In May the government announced a package to try and increase the number of electric vehicles in New Zealand as a way of reducing emissions – a laudable goal but some of the government’s proposed some measures missed the mark. At or at least near the top of the list was the idea to allow for electric cars to use bus lanes and the Northern Busway.
Enabling electric vehicles to access bus and high occupancy vehicle lanes
Access by electric vehicles to bus and high occupancy vehicle lanes (lanes where a vehicle must have more than a certain number of occupants) will be of value to households and businesses. Access to such lanes will mean electric vehicles will be able to travel more quickly than vehicles otherwise held up in traffic.
At the same time, the changes will also empower road controlling authorities to allow electric vehicles into special vehicle lanes (such as bus lanes) on their local roading networks.
The Government will make changes to the Land Transport Act and Rules to allow electric vehicles to drive in bus and high occupancy vehicle lanes on the State Highway network, which it controls. One example is the Northern Busway in Auckland.
As I said at the time, the idea is madness and defeats the whole purpose of having bus lanes which is to make buses:
- faster, making them more attractive to use and can also make them time competitive with driving.
- more efficient, because buses are faster they can run more services can be run for the same cost or alternatively fewer vehicles and drivers may be needed
- more convenient as if they allow more services to be run it means higher frequencies so less time waiting at bus stops.
- more reliable as they’re more likely to arrive at stops and the final destination on time.
It’s now been revealed by the Herald that the government ignored advice to at least consult with councils first before announcing the idea and highlighting that at least one council is ruling it out.
Andy Foster of the Wellington City Council said his city had the country’s highest rate of public transport use “by far” and did not foresee it opting for the change.
“Traffic getting in the buses’ way is not conducive to maintaining reliable timetables.”
Foster, who chairs the council’s transport and urban development committee, said he saw “no chance” that electric vehicles would be allowed to use the city’s bus-only lanes.
“Bus lanes are generally very well respected by motorists. If some vehicles start using bus lanes because they are [electric] there is a greater risk that others which are not [electric] will do so too.”
They also say Auckland Transport and the Christchurch City Council seem cool on the idea although the NZTA say they have begun initial discussions with Auckland Transport to investigate the potential of permitting electric vehicles on the Northern Busway
Back when this policy was announced I sent an Official Information Act request to the Ministry asking for details relating to the idea. I received back some excepts from a report looking at options for promoting EVs but it had been sitting in my inbox for a while. It includes the suggestion that the Minister consult councils on the idea first as well as a few other interesting comments. For example, not only did they recommend talking to road controlling authorities (RCAs) first, they say the NZTA expects none of the major RCAs would implement it.
I find the point that the NZTA highlighted that such and idea was unlikely to work as the RCAs wouldn’t want to implement it as much more damning than the fact he didn’t consult with them
They expand a bit on the efficiency impact portion below highlighting that it will likely impact PT and general traffic congestion. Even more so bottom paragraph below confirms the bus lanes will be full soon but that people will still want to drive in them.
As a way of implementing the idea, it was suggested to either use legislation to declare EVs as allowed in all bus or transit lanes or give RCA’s the power to decide on what lanes to allow EVs to use. Thankfully the Minister at least chose the second option but given the responses above, it seems unlikely to they’ll approve having EVs in bus lanes. That raises the prospect despite the government suggesting it, it won’t actually be possible anywhere. That in turns means the whole point of the policy would be a flop and will have wasted precious resource from the ministry. I wonder if the government will quietly drop it.
Of course if they really want to get more use out of bus lanes one idea would be to provide more funding to put more buses on which would have the added benefit of making PT much more useful.
Every year for many years now March has been mad for public transport use and every year that madness has been entirely predictable. It’s happens due to a combination of many factors such as high numbers of people being at work, schools and universities all back in action and generally decent weather. But predictability doesn’t mean AT do anything all that much about it and this year, AT’s solution publicly was just to tough it out
Mark Hannan, Auckland Transport spokesman, said it was too early to say if complaints had increased this year as tertiary students had only just started back.
“The numbers travelling on buses and trains does increase but settles back again as students work out their schedules. The best advice is to plan ahead and try to travel outside peak times.”
Now we know they did a little more than that, for example getting bus operators like Party Bus to run services but that was far from enough. While I accept that some of the factors will change over the year, one that AT seem to not even consider is that people are so put off by the poor and crowded services that they simply go back to driving.
As well as the ‘tough it out’ stance of AT, I’ve noticed over the year’s people increasingly fed up with how AT handle complaints, often feeling that no one has even cared about the issues raised and that’s if they hear back from AT at all.
This year our friends at Generation Zero ran a campaign asking for people to provide on poor bus experiences they’ve had and they’ve now released the some of the results of their survey. Overall they say they had over 1,000 responses which is impressive as by comparison it appears AT had about 1,900 complaints. The complains came from primarily along the isthmus and Mt Eden Rd is very noticeable.
Unsurprisingly the big issues related to buses being late and full/overcrowded.
There’s a lot more in the report breaking down the results in various ways however the key takeaways for me are that AT need to do better to improve capacity through more frequent/bigger buses as well as get the bus lanes sorted so they’re more useful to buses and therefore the city.
After Generation Zero released the report, AT responded and continued continuing the line that people just need to tough it out.
Auckland Transport welcomes the Generation Zero: Better Bus Report but General Manager AT Metro Mark Lambert says it highlights some of the key initiatives already underway that will improve bus services in Auckland further.
“We would generally support the report and its findings and note we are already working on much of what it recommends.”
Mr Lambert says the Generation Zero report highlights the increased travel demand in March but doesn’t consider the fact that Auckland Transport has to plan for all 12 months of the year.
“March Madness is an annual phenomenon which isn’t unique to Auckland. During the month we carried 5.9 million bus passenger trips. March is the month each year with the highest demand on transport and other services. With the end of February it includes the start of the tertiary year, schools are back and more people are in the city following summer holidays.
“With significant public funding provided for public transport, it would be financially irresponsible to plan for the least possible wait time for a bus during the busiest period of the year, otherwise we would have empty buses on the network for the rest of the year. But we do need to ensure that average wait times for buses are acceptable and improved. On some corridors, especially Mt Eden Road, wait times were too long in March.”
In the 12 months to the end of March public transport use has increased by 4.1% and now exceeds 81.4 million passengers trips a year with record bus, rail and ferry passenger levels. In January, Auckland Transport recorded its best ever month for bus punctuality and in March punctuality was down slightly to 90% of bus services operating within 5 minutes of schedule.
In the past year Auckland Transport added 53,000 extra seats on public transport with 30,000 of those on buses. “We are also part way through a programme to roll-out more than 60 double decker buses to the Auckland network and in the year to the end of June we will add another 17 kilometres of bus lanes.”
He also says Auckland Transport is planning more services, more often with the public transport New Network which starts in the south later this year. The New Network reviews every bus route in Auckland and is implementing from October a hub-and-spoke system of feeding local bus services into a connected network of higher frequency services that will operate on key corridors, either rail or high frequency bus routes, operating 7 days a week between 7am and 7pm.
Mr Lambert says a simpler and more logical public transport fares structure is planned to be launched in the coming months to encourage further public transport use.
“With all these changes we are in a much better position to handle the growing demand for bus services in Auckland but we have to work within current budgets.“
The problem with the theory that it’s all just a one off month and that things will soon return to normal is that it hasn’t. Even in May we’re still hearing/seeing people commenting about full buses. One such example was yesterday by Journalist Kim Baker-Wilson but there have been plenty of others.
Perhaps we need a name for each month to describe the overcrowding. This month could be May Mayhem while next month could Jammed Up June.
AT also make mention of some of the projects they’re working on like integrated fares – which ironically could encourage more people to use PT, possibly making it worse. Double deckers on additional routes and the New Network are also mentioned. All of these changes are good of course but they’re taking an age to complete. AT need to get these changes rolled out faster.
It’s a perfect storm really. The CRL works plus other street and building works are combining with the recent sharp increase in pedestrian and bus numbers to pretty much infarct the Central City at any time of the day. The City-sandpit is not going to get better until the CRL is actually running in 2023, which seems a very long time away.
Sure some important improvements loom large; the Wellesley St bus corridor and better stations and priority on Fanshawe St will clearly help. But it’s also certain that both pedestrian and bus demand will continue to rise because 1) the number of people living, learning, and working in the City Centre is growing rapidly and is likely secular* 2) PT uptake is currently running at about 3 times population growth across the city.
Time and Space
In the medium term AT is keen to add Light Rail in a ‘surface rapid transit’ pattern down the length of Queen St, which certainly would add significant high quality PT capacity on a route that, aside from the CityLink and Airbus, is not used much for PT, nor does it provide substantial private vehicle volume [properly understood, and executed well, LRT on Queen offers new capacity on a route that is currently hiding in plain sight]. This is a good plan, but like CRL, not a quick one. It’s only just begun its battle for believers in Wellington. And anyway, delivering this system would involve even more street works and therefore further disruption, which alone could significantly stand in the way of it happening in the near term. So sorting Centre City street allocation should be front and centre of AT’s senior management group’s attention. Perhaps, in this sense, the CRL works are a test of this group’s attention to detail and creativity?
It seems plain things have to be done now and probably every year until the big PT improvements are finished ready to do their heavy lifting. Bus vehicle supply is clearly a problem which is being addressed, albeit in a Dad’s Army kind of way. But other operational issues must follow too.
AT and AC need to immediately address the allocation of roadspace and signal settings in City Centre. Currently both exhibit legacy private vehicle privilege over other modes, which is completely at odds with the strategic direction of the city centre and the efficient running of all systems. Crossing cycles and crossing opportunities have improved for the dominant mode: pedestrians, but this has been been additional to other priorities rather than substitutive. The throughput of people and goods on these streets is not what it could be; there are simply too many space eating cars preventing higher capacity and value transport modes. Cars are given too many options and too much cycle time at critical intersections, which in turn requires more road width to be used for dedicated turning lanes.
Streets in the city centre are increasingly inaccessible for truck and trade vehicles and, importantly, also for emergency vehicles.
Our pavements and crossing cycles are pumping ever more people through on that brilliantly spatially efficient mode; walking, as can be seen in the shots here. Less visible, of course are the numbers of people in the buses. In the photo above we see 12 or so buses. As it’s the afternoon peak they’re likely almost full so together will be carrying approximately 500 people. The cars maybe a total of 10-15 people. So why is so much space dedicated to cars?
Buses that are not moving are not only belching out carcinogenic diesel fumes for us all to inhale, and C02 to help fry the biosphere, but they are also wasting our money; buses stuck in traffic cost more. On proper bus lanes or busways, buses can do much more work. Average speed on the Northern Busway services, for example, is 40kph, whereas other buses average 20kph. Faster buses not only cost less to operate but they also attract many more (fare paying) passengers because they are more useful.
AT really need to make some clear decisions about private vehicle priority in the city centre. Right now it’s a dog’s breakfast that is neither working well nor reflects policy.
The City East West Transport Study highlighted the importance of east-west traffic movements between the north-south routes of Symonds St in the east and the unlovely couplet of Hobson/Nelson in the west. Queen St is actually not that important for private vehicles, it is cut off at each end by Customs St and K Rd, neither of which supply it with either motorway traffic nor major bus routes. Outside of Hobson/Nelson all motorway traffic from the rest of the city arrive perpendicular to Queen before heading across the valley to parking structures, and the major bus routes likewise all are on either side of it, save some recent additions and the Airport and City Link service. The critical mode on Queen St are the pedestrians, and the cross town vehicle movements that need to traverse the street, albeit briefly. Driving along Queen St needs to be diminished as it is largely pointless [no vehicles entrances on Queen St], and because it disrupts these more valuable movements.
So what can be done ***immediately*** to assist the east-west direction without compromising pedestrian movement on Queen and it’s smaller parallel routes?
The obvious first step would be to remove the near useless right turns at Wellesley and Victoria. Restricting general traffic to straight ahead and left hand turns would greatly simplify the cycles to only three: Ped Barnes’ Dance, east-west traffic, and north-south traffic each running concurrently. Clearing these intersections more efficiently and reducing the addition of pointless traffic onto Queen St a little. Such an arrangement will likely happen post-Wellesley Street bus corridor so why not make it happen now?
Two other moves on smaller streets would help too. The right hand turn out of Lorne St looks particularly disruptive for its utility, and using High St to exit the Victoria St parking building is still a terrible thing and really needs fixing, too much space is stolen from pedestrians there and the resultant traffic blocks the mid block of Victoria St East.
High St 4:32pm
Anyway it is policy to get the cars off Queen St one day, so why aren’t we working more deliberately towards that in increments? Do we really have to wait for Light Rail to achieve this? Let’s get the important east-west road priority happening along with complete bus lanes on Queen St as a way to prepare for the glorious future; because for the foreseeable, glamorous or not, buses will have to do most of the heavy lifting in the City Centre.
A strangely people-free picture of a future lower Queen St.
- secular = Economics (Of a fluctuation or trend) occurring or persisting over an indefinitely long period: ‘there is evidence that the slump is not cyclical but secular’
The Additional Harbour Crossing as currently proposed is a pair of tunnels containing six traffic lanes between the motorway at Esmonde Rd rejoining it at Spaghetti Junction [The CMJ] in the city. The publicly available schemes also show additional rail tunnels between Akoranga and Wynyard Quarter, but no connecting network for any trains to actually use. It is clear to see the appeal for NZTA of straightening and simplifying SH1 past the bridge, but the outcomes for the city are much less certain. Below for example is version T1:
Clearly this or the other versions that date from 2010 are not the current versions NZTA are developing now, but until new versions are released these are still worth looking at in some detail as neither the various physical constraints or the overall aims that drive these options have changed. The options can be seen here.
Considering these there are several high altitude observations I think are important to begin with:
- This will be the most expensive urban transport project ever undertaken in NZ; claimed to be $4-$6 billion. Two to three times the cost of the CRL.
- Not least because of the massive cost it is extremely unlikely that both sets of tunnels and systems would be undertaken at the same time. They will be staged; one will precede the other.
- The road scheme is essentially a SH1 bridge bypass, and therefore optimises through traffic, however it does not make any new connection that is not currently available nor in fact any increase in capacity on SH1.
- There is little spare capacity in the CMJ for additional vehicles so the new connection will remain the current three lanes north and a reduction from four to three lanes south.
- Essentially the bridge becomes a massive on/off ramp for city traffic and unless and until the rail tunnels and line are built more buses on bus lanes across the bridge will be the PT part of the project.
Here’s the set of variations currently available for the city end, all versions involve four tunnels under Victoria Park [3 new ones]:
All schemes also involve massive new interchanges on new reclamations at the North Shore end with flyovers and multiple connections between crossings, not unlike the new interchange at Waterview currently being built. Like the outcomes for traffic on North Shore local roads, the impacts of this project will be neither small nor all positive north of the bridge. However for this post I just want to focus on the city-side implications.
Assuming the road crossing is built first, which is consistent with assertions by politicians and officials with phrases like it will be ‘future proofed for rail’, as well as the lack of any real work yet on a rail crossing, it is worth asking exactly where will the new traffic enabled by the extra capacity across the harbour go once in the city?
Because the new crossing plugs directly into the CMJ, three lanes in and three lanes out, and because there are no planned increases in capacity through the CMJ, nor any space for any without further massive tunnelling, in effect the new capacity will be all on the bridge, so coming from the Shore this new traffic will all have to be accommodated by just three off ramps [same in reverse heading north]:
- Cook St; with new direct connections through Victoria Park
- Fanshawe St, especially for buses on new bus lanes
- Shelly Beach Rd, and then on to Jervois and Ponsonby Rds.
None of these exits can accommodate any increasing in traffic well, or without considerable disbenefit, especially if that increase in traffic is large.
- Cook St is pointed directly at the heart of the city, so this contradicts policy of reducing vehicle volumes in the city centre and is likely to infarct daily at the peaks as Cook St is close and perpendicular to Hobson and Nelson Sts which serve the Southern and Northwestern motorway flows. Gridlock is likely at the controlled intersections unable to handle large and peaky traffic volumes to and from these motorways. Additionally land use in this area is changing and intensifying making it even less suitable for the high speed motorway offramp it already hosts.
- Fanshawe will have reduced capacity for general traffic as a multilane Busway will be required to take the increased bus volumes from the bridge, and anyway is already at capacity at the peaks.
- Shelly Beach Rd is a narrow residential street not suited to the high volumes and high speeds it already suffers from the bridge now. Furthermore there is no benefit and little capacity for the streets beyond Shelly Beach Rd, particularly Jervois and Ponsonby Rds for a large increase in vehicle volumes.
Nonetheless, here are the forecasts they have come up with, Shelly Beach Rd with a 63% increase, is basically filled with bridge traffic by 2026 and the new crossing:
20,300 additional cars modelled for Fanshawe + Cook St with the AWHC option (assume that is all day on a weekday?). Even at the best sorts of turnover that would require around 10,000+ new carpark places. The downtown carpark has 1890 spaces. So where exactly do we put six new downtown carpark buildings? And what six streets get sacrificed to feed them?
20,300 cars carry perhaps 25,000 people. The CRL at capacity will carry that entire amount in 40 minutes. As could a North Shore rail line of similar specification. If the net outcome of this project is to take 20,000 commuters to midtown, why not do it with rapid transit at a third the cost with none of the traffic congestion?
“The significant increase in traffic movements conflict with many of the aspirations outlined in current Council policies, strategies, frameworks and master plans.”
–P 65 Additional Waitemata Harbour Crossing Network Plan, NZTA, 2010.
Obviously these higher traffic volumes are not good for every pedestrian, resident, and general city user in these areas but there is one other group that this situation in particular is going to make miserable, and that’s the motorist. There is a word for all this additional driving everywhere on city streets: congestion. Yup this increase in capacity across the harbour may speed that part of the journey but it’s going to make arriving anywhere in the city in your car much more hellish than it is now. And don’t even think about finding or affording somewhere to park.
What NZTA’s consultants say about this:
The increased traffic flows through St Marys Bay on both Shelley Beach rd and Curran St look to lead to particularly poor and unfixable outcomes:
It seems optimistic to say that because there are cafes, and strongly increasing pedestrian volumes, on Ponsonby Rd, that drivers won’t try to drive there, especially if other bridge exits are controlled or too busy. After all the first rule of urban traffic is that it will expand to wherever it is allowed to go. So, in the end, taking measures to dis-incentivise drivers to use these exits, is the consultant’s advice:
It does seem kind of odd to spend $4-6 billion to increase capacity across the harbour only to then introduce other measures to try to stop people using it.
And it won’t be just parking, there’s also likely to be tolls, it appears the model says they can pretty much eliminate the traffic problem with an $8 toll!:
If only there was a way to enable more trips without inducing more and more cars to also be driven into the crowded city streets. After all the City Centre has been growing strongly without adding more cars most of this century:
In fact it looks like we are already at or even above the limit of desirable vehicle numbers in the city, and future developments like replacing car access to Queen St with Light Rail are likely to make even current numbers face pressure.
Additionally there is an issue with bus volumes as well as car numbers on the city streets, even though the New Bus Network, the CRL, and Light Rail, if it happens, will reduce bus numbers from other parts of the city, there is certainly a limit to the numbers of buses from the Shore that can be comfortably accommodated too. Below is the predicted year of maximum bus capacity at major entry points to the city. The role of the CRL in reducing bus number pressure from the Isthmus is obvious, so why not do the same thing for buses from the Shore?
So perhaps the answer is to reverse the assumed staging and build the rail Rapid Transit tunnels first, leaving space for the road crossing to come later. This certainly looks physically possible in the maps above. This would enable all of those possible trips across the Harbour that NZTA identifies to still be served but without any of the traffic disbenefits that so clearly dog the road only crossing. In terms of people capacity two rail tracks can carry twice the volume of six traffic lanes. Furthermore it can be built without disturbing the current crossing and its connections. And rail crossings have proven in the past to be good alternative routes in an emergency.
This would add the real resilience of a whole other high capacity mode across the Harbour instead of simply more of the same. It would make our Harbour infrastructure more closely resemble Sydney’s where most of the heavy lifting in terms of people numbers is done by Rapid Transit, as shown below. We already have ferries, buses, and cars bringing people across, isn’t it time we added the particular efficiency of electric rail?
It seems particularly clear that whatever we add next really can’t involve trying to shove ever more vehicles [cars and buses] onto our crowded city streets; that will simple hold everyone up.
All the information above was gleaned from the work done some six years ago for NZTA, from here, and Auckland has moved on a great deal from where it was then. Among other things that have been proven recently is that when we are offered a high quality rail system we will use it. We are also discovering the value of our City Centre as a place to live, and work, and just be in, and how this is only possible to continue this improvement with fewer cars on every street. We certainly believe that there are more options for a far greater Auckland than the simple binary ones studied above: the road crossing ‘future proofed’ for rail, or the ‘Do Minimum’ which is nothing.
So we have asked, as part of the Auckland Transport Alignment Process, for a Rapid Transit crossing as the next additional crossing to be modelled too. So we can compare the status quo with the road crossing, and with a Rapid Transit crossing separately. Additionally we know that AT are now working on how various rail systems could work so in time there will be properly developed rail options to compare with the road one.
There is time as well as the need to get this right, the Western Ring Route will begin to become more complete next year with the opening of the Waterview tunnels, and that whole multi billion dollar system is of course an alternative harbour crossing system and will alter both the performance of both the Bridge and the CMJ. Similarly decisions about AT’s proposed LRT system too has a bearing on options, as will the opening of the CRL next decade. Not least because the addition of these high quality systems will make movement through the city without a car much more common, as is the case in many overseas cities of Auckland’s size and quality.
The road crossing looks very much like an extremely expensive ‘nice to have’, that duplicates and tidies up the State Highway route, something to add when the missing alternatives have been built and there is spare budget to spend on duplication. Because on balance the road first additional crossing proposal really achieves little more than this:
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.
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. 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.
And 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.
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:
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.
HOP card use also became strongly embedded this year [except on the ferries] which is another sign of a maturing system.
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.
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:
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:
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:
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
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
- 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…
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:
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.
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.
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.
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?]:
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.
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.
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.
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.