Last week, Auckland Council unanimously voted to approve the construction of Skypath, the long-overdue walking and cycling link across the Waitemata Harbour. (There is still the hurdle of a potential Environment Court appeal by opponents.) Well done to all the councillors, some of whom had previously expressed scepticism – the city will be better for their votes, and their willingness to rethink an occasionally contentious issue.
In the wake of the Skypath decision, it’s worth taking a look at what’s happened to cycling in the city over the last year. The other week, Bike Auckland published some valuable new analysis of Auckland Transport’s cycle count data. Thanks to AT’s programme of rolling out new cycle counters, we now know a lot more about where people are cycling.
We also know a lot more about the outcomes from recent investments in new safe cycle facilities, such as Grafton Gully, the Pinkpath, Nelson St, and the newly installed Quay St cycleway.
The summary is that these cycle investments have been quite successful. The number of people cycling has increased in locations where safe cycling facilities have been rolled out, while staying relatively constant in other places. (This is, needless to say, good news for the fortunes of Skypath.)
Over to Bike Auckland:
AT is now also reporting the details of those counts much more openly, here. The summary data for June is not available yet – although we have the data for individual locations, as seen on the graphs below – but we do know that in May 2016, cycle numbers were up 22% on May of the year before!
If this growth continues, Auckland may well be the city in New Zealand furthest along on the way to reaching NZTA’s goal of 30% growth in urban cycling by 2018.
…it is pleasing (if not unexpected) to see where the greatest growth is.
Surprise! It’s where new cycleways have been built… and on the routes leading to these new bikeways. This is the network effect – another way of saying ‘the whole is greater than the sum of the parts’ – and it’s really starting to kick in.
And especially on those routes, we see an interesting change – the usual winter drop-off is much shallower than usual, and in some cases hardly seems to be happening. Can it be that, with better cycleways and more company, riders are happier to keep going when it gets chilly, damp, and dark in the evenings? Is Auckland exhibiting a bit of the ‘Viking biking’ spirit of our Scandinavian antipodes?
Richard Easther, one of Bike Auckland’s associates, has done us all the lovely favour of putting those dry numbers into easy-to-grasp visuals, so we can see how and where Auckland biking is growing. Below, see some fascinating graphs of the flows at some of the counters around Auckland…
[Ed note: if you’re not a graphs or data person, two things to note: the numbers up the left hand side show the monthly total of bike trips; and you’ll notice a dip in the middle of each year as winter arrives. What’s striking about the growth on the new and newly connected paths is that not only is the annual ‘high tide’ getting higher, but the ‘low tide’ is too.]
Clearly Beach Road is benefitting from all the improvements, including Grafton Gully and its own Stage II extension. A jump of around a third in many of the months earlier this year!
A few instructive contrasts, and some (brief) added commentary from me.
The first thing has been that new cycle investments in and around the city centre haven’t simply cannibalised existing cycle numbers. Cycle counts on Beach Road (and the off-road Grafton Gully cycleway) are up, in spite of the competition from the PinkPath / Nelson St. And, if you follow the link through, you’ll also see that cycling on Symonds St and K Rd has held steady:
Nelson Street (i.e. through the City itself, not Lightpath) is showing very heavy numbers. The REAL growth here is not visible in the stats: after all, before the protected cycleway opened, this route had just some 5-10 incredibly brave cyclists every morning… now there are several hundred daily, even though the route is still truncated and stops at Victoria St.
The second is that investments in and around the city centre have been followed by significant growth on existing parts of the cycle network. That’s most clearly in evidence on the Northwest Cycleway, which is seeing the largest annual growth ever:
Here’s where the network effect rubber really hits the road, er, off-road cycleway. You can see how the magnetic field of the pink path boom (and the related Grafton Gully effect) has spread far and wide – even more than 5km away, in Kingsland, where numbers are massively up on 2014 and 2015.
And the effect continues at Te Atatu over 10 km away; if the numbers traveling to the city from further out are a bit lower, they’re still really really high (and resisting the usual winter drop-off). Recent cycleway improvements along the causeway will definitely have helped with this.
The third finding is about the dog that didn’t bark: cycle counts on streets that have not seen investments in safe separated cycle facilities. Some of these streets show some minor growth, but by and large demand is not increasing. That’s in evidence on routes like Tamaki Drive:
We see a slight boost on Tamaki Drive – but the real growth will come from Quay Street (now open), Quay Street to Ngapipi (~2017-2018) and Glen Innes-Tamaki (2018). Until then, though, our busiest cycle route continues to pedal along in huge numbers.
And, on the North Shore, East Coast Rd:
Numbers on East Coast Road near Constellation Drive have been static – not surprising, as little cycle investment has occurred in the area in recent years.
The good news is that we can learn from the positive results on and around new separated cycleways. If we want to boost cycling elsewhere in the city – and we should; it’s the cheapest and most efficient way to get around in cities – it’s pretty clear what we should do.
The council will decide on Thursday if they will go ahead with a funding arrangement for Skypath.
An item (Page 21) at the council’s Finance and Performance Committee gives an update on the project, much of which will be nothing new to those who have been following it. This includes that progress has been made on a number of areas such as that the wind tunnel testing requested by the NZTA found no significant concerns and that progress has been made on connections to Skypath with projects such as Seapath having been consulted on and getting strong public support.
Seapath Proposed Route
The second item (Page 25) is the key one though and looking to get agreement from the councillors to move forward with the project. It has the following recommendations to councillors.
That the Finance and Performance Committee recommend to the Governing Body that it:
a) agree to proceed with the SkyPath project and that the hybrid Public Private Partnership proposal is the preferred procurement option to deliver SkyPath.
b) authorise the Chief Executive to enter into all necessary agreements in relation to the SkyPath proposal, subject to minimal financial impacts, and to take any other actions in the Chief Executive’s delegation to facilitate the progress of the project.
c) agree to make appropriate provision for the project in the 2017/18 Annual Plan and the 2018/28 Long-term Plan.
The council have been working with the private backers of the project (the PIP Fund) for a few years now to investigate options for financing the project. The preferred approach is for the PIP Fund is to build it as a PPP in which the council underwrites revenues up to a certain level.
The PIP Fund’s PPP proposal is to finance, design, build, maintain and operate SkyPath as a user pays facility for 25 years, after which it “reverts” to Council ownership. In return:
- Council would underwrite actual revenues to a pre-agreed dollar amount in the “base case” (the agreed financial model that sets out the cost envelope), and have a share of upside profits above a specific threshold.
- The PIP Fund’s returns depend on it managing its costs and performance within the parameters of the fixed base case. Any cost overruns are the PIP Fund’s responsibility.
That this private project will likely have a portion of its revenue underwritten by the council has long been one of the key arguments for those opposing it. They claim it will be a failure from not enough people using it – lumping costs on ratepayers while simultaneously claiming it will be so popular the local streets in Northcote will be overrun by people on bikes
Unfortunately the attached reports have blacked out the exact details of costs, revenues, thresholds etc so we can’t see just what those are. But unless something drastic has changed, it is still likely to represent a good deal for Auckland even if the council has to honour the underwriting. The last we saw the project was expected to cost $33 million, a significant sum but since the government came to the cycleway funding party with the Urban Cycleway Fund, there are already projects underway that cost more and are not likely to be used as much. One such example is the Glen Innes to Tamaki Dr shared path. This is not to say the GI to Tamaki Dr project is bad, it’s a great project in its own right but that when it comes to benefits, it simply can’t compete with opening up a walking and cycling connection between the North Shore and the city.
In the past the council have been largely very supportive of the project – or at least supportive of investigating it. Only two councillors have consistently voted against it being George Wood, whose constituents stand to benefit the most from the project, and Sharon Stewart. In addition Cameron Brewer and Dick Quax also voted against providing some extra funding to the investigations. Given his ardent opposition to the project, George is almost certainly going to continue to try and fight the project.
While the council will be making a decision this week on whether to financially support the project, we might be still waiting for some time to the outcome of the Environment Court Appeal. It is currently expected that the hearing for it will happen in October or November. In saying that we learned recently that one of those appealing the project had pulled out citing the costs of fighting the project. I’m guessing they more likely realised that it was a fight they wouldn’t win.
Meanwhile, the Herne Bay Residents Association Incorporated has withdrawn its appeal because it believes the project is not feasible so will not “see the light of day”. Therefore, its efforts were “a waste of time and money”.
The group’s co-chair Christine Cavanagh said as a responsible organisation it did not intend to waste residents’ money on an “unnecessary appeal” that could cost hundreds of thousands of dollars.
The Northcote Residents Association are still fighting though and are appealing to the public for cash to help them do that. As of writing this post they’d raised almost $9,500 but that is a long way from the potential hundreds of thousands their Herne Bay brethren suspect will be needed. They’ve also sent this out in response to Auckland Transport looking at implementing a residents parking scheme which would prevent people from driving to the bridge and then using Skypath, one of the key arguments the residents have used against the project.
With Auckland’s newest high profile cycleway opening on Friday, Auckland Transport have launched a new website to highlight the cycleways that exist or are coming to the central city over the next couple of years along with a PT inspired network map.
‘It’s all go’ for cycling in Auckland
A new transport map is set to become as recognisable to Aucklanders as the Tube map is to Londoners. Auckland’s cycle network map will be a tool to help Aucklanders plan their journeys and illustrates how we’re improving travel choice to the city says Kathryn King, Auckland Transport, Cycling and Walking Manager.
“Today we have launched our campaign with a video clip of people riding on Auckland’s cycleways. The objective is to let Aucklanders know about the city’s fantastic new and proposed cycle routes. Working with the Government and other partners, we are building 52km of new cycleways by the end of 2018.”
“The pink Lightpath has proved hugely popular and we’ve seen big growth in the number of people cycling into the city.
People are switching to cycling as a mode of transport because it provides them certainty of travel time, it saves them money and it’s a great form of exercise,” she says.
“We are opening Quay St Cycleway on 8 July and later in the year we will be opening cycle routes in Mt Roskill and Mangere. In the coming months we will be seeking feedback from the public on a number of cycle projects including improvements on Ian McKinnon Dr, Great North Rd and Karangahape Rd.”
“Local research tells us that, a large number of Aucklanders would commute into the city by bike if there were more protected cycleways. This programme of improvements will be transformational for Auckland’s transport network,” she says.
Auckland Transport, Auckland Council and the Government through NZ Transport Agency are working on a $200 million programme of cycle improvements in Auckland by the end of 2018. Significant funding has come from Urban Cycleways Programme – a partnership between Local and Central Government to accelerate key cycle projects throughout the country.
As part of the campaign they’ve released this clip
I’ve seen some criticise as being not very representative of Auckland with all of the people young, white and fit
In addition, AT have also released a book which looks at what was achieved in Auckland in for cycling in 2015 along with a number of facts and figures about cycling in Auckland.
As mentioned, the cycleway on Quay St opens on Friday following an official ceremony. Finishing touches are still going in but here’s what it looked like on Sunday afternoon. When finished it will be a welcome addition to the city centre.
Filed under the banner of small but useful changes, Auckland Transport have allowed people on bikes to ride in any direction on some of the one way shared spaces in the CBD and will be looking to roll it out further. This makes a lot of sense by allowing for increased permeability though the city centre and in some ways it is odd that it wasn’t already allowed. This will add to the growing cycleway network in the city – the next stage of which on Quay St opens officially Friday week.
Cycling in both directions on some one-way streets in central Auckland is allowed from today. The move will create a useful cycling route on some of the city’s quieter streets, adding to the growing network of routes downtown.
Auckland Transport’s Cycling and Walking Manager, Kathryn King, says these are the first of Auckland’s one-way streets being investigated for two-way cycling.
“We are starting with the shared spaces on Fort Lane, Jean Batten Place and O’Connell Street, but we plan to roll it out on appropriate one-way streets around Auckland,” she says.
“The streets are close to each other creating another safe cycle corridor for the growing number of people cycling in the area. The shared spaces are great places to cycle; the low volume of traffic and low vehicle speeds create a safe environment for cycling.
“We’re trying to make it easier and more attractive to get around our city on foot and by bike. Cities like Paris and London have successfully introduced two-way cycling on their one way streets,” she says.
Signs will advise road users that people may be cycling in both directions.
AT is assessing other one-way streets in the city for traffic volume and vehicle speeds, Kathryn King says this is where the greatest increase in cycling is expected and where other cycle infrastructure is planned.
Good Work Auckland Transport – of course that map highlights the glaring omission of a shared street that is High St.
Auckland’s long summer appears to have helped boost the number of people on bikes, especially on routes in and around city centre. This is based on data from Auckland Transport’s network of automated cycleway counters around the region but most of which are now in and around the city centre to help monitor the effectiveness of the cycleway programme currently under way.
For the nine sites scattered around the region for which AT now have almost six years of data they say April had a combined increase of 19.3% compared to April-2015 and May was even better seeing a 22.6% increase compared to May-2015. The numbers passing in the morning peak saw an even stronger increase at 24.2% for April and 25.8% for May.
But those are just the results from nine sites and in total there are now 28 across the region but some only from as recently as December so we don’t have a full year’s history yet to compare performance. AT’s data gives a breakdown of each counter and within that there are a couple of noticeable star performers.
The biggest of these is Grafton Gully which has been seeing the highest improvement in usage for six months in a row now. The results for April and May are staggering with usage up a staggering 59% and 54% for each month respectively compared to the same month a year earlier. Not everyone needs to travel all the way down but some of that growth is also seen on the Beach Rd counters which have also been recording strong growth of 39% and 34% for April and May.
As mentioned this is now the 6th month in a row that Grafton Gully has come out as having seen the largest increase in use and six months ago corresponds with the opening of Lightpath.
Even if people don’t use it themselves, it does seem to suggest that Lightpath has been crucial in raising the awareness and profile of cycling in Auckland.
Not far behind with an equally whopping 47% increase on last year was the NW Cycleway at Kingsland and that growth comes from a higher base too. This counter has been showing stronger growth since December and as you can see on an annual basis is now starting to see quite a rapid increase.
There are some pretty good results here and in other locations too which are great to see although also some decreases too, such as on the Mangere Bridge.
While we know they are seasonal drops, it’ll be interesting to see how the numbers hold up over the winter months.
Given we already seem to be having a bit of a network effect going on I expect it will only increase further as more projects are completed. The next part to be completed will be along Quay St which is officially due to open in July and some parts of which are already able to be used now. We also know that AT are busy working on sections of the city centre network – and the wider cycle network too which they will hopefully be able to talk about in the near future.
Auckland Transport recently consulted on cycle networks for the inner western suburbs of the isthmus. Now they’re doing the same thing but for the inner eastern suburbs.
Aucklanders have an opportunity to shape the cycle network in the inner-east suburbs. Auckland Transport (AT) is seeking public feedback from today.
The public are being asked where they would like cycle routes in Meadowbank, Orakei, Remuera, Newmarket, Grafton and Parnell. They’re also being asked to identify specific locations that could be improved for cyclists, like busy intersections.
This is similar to a recent public engagement AT completed in the inner-west suburbs, which had a huge response. Auckland Transport’s cycling and walking manager, Kathryn King says there were almost 900 submissions and thousands of individual comments. “These will be fed into future cycling and walking projects in that area, this is AT’s new approach to developing the cycling network.”
She says once the network is confirmed the next step is to seek further community feedback as Auckland Transport develops designs for individual routes.
“Improving cycling connections to the city centre where thousands of people travel for work or study, is a key focus. We know that improving connections from these inner-east suburbs is how we get the biggest increase in cycling numbers for the money invested.”
Unlike the inner west where they marked out a proposed network, this time AT are starting from a completely blank map.
This consultation doesn’t mean that a complete cycle network in the area is about to be built tomorrow or even next year but AT say the aim is to complete most of it within the next ten years.
The consultation is open to 20 June.
This is a Guest Post by David Shearer MP.
NB we welcome guest posts from anyone, all are judged on their individual merits and relevance. It is always good to hear what politicians of all flavours would like to see happen in our cities, especially when they are neither campaigning nor just complaining.
Western Springs through new eyes
MP David Shearer
Recent talk of a stadium on Auckland’s waterfront costing hundreds of millions is all very well, but how about seeing an old treasure through new eyes and planning for the future of Western Springs. With the amount of use the area gets, I can’t think of better bang for the ratepayer buck.
At the moment Western Springs is a collection of disparate elements – but it could be a beautifully-designed whole. It’s crying out for it. Think about what’s currently there:
The Auckland Zoo is in the middle of a $120million overhaul, projected to attract a million visitors per year within the decade – and it’s already pulling in 700,000.
MOTAT has new leadership, great ideas, 250,000 visitors a year and an abundance of prime land. It also has a bold architectural plan, conceived by the late Ian Athfield, awaiting funding and action.
There’s the speedway, the Western Springs soccer club, the Ponsonby Rugby Club, and the Auckland Performing Arts Centre (TAPAC) – each one a drawcard in its own right.
Add to that Pasifika, Auckland City Limits and other concerts, not to mention the thousands of families of all ethnicities who stroll around Western Springs Park on weekends, enjoying the special ecological features and Meola Creek.
Taken together, it’s a huge chunk of urban land, possibly the most-used in Auckland. Eden Park gets much more attention and has far fewer people using it.
As Auckland’s population increases, our open spaces will become increasingly more precious. Preparing for that means seeing and treating Western Springs as a destination.
Part of that is understanding the area as an ecological whole. To the west of Meola reef is a volcanic lava flow that extends right out into the harbour. In the other direction it extends across Meola Rd into Western Springs. Its waterways flow through to Chamberlain Park and beyond. Together, it’s a wide greenbelt, an environmental treasure that could do with the kind of design that will help Aucklanders really use and enjoy it from one end to the other.
I’m a fan of living bridges linking our green spaces. A cycle and pedestrian bridge across Meola Road could link these two parts. Another to cross the multiple road lanes of Great North Road and the North-western Motorway into Chamberlain Park would enable an uninterrupted ‘green ride’ through these landscapes.
Western Springs and environs showing potential locations for new cycle and walking links
At the moment, every big event within Western Springs needs a special transport plan. The place buzzes – yet it can be inconvenient and inefficient to get to resulting in congestion and parking chaos.
Surely it qualifies for smart modern infrastructure and transport. In the short term, at the very least, the Great North Rd bus route should be upgraded, with expanded timetables servicing Western Springs, the zoo and MOTAT.
The area is actually handy to trains, though at the moment you wouldn’t know it. Baldwin Ave Station is close and an improved pedestrian/bike route between Western Springs and the golf course would connect people to it and go a long way to addressing the access problems that now exist.
Meanwhile, the Zoo, MOTAT, TAPAC and other parts are currently atomised, focusing on their own individual development, simply because there’s no big-picture plan for them to work within. Could light rail help? What about a pedestrian/cycleway underpass at St Lukes? Could the vintage tram route be expanded to make the trams truly functional and useful?
Our waterways – like Meola Creek – have been taken for granted over decades, parts of them neglected and built-over, but they’re still there, waiting to be rediscovered and cherished by a new generation of Aucklanders.
The waterways are the living link between all these areas: Chamberlain Park, Western Springs and the Harbour. The water runs down from one of our precious maunga, Mt Owairaka to the sea.
I’d like to see urban designers grappling with these issues: pulling the disparate parts together into a modern, user-friendly precinct.
The natural environment is unique and should be preserved and enhanced: cycle ways, pedestrian paths, water flows and thoughtful, effective public transport.
The local communities, and the many using this space are passionate about it and should have a big say in the form of the design. That enthusiasm was able to save the Pohutukawa grove on Great North Road opposite MOTAT last year. It was a lesson in how well-loved the area is, and how invested locals rightly are in it. They are best insurance against lazy design.
With the City Rail Link on its way and a safe network of cycle lanes slowly taking shape, it feels like Auckland is growing up.
But perhaps – in reaching for more big, expensive projects – we’re at risk of overlooking some of the beauty that’s already here.
I think it’s time for Auckland’s planners to look at Western Springs with fresh eyes and deliver us a precinct that will be another jewel in Auckland’s crown.
Possible cycle and walking connections to Baldwin Ave Station. Existing NW cycleway in blue, Potential links across the golf course and bridge across SH16 and Gt Nth Rd, purple, and Linwood Ave and St Lukes Rd in red.
Postscript: The purple routes above are consistent with the masterplan the Albert Eden Local Board published recently, below, among other things these would improve the walk/ride potential for Western Springs College and Pasadena Intermediate enormously. The red route, which needs upgrading, is the obvious way to connect the train network to both the permanent attractions of MOTAT and events at the Park, although then the problem that AT/NZTA designed the new supersized St Lukes bridge with only half a thought for any user not in a vehicle then does come even more glaring than ever:
Metro maps have long been used to help people understand public transport systems and now Auckland Transport are using one to describe the central city’s current and future cycleways, most of which is either in place now or will be within about 2 years.
Here are a few thoughts about it.
- The map doesn’t include a number of cycle friendly streets that already exist – such as the shared spaces. I understand this is deliberate as AT only wanted to show the routes with dedicated infrastructure on them.
- Given the CRL works that will be happening over the coming years and disruption that will cause, I wonder if AT will have the courage to do route D – the east-west route through the city – within that time frame. In my view there certainly needs to be a better connection from the current end of the Nelson St cycleway through the city
- While the time frame for this might only be the next few years, it does seem like a blindingly obvious solution to carry route J – the NW cycleway route – down Queen St to the waterfront. That is something I would like to see happen in conjunction with the construction of Light Rail.
- The routes through the Domain are obviously dependant on the outcome of the Domain Master Plan.
- With so many routes in, around and through it, K Rd will be competing with the waterfront for the bike connected place in Auckland.
- As a comparison, this version of the map is more accurate and shows which parts have been completed so far.
Lightpath and the Nelson St cycleway have already been fantastic additions to Auckland with the former already racking up more than 100,000 trips over its pink surface since opening in early December. When it opened one of the questions that may have been lingering over it was whether it would attracting new people on bikes or just divert people off other routes, especially other recently introduced routes such as Grafton Gully. Four months in and it looks like we can give a fairly good answer to that question.
Auckland Transport now regularly release the figures from their growing collection of automated cycleway counters providing data as granularly as daily.
There are a mix of results from the various counters but the two that really stand out are those most closely associated with Lightpath, Grafton Gully and the NW cycleway at Kingsland.
Bike volumes on the Grafton Gully cycleway in March were up an impressive 34% on March last year
You can also clearly see the impact the project has had on the Northwestern Cycleway at Kingsland which has had a counter for many years. Volumes in March jumping around 14% on the same month last year. I’m not a regular user of the NW cycleway but I’ve heard from people who are that it has been noticeably busier this year and “mudguard to mudguard” at times.
Given the other results from around the region these are significant improvements and suggest there is a network effect starting to kick in and I suspect that will only increase as more and more of the cycle network is completed.
Interestingly it seems there has also been a significant increase in sales of electric bikes which is likely helping drive some of this change.
Retailer Electric Bikes New Zealand has seen a 35 per cent increase in sales in the past year, and general manager Chris Speedy says the expanding network of cycle paths around the nation’s cities is part of the reason.
The firm has been going since 2007, and “it took me a year to sell 10 bikes”, he said.
“Now we’ve sometimes sold seven in a day.”
I’m looking forward to seeing the next stage completed of Quay St which is currently well into construction.
Along with the important issue of local point to point access of new cycling and walking infrastructure, as discussed in this cross-post with Bike Auckland [remember to submit by Thursday, especially if you are local] there is also the issue of increasing access to important Transit stops, especially RTN Stations, to improve their value. Below is a screen grab from MR Cagney’s excellent ‘Catchies’ work on Auckland’s existing RTN Station catchments. The shaded circles describe a 1km ‘as the crow flies’ diameter from each station, the coloured blobs show the actual 1km reach once street and walkway patterns are added. These then are a sort of visual description the difference between catchment theory and practice on the Auckland RTN.
Both Meadowbank and Orakei Stations exhibit some of the most limited catchments on the whole network [comparable to ferry wharves, which are by nature only half a circle] both are particularly severed from their potential local catchments by natural and artificial phenomena. In Orakei’s case development immediately around the station, much better and more frequent bus services, and increasing local road suitability for cycling and walking, are the answer to increasing its reach. For Meadowbank however, only one of those options is available; it will never have a major bus service because it is in a secluded valley away from the road network, and nor is the surrounding land able to be developed. The only way to improve its performance is to improve its walking and cycling connections, and here with the GI to Tamaki cycleway there is surely the opportunity to do just that.
Orakei, Meadowbank, and Glen Innes Stations on the Eastern Line
Especially to reach across the valley to Selwyn College in particular.
The Pourewa Valley section of the GI-Tamaki Shared Path. The Selwyn College playing fields are visible above the Path as it kinks away from the rail line.
The new shared path does offer potential connections up the valley and even though they will be beyond the classic Station 800-1000m catchment range, I have little doubt they would be used as the experience of starting and ending the work or school day with a walk or ride through the verdant Pourewa Valley is pretty attractive. Additionally the bus or driving alternative can be subject to congestion especially through the natural pinch points of our folded topography. The utility of network will of course increase dramatically once the CRL is open too; what a great way for people in this neighbourhood to get to Eden Park for example.
The Eastern Line is a tremendously fast and competitive option as shown by the modal comparison chart for Panmure below, but the reach of its stations certainly need work. Panmure itself has now got great bus connection and Glen Innes is currently in a walking and cycling improvement work programme.
Sylvia Park pretty much only serves the mall and desperately needs new connections to the east:
With work all these stations could add even greater value to the network, now that the train service, at least at the peaks, is frequent and high quality. The Eastern Line has been a star improver since electrification, but it still has capacity for more of its stations to push up the leader board. This can only be achieved with detailed work to remove the very real barriers to entry all along the network. Even a secluded and arguably poorly placed station like Meadowbank can be improved when an opportunity like this Shared Path comes along.