The big winners from investment in high quality urban Transit are of course drivers. They benefit from all the people making the rational decision to choose other ways to get around freeing up the roads for those who need or choose to drive. The numbers choosing to make this shift depends on the quality of the alternatives, as is shown by the huge and ongoing rise in ridership in response to the upgrade of the rail network this decade. A boom in uptake that completely caught officials and transport professionals by surprise. Here is the Ministry of Transport report to the Minister as recently as October 2014:
And of course the road freight industry should understand this too; their productivity will rise with every switch from driving to alternative systems in cities. 77% of all vehicles are private cars, so enabling a reduction in private car use, especially at the peaks, is likely to be more cost effective way of speeding truckies and tradies than spending 10 of billions on more roads which simply incentivise more private driving on all roads. Especially as this spending squeezes out opportunities to invest in complementary networks. This is the contradiction at the heart of the RoNS model, especially for urban areas; using all available funds to induce more driving, because traffic is congested.
Auckland needs better alternatives to driving not alternative roads to drive on. For drivings sake.
From this morning’s Herald, Drive. Dr Anil Sharma, Porsche enthusiast:
We get frustrated today at the amount of auto-dependant development that continues to happen in Auckland (and other places around NZ). This is especially as we know the impacts this form if development has on communities and individuals. Many might think that we’re only now realising the impacts however that’s not the case. This video (two parts) from 1978 sounds like the sort of thing we still say today.
We are all having quite a bit of trouble taking all the transport institutions seriously over RTN designations and intentions. The failure for any action to have been taken over a route through Mangere and the Airport over the last decade, and the constant reductions of any available space for a rail ROW there, or at least one not prohibitively expensive, make all the assurances we hear increasingly hard to believe.
Now we are expected to have no concerns at all about a process which shows every sign of just being another massive state highway with a little pretend drawing of a train in the sump of a massive road tunnel.
Tommy Parker confirmed today that buses on the bridge are to be the RTN solution, ie what there is now.
Our view is that this puts the cart before the horse. NZTA should not be starting with a solution without any clear description of the problem. We do not see why it needs a designation over a stretch of water to analyse what may be missing across here. Although it is not the designation that is the problem, but the lack of a needs focused, creative, and open minded analysis that troubles us.
As to us it is clear that what is missing from the existing bridges is a real RTN route [assuming SkyPath happens]. Therefore we expect to see real exploration of what delivering rail only tunnels [or bridge] would do to shape demand here. A rail system would certainly be higher capacity than road tunnels, and, well planned, would also likely be much cheaper and stageable. Adjacent rail systems do add resilience as the TransBay Tunnels did in Loma Prieta earthquake of 1989 in San Francisco. And not do have all of the disbenefits of the massive increase in vehicle numbers throughout the whole city [congestion!] that more traffic lanes will.
We know than any additional road capacity here would be a total disaster for the city, which we are currently de-carring, and the CMJ which is already full, and the North Shore local roads. We also know, and NZTA almost brags about this [see below], the main outcome would be a traffic inducement on a massive scale:
This is ‘decide and provide’ in a bad way, a huge programme of traffic creation; $6 Billion to get people out of buses and into the driver’s seat. What ever we build across this route will be used; what an amazing opportunity to choose to shape both demand and the city in a wholly positive way.
However the fact that NZTA is not currently allowed to spend on rail capex, and anyway really is mainly a State Highway provider and then is not calling for any outside expertise to explore rail systems is also not encouraging:
It is our view that both a driverless Light Metro system, or a continuation of AT’s proposed Light Rail network across the Harbour, to Takapuna and up the Busway, need to be properly explored as the next possible crossing over the harbour. As they are likely to achieve all of the aims NZTA and AT are charged with delivering for the city much more completely and at a lower cost than any additional traffic lanes and without any of the disbenefits.
– the economic benefits of true spatially efficient urban transport system linking the Shore to city and the isthmus RTN
– make a massive transformational shift to public transport
– real carbon and other pollution reductions of scale from a 100% electric system
– huge place benefits, including a real reduction in city car and bus numbers
– no additional massive costs on approach roads
– resilience of additional systems as well as route
We would like to meet with NZTA at the highest level to discuss this further.
We are extremely concerned that institutional momentum is building for a very very poor outcome for the city and country and are determined to improve this process.
We look forward to your reply,
Last week the latest iteration of the National Land Transport Programme was announced. This is largely a business as usual plan, dominated by the big spend on a few massive state highways projects. However there are a few things to be celebrated, especially for cycling, and even more in the language and thinking in the supporting documents. This was repeated at the launch too, especially in the words of NZTA CEO and AT Board representative Geoff Dangerfield, and NZTA Auckland/Northland Regional Director Ernst Zöllner.
The high level aims are all strong and commendable. The focus on ‘economic growth and productivity, safety, and value for money’ are incontestably valuable. If they were to add ‘resilience, energy security, and environmental performance’ it would probably be a perfect list. But of course this is really set by the Government Policy Statement.
Dangerfield was his usual clear and persuasive self, setting a high level context and skilfully bating away questions. Zöllner was particularly articulate about both the dynamic nature of the situation in Auckland and the unformed quality of Auckland’s PT networks; especially the incomplete nature of the core Rapid Transit Network. Both noted the strong growth of PT ridership numbers, which will see a rise in the PT opex spend.
Here’s what the agency says about the Transit and Active modes, in the Providing Transport Choices document:
All incontestable good sense, and exactly the sort of points regular readers here would recognise, especially the emphasis on the value of the high quality own-right-of-way Congestion Free networks of rail and dedicated busways.
People using public transport on high-quality public transport services with a dedicated right of way, like the Auckland Northern Busway or metropolitan rail networks, can now enjoy fast, efficient journeys on comfortable modern buses and electric trains, while freeing up road space for other people and freight.
There remains, however, some considerable daylight between this analysis and the actual projects being funded. This is especially the case with the comparatively tiny sum of $176m for Public Transport Capital Works in Auckland out of a total $4.2 billion spend over the three year period in the region [~4%] and $13.9 billion nationally. This sum [half of which is from the Council’s Transport Levy] will bring much vital kit, like the Otahuhu, Manukau City, and Te Atatu bus interchanges. But is a long way from fixing those big gaps in the RTN network. In response to my questions on this they quite reasonably countered that some funding for bus capex is in other budgets, notably under the AMETI programme, as part of the North Western massive highway works, and the Northern Busway extensions.
However the two Busway sums do not result in the construction of even one metre of additional RTN. For the Northern Busway the previous minister deleted construction of the proposed extension from the accelerated motorway package [a loan to be met from future NLTF], so all we are left with is ‘future proofing’ and no one can ride on a busway that has only been future proofed for. On the Northwestern we do get the improvement of bus shoulder lanes and a station at Te Atatu; but no RTN. AMETI is the best of the bunch, but that’s only if the proposed BRT does happen instead of the place-ruining flyover that appeals more to some entitled voices there.
Then we come to the great problem that the National Land Transport Fund is barred from investing in rail infrastructure yet Auckland is now showing the huge value of using this separate network for moving increasing numbers of people completely outside of traffic congestion. And some RTN routes are clearly best served by rail. Just as well the Council has the courage to just get on with the CRL first stage by itself so at least this vital gap at the heart of the RTN is getting a start.
The case for near term investment in PT and especially for completing the RTN can be summarised thus:
- current demand growth of 20+% on Auckland’s Rapid Transit Network,
- the RTN is showing improved operating cost effectiveness as it grows,
- the strongly voiced value the agency sees in quality PT networks especially their positive effects on traffic congestion and economic growth,
- the well known relationship between what is invested in and what then grows in use plus the positive externalities of increased PT use,
- and the observed sub-optimal nature of the city’s current PT networks in both quality and extent, ie the clear opportunities for improvement.
So despite the good work being undertaken by many in all our transport agencies: NZTA, AT, and MoT, there seem to be structural problems that are leading to important opportunities
being missed in our only city of scale
. It is this context that I wrote to NZTA Auckland and Northland Director Ernst Zöllner with concerns about two specific projects that embody these issues. As this post is already quite long I will run the letter tomorrow morning in a follow-up post…
The Public Transport offer in Auckland has a long way to go, but on some routes, especially in the inner city, it can be not only the quicker but also more pleasant option than driving, particularly once the hassle and costs of parking are considered. We look forward to this advantage being spread out to more areas and for more people as the Electric Trains, the New Bus Network, Proper Buslanes, and Integrated Fares roll out over the next couple of years.
Yet there is still the issue of people’s mindset. I understand this well as it wasn’t until I returned from living in Europe that I just didn’t unthinkingly reach for my car keys to undertake even the shortest or most ill-suited of journeys in Auckland. But also over that time PT services have improved from almost completely useless to on many occasions pretty handy. The Rapid Transit system is at last reaching utility as can be clearly seen by consistent rise in uptake, but there are also bus services like the Inner Link that I now use regularly because, once armed with a HOP card, it is often the best option for many journeys. Frequent enough, and a great place to check my messages between commitments, or just stare out into the city sailing by, perhaps even thoughtfully. It can also be pretty social:
Ride Social: On the Inner Link
My partner and I have recently had two instances that are deeply illustrative of how far many Aucklanders have to go with their car addiction. An addiction born of the environment; as for so long only one means of movement was well supported.
Both times we were happily bussing it, only to be dragged off into relatively unpleasant and time wasting car experiences by people determined to do us a favour and generously save us from perfectly efficient and enjoyable Transit trips.
The first, after a dinner out we were dragged, past our bus stop, into the limitless helllhole that is the SkyCity car dungeon, our hosts struggling to find their car on the bizarre sloping and labyrinthine parking floors, paying an absolute fortune to release it once found, seriously taking way longer and much less pleasantly than hanging on Albert St on a clear evening, even for the relatively roundabout 020.
It was very kind of our friends but I really really would have rather had the bus trip home. The conversation, thereafter, became all about how vile SkyCity is as an experience and how expensive the parking was; which was an order of magnitude higher than our combined busfares.
The second, Maria was on Ponsonby Rd buying flowers en route to the hospital (Bhana Bros; what will we do without you?), only to bump into a mutual friend who insisted on driving her to Grafton. What ensued was a longwinded driving/parking hopeless nightmare. Compared to taking the Link, as she’d intended [directly point to point; unlike the drive], or riding, as I usually do to get to the hosp. and there’s been a lot of that over last few years, what a stupid way to cover that route! Yet this person wouldn’t have a bar of it, absolutely full of how she’d saved Maria from some kind of malady and done her a great favour…. But it actually made her late for her next appointment and robbed her of a contemplative moment on the bus.
I had a similar experience not too long ago. Drinking near Britomart late at night, group decides to go to a bar in Ponsonby. They start the inevitable horse trading of who is driving what and where and whose car I have to go in the boot of. I say bugger that and announce I’m catching a bus, the rest look at me like I’m insane. Basically begging me to cram into their car which is parked in some building like they are saving me from some huge hardship. Me and one other get the Link up no worries, and are well onto our second drink before the rest arrive complaining about nowhere to park etc. All absolutely flabbergasted we got there faster on a bus. One person didn’t believe us and said we must have run straight to a taxi. Anyway, who wants to be driving when bar-hopping?
I get this totally because if you don’t use PT at all you sort of don’t see it, except as that thing blocking your way when driving, also you don’t know how it works, where to catch a service or how long it might take, or what the hell a HOP card is. And it also means you pretty much always have your car with you piling up parking charges or nagging you about the wisdom of having that drink. I really do feel much freer in the city without my car, free to change plans, free to socialise. In the city the car is a burden.
And continued improvements to services are baked into the pie, especially now the the Transport Levy is in place. Although it is extension to the Rapid Transit Network that would be truly transformative. Here is the coming spread of the Frequent Network:
Those that still only ever think of driving are clearly the majority in Auckland but there is a considerable upside to this observation because as the kinds of improvements that are available in only some places become more widespread it means that there are many more Aucklanders who will discover this advantage and add using these services to their options for movement. When and where it makes sense to.
The data supports the idea that this is already happening as the transit trips per capita figure keeps steadily advancing despite the rising poulation. It is now at 50.5 PT trips per capita from 44 in 2011, still very low compared to similar cities
, and reason enough to expect ridership to keep climbing. As long as Auckland Transport keep improving services measurable.
But also thinks of new ways of getting HOP cards into more new hands. Events where PT journeys are part of the ticket price are currently the main way that AT are doing this. But with Fare Integration I think its time they started approaching major employers near good services to include HOP cards in renumeration packages. And for the government to revisit Fringe Benefit Tax rules for both PT and car parks.
Yesterday the Architectural Centre in Wellington have launched a fund raising campaign to fight NZTA’s continued waste of our money on expensive lawyers for their hopelessly unimaginative and retrogressively conceived Basin flyover project. Here’s the Give-A-Little site with a recap of the situation.
Julie-Anne Genter, the Transport spokesperson of the Green Party has put out the following press release on the Mill Rd project that we have written about here, and here:
Take 5 minutes and make a submission on Mill Road
Auckland Transport is proceeding with the application for the ridiculously expensive behemoth highway solution at Mill and Redoubt Roads. Submissions to the Notice of Requirement (NOR) close this Tuesday 26 May.
The project is not only another expensive 1950’s-esque solution that will do nothing to reduce car-dependence in Auckland, it also will destroy an ecologically significant and rare piece of old stand bush that should be protected by the Council.
A local group of concerned and affected residents have been fighting the proposal for several years now, and yet somehow the roading engineers are keeping it alive. Even if there is not money in the LTP for the full project, getting the NOR approved now will mean there’s still momentum to complete the project in the near future.
This could be a repeat of the Great North Road Pohutakawas and a community win for sensible transport solutions. If we get enough people expressing concern, Auckland Council may decline the NOR and force Auckland Council to take a more logical, multi-modal approach.
Michael Tavares (of the Save Our Kauri – fame) and I have written a simple submission here. You can add your name, or better yet, make your own submission online.
She has also made a few quick Twitter vids here:
The new suburbia; detached buildings so close you wonder why they bother and every mood from drab to dreary. At least you can no longer hear children play… now they’ve been banned.
The Auckland City Centre is entering a phase of profound change. The rest of this decade it’ll be undergoing a more extensive and disruptive renovation than your average Ponsonby villa. The designers and financiers are at work and the men and machines are are about to start. The caterpillar is entering that difficult and mysterious chrysalis phase; what kind of butterfly will emerge?
Some of the probable additions to AKL’s skyline [image: Luke Elliot]
If even half of what is proposed gets underway almost every aspect of the centre city will be different.
Precinct Property’s 500 million dollar total rebuild of the Downtown centre and a new 36 storey commercial tower is confrmed to start next year. The 39 storey St James apartment tower is also all go [with the re-opening of the ground floor to the public soon]. An apartment tower on Albert and Swanson has begun. There are a huge number of residential towers seriously close to launching some of which are 50+ floors. These are on Victoria St, Customs St, Commerce St, Greys Ave and more. The biggest of them all Elliot Towers is rumoured to underway next year. Mansons have bought the current herald site and said to looking at residential there. On the same block 125 Queen St is finally getting refurbished bringing much needed new commercial space in the city [+ about 1000 new inner city workers]. Of course the Convention Centre and its associated hotel will start too. Waterfront Auckland have announced new mid rise apartment developments and a new hotel beginning as well. This list is not by any means exhaustive. Auckland is now a builders’ boom town. And it will resemble nothing other than an enormous sand pit for the next few years.
Regardless of the forms of these buildings they are going to have profound impacts at street level; flooding the footpaths with people, stimulating more and more retail and especially hospitality services. Add to this the disruption of the works themselves, for example later this year the first stage of the CRL is going to start. Digging up everything from Britomart through Downtown, up Albert St to Wyndam St. If the proposed Light Rail system goes ahead that will mean the [no doubt staged] digging up of the whole length of Queen St and other places, Dominion Rd, Wynyard Quarter. Street space is becoming more and more contested. Driving in the city is going to get increasingly pointless, most will avoid it. But unlike last century that won’t mean people won’t come to the city. One, because it’s become so attractive with unique retail offers, unrivalled entertainment attractions, and a fat concentration of jobs. Two, because people are discovering how good the improving Transit options are becoming, so why bother driving. And three, because increasing numbers are already there; it’s where they live anyway.
And that Transit boom is going to continue, or even accelerate. Britomart throughput is now running at 35 000 people daily, when planned it wasn’t even expected to reach 20 000 until 2021 [see below; the blue line is still growing at that angle; it is now literally off the chart]:
Why is this happening? A lot of people in wider Auckland still think the city is unappealing or unimportant. Aren’t we spreading new housing out at the edges? Aren’t new businesses building near the suburbs in those business parks? Well ironically one of the reasons so much growth and investment is happening in City Centre is because those same people, the ones that prefer their suburban neighbourhoods to the city, don’t want any change near them. The City Centre is one of the few places that it is possible to add new dwellings or offices at scale, and because it is a very constrained area with high land value this can only be done with tall buildings. The more suburban people refuse to have growth near them the more, in a growing city, investment has to concentrate where it can, and in Auckland that means downtown.
Auckland’s first electric tram 1902
Auckland is still spreading outwards and businesses are growing in suburban centres, but these areas are not appealing or appropriate for all people and all businesses, and nor are they sufficient; the City Centre is growing by both these metrics too, and at a greater pace. The 2013 census showed that AKL city is the fastest accelerating place to live in the entire country, growing at over 48% between 2006-2013, and currently the city is experiencing a new shortage of office space and an interesting reshaping of the retail market. The education sector is also still strong there, with Auckland Uni consolidating to its now three Central City sites and building more inner city student accommodation. City growth is strong and broadly based: residential, commercial, retail, and institutional.
There are risks and opportunities in this but what is certain, outside of a sudden economic collapse, is that the City Centre will be a completely different place in a few years, in form, and in terms of how it will operate. And the signs are promising that what we are heading to is an almost unrecognisably better city at street level than it has been in living memory.
What is happening is simply that it is returning to being a city of people. Ten of thousands of new inner city residents, thousands of new visitors in thousands of additional hotel beds each night, hundreds of thousands of workers and learners arriving daily from all over the wider city each day too. All shopping, eating, drinking, and playing within the ring of the motorway collar. Auckland is moving from being one of the dullest and most lifeless conurbations in the world to offering a new level of intensity and activity. Well that is certainly the possibility in front of us now.
Auckland has had boom times before, and each of these leave a near permanent mark on the built fabric of the city [the Timespanner blog has examples in great detail]. So it matters profoundly what we add to the city this time. We are at the beginning of the opportunity to correct the mistakes of the postwar outward boom that came with such a high cost for the older parts of the city. By forcing the parts of the city built on an earlier infrastructure model to adapt to a car only system we rendered them unappealing and underperforming, and the old city very nearly did not survive this era. Only the persistence of some institutions, particularly the Universities, enabled it to hang on as well as it did. The car as an organising device is ideal for social patterns with a high degree of distance and dispersal. It is essentially anti-urban in its ability to eat distance but at the price of its inefficient use of space; it constantly fights against the logic of human concentration that cities rely on to thrive. It not only thrives on dispersal, it also enforces it.
Queen St 1960s
But now the wheel has turned and cities everywhere are booming on the back a of model much more like the earlier one [see here for example: Seven cities going car-free]. This old-new model is built on the understanding that people in numbers both already present in the city and arriving on spatially efficient Transit systems providing the economic and social concentration necessary for urban vitality and success.
This seems likely to lead to a situation more or less observable in many cities world-wide where there is an intense and highly walkable and Transit served centre surrounded by largely auto-dependent suburbs. Melbourne, for example, is increasingly taking this form. And, interestingly the abrupt physical severance of Auckland’s motorway collar might just make ours one of the more starkly contrasting places to develop along these lines. A real mullet city: one made up of two distinct patterns.
Bourke St Transit Mall, Melbourne 2014
Frankly I think this is fine, it could make for the best of both worlds. Those who want to live with the space and green of the suburbs can continue to do so but are also able to dip into a vibrant city for work, education, or especially entertainment, on efficient electric Transit, ferries, and buses when that suits. A vibrant core of vital commercial and cultural intensity sustained by those who choose to live in the middle of it 24/7. The intensity of this core plus any other growing Metro Centres [will Albany really become intense? Manukau City?] meaning the sprawl isn’t limitless and the countryside not pushed so far away that it is inaccessible. Auckland as Goldilocks; not all one thing or the other; neither all suburb nor all city. People will use or ignore which ever parts they want, and soon members of the same households will be able to indulge their different tastes without some having to leave the country.
What are the threats to this vision? Well we do actually have to build the Transit, this means completing the CRL soon as is possible, and ideally replacing a good chunk of the buses with higher capacity and more appealing Light Rail. To connect these two halves; the success of both the centre and the region it serves depend on it. But also we have deliver a much better public realm on the streets and especially at the water’s edge. We have to retain and enhance the smaller scale older street systems to contrast with the coming towers, like we have at Britomart and O’Connell St. All these moves require leadership and commitment and an acceptance that the process of getting there will be contested and difficult.
I have no fear that people in the wider city won’t be happy to choose to leave their cars at home for some journeys, especially into the city, then jump back into them for others across the wider city or out of town. After all it’s happening already. This is not then a bold prediction, merely the extrapolation of current trends. And it is the trend that tells us more about the future than the status quo. More of this:
CPO Lower Queen St 1960s
AKL Grafton Gully 70s
AT are doing some very very good things at the moment, they are showing leadership and courage to make rational but bold decisions. Like dropping the Reeves Rd fly-over in favour of a BRT solution, creatively investigating ways to bring modern light rail to over-crowded bus routes, and quickly rolling out long overdue bus lanes on arterials. These are all fantastic and are signs of a nimble and lively institution, one that is responding to a changing world with a changed response. One that is resisting the natural tendency of public agencies to just roll on doing the same as before and not risk trouble. I applaud this and the hard working and dedicated individuals who are carrying out.
But at the same time, at least at the time of writing, AT has lost its way on Great North Road. So why have they got it so wrong here?
Looking at that first list we can see what all these issues have in common; they are all discretely transport issues; as you’d expect this is AT’s core competency. BRT versus a traffic flyover in Pakuranga? This is a debate between competing transport projects, each can be costed and outcomes evaluated. Analysing whether more buses will be able to deal with the demand on Isthmus and City routes or whether a higher capacity technology may be needed? Again this is problem of spatial geometry, vehicle size, route speed, likely passenger volumes, boarding times, vehicle dimensions etc. All the kinds of things a transport organisation ought to excel in, and that AT increasingly shows it does.
But in examining the widening of Great North Road as if it only has transport outcomes they are showing the limits of this competency. That ‘place value’ just doesn’t compute is shown by the bewildering array of excuses being rolled out by AT to justify an act they clearly consider trivial: The removal of the six 80 year old Pohutukawa. First was an attempt to blame the need for killing these trees on improved cycling and public transport amenity in order to ‘bring long-term environmental benefits’:
We regret that the trees will be lost but a major benefit is that they will make way for cycle lanes to the motorway overbridge and for an extended bus lane and bus priority measures in Great North Road.
Making travel by cycle and bus more efficient and convenient is consistent with Auckland Transport’s drive to encourage the use of public transport. This will bring long-term environmental benefits as more people choose alternative modes of transport, to the car.
This is to draw an extraordinarily long bow. There are no ‘cycle lanes to the motorway overbridge’ in the proposed plan. There is absolutely no more cycling amenity on Great North Rd than there is currently, ie a wide footpath, except the new one will have no shade nor glory from the grand Pohutukawa. There is proposed to be a slightly longer but still intermittent bus lane. And as all this takes place as part of a massive increase in traffic lanes, including a double slip lane, to say that this project is designed to ‘bring long term environmental benefits as more people choose alternative modes of transport, to the car’ is frankly, an untruth.
That statement would be justified if fully separated cycle lanes and proper Rapid Transit was at the core of the project. They are not.
Both AT and NZTA spend public money and it is our legal and moral responsibility to deliver the most objective cost-efficient solutions to the ratepayers and taxpayers that planning and engineering can devise, for the least possible cost.
Absolutely right. Cost, and value, is exactly the issue here. We all certainly want our money spent wisely by our public servants. But there are obvious problems with this assertion, first the cost is only relevant in the context of the value; a cheap thing is a waste if it is not very good. And the people of Auckland see losing the trees as too high a cost for what they propose. That AT don’t see they value of the trees how and where they are, or so discount it so, is essentially the heart of the disagreement. We understand that they have a low transport value, but AT cannot ignore values outside of their core discipline, particularly place values, as their actions have huge effects on the quality of life and place that are not captured by driver time savings, traffic flow, or PT ridership numbers. Neither AT nor NZTA can just ignore these issues and simply hide within their speciality. And nor can they claim that a couple of new trees are the same as magnificent ones that have witnessed the last 80 years at this spot.
Additionally, there is no evidence that the preferred option is less expensive in direct financial cost than say Option Six, which the peer review
found to have no significantly different traffic outcomes. In fact Option Six must surely be cheaper to construct as it is one lane narrower and doesn’t involve removing the trees:
There are other issues that could be raised with this text like the bold claim the whole purpose of the Super City is to reduce congestion:
The founding premise of the Auckland super city was that the city’s congestion was costing $1 billion a year in lost productivity and this had to change.
Both this idea of the centrality of congestion busting to the whole purpose of the city and the quoting of a $1billion annual congestion cost figure show how blind AT have become to other issues of value. Other costs. Especially perhaps things that are hard to quantify. But then congestion cost itself is a very hard thing to quantify. The most recent attempt in New Zealand, published by NZTA itself [Wallis and Lupton 2013]
find that the figure for Auckland is more likely in the realm of $250 million.
But regardless of this supposed quantum it has long been understood that congestion is not solved by building more roads
, that in fact while temporarily easing one route, overall this only encourages more driving and auto-dependency for a place, and ultimately worse congestion everywhere. It is, quite literally, the loosening of the belt as a ‘cure’ for obesity. It is also understood that the best outcome for all road users, the best way to combat congestion, is to invest in the alternative Rapid Transit route, particularly where none currently exists:
This relationship is one of the key mechanisms that make city systems tick. It is basic microeconomics, people shifting between two different options until there is no advantage in shifting and equilibrium is found. We can see this relationship in data sets that make comparisons between international cities. Cities with faster public transport speeds generally have faster road speeds.
So again the heavy cost of this work, both financially and in the loss of the trees, a massive reduction in place value, is too high for this outcome.
As some levels of AT seem to admit they place no value on the trees, or indeed anything that isn’t directly transport related, the best outcome would be for the Board to give them direction to find a solution that both keeps the trees and meets reasonable near term traffic demand and in fact meaningfully incentivises the mode shift that AT correctly values:
Urban roads and state highways working together to keep the traffic flowing and fast, efficient road, rail and ferry passenger services that — together with walking and cycling — entice Aucklanders out of their cars.
-Auckland Transport Metro Magazine
This is an issue of cost, and value. The people of Auckland, Auckland Transport’s ultimate customers and employers, find the cost to place-value too high, and the value of the proposed outcome too low, to justify this action. The public may have been slow to realise what was planned here but have now made their views clear. Recently we have come to expect bold and innovative solutions from AT for all sorts of difficult problems. So it would be very unfortunate if the Board were to miss an opportunity to call a halt to this irreversible action and to seek a smarter solution.
And because work has begun the most efficient and cost effective solution is probably to make the small but significant change to Option Six, leaving the trees, adding the additional slip lane, but settling at least for now, for the two east bound lanes away from the motorway overbridge instead of three. It would be good to see the real effects are after the opening of the Waterview connection before rash actions are taken. If a third lane is deemed necessary here [even though only two lead into it] it is clear that could be added in a few years as MOTAT as planning to restructure their whole relationship with this corner. AT can save some cost and some grief now and revisit the issue with more information and without the pressure from a NZTA deadline. It could be that they find that an east facing buslane and separated cycle way is of higher value through here…?
Pohutukawa Blossom, elsewhere