (or sometime around then) was the point when car dominance peaked in Auckland. Imagine just how much further that share would drop if we were to build the Congestion Free Network.

Lastly just to try and put the changes in perspective. What would have happened if the growth that occurred had of been at the same mode share percentage as 2006. By my calculation it would have meant we would have had just over 11,300 more private vehicle trips, 9,000 less PT trips and 2,300 less active trips. Most of the growth of active and PT trips has been to the city centre and so to accommodate those extra 11,300 private vehicles trips on the road network would have needed 2-3 extra lanes of road capacity, in other words effectively we would have needed another motorway to the city centre.

Strong employment growth in the central city

Last week Statistics NZ released their business demography statistics for 2013 which provides a range of information about businesses in New Zealand. One of the really interesting bits of information included within the release are employee counts by geographic area, which can tell us the number of jobs in each area unit. The data is collected annually in February each year and is available back to 2000. So what’s happening with employment in Auckland?

First of all, at a region wide level, you can see that at an increase of just under 6,300 jobs the increase was less than it had been for the prior two years. However, what we did see is that the total number of jobs surpassed what we had prior to the GFC, which is very significant. Note this doesn’t mean the unemployment rate is lower as we have had population growth and more young people entering the job market. You can also see that in the last few years there has been quite a jump in percentage of jobs in Auckland compared to the rest of the country with the number increasing by more than 1% in the last few years to a high of 33.5%. This suggests that Auckland is performing better than the rest of NZ which lines up with other economic data we have seen.

Auckland Employment 2000-2013

However the really interesting part is when we look at what is happening at a more detailed level. For each area unit I have assigned it to one of the following

  • Rural Northwest – Rural areas and towns to the North and west outside the main Auckland Urban area. This includes the likes of Huapai and Warkworth.
  • Hibiscus – The urban area of Orewa, Silverdale and the Whangaparaoa Peninsula.
  • North Shore – The old North Shore City Council area.
  • West Auckland – The urban parts of the old Waitakere City Council area.
  • Central City – The CBD and neighbouring fringe suburbs like Freemans Bay, Ponsonby, Grey Lynn, Eden Terrace, Grafton, Newmarket and Parnell.
  • Other Isthmus – The old Auckland City council area outside of the Central City.
  • South Auckland – The urban areas of the old Manukau City and Papakura District council areas.
  • Rural Southeast – The rural areas and towns in the South and East of Auckland including Pukekohe.

The results are below, however for the keen eyed among you, the numbers don’t add up completely to the ones above as there are a small handful of jobs noted as being on one of the harbours or islands around the region. Due to how small the number, is I excluded them from the table below.

Auckland Employment Breakdown 2000-2013

When you start to go through the results there are some quite interesting trends, especially over the last few years. The table below shows the change in job numbers over the same time period.

Auckland Employment Breakdown Change 2000-2013

Looking at what’s happening recently, what’s surprising is just how strong the growth has been in the central city over the last few years. In total it accounts for about 52% of the increases in employment that has occurred, and over the last year that figure is up to around 78%. These numbers are absolutely massive but also show just how strong the demand for the central city is.

Looking at the other parts of the region, over the last year the only other growth of note has been in the North with both the North Shore and Hibiscus areas seeing any significant change. The one area that is particularly concerning is West Auckland where there are now fewer jobs than there were in 2004. I wonder if anything can or should be done to try and reverse the change.

Another area that these numbers highlight is just how many jobs as a total number there actually are in the central city area (map of which is below). Percentage wise it accounts for about 24.5% of all employment in the region however as a total number there are more people working in the central city than all of South Auckland, more than the Hibiscus area, North Shore and West Auckland combined and almost the same as all of the jobs in the rest of the old Auckland City area which includes all of the industrial areas around Onehunga, Penrose and Mt Wellington.

Auckland Central City CAUs


Of course this strong employment growth comes recently after we found out that there had also been some really strong population growth in the area.

Auckland a great place to visit

Excellent news today that Lonely Planet has ranked Auckland as one of the best cities to visit.

Auckland has been rated one of the world’s top 10 cities to visit by travel bible Lonely Planet.

The city, which attracts 1.8 million foreign visitors a year, sits alongside iconic places including Paris, Zurich, Shanghai and Vancouver in the ninth annual Best in Travel guide, published today. The book highlights the best trends, destinations, journeys and experiences for the upcoming year.

Auckland was praised for its newly revitalised waterfront districts such as the Wynyard Quarter, and shopping and dining precincts such as the City Works Depot and Britomart.

Also singled out are black-sand beaches on the west coast, the Waitakere Ranges, Rangitoto Island, Waiheke Island, the 77km Hillary Trail, the SkyWalk atop Auckland’s Sky Tower and the refurbished Auckland Art Gallery.

“Auckland is often overlooked by travellers eager to head for the stellar alpine and lake landscapes further south, but food, arts and exploring the coastal hinterland are all excellent reasons to extend your stay in New Zealand’s biggest and most cosmopolitan city,” the book says.

Auckland’s many festivals and events, vibrant Maori and Pacific culture and impressive line-up of major sporting events also got a mention.

The only criticisms of the city of 1.4 million people are the traffic and the “inconsistent (but always entertaining) form of the Warriors”.

Photo: Chris McLennan

Auckland has some stunning natural beauty with a mix of harbours, islands, mountains, forests, beaches and rural areas which all combine to make the city extremely unique and it’s not surprising to see some of recognised. However it is the praise for the likes of the Wynyard Quarter and Britomart precincts that are the most interesting as they have been showing that Auckland does now have the ability to make some great urban spaces if we put our mind to it. Further as the lonely planet recognition shows, these spaces don’t just benefit locals but can also help tourism and that’s not just good for Auckland but for the whole country as it makes NZ as a whole a more interesting and viable destination.

What’s also notable about the urban areas mentioned is that they aren’t car free but that cars don’t have the same level impact as they do elsewhere. The focus has been improving the pedestrian realm rather than simply moving as many cars through the area as possible. As we have also seen with the shared spaces, this can have considerable positive impacts for nearby businesses. It really makes me wonder that if we are starting to get recognition for a few relatively small areas, just imagine what people will think if we can do other similar and great developments all over the CBD and city fringe. For example around the rest of Wynyard Quarter, around the Aotea, Karangahape Rd and Newton stations CRL stations and in fringe suburbs like Ponsonby, Newmarket and Parnell.

The quality of Wynyard is something picked up on by Brent Toderian who is currently visiting the city and who is speaking tomorrow night (although I think the event is full)

Number one on the list is unsurprisingly Paris which is a tourist mecca however it’s also worth noting one of the things being done to improve the city.

With a push to reduce the cars clogging one of Europe’s most congested cities, Paris has been reborn. Socialist mayor Bertrand Delanoe has created more pedestrian-friendly areas, particularly along the riverbanks.

More details on Auckland’s population growth

Last year the Auckland Plan set a target for 70% of intensification to happen within the existing metropolitan urban area (note that includes greenfield land out to the imposed urban boundary). This was seen as a too radical step for many, something completely different from what Aucklander’s were used to and that would result in people being forced into apartments. The council ended up chickening out on the target and so included a fall-back position 60% intensification.

The debate on intensification heated up again earlier this year during the discussions on the Unitary Plan with again some people claiming that most people want to live on the traditional mythical “quarter acre paradise”. However I’ve always been a bit sceptical about just how much sprawl has been occurring and back in January I looked at the building consent figures which showed that over 70% of the consents issued occurred within the existing urban area.

The first batch of detailed census data was released last week and as you would expect with the information, there is a lot of interesting results hidden within the figures. The first response of many when the data came out was understandably to look at where most of the growth has occurred – the answer to that was generally the CBD and some of the greenfield developments to in the Northwest and Southeast. The seemingly strong greenfield growth caused some to immediately question whether the councils compact city model was really the right direction for the city should be head – despite the compact city model being a forward looking plan and the census being a backward looking exercise.

However looking at where growth is occurring it can be very easy to overlook some key points. In particular a lot of low level growth across the suburbs may not look that important but it can easily add up to a significant amount when combined together. With that in mind and thinking about the intensification targets that were set I thought I would go have a look at what has happened population growth in a slightly different fashion to what has happened so far. To start with for each of the Auckland Census area units I have put them in to one of the following categories.

  • City and Fringe – CBD, eastern Side of Ponsonby Rd, Newton, Grafton, Newmarket and Parnell.
  • Metro Centres – e.g. Albany, Takapuna, Henderson, New Lynn, Manukau, Papakura.
  • Suburban – Rest of the urban area.
  • Mixed – Had some suburban development in 2006 however has also seen some greenfield development.
  • Greenfield – Most of the population growth has through greenfield development.
  • Rural – should be fairly self-explanatory.
  • Rural towns – Settlements outside the existing urban area e.g. Pukekohe, Huapai, Warkworth etc.

Now admittedly it isn’t perfect and we really need the meshblock data to do this exercise properly but still it’s a useful indication. The results in the table below shows that while the suburban areas saw the least growth as a percentage increase figure, they did see by far the most overall growth and accounted for 51% of all the growth that did occur within the region. On the whole population growth within the existing urban areas of Auckland was 64% of all the growth that occurred while greenfield developments accounted for just 24% of the population growth. Perhaps unsurprisingly these results are similar to the building consent ones.  What it does mean is that a target of 70% intensification is not only realistic but not that different from what has been happening in recent years.

Census - where growth occured

Further, as you would expect this growth is having an impact on the density of the city. For each area unit I have rounded the density to the nearest 500 people per square km and use that to create a density profile for the region. The graph below shows that density profile for the entire region based on the percentage of people living in each of the density buckets. It indicates that the density curve is shifting higher while also flattening out with the change generally being less people living at lower densities and more people living at higher densities.

Population Density Profile Percent

However the question is not just whether there are more people living at higher densities but whether the suburbs themselves are getting denser. To help answer this, the graph below shows the density profile based on the total number of people living in each density bucket. What this shows is that there are actually less people living in some of the lower density buckets. For example in 2001 almost 285,000 were living at a density of roughly 2500 people per km², by 2006 that had dropped to 247,500 and in 2013 is at just over 218,500.

Population Density Profile Total

What this suggests is that the density is changing due to the suburbs getting denser. It is important though to point out that at this stage that it’s unknown whether that is due to there being more dwellings, more people in each dwelling or less vacant dwellings. We will need to wait for future census data to come out before we can tell that.

One thing that is really noticeable is that there is an almost complete absence of people living in the medium-high densities. Something between the really high density seen in places like the CBD -which reaches over 10,000 people per km² and the low-medium densities in the suburbs. We should really be seeing a lot more people in the 4,500-6,000 range however we will need to address that in a separate post.

Based on what we know so far it is pretty clear that Auckland is getting denser and when you consider the change since 2001 the impact is quite substantial. One useful way of measuring density as a whole is to look at the weighted density which measures density based on what the average density that people experience rather than a simple calculation of total number of people divided by total land area. One of the reasons for using this metric is that otherwise you get some very odd results like that Auckland is more dense than the urban area of New York due to the large amounts of low density housing in places like New Jersey and Long Island. Based on the weighted density measure, the Auckland region comes in at roughly 2,650 per km² which is an increase of 17% over 2001.

One last point that is worth mentioning in all of this. Census area units are very broad and include parks, industrial areas and other pieces of land that can have negative impacts on density calculations. As such the figures in this post are very rough and we will need to wait for the more detailed meshblock data to emerge before giving more accurate results however it does mean that the density calculations are likely to increase. That more detailed data will also eventually allow us to look more closely at how we compare to other cities in NZ and overseas.

So Auckland has been getting denser already and the sky hasn’t fallen, someone should tell the residents of St Heliers and Milford that it’s ok to come out of their single storey houses now.

More detailed Census data released

While there ended up being other news yesterday afternoon that stole the headlines, the more important announcement was that of the census results. Like the week before, the results released were still only the numbers from the census night and so didn’t include those out of the country or those that didn’t fill in their census forms – and those numbers will come later – but they did include the results down to the census area unit level which gives a good indication of where the population growth is occurring.

As expected from the results, Auckland saw the greatest growth with a population increase of 110,592 people. To put that in perspective, that’s 51.6% of all of the growth that has occurred in New Zealand since the last census and Auckland’s growth is similar to having added the entire city or Tauranga (114,789) or Dunedin (120,246) to the region.

In total the population of Auckland increased by 8.5% over the seven years since the last census, an average growth of 1.2%. That is less than the 12.5% (2.4% per year) that the region saw between the 2001 and 2006 censuses however is roughly in line with the trends seen in the rest of the country. Auckland’s share of the country’s growth actually increased slightly as for the 2001-06 period Auckland had 49.8% of all NZ growth. Further as pointed out by John yesterday (and by the council at a briefing on the results), the numbers can be dramatically impacted by changes in migration which tends to go in cycles – and we are just starting to come out of a lull in this regard.

Some people have already said the lower population growth means the council should cut back on the Unitary Plan however these figures are just one part of the story and there is a lot more detail to come from Stats NZ including updated population projections before any changes to planning might be needed. Anyway if there is lower growth then the first parts of the Unitary Plan that should be scaled back are those that allow for huge expansion into greenfield land in the North, Northwest and South.

As mentioned the most interesting parts of the information released was the population by census area unit which is the second lowest level of data that Stats NZ release (the lowest being meshblock but that hasn’t been released yet). The Herald have already whipped out these maps showing the population density in Auckland for 2006 and 2013 however it is worth noting that the scale isn’t exactly even as the first six colours combined represent the same range of density as the 7th and most common peachy colour.

Population Density 2006-2013

Unsurprisingly the densest part of the region is in the CBD and some of the surrounding areas. However there is also quite a lot of density in the Mangere, Papatoetoe and Otara areas. These likely reflect much larger household sizes rather than smaller and more intensive dwellings like we see in the CBD.

There has already been some talk about the pure numbers of population change in some of the urban fringe areas and while in absolute terms that might be true, it is also worth noting that often the area units can be quite large and that growth is spread over a large area.  For example the area unit with the single biggest population growth was Ormiston in the South East which has seen quite a bit of greenfield development associated with the new Flat Bush town centre. It grew by 4,263 people since the last census 7 years ago when it was almost exclusively rural. There has some quite strong growth in the neighbouring area units too. However compared to other parts of Auckland the area unit is extremely large at roughly 9.8 km². As a comparison, in just over half of the total area (5.0 km²)  there are five area units that cover the CBD (and a little bit outside of it) and combined they have seen an extra 9,978 living in the area over the last seven years . In other words they have had roughly twice the population growth occur in half of the space.

To help show the changes, Kent has put together this map together showing the change in density between 2006 and 2013.

Population Density change 2006-2013

When you combine the info in here with that of the map above what you can see is that not only is the central city the densest area in Auckland but it is growing denser faster. There are a few patches of increased density outside the central city but they do tend to be places where long planned greenfield development has taken place.

While on the subject, here is the council’s press release and so far they have only really looked at the data at a local board level.

Auckland Council’s Chief Planning Officer says today’s 2013 Census results, which show Auckland’s population has hit 1,415,550 people, provide vital insights to help plan for Auckland’s future.

The results, released by Statistics New Zealand, show Auckland’s population has grown by 110,592 people since the 2006 Census. Auckland now represents 33.4 per cent of New Zealand’s total population.

“The results reinforce that Auckland continues on its strong growth path, and the prudent thing to do is plan and prepare for that growth,” says Chief Planning Officer Dr Roger Blakeley.

Auckland experienced the largest growth in New Zealand between 2006 and 2013. This was in line with the rest of the country, however the rapid rate of population growth that was seen in Auckland between 2001 and 2006 appears to have slowed.

Dr Blakeley says it’s important to note that census counts are snapshots in time.

“The population growth over the past seven years is not a reliable guide for Auckland’s next 30 years, however the growth rate remains strong and we need to plan for it,” he says.

Contributing factors to the lower population growth rate in New Zealand over the past seven years include a reduction in net immigration caused by the global recession and an increased number of departing New Zealand citizens, mainly to Australia. Auckland also has more migrants and higher fertility than other parts of the country.

The distribution of growth within Auckland’s local board areas has been variable. Growth has been particularly strong in the urban fringe areas and city centre.

Between 2006 and 2013, the five local boards that grew the most were:
1. Waitematā – increased by 14,208 people
2. Howick – 13,620
3. Upper Harbour – 10,797
4. Henderson-Massey – 8898
5. Hibiscus and Bays – 7974.

The five local boards that experienced the least growth during the same period were:
17. Devonport-Takapuna – increased by 2817 people
18. Māngere-Ōtāhuhu – 2808
19. Puketāpapa – 2133
20. Waiheke – 543
21. Great Barrier – 45.

What was odd is that the council held a briefing on the results and the cities chief anti intensification campaigner – Bernard Orsman was there. Despite the extremely strong growth in the city centre he made the statement more than once that if we just ignore the CBD (perhaps he thinks apartment dwellers are lesser beings) that it somehow proves the “compact city model” and the unitary plan was flawed, not what people want and therefore should be dumped. There are of course a couple of issues with this with the primary one being that you can’t just ignore the a huge segment of the growth that has occurred. He was also told on numerous occasions that the growth over the last 7 years is no reflection of where the growth will occur over the next 30. The reason I mention all of this is to highlight that Orsman seems to have quite an agenda that he is pursuing when it comes to the unitary plan. It will be interesting to see what he says in any article he writes about it.

We will be doing more posts on the Census data over time.

Picture of the Day – ASB Headquarters

Today’s pic of the day is the new ASB Headquarters in the Wynyard Quarter which is an awesome addition to the city

Photos are copyright to Sydney and Craig.

I’ve had a chance to look around inside the building too and it is very neat.