2015 – Auckland’s Watershed Year

The more I look at the events and data of 2015 the clearer it becomes that this has been a profoundly significant year for Auckland. It is my contention that this year the city reached a critical turning point in its multi-year evolution back to true city pattern. I have discussed this change many times before on this forum, most notably here, as it is, I believe, an observable process that has been building for years. Generally it has been gradual enough, like the growth of a familiar tree, as to easily pass unobserved, but now I think it has passed a into a new phase of higher visibility. The group who see it most clearly are people returning from a few years overseas. Many ex-pats express surprise and wonderment at the myriad of changes in quantity and quality they find here on returning.

HOPETOUN_6234

Changing City: New apartments with views over the city and harbour, a Victorian school and park, 20thC motorways, and the new LigthPath.

Below is a summary of evidence for 2015 being the year Auckland returned as a city, in fact the year it crossed the Rubicon onto an unstoppable properly re-urbanising path. Later I will add another post on how 2016 and beyond is certain to see the city double-down on these trends, and why this is very good news. This transformation is observable in all five keys areas:

  • Demographics
  • Transport
  • Development
  • Economy
  • Politics

DEMOGRAPHICS. New Zealanders returning in big numbers are one of the key metrics of 2015. Along with new migrants and natural growth, the other change driving Auckland’s demographic strength is fewer people leaving, all of which, of course, are a vote of confidence in the city as a place to want to live and to likely fulfil people’s hopes for a better future. Population growth for the year was at 2.9%, the strongest rate since 2003, the strongest in the nation, and biggest raw number on record. See here for Matt’s [Population Growth in 2015] and Peter’s [Why is Auckland Growing?] posts on these issues.

Auckland LB Population Change - 2015 2And importantly for my thesis many more people are moving into the centre, particularly into new apartments. This is a evidence that the The Great Inversion is happening in Auckland as it is all over the developed world; the return of vitality to centre cities all over. Auckland’s urban form is reverting to a centred pattern; with proximity to a dense centre as a key determinant of value.

City Centre Population - 1996-2015 2

TRANSPORT. The huge and sustained boom in rail ridership way in advance of population growth is the headline transport news of 2015, and is the result of the upgrade in quality, frequency, and reliability of the service brought by the new electric trains. Sustained growth of over 20% is very strong; this year every four months an additional million trips have been added to the running annual total; 13 million in March, 14 million in July, 15 million in November. I am not overstating it to say that these numbers change a great deal: They change the argument for further investment in rail systems in Auckland, and significantly they change growth and development patterns across the city:

2015-11 - Rail Patronage

BRITOMART JULY 15_3388

Elsewhere on our Public Transport systems the news is great too; The New Bus Network is just beginning, and is already showing huge growth in the few areas it is in effect. This year we have also seen new ferry services, including a new private Waiheke service that means there is much more like a real turn-up-and-go service there [started late 2014]. Ferry modeshare is holding its own at 7% which is a strong showing given the explosion in rail and bus numbers.

Importantly AT is now routinely rolling out long overdue bus lanes across the city. And now that they are doing this confidently and more consistently, surprise and anguish about this more efficient re-purposing of roadspace by car drivers has fallen away to nothing- there surely is a lesson there.

So total PT ridership cleared 80 million annual trips this year, for an overall growth of 8.1%, a rate running at nearly 3x population growth, evidence of a strong shift to public transport at the margin. Growth that is certain to continue despite capacity issues becoming pressing at peak times on both buses and trains.

2015-10 - Total Patronage

HOP card use also became strongly embedded this year [except on the ferries] which is another sign of a maturing system.

2015-09 - HOP Use

More population and a growing economy of course means more vehicles and more driving on our roads, [see: What’s Happening to VKT?] but because of the powerful trend to Transit outlined above the per capita number is flat to falling. This is a historic shift from last century when the two tended to move strongly in lockstep.

2014 VKT - AKL VKT + Pop

Another discontinuity from last century is that GDP and employment growth have also separated from driving VKT, as shown in the following chart from Matt’s post linked to above. Another sign that the economy too is shifting on the back of public transport, and not driving as much as it was last century:

2014 VKT - AKL Econ 2

So whereas investment in the rail network has been answered by an extraordinary boom in uptake the multi-year many billion dollar sustained investment in driving amenity has not led to massive uptake. It is hard to not conclude from this that 1. We are far from discovering the latent demand ceiling for quality Transit; only the degree of investment will limit it. And 2. Driving demand in Auckland is saturated; this mode is mature, well served and not the area to invest in for new efficiencies or growth.

2015 also saw the launch of the Urban Cycleways programme; a multiyear government led investment in infrastructure for walking and cycling. This, like the Transit boom is another shape changing departure from the past. Although the active modes are not well counted [what a culture counts shows what it values] it is clear that the shift back to the centre is also accompanied by a growth in active mode transport. This is one of the great powers of Proximity; the best trip is the one that isn’t need because the potential traveller is already there, or near enough to use their own steam:

LightPath_5971

DEVELOPMENT. All over the city investment is going into building projects of various kinds, the retirement sector is particularly strong, as is terrace house and apartment buildings, all three at levels not seen for a decade and together support the argument that Auckland is not just growing but also changing shape into a more more city-like pattern, as John Polkinghorn has kept us up to speed on all year on the Development Tracker:

Auckland Dwelling Consents to Sep 2015

Significantly there is also renewed investment into commercial projects especially in the City Centre, led by Precinct Property’s 600 million plus Downtown rebuild and tower, and Sky City’s massive Convention Centre and Hotel project between Hobson and Nelson. Additionally Wynyard Quarter is also moving to a new level soon with a mix of Hotel, Residential, and Commercial buildings. Somewhere in the region of 10 billion dollars of projects are underway or close to be in the City Centre. And as Peter clearly illustrated recently this is in no small part due to improved regulatory conditions [The High Cost of Free Parking].

ECONOMY. Cities exist simply because of the advantages for humans to be in close proximity to each other for transactions of all kinds; financial, cultural, social, sexual. And Auckland is beginning to show real possibility of opening up an agglomeration advantage over the rest of the country now that it is really intensifying. The latest data on Auckland’s performance shows a fairly consistent improvement over the last five years

GDP Growth Dec 2015 AKL

POLITICS. Two major political programmes begun this year will have profound impacts on Auckland for decades to come. The first is the Auckland Transport Alignment Process. Something we haven’t discussed on the blog because we are involved in it and are awaiting the first public release of information which will be soon. Then we will certainly be discussing the details of this ongoing work. But the importance of this process is already clear; it is a reflection of a new found acceptance but the government that Auckland’s economic performance matters hugely to the nation and that transport infrastructure investment is, in turn, critical to that performance. We are of course striving to make the case for a change in the balance of that investment in Auckland away from a near total commitment to urban highways now that motorway network approaches completion [post Waterview and Western Ring Route] and that the evidence of success from recent Transit improvements, particularly to the Rapid Transit Network, is so compelling. There are hurdles here in the momentum and habits of our institutions and politics but also huge opportunities to really accelerate our cities’ performance across a range of metrics through changing how they are treated.

The other political shift is another we are yet to cover in depth but soon will, and that’s the agreement in Paris on Climate Change. This does indeed change a great deal. The city and the nation will have to ask the question of all decisions around urban form and transport how they fit with the new commitment to reduce our carbon intensity. This will clearly lead to a further push for higher density and greater emphasis on Public and Active Transport, as these are current technology and long term fixes to this global challenge. Unleashing further the urban power of proximity and agglomeration economies. So much of the conversation around New Zealand’s carbon intensity is around the agricultural issue and this tends to ignore the opportunities our cities offer, particularly Auckland, and particularly the Auckland transport systems, to this problem.

Cities are emerging as the key organising level that are most able to react to this problem as discussed here in The Urban Planner’s Guide to a Pst-COP21 World:

In many ways, Melbourne’s experience represents a coming-of-age of the urban sustainability movement. The private sector is listening to cities and responding. Now it’s up to cities and national governments to continue the conversations that began at COP21 and continue the evolution.

“The commentary for a long time has been ‘nations talk and cities act.’ We’ve been part of that dialogue too. That’s changing now,” said Seth Schultz [director of research at C40 Cities]. “National governments are coming to organizations like ours and saying ‘help us. We get it.’ I want to change the trajectory of the conversation. Cities are a vehicle and everyone should be getting in that vehicle and joining in for the ride.”

So in summary 2015 has seen:

  • Completion of Electrification of the Rail Network and the New Trains
  • The start of the New Network
  • New Interchange Stations
  • New Buslanes
  • Improvements to Ferry services
  • Start of the Urban Cycleways Programme
  • CRL start
  • ATAP
  • Paris COP 21

I will follow this post with another looking ahead to what is going to be a huge 2016/17. Here’s a short list to start with:

  • Fare Integration
  • Further Interchange Stations
  • Western Line frequency upgrade
  • New Network rollouts
  • Queen St Buslanes [so overdue]
  • More Cycleways
  • SkyPath underway
  • CRL seriously underway
  • Huge city developments begin
  • ATAP concludes
  • Council elections
  • Progress on Light Rail [it could be closer that many expect]

For all the frustrations and compromises that we’ve highlighted over the year I think it’s very clear that there are many very hard working and dedicated people in AC, AT, NZTA, and MoT and their private sector partners and it is their collective efforts in a very fast moving and changing field go a long to making Auckland the dynamic and exciting city it is fast becoming. I am keen to acknowledge their efforts. Onward.

I also want to personally thank my colleagues here at the blog, as it has been another big year for us, Matt, Peter, Stu, Kent and John, from whom I continue to learn so much, it doesn’t look like we are going to be able to give this up anytime soon…

Also I would like to shout out to colleagues over at Bike Auckland, our sister site, they’ve had a fantastic year, so cheers to Barb, Jolisa, Max, Paul, Kirsten, Ben, Bruce and the rest.

And of course to y’all, the reader, you are what really makes this thing work, so if what we do here makes any kind of difference, ultimately that’s because of you.

Kia ora tatou…

WIRI DEPOT JULY 15_6623

CBD bus changes from Sunday

Auckland Transport are reminding people that from this Sunday the changes to bus routes in the city centre takes place. That means changes to both bus stops and also the start of the new bus lanes that AT have been installing in recent weeks.

Maps of the new bus routes are below:

Temporary City Bus Routes

There are big changes coming to the central city from this Sunday 18 October with more bus lanes and some bus stops moving.

Auckland Transport has added more than 1.2km of new 24 hour a day, seven days a week, bus lanes to the city centre to minimise effects on bus timetables when construction starts on the City Rail Link (CRL).

In November, a new stormwater main being tunnelled under the eastern side of Albert Street between Swanson and Wellesley Streets for the City Rail Link will affect traffic lanes at these and the Victoria Street intersections.

Some bus routes and stops are being moved to new locations away from these construction works.

The new bus lanes are on:

  • Fanshawe Street between Daldy and Halsey Streets.
  • Halsey Street between Fanshawe and Victoria Street West.
  • Victoria Street West between Graham and Queen Streets.
  • Wellesley Street West between Sale and Queen Streets.
  • Mayoral Drive between Cook and Wellesley Streets.
  • Hobson Street between Wellesley and Victoria Streets.

On Street changes for CRL works

General Manager AT Metro Mark Lambert says the bus lanes separate buses from other traffic, enabling them to bypass traffic congestion so they have shorter journey times and can keep to their timetables. “This encourages more people to use buses, which in turn, means fewer cars on the road.”

The new bus lanes operate 24 hours a day and motorists who are turning left can only enter a bus lane 50 metres before the intersection.

There also changes to bus stops in Queen Street, Quay Street, Lower Albert Street, Albert Street, Victoria Street, Mayoral Street, Vincent Street, Fanshawe Street, Sturdee Street.

The InnerLink will no longer travel along Albert Street. It will use Queen Street instead.

AT has ambassadors out and about in the city to help people. Affected bus stops have posters with information detailing the changes to that particular stop.

As I’ve said before I think these changes are going to cause a lot of disruption and frustrated people – both public transport passengers and those that drive. This is will likely be the loudest over the coming weeks and be heightened by it appearing that not that much is going on as most of the works initially won’t be that visible. It’s not till around May next year that the actual physical work starts to build the tunnels.

It will be interesting to see how Auckland Transport responds to the public over it all.

New City Bus Lanes coming

Auckland Transport have highlighted this before but it’s worth repeating in the lead up to the start of the CRL works. As part of the effort to minimise disruption and encourage people to use public transport which is more spatially efficient they will be installing a number of new bus lanes around the city centre.

Auckland Transport is adding more than 1.2km of new 24 hour a day, seven days a week, bus lanes to the city centre to minimise effects on bus timetables when construction starts on the City Rail Link (CRL) later this year. The work on the bus lanes starts this week.

In November, a new stormwater main being tunnelled under the eastern side of Albert Street between Swanson and Wellesley Streets for the City Rail Link will affect traffic lanes at these and the Victoria Street intersections.

Some bus routes and stops are being moved to new locations away from these construction works and an information campaign will inform bus users of the changes.

The new bus lanes will be on:

  • Fanshawe Street between Daldy and Halsey Streets
  • Halsey Street between Fanshawe and Victoria Street West
  • Victoria Street West between Graham and Queen Streets
  • Wellesley Street West between Sale and Queen Streets
  • Mayoral Drive between Cook and Wellesley Streets
  • Hobson Street between Wellesley and Victoria Streets

The new bus lanes will be marked using a system called EverGreen which has been developed to align with Zero Waste Policies. It is made of 90% renewable resources and is made in New Zealand.

“The main construction work involves trenching along Albert Street and will start next year. The work is expected to take about 3½ years. Bus changes will be staged around construction during this time,” says Chris Bird, CRL construction manager.

“We’d like Aucklanders who usually access the city centre by car to consider alternatives next year to minimise effects on city congestion”.

Auckland Transport will run a campaign early next year, closer to the main construction work, advising commuters to reduce their car trips into the city and will also hold information sessions on travel choices such as public transport, walking, cycling, carpooling and flexible working hours.

On Street changes for CRL works

Northern Busway Extension is back

We were rightly dismayed when the previous Transport Minister vetoed the desperately needed extension of the famously successful Northern Busway as part of the big spend up on SH1 on the North Shore. We suspect NZTA were too, as they know that the Busway the single most effective tool for reducing congestion and increasing access and human happiness for the travelling public on this route. And is a vital part of the booming Rapid Transit Network. Additionally this extension surely also helps streamline the general traffic lane design through the SH1/SH18 intersection and beyond. NZTA must be keen to not have to factor in growing numbers of merging buses from shoulder lanes etc.

So we are very pleased to find that the agency has found a way to return this logical part of the project to the programme and out of the shadow of ministerial whim [presumably the change of Minister helped?]:

Northern Corridor

Here is the full document.

Bus users report that their journeys between Constellation and Albany Stations can currently take up a disproportionately large amount of the total trip because of the absence of any Transit right of way; the buses of course are not only themselves delayed but are also delaying other road users here.

The extension will not be a minor structure but as it adjacent to commercial properties it is hard to see how the usual forces of compliant will be able get much traction against it, but it will still need public support at the consultation phase, so Busway users, let yourselves be heard.

We understand the current Busway is built to a standard to enable upgrading to rail systems, we would expect this standard to be continued on this extension, as this does look like the most logical way to next cross the Waitemata Harbour.

Finally, because this is a) spending on the Shore b) not ratepayers funds, and c) not spending on a train or a bike, even the venerable George Wood will be in favour of the proposed extension.

When is Bus Rapid Transit not Bus Rapid Transit?

This is a guest post from Andy C – a long time Wellington public transport user…

Well when it is Wellington of course…

Some of you may remember that back in 2013, the Wellington City Council undertook its ‘public transport spine’ study, which looked at options for the highly used public transport spine from the Wellington railway station to the Hospital in Newtown. The problem definition from the study was quite clear:

  • In future years, too many vehicles and modes will share a constrained corridor resulting in longer and unreliable transport journey times which will worsen over time
  • There will be increased traffic congestion in the strategic and local road network and additional environmental impacts as a result of less mode share for public transport.

Furthermore, the report noted that there is a clear problem with the current public transport network: “It is difficult to increase PT patronage and mode share under the current circumstances. Buses are not segregated from general traffic. Wellington’s bus services are perceived by the public as being less attractive and less reliable than private vehicle journeys.”

Therefore the study looked at three options to solve or reduce these problems; bus priority, bus rapid transit (BRT) and light rail.

Wellington BRT route

As you all know, Wellington is a city defined by its geography. Lots of hills, with traffic funneled through a small number of key routes (either in the valleys, or along the hill tops). If you are traveling from the south (Island Bay), you have to either go past the Basin Reserve, or through Mt Cook, just a few hundred metres away. The same is true for traveling from the east of the city (Kilbirnie, Miramar etc); you either go past the Basin Reserve or around the bays. If you’re coming from the north (hill suburbs and the Hutt) you’re actually lucky in having the option of trains, buses and the motorway, while the west (Karori) is probably the most challenging with only one major route in or out.

To my mind, this actually gives us good options for some sort of dedicated public transport spine, because so many of these routes have been identified by the local Council as being high on the list for intensification of housing and public amenities. Therefore with good planning, we could see increased public transport use simply from all the new people living along the high use routes.

After lots of debate, the result of the spine study was that BRT (defined as ‘dedicated bus lanes for new high capacity vehicles’) had the highest benefit to cost ratio and thus would be investigated further. The initial spine would run from the railway station to the hospital and Kilbirnie.

Well on Friday 31 July the Wellington City Council released its indicative business case for BRT (you can read it here), based on a report written by PWC. And sadly for users of public transport in Wellington, the key recommendation looks nothing like a BRT.

The indicative business case finds that actually, it would be too expensive to even think about BRT as defined above. Instead it provides two simpler options; bus lanes in targeted locations, with limited intersection priority with a Benefit Cost Ratio of 2.3, or bus lanes along the whole route 24/7, with full intersection priority with a Benefit Cost Ratio of 1.5.

Now call me a cynic, but neither of those things sound like ‘dedicated bus lanes for new high capacity vehicles’, although the Mayor insists on calling it that in the Council press release which you can read here. And what is even worse, the document notes that both options are predicated on there being ‘a grade separated Basin Reserve’ (which will have to be a topic of a future post).

A couple of days ago the local paper the Dominion Post even got in on the cynical act, which is something of a surprise, with a scathing editorial about current public transport plans that included this summary:

Recall that Wellington mayor Celia Wade-Brown came to office pushing a light rail system, only to see it lose out to the souped-up bus plan. That was supposed to see “high capacity and high quality buses running on dedicated bus lanes with priority at signals”.

But consultants in a new report blanch at the cost of doing that properly and recommend two watered-down alternatives. The cheaper one offers “bus lanes in targeted locations” with “limited priority” at intersections. Bus passengers can be forgiven for asking how that differs from the status quo.

Well I have to say, that after all the studies and recommendations over the years, if all we need to improve public transport along this route in Wellington is a few painted bus lanes (and enforcement of them please!) and some reprogrammed traffic signals, then let’s get it started tomorrow.

But in the meantime, please don’t call either of these preferred options Bus Rapid Transit. Because no matter how you look at them, they’re not. And what’s even worse, you’d be hard pressed to say they actually solve either of the problems identified back in 2013.

‘Thanks, but no I really don’t need a lift’

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:

BUSES ETC_8274

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.
Nick adds:

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:
RPTP Current Network
RPTP Proposed 2018 Network
RPTP Proposed 2025 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.

Wave to the Traffic

Around six months ago Auckland Transport announced the roll out of what is probably one of their most cost effective projects – rolling out much needed bus lanes to much more of the city. All up for $12-15 million they would implement out around 40km of new bus lanes over three years. There have already been some high profile results such as the extension of bus lanes on Fanshawe St and the introduction of one bus lanes on Symonds St up by Khyber Pass.

It’s pleasing to see that AT are also starting to publicly advertise the fact these improvements are happening to as seen in this poster from a reader.

A complete list of the bus lanes planned is below.

2014-15

Under construction

  • Onewa Road T3 lane.
  • Khyber Pass Road bus lane.
  • Wellesley Street bus pocket.
  • Victoria Street bus lane.
  • Totara Avenue intersection optimisation.

In consultation

  • Park Road bus lane.
  • Parnell Road bus lane.

Under investigation

  • White Swan clearway / May Road bus lane.
  • Esmonde Road / Eldon Street bus lane extension.
  • Totara Avenue intersection optimisation.
  • Great North Road (section 1) Stage 1 and 2 (multi-year).
  • Manukau Road Stage 1 and 2 (multi-year).

Completed

  • Fanshawe Street bus lane.
  • Symonds Street bus lane.
  • Main Highway bus lane (improvements).
  • Inbound bus lane on Dominion Road (between Richardson Road and Denbigh Avenue).
  • Bus efficiency improvements on Ellerslie Main Highway, Onewa Road and Bolton Street (Blockhouse Bay).

2015-16

  • Point Chevalier Road bus lane
  • Kirkbride Road bus lane.
  • Pakuranga Road bus priority.
  • Ellerslie-Panmure Highway bus priority.
  • Mount Eden Road bus priority.
  • Great North Road bus lane (collaborative AT/NZTA Project via Alliance).
  • Phase 2 delivery of Minor Efficiency Projects.
  • Great North Road section 2.
  • Sandringham Road bus priority (multi-year).
  • New North Road bus priority (multi-year).

2016-17

  • Mount Albert Road bus lane.
  • Great South Road bus lane.
  • Rimu Road transit lane extension.
  • Phase 3 delivery of Minor Efficiency Projects.

For those interested there was also this press release from AT last week on the issue

Continue reading Wave to the Traffic

Too High a Cost.

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.

St Lukes Interchange Plan

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.
Now we have a new justification, signed by the same high level AT executive, published in Metro Magazine: Cost.
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:
Pohutukawa Option 6
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.
Wallis and Lupton 2013
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

Pohutukawa Blossom, elsewhere

Aucklands Newest Bus Lane

The hits just keep coming from Auckland Transport this week with their latest announcement that as of Monday the city has a new bus lane.

Travelling in the fast lane

Auckland Transport’s (AT’s) drive to improve the speed and reliability of journey times across its frequent service network, takes another step on Monday morning with a new bus lane coming into operation in Symonds Street, shaving up to four minutes off the morning commute (20 minutes a week) of some 6000 passengers.

Symonds Street is Auckland’s second busiest bus corridor with an average of 70% of people travelling along the route choosing to use public transport.

The new bus lane will operate between Charlotte Street on New North Road to Alex Evans Street on Symonds Street between 7am and 9am.

Mark Lambert, Auckland Transport’s Public Transport Group Manager, says: “during the morning peak we have 181 buses feeding into Symonds Street from Mt Eden Road and New North Road competing for space with other road users.

“The new bus lane will vastly improve the travel times and transport options for people travelling into the city from these suburbs.”

Mr Lambert says bus lanes help manage competing interests for limited road space at peak times of the day – allowing a more efficient and effective bus service.

“In Auckland buses make up 2.5% of vehicles but carry nearly a third of commuters into the city. They are key to using our road space more efficiently, providing more capacity and getting people to where they want to go faster.”

The Symonds St bus lane is a component in a frequent service network encompassing 38 routes, mainly on arterial and collector roads. Routes in the network will receive a range of bus priority measures designed to enable high frequency bus services to operate reliably, efficiently and to timetable at peak times. The aim is to make bus transport an attractive alternative to private vehicles. This will reduce road congestion to the benefit of all road users.

And it is working. Monitoring shows that the newly installed outbound bus lane in Fanshawe Street has yielded travel time savings and improved reliability.

The 2014/15 financial year targets approximately 15km of bus/transit lane implementation across the network. Another 25 km is programmed for next two financial years.

This is great news and definitely a welcome addition. I wonder how good the economic evaluation must look for saving 6,000 people four minutes per day all for a a bit of paint. We’re often prepared to spend hundreds of millions to get those kind of savings for drivers.

I look forward to seeing more added over the course of the next few months and years.

New North - Symonds Bus Lane

and here are a few other images I’ve seen on Twitter

And just as it had been installed.

Of Experts, Damned Lies, and Pohutukawa

I have just returned from an extremely dispiriting experience. A room full of people including representatives from Local Boards, David Shearer the local MP, and many extremely frustrated members of the public were attempting to discuss the fate of the St Lukes Pohutukawa Six with a bunch of engineers from AT, NZTA, and the private sector. To no avail.

The meeting [which apparently wasn’t a meeting; but I’ll come to that later] was run by AT’s Howard Marshall, who despite an unfortunately arrogant air for such a role at least had the courtesy and courage to introduce himself, unlike the rest of the state and city apparatchiks and their subcontractors [who, for example, was the white haired man sitting with the public who summoned Marshall mid meeting into a whispered private conference from which he emerged even more defensive and inflexible?].

Marshall was determined that no discussion would take place, the commissioners had spoken, and as far as he was concerned that was all that mattered. A degree of self-serving pedantry that we have seen before on this matter. So here was a room full of the public faced with a public servant who somehow decided that the best way to get this beastly business over with was to define it out of existence; ‘this is not a public meeting’ he droned, over and over. The word ‘Kafka’ was soon being muttered in the row behind me as he answered very specific questions about the placement of lanes with his view on the metaphysics of this non-meeting.

But faced with the relatively straight-forward question about process he reached for new technique: ‘Could’, he was asked, ‘AT change its mind about destroying the trees if it found another way to deliver sufficient transport outcomes?’

Frozen silence.

Perhaps he was malfunctioning? Or was it just an absurd question to put to a Traffic Engineer? Could their work ever be improved? How could that be; look around this city – is it not an image of heavenly perfection? Or rather was he caught between admitting that they don’t have to do this, which is clearly true, AT change their minds frequently enough, and knowing that he was supposed to the hold the line against even the slightest hint that AT could stop this action by any means short of an order from the Environment Court? Yes.

St Lukes Masterplan

This all would be funny if weren’t for the miserably disingenuous document we were all given at the start of the non-meeting [presumably not-written and not-printed].

AT regrets’, it solemnly intones, ‘that the trees will be lost’ [lost; how careless!] ‘but a major benefit is that they will make way for cycle lanes to the motorway overbridge and for an extended buslanes and bus priority measures in Great North Rd’.

Ahhh so that’s it. It’s all those cycleways and buslanes… I see now, multi-laned bus priority and proper separated cycle lanes in every direction then? Marshall doubled down on this saying that the project is all about the great cycling, walking, and Public Transport outcomes.

Now really this has to stop. This is actually just lying. Shocking. Brazen. Barefaced lying; do they think we can’t see? Well in fact it is a bit hard to see. There was some considerable disagreement in the room about just how many traffic lanes we are getting across here. I make it 19 through the guts of it, including off ramps, and true, one of these is, briefly, a bright stripe of green for buses. One. The Traffic Engineer next to me thought he got to 17. But either way to characterise this project as anything other than a giant clusterfuck of autodependency is clearly wildly inaccurate. This is beyond double-down, this is gazillion-down. As is clear from the plan above, and despite the careful rendering of the gardening in rich tones to leap off the page and distract from the orgy of tarmac, the overwhelming majority of this part of the planet is now to be expensively dedicated to nothing but motoring. The World’s Most Drivable City. Place-Breaking.

There is, it’s true, proposed to be a new ‘shared path’, which of course is a footpath for both cyclists and pedestrians, where the six Pohutukawas are currently. A wide footpath is exactly what there is now, but under the limbs of those glorious trees. So how is a new one with only new smaller trees nearby an improvement? And why do they have to move it to where the trees are now? It couldn’t be because of the new double slip lane that AT insist on putting where the existing path is, could it? [never once mentioned by Marshall]. To claim that trees have to go for the ‘cycle lane’ [which isn’t even a cycle lane], but not because of the extra traffic lane is beyond disingenuous and is. really. just. lying.

All AT Experts Agree.

And as is clear from the following Tweet sent by the trees themselves, if it was really a matter of just finding space for a shared path then of course it could go behind the trees either through the car park as a shared space, or where there is currently mown grass under the trees. Not difficult to spot and design for an engineer of any competence, surely.

Behind the trees Behind the trees II

They must have considered this because our text informs us ‘AT would not proceed with the application to remove the trees… if there had been any other viable option, but all AT experts agreed that there was not’ Oh dear. Was this option considered he was asked? Of course, waving his hand dismissively saying it was presented to MOTAT and other local stakeholders that carparking would have to be removed to achieve this and apparently they all agreed that that couldn’t be allowed to happen. Delivered with the pained expression of a man explaining obvious things to a group of dimwitted children.

Fox in charge of the chicken coop. It is clear that this process is, frankly, rubbish.

Consider now how the pedestrian amenity in this ‘upgrade’ is to become more glorious by the removal of a direct route across Great North Rd. Once complete, any motorist lured to the lagoon of parking between the new Supersized SH16 and the new Supersized Great North Rd [or other actual pedestrians] will have to make three separate applications to the beg-buttons for permission to migrate from island to island to get to MOTAT or Western Springs. Should take about a week; or perhaps people will feel the hopelessness of this fate and either chance a gap in the traffic or just hurl themselves under a passing SUV….

So I call bullshit, AT, on any claim that this plan does anything except facilitate and promote further motorised vehicle use, and I don’t include buses in this. That they are intermittent buslanes on GNR hardly makes it a PT oriented project. That is the very least that the duplication of this road with SH16 should have long ago provided. Where is the North Western Busway: The Rapid transit line for this route for all those new citizens in the north west? The amenity that we know is the best way to keep the demand on the motorway from tripping into overload [from both the success of the Northern Busway, and theory]. Of the billions being spent on this massive project a couple metres of Kermit on GNR doesn’t give AT/NZTA any kind of figleaf to hide their Kardashian-scaled tarmac-fest behind.

But I digress, it is of course beyond AT’s engineers’ reach to fix the whole scope of the SH16 works, but still do they have to display their professional myopia quite so thoroughly on the small section of this massive but conceptually retrograde project in their care? And lie to us, and god knows to themselves, that they are really building a great new world for cyclists, pedestrians, and PT users?

‘Making travel by cycle and bus more efficient and convenient is consistent with AT’s drive to encourage Public Transport use. This will bring long-term benefits as more people choose alternative modes of transport to the car.’

Butter wouldn’t melt.

The withholding of one short traffic lane on GRN is all that is needed.

The double slip lane onto the bridge is not worth losing these trees for, but even if it were, why are there three east bound lanes opposite?  Two lanes turn from the bridge city bound onto GNR, and two lanes continue straight trough the intersection from west on GNR, one a disappearing buslane. That each of these traffic light cycles needs to leap from two lanes to three looks like mad super redundancy to this observer. Or at least having only two lanes for the length of the double slip lane opposite looks like a reasonable compromise as it would mean we could keep those trees. It’s just the reduction of this massive scheme by one lane for a short distance that resolves the issue. Can they really not manage that? Can they not see how this would also help conceal the full extent of the over-build here; would improve their project on every level?

But of course here we get to the real issue. I accuse those responsible for this outcome of professional incompetence. For they certainly are exhibiting it. What I mean, I suppose, is that they are being incompetent humans, more than incompetent traffic engineers. For in the extremely reduced definition of what they consider to be their job; maximising vehicle traffic flow through the monotonic provision of ever more lane supply and minimisation of ‘friction’ [anything, like pedestrian crossings, trees, whatever, to slow vehicles], they are efficient enough. But really should this job so defined ever exist? In isolation, that is, of course we want and need dedicated engineers, but can we as a city, as a species, afford to allow them this crazy disassociation of their task from the rest of life? Everyone gets benefit from those trees, not least of all those thousands of vehicle users that pass by them, or park under them. And they are now the only bit of civility and glory in an otherwise overkill of pavement. They are irreplaceable. And valuable beyond the dubious virtue of providing traffic flow predicted to be there, in 2026 no less, based on traffic models that are constantly shown to be wrong. Do these men see their job so autistically that they only value that tsunami of tarmac at any cost?

By rights these trees should still be there when both Mr Marshall and I are compost, our constituent atoms returned to make other life forms, in the great mystery of it all. They are a link to those people of The Great Depression who planted them, and even further back to when these trees and their cousins dominated this land. They are an invaluable link with the past through the present and into the future. How can it be that we grant people the right to blithely cut that link for one more lane in a world of nothing but traffic lanes?