Back in July and August, Auckland Transport consulted on changes to the bus network on the Hibiscus Coast as part of the region wide new network. The main driver for consulting on the changes now is that AT want to extend some Northern Express services to the future Hibiscus Coast busway station before the middle of next year and so it makes sense to reorganise the rest of the network in the area at the same time to take advantage of it.
The results of that consultation are now available and the final proposed network is going to the AT board today for approval. All up AT received 874 responses with 71% supporting or strongly supporting what was proposed. That’s quite a bit better than the 56% combined support for the changes to the network in South Auckland. One interesting aspect I noticed from the demographic information of submitters that stated their gender was that 59% were female. I think this is good as often transport discussions tend to be far too male dominated. The feedback has resulted in a number of changes with 10 of the original 11 routes being modified. The key issues raised and the changes as a response to them are below
I personally thought extending the NEX to Orewa itself would have been a useful anchor point rather than having it terminate at the Hibiscus Coast Station which is only accessible by car or local bus however AT say that to take the NEX through congested local roads would affect its reliability and therefore the quality of the service. In addition AT say some people wanted the new NEX services to bypass Albany busway station or in some cases all busway stations to ensure there was capacity for those going to the Hibiscus Coast. In response AT say they believe that there are greater benefits of access, simplicity, and legibility to be gained from keeping all NEX services running the same route at all times of day and serving all the busway stations. Further the buses to the Hibiscus Coast will be in addition to the existing NEX buses providing additional capacity and will be timed to leave at the same time as buses going just to Albany to help spread the load out. The proposed frequency for the NEX hasn’t changed from the consultation and will be every 15 minutes at peak (6am-9:30am city bound & 3pm-6:30pm outbound) and 30 minutes off peak.
One other aspect that AT will pulse buses at the busway station. That means for connecting buses there will only be around a 5 minute wait between services. The same thing will happen with the Gulf Harbour ferry.
I won’t go through all the details in this post however the consultation report goes all of the issues as well as the investigations and considerations AT undertook before coming to their final decision. One change I will cover though is that buses won’t use the Hibiscus Coast Highway like proposed and will instead use Centreway Rd. In addition all services except the express will loop around the town centre.
So here is what the proposed map looked like for the consultation.
And here it is with the changes that have been made (click to enlarge however unfortunately it isn’t super high quality).
While the AT board are expected to approve the changes today, staff note there are a number of risks associated with the changes that will need to be addressed.
- Hibiscus Coast Station won’t be built by the time the New Network is implemented, due to ongoing legal disputes (refer Attachment 1), which will mean the customers’ experience when making connections will be sub-optimal. It is important that high quality temporary facilities are in place. Four new shelters have recently been installed adjacent to the current park and ride facility for this purpose. Temporary toilets will also be provided.
- Because the full park and ride facility will not be built by the time the NEX is extended to Hibiscus Coast Station, there is likely to be dissatisfaction with the amount of carparking, although this will maximise the potential market for the feeder bus services.
- The cost of providing these recommended services is to be negotiated with the incumbent operators for implementation in mid-2015. Should the cost of providing the new services exceed expectations we may have to reduce the level of service from what is recommended in the consultation summary and decisions report.
- These service changes are proposed to be implemented before integrated fares are in place across the network. While customers with a monthly pass or a SuperGold Card will not be affected, all other passengers who make a connection under the New Network, will pay more than they do currently if required to transfer. This is likely to generate some negative publicity. An interim solution may be possible, however, service improvements are considered to outweigh this interim disbenefit.
- Feedback suggests that some people have a poor understanding of how connections will work or are concerned that they will be reliable. We will need to work with operators to ensure connections are reliable, and to clearly communicate how connections will work under the New Network.
On the busway station itself AT have given some more details about the environment court challenge it is facing.
Resource consent for the Busway Station (Silverdale Park and Ride), which was granted on 10 July, has been appealed against by two submitters who own adjacent parcels of land. Their principal area of contention is the traffic capacity on Hibiscus Coast Highway for future developments in the Plan Change 123 (Silverdale South) area. The appellants are arguing that the Busway Station affects the amount of traffic that can be generated in the Plan Change area, thereby placing potential restrictions on their developments.
So the argument is over how much traffic the park and ride may generate and who should be able to clog up the roads more. This is perhaps a good example of one of the main issues with park and ride in general that people often don’t think think about. The other being the cost of it at around $10,000 per space for an at grade carpark. As part of the consultation AT received a number of comments wanting to see the proposed 500 spaces expanded including buying some of the neighbouring land for it. They say there is no plans to do that.
Do you live on the Hibiscus Coast, what do you think of the changes?
Last week Auckland Transport began consultation on the new network for West Auckland. I and many readers were highly critical of it as it seemed to ignore much of the network design philosophy and elements AT are implementing elsewhere and enshrined in the Regional Public Transport Plan. In particular the consultation sees a move away from the idea of a high frequency all day network that may require some to transfer to a network with lots of infrequent routes but may have not direct routes. The two different network design models are shown in the image below.
In most post I speculated the network proposed was a result of not having interchanges at Te Atatu and Lincoln Rd. It appears like that is exactly the case with AT now saying:
AT is redesigning the bus network across all of Auckland. Within each area, there are opportunities to improve public transport. However, the reality is that all changes will take time to implement, especially where major new infrastructure needs to be built, or where the cost of operating services will increase substantially. Both will require more ratepayer (Auckland Council) and taxpayer (New Zealand Transport Agency) funding than is currently budgeted.
For West Auckland, AT has taken the view that it is better to make as many improvements as we can afford to make in the next 2 years, to take advantage of the benefits electric trains will bring, rather than wait until all of the desirable infrastructure is in place.
The current proposal which is out for consultation is shown on the left-hand diagram below. On the right-hand diagram is the network we want to implement as soon as we have the necessary funding and consents to build interchanges at Te Atatu and Lincoln Rd, in anticipation of the long-term proposal to build a Northwestern Busway. We hope this clearly illustrates the benefits of the more frequent and better connected network that will be possible once the required infrastructure is funded and built.
To me the network on the right is so much cleaner and easier to understand as well as being more useful due to the higher frequencies. What’s clear is both AT and the NZTA need to urgently get on with sorting out the interchanges at Lincoln Rd and Te Atatu to enable the new network to properly implemented. I suggest that anyone submitting on the West Auckland Network highlight the need for the right hand image to become a reality.
Consultation for the West Auckland portion of the new network is now underway. This follows the consultations for Pukekohe/Waiuku, Warkworth, Hibiscus Coast and South Auckland. The consultation runs from today till Monday 1st December. It’s a consultation I’ll be following very closely seeing as I line in West Auckland.
Like much of Auckland the current bus network in West Auckland is an absolute mess. It consists of a myriad of routes, some as slight variations that focus on providing coverage at the expense of directness or frequency. As such many buses trundle around the suburbs largely empty. Some routes also mimic the rail network which is a hangover from the days when rail services were virtually non-existent. A map of the existing network is below and you almost need a degree to properly interpret it. In fact I believe this isn’t even all routes.
Like with the other consultations the new network shifts the thinking about how we could run our buses and instead focuses on transfers to increase mobility.
The map for the proposed new network is below.
There are a few thoughts I have about the network for West Auckland. I’ll list them below in no particular order.
The immediate thing I noticed was the lack of frequent services. There’s just two of them, the 4 which travels between the CBD and New Lynn and the W3 which travels between New Lynn SH16 via Henderson before branching (more on that service soon). This is less than was signed off in the RPTP just let year. The key frequent routes missing are from Te Atatu Peninsula to Henderson and a route on SH16 with interchanges at Lincoln/Triangle Rd and at Te Atatu interchange. I can only assume these interchange upgrades are held up NZTA and AT not being able to come to an agreement/location for them. The lack of a frequent on seems to being SH16 is also disappointing considering the growth that is about to occur there.
I’m a little surprised that they’ve branched the W3 frequent route as one of the outcomes from the South Auckland consultation was to keep the frequents as a single route. Again this is possibly to do with the fact there appears to be no bus interchanges at the Te Atatu Interchange or the Triangle Rd/Lincoln Rd interchange.
There are some notable areas both gaining and losing service. The most noticeable of these is the buses to more rural areas such as Oratia and Waiatarua (a service I used to use in my teenage years) as well as Henderson Valley.
In September an update to the Council’s development committee talked about the the future NW Busway and indicated that bus shoulder lanes would be built on the motorway between Lincoln and Westgate by 2018 however in this consultation AT are now saying it won’t be till 2021.
There will be these specific open days to discuss the proposal.
- Sunday 26 October, 8am – 12 noon, Avondale Markets.
- Tuesday 28 October, 2.30pm – 6pm, New Lynn Interchange.
- Thursday 30 October, 2.30pm – 6pm, Henderson Interchange, Council airbridge.
- Sunday 9 November, 7.30am – 12 noon, Te Atatu Peninsula Markets.
- Tuesday 18 November, 2.30pm – 6pm, Westgate Bus Interchange.
- Sunday 23 November, 9am – 1pm, Hobsonville Point Markets.
Ever since the Town Hall was built on that odd triangle between converging streets half way up Queen St Auckland has failed to successfully find an important central location that can be considered its spiritual locus. A civic heart: A public space for those collective experiences; celebrations, protests, that everyone automatically understands is the right and fitting place. Unusually Auckland was poorly served by our Victorian and Edwardian city builders in this regard. Their great works are all distributed and largely disconnected; Albert Park, CPO, Town Hall, and Art Gallery/Library. Significantly Auckland has never really been sure where its heart is.
Auckland Plan 1841 Felton Mathew
Felton Mathew, the city’s first surveyor, saw the ridge of Hobson St as the commercial and administrative centre, so proposed two fine and central squares to interrupt the north south flow with ‘place’ there. No doubt he was keen to get the great and good away from the waterway of Waihorotiu in the Queen Street gully; he placed the quality residences on the opposing ridge, about where Albert Park came to be. Incidentally his roots in the city of Bath with its fine curving Georgian terraces is clearly visible in this scheme.
Only a few parts of this plan eventuated, Waterloo Quadrant being the most obvious, and the main affairs of the city gradually congealed along Queen St, especially once the open sewer that Waihorotui became was finally piped in the 1890s [“That abomination, the Ligar Canal, is still a pestiferous ditch, the receptacle of every Imaginable filth, bubbling in the noonday sun”]. But also up Shortland St, the city’s best professional address and then to Princess St to the grand city houses of the early magnates.
Queen Street welcome US fleet August 1908
The inter-bellum years brought even more dispersal of public building with the placement of the Museum in the Domain and the disaster of moving the Railway Station out of town without building the proposed inner-city passenger tunnel. The attempts at civic placemaking in the Modern era gave us the mess we are now trying to undo: Aotea and QE II Squares.
These have always been soulless places that have failed to earn their hoped for roles as loved and functioning public spaces. The first a formless mess leading to a building with all the utility and charm of a 1970s high school science block; relentlessly horizontal and without ceremony or focal point. The Town Hall itself is so busy sailing down the old stream bed of Waihorotui and opening a-midships on the other side that it may as well not be there [can't we make some kind of use of the bow of this ship? Open a cafe onto the Square through some of those blind openings....?]. Aotea is better now than it’s ever been, after much rebuilding, but is still inherently unable to inspire.
And QE II suffers from containment by buildings of Olympian blandness, that anyway offer nothing but mall food or the blank wall of office blocks, add to that it’s famously shaded, hideously paved, sorrowfully treed, and otherwise peperpotted with meaningless objects and host to that awful and useless over-scaled glass and steel inverted L ….. frankly that it is mainly used by tradies to park on almost elevates the place.
The theme that unites these sad attempts at public space is that they were both built at the full blaze of the auto-age. Both are defined by the dominating theme of vehicles first. Aotea is of course just the roof of a garage, how could anyone be expected to use a public square with being able to park right there? The other disaster that still defines and keeps the square sub-optimal is the severing ring road of Mayoral Drive that cuts it off on two sides. There is no way that the small amount of carriageway be taken over for people without expanding roadspace nearby first.
Queens St from Town Hall Nov 1963
QE II Square has a more chequered history. When the CPO was an important building of state [built on the site of Auckland's first train station] it was a busy wide street, first with trams and general traffic:
Then just general traffic:
CPO Lower Queen
Then with the amalgamation of the opposite Downtown site in the 1970s the street in front of the CPO was pedestrianised. Great history of this process here, a window onto the forces that formed the places of this period. And this was the result:
The idea of a public plaza in front of the CPO was logical: It is directly in front of the large and traditional looking public building, like in any European city the old CPO grand and important enough like a ‘Rathaus’ in a northern European city, or, at a pinch, the cathedrals and churches of southern and central Europe, that provide the focus for great public squares.
Yet this space was forgettable; it didn’t work. The great problem was that over the whole period of its existence the importance of the CPO declined right down to closure. So the potential of this space for meaning and centrality could never get going. Additionally it was designed like a suburban shopping centre, just like the new mall on the otherside too which didn’t help, but really its great problem is that it was pretty much nowhere. So its loss wasn’t mourned when the buses were returned as part of the invention of Britomart Station. Even though all we were left with was the terrible sunless end of the Square as it is now.
Which is ironic really because the kind of civic space that I am arguing Auckland critically lacks needs to be the placed at the front door of some kind of busy and important public building like a Train Station. Because now there are people, lots and lots of people, using that grand old pile. All thanks to the ever growing success of the revived passenger rail network. This is what works in those European cities that Aucklanders love to visit, as shown in Warren’s post about northern Europe. This space is at last in the right place to become the locus for all kinds of beginnings; celebrations, protests, welcomes.
It’s a good shape too: There’s a standard rule of thumb about building height relative to its approaching horizontal space that says a good place to start is if these are roughly equal. And it looks to me like the old CPO is as about as high as Lower Queen St is wide. And if Auckland doesn’t start, in every sense, at the sea at the bottom of Queen St then I don’t what it is. The fact that it isn’t large I feel will be an advantage most of the time; it’ll never be empty, and for those big occasions the plan is to close Quay St to both expand the space and complete the connection with the water’s edge.
This plaza should be able to succeed as the ‘Marae’ to Britomart’s ‘Wharenui’. And, for big processions actually link all the way up to Aotea Square, especially when we do the thinkable and get the cars out of the rest of flat section of Queen St.
So the plan is a good one:
1. to repair the western street edge of Lower Queen St with activated retail entrances
2. insert new streets through the Downtown site [not internal mall spaces; at least one proper open air public street]
3. return Britomart’s forecourt to being a public square
4. while expanding and improving the water’s edge public spaces
All at the cost of the current QEII Square.
However there is one vital condition to the proposals as set out in the Framework process that I believe has to be properly dealt with in order for any of this to work. Summed up in one word: Buses.
Where do the buses go? We are told Lower Albert St, all through Britomart, including Galway and Tyler Sts, and Customs St. This just doesn’t add up on any level. It isn’t desirable, already the narrow streets behind the Station are degraded by the numbers of buses turning, stopping, idling. The new plaza in front of Britomart will be reduced in utility and attractiveness by buses exiting Galway and Tyler Streets, even if they no longer cross in front of the old CPO itself. Lower Albert St just can’t that many stops.
This whole scheme, in my view, can only work if there is a seriously effective solution to the bus problem, which means a proper station somewhere proximate, as well as a hard headed approach to terminating suburban bus routes at the new bus/train interchange stations like Panmure, Otahuhu, New Lynn, and Mt Albert, etc, in order to maximise access to the city while limiting the huge volumes of buses dominating inner city streets. Howick and Eastern services, for example, could go on to Ellerslie from Panmure then across town instead of into the city. Or simply return to the south east to increase frequency massively on their core route having dropped off passengers to the city at Panmure Station.
Helsinki [pop: 600k], for example, terminated its city bus routes at stations when it built it’s metro system in the 1980s, as well as making an underground bus station for those services that remain:
Many of the buses operating in eastern Helsinki act as feeder lines for the Helsinki Metro. Nearly all other routes have the other end of their lines in the downtown near the Helsinki Central railway station. Such exceptions are present as dedicated lines operating directly from a suburb to another past the centre
Britomart and the improving rail system helps take both cars and buses off the road it will be a long time before the CRL is open and we can use the spatial efficiency of underground rail to replace exponentially more surface vehicles. And even longer again before a rail line to the Shore will be built, and even then there will still be a need for buses.
Because we have refused to invest in permanent solutions to city access like the many underground rail proposals over the years it has now become urgent to get much more serious about how we manage the inevitable boom in bus demand. This issue was disguised for years by the decline of the Central City, or at least its failure to thrive; strangled by motorways, and deadened by street traffic as it has been over my life time. But now its revival is thankfully strong and clearly desirable, the City and the State will have to, literally, dig deep, to keep it moving. After all, all New Zealand needs a thriving Auckland and:
‘Transportation technologies have always determined urban form’
-Economist Ed Glaeser The Triumph of the City P12
While addressing these near term street level issues it is important to keep a thought for an ideal longer term outcome. Here is the kind of treatment that could ultimately work well for central city Auckland.
Shared Space with modern Light Rail, Angers, France
This could be Queen St, but is only possible once the high capacity and high frequency of both the longer distance rail network is running underground, and the widespread reach of the bus system is similarly properly supported in the City Centre. This type of system is for local distribution not commuting.
18: A Great South Road?
What if Great South Road truly was great?
The creation of Great South Road was one of the great formational moves in the early expansion of Auckland. Starting in 1861, some 12,000 soldiers built the highway over 2 years to provide a direct route south out of Auckland to the Waikato hinterland during the New Zealand Wars. It quickly became the primary commercial and community link between areas to the south of the isthmus, providing opportunity for the garrison communities like Otahuhu that had sprung up along its route to become important centres in their own right.
That role has long been surpassed by the Southern Motorway, but the legacy of Great South Road remains. It is a highly important route connecting communities and large employment areas in the south. As a route however, the legibility of where it goes and what it connects to is perhaps not very widely known or understood for Aucklanders who live and work further afield, who will be much more familiar with the motorway.
Much of Great South Road already is great. Places like Otahuhu are vibrant and diverse with a bright future. Otahuhu has significant development potential underpinned by a fantastic legacy of a historic fine grain pattern of streets and subdivision on flat land. It can readily adapt to support further growth that will benefit both the town centre and forthcoming rail-bus interchange.
By contrast, other sections of the route aren’t so great, still feeling like the road is still the main highway out of town.
Wouldn’t it be great if Great South Road – in stark contrast to the southern motorway – could become a celebrated route through the south that relates to the urban fabric and communities of Auckland? A strengthening of the corridor and centres through greater mixed use development, improvements for walking and cycling and a legible and frequent bus route with rail connections at Manurewa, Manukau, Otahuhu, Penrose, Ellerslie, Greenlane and Remuera starts to add up to what sounds like a great urban corridor for this part of Auckland.
Great South Road, and other similar urban corridors, should have stronger alignment of land use and transport planning in the future to work steadily towards becoming positive forces in the city that can help shape and guide how Auckland grows and develops into the future.
I don’t tend to look at the motoring section of the Herald much however every now and then something stands out – often for its comedy value – and that was the case yesterday in an article titled Motoring Mythbusting. The article covers off a number of areas but two in particular deserve some attention. The first one talks about the cost of petrol.
It’s easy to see why petrol is a grudge purchase for so many people: you keep pouring the stuff into the tank and then it just disappears as you drive around. With the cost of filling a 50-litre tank currently at about $108, it’s a big drain on your wallet.
But think of the wonderful things that mobility and the private motor vehicle bring us: that sense of control, the freedom to be in different places as we choose. Failing that, remember that New Zealand still has the fifth-lowest fuel tax in the Western world. Petrol is actually cheaper than a 750ml bottle of Pump water from the supermarket ($3.99 per litre as this is written), despite having more complicated packaging and distribution demands.
Something else to consider for new-car buyers. If you have a humble Toyota Corolla GX, it will cost you $5600 per year to fill it up every week. Given that 55 per cent depreciation over three years is a realistic figure for a new car, it’s costing you $5800 just to have the thing in your driveway (that’s before you even consider finance or insurance). So petrol is not necessarily even the most expensive part of running a car.
Almost not quite sure where to begin so this is basically just a dump of my various thoughts about the comments above.
Paying over $100 to fill a tank on a regular basis might not be a big burden for the author but for many households it is a significant cost and it’s a cost that’s been rising with the price now sitting firmly over $2 per litre. The impact of the rises in fuel price are being reflected the spending from peoples wallets. The Electronic Card Transaction data from Stats NZ shows that over the last 11 years the percentage we’ve spent on fuel compared to other retail activities has gone from 10.5% to 16.5%.
For families on low incomes the percentage of their income spent on private vehicles is likely to be even higher which leaves them with less money to spend on other things, like food. But more often than not it’s not just about filling one car but multiple ones. In the 2013 census 257,856 households in Auckland out of the 469,500 (55%) had two or more vehicles. In many cases families simply have no choice but to have multiple vehicles due to the dispersed nature of jobs in Auckland and lack of viable alternative options, all of which means higher household fuel costs.
The author then claims that petrol for a car isn’t really that much when you compare it to depreciation, insurance, licencing and other transport costs. Of course he compares the depreciation on a brand new car while many people buy cheaper second hand cars for which the amount of depreciation is less however it is an important point that the cost of fuel is just one part of the overall picture in owning a car. He’s also right that mobility and the ability to get to many places is a really important thing. I would suggest though that it isn’t just a car that can improve mobility and open up the places you can travel. A well designed PT network with frequent services and integrated fares can do that too. Combined with riding a bike or walking such a network can provide mobility options in the city and where PT priority exists can also do so free of congestion.
What’s more travelling on such a network can be comparatively quite cheap. For example a monthly pass covering the entire urban area is $190 a month or a maximum of $2300 per year. That’s less than half the cost of petrol mentioned in the article and combined with the abundant access the new network will provide will become ever more compelling for people. To me the huge benefit of the PT investment that’s happening or that we’re pushing for is not that it will force everyone out of cars but that it allows some people to reduce their level of car use. Perhaps a two car family will be able to go to a single car, or a three car family down to two cars.
The myth in the article that caught my attention was the last one.
The late LJK Setright was arguably the most erudite motoring journalist of his time. Not to mention often quite mischievous.
According to the great man in one of his 1990s columns: “Speed does not kill. Speed saves time, which is life.”
I wonder how long it will be before the government start using this line?
Yet as Peter pointed out the other day, many people don’t value speed and choose to pay for travel with time, does this mean they value their life less or just differently to a motoring journalist.
One of the most exciting projects in the City East West Transport Study (CEWT) is the addition of a busway through the central section of Wellesley St – which is defined as between Kitchener St and Albert St.
The central section of Wellesley Street near the Queen Street core contains a number of key cultural facilities including the Civic and St James Theatres, Auckland Art Gallery, Auckland Central City Library and also intersects with the Elliot Street shared space and connections through to Aotea Square. The importance of providing a quality environment for pedestrians and place making within the area cannot be overstated.
While the study has confirmed that the linear park project is best located on Victoria Street and there is a need for a bus corridor along Wellesley Street, there remain considerable opportunities to also obtain the desired improvements to pedestrian and amenity provisions within Wellesley Street central.
In particular, there may be an opportunity to close the central section of Wellesley Street (between Kitchener and Albert Streets) to general traffic, which would be rerouted for example around Mayoral Drive. This would enable the carriageway width to be reduced and reallocated to the pedestrian realm and also reduce the feeling of vehicle dominance within this area. This traffic closure would have additional benefits in allowing greater signal optimisation for buses and pedestrians at the Wellesley Street / Queen Street intersection, and may also unlock opportunities for improvements on adjacent blocks of Queen Street through reduced traffic and the reduction of bus stops.
For that central section the busway would be a full four lanes wide, two lanes for movement and two lanes for buses stopping. When you include the bus stops, parking and loading zones the carriageway is actually about six lanes wide so this proposal actually represents it being narrowed down. That in turn allows for the footpaths to be extended which is something likely to be needed considering the number of people that will be moving through the area thanks to the people fountains the buses will be.
The image below highlights the benefits to pedestrians showing that they go from having 30% of the space in the corridor now to 48% with a bus only road in place.
And here’s the proposed layout vs what we have now. While the diagrams are just listed as indicative, I suspect that in reality the vehicle lanes would be closer to the northern side which would allow much more space on the south which gets more sun and out the front of the Civic Theatre.
In addition to the extra space on Wellesley St, the changes to the bus routes and the inability of cars to turn off Queen St would mean the carriageway on that wide section of Queen St could also be narrowed. In effect it could leave us with quite a large footpath build out of the Civic corner.
But why is a busway even needed?
Currently around 24,000 people enter the CBD by bus during the morning peak however by 2041 it’s expected that number could be up to 45,000 people while vehicle volumes are at best flat. Like we’ve seen over the last decade, all the transport growth that will occur in the CBD will happen through public transport or active modes. Even with higher capacity buses it still means we’ll need a lot more of them on the roads delivering people to and through the city centre. It’s this reason that the City Centre Future Access Study determined that a mix of both the City Rail Link and improvements to surface buses would be the best solution.
Currently buses to the CBD use a wide variety of routes with the main corridors being Fanshawe St, Albert St and Symonds St. There are a number of buses that also terminate or travel through the Civic area.
The New Bus Network is seeing routes overhauled and while we won’t see the official plans for the City Centre till the central are consultation (which is expected next year), one of the features of the network is that routes will be concentrated on to a few key routes. The current proposal below sees two North-South routes (Albert St and Symonds St) and two East-West routes (Fanshawe/Customs and Wellesley St. The Wellesley St corridor is home to a number of all-day frequent routes including but not limited to buses from:
- Dominion Rd
- Sandringham Rd
- New North Rd
- Remuera Rd
- Manukau Rd
- Pt Chev via Westmere and Herne Bay
- Grey Lynn and Ponsonby
A quick calculation suggests that could represent over 100 buses an hour before taking into account the non frequent routes and the peak only routes that would also pass through the corridor. That would likely to be too much for single bus lanes to handle without getting horribly clogged up with a wall of buses.
So why not use either Victoria St or Mayoral Dr for the buses
As many people will know and as the first map shows, buses currently use both Wellesley and Victoria St for East-West movements and some may ask why we shouldn’t just keep doing that. There are a number of reasons but a couple of key ones are that it enables customers to transfer much easier between services but it also enable other city centre improvements to happen. In particular the plan is to have a linear park on Victoria St connecting Albert Park with Victoria Park.
As the report notes a number of people have questioned whether the Linear park should be on Wellesley instead (with presumably buses on Victoria St). The report (page 234) highlights the results of some of the significant analysis that is said to have gone in to confirming that Victoria St is the best location. The other east-west street in the middle of the CBD is Mayoral Dr. Again it would require bus routes to be longer and therefore higher operational costs but it would also move the buses (which will be moving many more people to the city than cars will) further away from the centre of town where the majority of people will be living or working. The table below shows the expected CBD population and employment densities in 2041 showing the concentration north of Wellesley St.
In my view the Wellesley St busway would be a welcome addition to the city centre and along with the other improvements to the area represent a huge step forward for the CBD.
On Monday Auckland Transport are launching the next consultation for the New Network and this time it’s the turn of Hibiscus Coast. AT say the changes to the network are planned to go in early mid 2015 which could make the area the first to change to the New Network as the South Auckland changes aren’t due till later in 2015. As a reminder about the changes being made with new network watch this video from Auckland Transport
The first and perhaps most significant change to the network is that AT will extend the Northern Express (NEX) to a new busway station. AT have already started on this and built some of the Park n Ride planned however I believe it has been halted due to another challenge to the Environment court by a local land owner. It’s proposing NEX services running at 30 minute frequencies off peak and with 15 minute frequencies during the peak which it is describing as 6am-8am and 4:30pm – 7pm. They say services will be timetabled to ensure reliable connections with local services.
Where the Hibiscus Coast differs from other parts of the region is that there are no all-day frequent services and services that are a minimum of half hourly are made up of a two lower frequency for part of their journey. The full map of proposed services is below (click to enlarge).
At first glance one area that seems less than ideal is how buses are treated in relation to the Silverdale Town Centre. Going to the busway station some buses enter the town centre before doubling back and then going to the station while other buses skip it inbound and only go through outbound. All of this is because vehicles aren’t allowed to turn right out of Silverdale St or Wainui Rd. AT say that if a proposed new road gets built it will allow them to send all buses though the centre in both directions however as an interim measure perhaps they should just signalise one of the problem intersections and then have all buses run a logical route through it.
The consultation will open Monday for a month.
Here’s the press release
More buses more often, new bus routes and extending the Northern Express to Silverdale, these are some of Auckland Transport’s proposals to boost public transport options for the Hibiscus Coast.
Anthony Cross, Public Transport Network Manager says the Hibiscus Coast is getting some notable service improvements. “Extending the Northern Express to Silverdale is huge, outside peak hours that will cut 30 minutes off the journey time to Auckland’s city centre”.
There will also be a new bus service for the growing area at Millwater plus buses every 30 minutes between Orewa, Silverdale and Manly, seven days a week.
More frequent local services, and a number of new or trial bus routes are also some of the benefits residents can look forward to under the New Network.
“We’re also building a new busway station at Silverdale which will become a key interchange for the Coast. We are increasing the Park and Ride car parks too,” says Mr Cross.
“The New Network will change the way people travel – it is a fundamental shift in the principles behind how we plan the public transport network. There will be a few challenging years ahead of us as we consult and implement, but in the long term it will make a very positive difference to Auckland’s public transport system.”
Consultation on the New Network for the Hibiscus Coast runs from Monday 14 July to Thursday 14 August.
Following consultation, changes are planned to take effect in early-to-mid 2015. There will be an extensive information campaign ahead of the changes, and the new timetables will be available ahead of time so that passengers can plan their journeys.
In coming weeks, Auckland Transport will have people in local markets, shopping centres, and transport hubs and on the streets on the Hibiscus Coast talking to customers about these changes and getting their views. A series of information events have also been planned.
For more information on the New Network for the Hibiscus Coast go to www.AT.govt.nz/newnetwork
The New Network is a region wide public transport network which is proposed to deliver bus services at least every 15 minutes throughout the day, seven days a week on major routes between the hours of 7am to 7pm. Services will connect better with train services for those customers who require connections.
South Auckland was the first region to be consulted on the New Network in 2013.
The new bus network aims to revolutionise the bus network in Auckland turning it from a network that resembles spaghetti thrown on a map to a more legible and customer focused one. It provides a lot more routes that run with decent frequencies all day and is able to do so in a revenue neutral way by stopping stupid stuff like bus routes that duplicate and compete with the rail network and by having a greater use of transfers. Below is a map of the frequent network that will have services at least every 15 minutes between 7am and 7pm 7 days a week. It is supported by a secondary network that provides greater coverage with 30 minute frequencies as well as peak only and other localised services.
To me the full roll out of the new bus network can’t come soon enough and that was highlighted again last night with the problems that occurred on the rail network. A water main burst at Fruitvale Station and apparently undermined the tracks. As a result the network was closed for a large portion of the day including the evening rush hour. There were a number of services cancelled outright and those that did run on the western line terminated at New Lynn with a shuttle bus taking passengers between there and Henderson.
Given how poorly these types of impromptu shuttle services have run in the past I didn’t hold out much hope that they would be any better this time. As such I decided to catch a bus home. The experience highlighted two things
1. AT need to have plans in place to make better use of the bus network when events like yesterday’s happen.
I don’t mind using an alternative service – even if it takes a little longer than the train does – if it means I don’t have to worry about mucking around with an hastily organised shuttle service. However while I’m someone who catches PT frequently I don’t have much idea about which bus alternatives I can catch. AT could make it easier for people by having some prepared information telling people alternative options. For example some posters they can quickly pull out of a storage room telling people their options without having to wade through little pamphlets.
Fixing their journey planner would also help with this. When I looked on it half the services I could have caught didn’t show. It also might not be practical for a lot of people. Further it’s not just about which services but the myriad of potential bus stop locations around Britomart which makes everything confusing, something that will hopefully be addressed as the new network is rolled out.
2. Get the New Network Rolled out.
After fumbling around I found a service that would at least get me home – the 079 to Sturges Rd. I knew the route would be convoluted but that turns out to be an understatement. The map below shows the route the bus takes to get to Sturges Rd. The red part indicates the part of the route where most of the 20-30 people on the bus hopped off. The handful of people who remained on the bus in the blue part were mostly the rail refugees.
By comparison if the new network was in place it would have been super easy to find a different way home. I could have jumped on a frequent bus along SH16 and transferred (at a Lincoln Rd interchange) to a bus down Lincoln Rd and had a short walk to Sturges Rd, an excellent alternative.
So bring on the new network with its more frequent and legible services along with the added resilience it provides.
Note: AT are starting consultation on the Hibiscus Coast services in just over a week and Warkworth services a week after that. They are also expecting to consult on West Auckland later this year.
Mount Eden Road is one of our premier isthmus bus corridors, now having a very high frequency. Between 7am and 9am 36 buses depart Three Kings, or nearly one every 3 minutes. Half of all Airbuses also use this corridor giving an extra 3 per hour each way. During the busiest hour there are 22 buses along the corridor, while latest traffic count figures (2006) show there were 1600 cars. With about 50 seats a bus, that means buses carry at least 1100 people, so buses are carrying about 40% of the people in the northern part of Mt Eden Road. Generally in the peak hour these buses are packed with standees, so buses maybe well be carrying half the people in the corridor. Then north of Esplanade Road, Dominion Road buses (except expresses) join Mt Eden Road too, giving an extra 23 buses between 7am and 9am. This suggests the corridor should have full bus lanes the whole way from Three Kings into town. I have already covered the big issues with bus congestion at Newton in a previous post, so I will now focus on the corridor between Mount Albert Road and Newton.
Below is a map of the current bus lanes (green lines), and as you can see they are very erratic (zoom in on the map to see more detail).
View Mt Eden Bus Lanes in a larger map
While the corridor is 5km long, the sections going northbound only have bus lanes for 2km, while southbound there is only 1km of bus lanes. Therefore only 30% of the corridor has bus lanes, which is hopeless considering the frequency of buses along the corridor. Heading southbound there are none south of Balmoral Road, while northbound none south of Duke Street.
Work to move the corridor towards full bus lanes can be separated into quick wins, short term fixes and medium term fixes as in some areas capital works are required.
There are 2 obvious quick wins.
Common sight around 6pm. Bus lane finished well before rush hour does.
The first quick win is the ridiculously short timing of the southbound buslane leading to Mt Eden shops. This a roughly 200m section starting at Batgar Road, and finishing where the shops start. It is only a buslane from 4.30pm to 5.30pm, then reverts to parking! This means that a bus leaving Britomart at one of the busiest times of 5.10pm would struggle to make it to Mt Eden before the bus lanes finishes! This should immediately be standardised to the usual time of 4pm to 6pm. However for bus lanes in general I would rather see at least 3.30pm to 6.30pm for evening lanes but that’s another discussion. The short operating hours result in crazy situations like this one taken around 6pm, with one car parked the brief bus-lane.
The second quick-win is regarding the clearways that exist through Mt Eden village (black lines in the map below). There is no reason why these should not be buslanes. The southbound clearway also has silly short hours of operation (4.30pm to 5.30pm again) so this should be extended as well. The northbound clearway is the standard 7am to 9am which is fine for the shorter morning peak. This change would help buses get through Mt Eden faster, and in and out of bus stops much easier.
The short term fixes (3 months to 1 year) are simple extensions of green paint along existing traffic and parking lanes.
Some of the issues encountered with current lengths of bus lanes were highlighted by commentator Steve N in my general bus lane post from February.
“Mount Eden Road/Three Kings route: install inbound bus lane from Three Kings Terminus to Duke Street, to meet existing bus lane. After 0720ish, traffic backs up past Duke Street, including buses – completely negating 5 min frequency.”
So this suggests a northbound bus lane would really aide reliability and speed of the services the whole way north to the city. There is enough width within the kerbs for bus lanes to be added on both sides of the road from Mt Eden village to Three Kings. This bus lane would be very easy to install, as could be done with morning and afternoon parking restrictions and a coat of paint. In some areas the median may need to be narrowed or removed to fit bus lanes on both sides of the road. The only complication is the zebra crossing near Duke Street which may need to be removed. Zebra crossings are not seen to be safe roads with 2 lanes of traffic in one direction. So the only cost would be signalization of these pedestrian crossing, which AT have indicated costs around $100,000.
Common sight in the morning. Buses stuck in traffic as no bus lanes.
North of Mt Eden village things are a little trickier as the road is more windy and there are more intersections and pedestrian crossings to deal with. This means lanes need to be wider to accommodate vehicles. Northbound bus lanes can be easily added at least as far as Percy St (where southbound bus lanes start), just by narrowing the median. This looks to be the same for the section between Normamby Road and Mt Eden station. However some areas will require more complex works over the medium term.
The Normanby Road intersection is likely to require the biggest work. There are various islands and turning bays that narrow the road width here, so some capital works are inevitable. I suggest this intersection is in need of major upgrades for pedestrians too. Depsite this being opposite a playground (top right) and the northern entrance to Mt Eden, there are no pedestrian crossings at all. Coupled with the turning lanes, wide curving road and high speeds, this is a very dangerous spot for people crossing the road. I can see it being very difficult for cars to turn in and out Normanby Road at peak times too. Fixing the safety issues is likely to require signalization to add a safe pedestrian crossing point, so signalizing the whole intersection in conjunction with other work and kerbs and islands is likely to be the solution. Careful phasing to give limited priority to Normanby Road will ensure this intersection does not congest Mt Eden Road.
Intersection of Mt Eden Road with Normanby Road and Puka St
On closer inspection some other areas will also require capital works, such as kerb realignment, especially at intersections such as Boston Road and Esplanade Road. When capital works are done this is a great time to add cycling infrastructure to the corridor as well. Unfortunately like Dominion Road it appears to be difficult to fit quality separated lanes in the corridor as well as bus lanes without major rebuilding works.
So to sum up the volume of buses on Mt Eden Road means it is in need of full length bus priority. Some of the improvements can be done very quickly, however others will need varying levels of capital works. Either way improvements on this corridor can be done for a fraction of the $66 million being spent on the parallel Dominion Road corridor. Auckland Transport needs to come up with a staged implementation plan, showing how Mt Eden Road can move from 30% bus lanes to full length bus lanes over the next 5 years. I would suggest we could could see a big improvement in under a year, and more expensive parts programmed in after that.