Julie-Anne Genter, the Transport spokesperson of the Green Party has put out the following press release on the Mill Rd project that we have written about here, and here:
Take 5 minutes and make a submission on Mill Road
Auckland Transport is proceeding with the application for the ridiculously expensive behemoth highway solution at Mill and Redoubt Roads. Submissions to the Notice of Requirement (NOR) close this Tuesday 26 May.
The project is not only another expensive 1950’s-esque solution that will do nothing to reduce car-dependence in Auckland, it also will destroy an ecologically significant and rare piece of old stand bush that should be protected by the Council.
A local group of concerned and affected residents have been fighting the proposal for several years now, and yet somehow the roading engineers are keeping it alive. Even if there is not money in the LTP for the full project, getting the NOR approved now will mean there’s still momentum to complete the project in the near future.
This could be a repeat of the Great North Road Pohutakawas and a community win for sensible transport solutions. If we get enough people expressing concern, Auckland Council may decline the NOR and force Auckland Council to take a more logical, multi-modal approach.
Michael Tavares (of the Save Our Kauri – fame) and I have written a simple submission here. You can add your name, or better yet, make your own submission online.
She has also made a few quick Twitter vids here:
Could Auckland have something like this running on a couple of major city routes before this decade is out? The AT board is to decide later this month how to proceed with its Light Rail plan and with what sort of pace. Everybody it seems loves trams, but why now and why there? What problem are they addressing? In a follow-up post I will discuss the financial side of the proposal.
CAF Urbos Tram recently ordered by Utrecht
First of all lets have a look at Auckland’s situation in general terms. Auckland is at a particular but quite standard point in its urban development: 1.5 million people is a city. The fifth biggest in Australasia; behind Sydney, Melbourne, Brisbane, and Perth. But on the location with the tightest natural constraints of the group; squeezed by harbours, coasts, ranges, and productive and/or swampy farmland, it shares the highest density of the group with Sydney in its built up area. And is growing strongly. It also has the poorest Transit network of the group and consequently the lowest per capita Transit modeshare [although the fastest improving one].
So these three factors scale, growth, and density are all combining to create some serious pressure points that require fresh solutions especially on existing transport routes, and particularly on the harbour constrained city isthmus.
This pressure is on all transport infrastructure, at every scale from footpaths [eg Central City, Ponsonby Road]; the desire for safe cycling routes; on the buses, trains, and ferries; to road space for trucks and tradies, and of course road and street space for private vehicle users. Transit demand in particular is going through the roof and this is way ahead of population growth and traffic demand growth, especially at the higher quality Rapid Transit type of service where growth over the last year has been at an atsonishing 20%.
This is to be expected in a city of Auckland’s current state as Transit demand typically accelerates in advance of population in cities of a certain size, because of the universal laws of urban spatial geometry, as explained here by Jarrett Walker;
This problem is mathematically inevitable.
As cities grow, and especially as they grow denser, the need for transit generally rises faster than population, at least in the range of densities that is common in North America. This is completely obvious if you think about it, and I stepped through it in more detail in Chapter 10 of Human Transit. In brief: Suppose a particular square mile of the city doubles in population. Transit demand would double because there are twice as many people for whom transit is competing. But independently of that, if density is higher, each person is likely to find transit more useful, because (a) density creates more disincentives to driving and car ownership while (b) density makes it easier for transit agencies to provide abundant and useful service. Those two separate impacts of density on transit, multiplied together, mean that transit demand is rising faster than population. Again, go to my book for a more extended and thorough argument.
And that this means that the infrastructure needs of our growing city is likely to be ‘lumpy’. Big long lasting kit that is costly and disruptive to build become suddenly urgent:
As transit demand grows in a growing city, it hits crisis points where the current infrastructure is no longer adequate to serve the number of people who want to travel. Several major subway projects now in development are the result of transit’s overwhelming success using buses. I’m thinking, for example, of Second Avenue in New York, Eglinton in Toronto, Wilshire in Los Angeles, Broadway in Vancouver, and Stockton-Columbus in San Francisco.
Broadway, for example, has local buses running alongside express buses, coming as often as every 3 minutes peak hours, and they are all packed. In that situation, you’ve done just about everything you can with buses, so the case for a rail project is pretty airtight. In all of the cases I mention, the rail project usually has to be a subway, because once an area is that dense, it is difficult to commandeer enough surface street space, and we tend to have strong aesthetic objections to elevated lines in these contexts.
As driving amenity is very mature in Auckland there is very little opportunity to add significant driving capacity to streets and roads to much of the city at any kind of cost, and certainly not without a great deal of destruction of the built environment. This has long been the case so in a desire to solve capacity and access issues with a driving only solution we did spend the second half of the last century bulldozing large swathes of the Victorian inner suburbs into to make room for this spatially very hungry mode. This solution is no longer desirable nor workable. Below is an image showing the scar of the Dominion Rd extension citywards and the still extant Dom/New North Rd flyover. These were to be the beginning of a motorway parallel to Dominion rd to ‘open up’ or ‘access’ the old isthmus suburbs.
1963, Dominion Rd flyover in the foreground
Where we can’t nor want to build ever wider roads we can of course add that needed capacity though the higher capacity and spatial efficiency of Transit. Most easily with buses and bus lanes. There are also potential significant gains to made at the margins by incentivising the Active modes with safe routes especially to Transit stations and schools and other local amenity.
However as Jarrett Walker describes above there comes a point where buses, through their own success, cannot handle the demand as the number of vehicles required start to become both less efficient and more disruptive than is desirable. At this point demand can only be met with higher capacity systems with clearer right of ways. Such systems require expensive permanent infrastructure and are never undertaken lightly. The CRL, being underground, clearly fits this definition and is due to begin in earnest in the new year. And although the physical work and all of the disruption of the CRL build occurs in the Centre City, the capacity and frequency improvements are to the entire rail network, and therefore much of the city: West, East, and South.
But not everywhere. Not the North Shore, not the North West, and not in ‘the Void’, as AT call it, the isthmus area between the Western and Southern Lines. Shown below in purple with the post CRL Rapid Transit Network. This area has a fairly solid and quite consistent density, housing about the same number of people as West Auckland, around 150,000. Note also the South Eastern Busway [AMETI] plugging directly into Panmure is very much a kind of rail extension for the Transit-less South-East, as is the Manukau spur further south.
These three major areas will still be relying on buses. The CRL, New Bus Network, and Integrated Fares will enable and incentivise more bus-to-train transfers that expand the reach of the core rail network and that this will help limit the numbers of buses going on all the way to the city. But this is primarily for the South, South-East, and West of New Lynn, there will still be an ever increasing number of buses with from the remaining areas converging on the City Centre. AT calculates that we need to act now to cut the bus numbers from at least one of these major sources to leave room for growth from the others, and all the other users and uses of city streets. [More detail on this in Matt’s previous post, here].
The North Western is currently getting more bus priority with the motorway widening
, and hopefully proper stations at Pt Chevalier, Te Atatu, and Lincoln Rd [although NZTA and/or the government are showing little urgency with this aspect of the route]. Also priority improvements to Great North Rd and further west too. The North Shore is the only one of the three with a Rapid Transit system [which also should be being extended now
], and while there is still plenty of capacity on the Busway itself, like the other routes these buses are constrained once in the city. This leaves the very full and frequent ‘Void’ bus routes as the ones to address with another solution first.
So essentially LRT for this area has been selected because of the need:
- for higher capacity and efficiency on core Isthmus bus routes
- to reduce bus numbers on these routes and especially in the central city
- adds Queen St as an additional high capacity North-South city route
- for extra capacity both before and after CRL is operational
- to address Auckland Plan air quality, carbon emissions, and resilience aims
- to enable major public realm improvements along routes, especially Queen St
and possibly because:
- it may be able to be financed as a PPP so helps smooth out the capital cost of building both projects [more on this in a follow up post]
Above is a schematic from AT showing the two proposed LRT branches. The western one leading to Queen St via Ian Mackinnon Drive from Dominion and Sandringham Roads, the eastern one down Symonds St from Manukau and Mt Eden Roads, some or all routes connecting through to Wynyard Quarter. More description in this post
It is worth noting that this area, The Void, gets its very successful and desirable urban form from this very technology; these are our premier ‘tram-built’ suburbs. With all the key features; an efficient grid street pattern, mixed use higher density on the tram corridors, excellent walking shortcuts and desire lines. So what the old tram made the new tram can serve well too.
Auckland Isthmus tramlines
With all door boarding and greater capacity LRT will speed more people along these routes with fewer vehicles and lower staffing numbers. Frequency will actually drop from the current peak every 3 minutes down to 5 or 7 minutes [I’m guessing]. This along with the narrower footprint required by LRT is a big plus for other users of the corridor. But the huge gain in travel time comes from improvement to the right of way and intersection priority that can be delivered with the system. Stops are presumably to be at intersections, instead of midblock as buses are, so the passenger pick-ups are coordinated with traffic lights.
But best of all for this writer is that LRT is a tool to drive enormous and permanent place uplift. The removal of cars and buses from Queen St, improvements to New North and Dominion Rds, hopefully including that intersection itself, a fantastic new Dominion road with the potential for real uplift to premier status. It will spur the redevelopment of the mixed uses zone all along Dominion Rd. This is real place quality transport investment. And all of course while moving thousands and thousands of people totally pollution free and with our own mostly renewably generated electrons. Breathing in the Queen St valley will become a fresh new experience.
We all look forward to hearing the proposed details of the routes and of course the financials. I will follow up this post with my understanding of the thinking on this next.
Finally it is very good to see that there is no dispute over the necessary solutions to Auckland’s access and place quality issues, just the details and timing. Auckland Transport’s map above is pretty much the same as our solution in the CFN. We are delighted that AT are planning for four light rail routes were we proposed one.
There are of course plenty of debates to had about further extensions to the Transit networks that this proposal invites; LRT in a tunnel from Wynyard to Onewa, Akoranga, and Takapuna? Then up the Busway? From Onehunga to through Mangere to the Airport? Along Grey Lynn’s apartment lined Great North Road, to Pt Chevalier, and the North Western? Panmure, Pakuranga, Botany, Manukau City Airport? Which of these need to be true grade separate Rapid Transit and for which are bus lanes or busways a more cost effective option? Are their others that would be better suited to extending the rail network? Is there enough density elsewhere in the city to justify other LRT routes?
The new suburbia; detached buildings so close you wonder why they bother and every mood from drab to dreary. At least you can no longer hear children play… now they’ve been banned.
For those interested in the divergence of development patterns in New Zealand cities it is hard not to be struck by this page in the weekend’s real estate section. Auckland is still growing out, but it is also growing up. Christchurch not so much, just out. Time will tell which model better suits the demands of this century. This also clearly illustrates how Auckland is an exception in NZ in more ways than just its size:
The Auckland City Centre is entering a phase of profound change. The rest of this decade it’ll be undergoing a more extensive and disruptive renovation than your average Ponsonby villa. The designers and financiers are at work and the men and machines are are about to start. The caterpillar is entering that difficult and mysterious chrysalis phase; what kind of butterfly will emerge?
Some of the probable additions to AKL’s skyline [image: Luke Elliot]
If even half of what is proposed gets underway almost every aspect of the centre city will be different.
Precinct Property’s 500 million dollar total rebuild of the Downtown centre and a new 36 storey commercial tower is confrmed to start next year. The 39 storey St James apartment tower is also all go [with the re-opening of the ground floor to the public soon]. An apartment tower on Albert and Swanson has begun. There are a huge number of residential towers seriously close to launching some of which are 50+ floors. These are on Victoria St, Customs St, Commerce St, Greys Ave and more. The biggest of them all Elliot Towers is rumoured to underway next year. Mansons have bought the current herald site and said to looking at residential there. On the same block 125 Queen St is finally getting refurbished bringing much needed new commercial space in the city [+ about 1000 new inner city workers]. Of course the Convention Centre and its associated hotel will start too. Waterfront Auckland have announced new mid rise apartment developments and a new hotel beginning as well. This list is not by any means exhaustive. Auckland is now a builders’ boom town. And it will resemble nothing other than an enormous sand pit for the next few years.
Regardless of the forms of these buildings they are going to have profound impacts at street level; flooding the footpaths with people, stimulating more and more retail and especially hospitality services. Add to this the disruption of the works themselves, for example later this year the first stage of the CRL is going to start. Digging up everything from Britomart through Downtown, up Albert St to Wyndam St. If the proposed Light Rail system goes ahead that will mean the [no doubt staged] digging up of the whole length of Queen St and other places, Dominion Rd, Wynyard Quarter. Street space is becoming more and more contested. Driving in the city is going to get increasingly pointless, most will avoid it. But unlike last century that won’t mean people won’t come to the city. One, because it’s become so attractive with unique retail offers, unrivalled entertainment attractions, and a fat concentration of jobs. Two, because people are discovering how good the improving Transit options are becoming, so why bother driving. And three, because increasing numbers are already there; it’s where they live anyway.
And that Transit boom is going to continue, or even accelerate. Britomart throughput is now running at 35 000 people daily, when planned it wasn’t even expected to reach 20 000 until 2021 [see below; the blue line is still growing at that angle; it is now literally off the chart]:
Why is this happening? A lot of people in wider Auckland still think the city is unappealing or unimportant. Aren’t we spreading new housing out at the edges? Aren’t new businesses building near the suburbs in those business parks? Well ironically one of the reasons so much growth and investment is happening in City Centre is because those same people, the ones that prefer their suburban neighbourhoods to the city, don’t want any change near them. The City Centre is one of the few places that it is possible to add new dwellings or offices at scale, and because it is a very constrained area with high land value this can only be done with tall buildings. The more suburban people refuse to have growth near them the more, in a growing city, investment has to concentrate where it can, and in Auckland that means downtown.
Auckland’s first electric tram 1902
Auckland is still spreading outwards and businesses are growing in suburban centres, but these areas are not appealing or appropriate for all people and all businesses, and nor are they sufficient; the City Centre is growing by both these metrics too, and at a greater pace. The 2013 census showed that AKL city is the fastest accelerating place to live in the entire country, growing at over 48% between 2006-2013, and currently the city is experiencing a new shortage of office space and an interesting reshaping of the retail market. The education sector is also still strong there, with Auckland Uni consolidating to its now three Central City sites and building more inner city student accommodation. City growth is strong and broadly based: residential, commercial, retail, and institutional.
There are risks and opportunities in this but what is certain, outside of a sudden economic collapse, is that the City Centre will be a completely different place in a few years, in form, and in terms of how it will operate. And the signs are promising that what we are heading to is an almost unrecognisably better city at street level than it has been in living memory.
What is happening is simply that it is returning to being a city of people. Ten of thousands of new inner city residents, thousands of new visitors in thousands of additional hotel beds each night, hundreds of thousands of workers and learners arriving daily from all over the wider city each day too. All shopping, eating, drinking, and playing within the ring of the motorway collar. Auckland is moving from being one of the dullest and most lifeless conurbations in the world to offering a new level of intensity and activity. Well that is certainly the possibility in front of us now.
Auckland has had boom times before, and each of these leave a near permanent mark on the built fabric of the city [the Timespanner blog has examples in great detail]. So it matters profoundly what we add to the city this time. We are at the beginning of the opportunity to correct the mistakes of the postwar outward boom that came with such a high cost for the older parts of the city. By forcing the parts of the city built on an earlier infrastructure model to adapt to a car only system we rendered them unappealing and underperforming, and the old city very nearly did not survive this era. Only the persistence of some institutions, particularly the Universities, enabled it to hang on as well as it did. The car as an organising device is ideal for social patterns with a high degree of distance and dispersal. It is essentially anti-urban in its ability to eat distance but at the price of its inefficient use of space; it constantly fights against the logic of human concentration that cities rely on to thrive. It not only thrives on dispersal, it also enforces it.
Queen St 1960s
But now the wheel has turned and cities everywhere are booming on the back a of model much more like the earlier one [see here for example: Seven cities going car-free]. This old-new model is built on the understanding that people in numbers both already present in the city and arriving on spatially efficient Transit systems providing the economic and social concentration necessary for urban vitality and success.
This seems likely to lead to a situation more or less observable in many cities world-wide where there is an intense and highly walkable and Transit served centre surrounded by largely auto-dependent suburbs. Melbourne, for example, is increasingly taking this form. And, interestingly the abrupt physical severance of Auckland’s motorway collar might just make ours one of the more starkly contrasting places to develop along these lines. A real mullet city: one made up of two distinct patterns.
Bourke St Transit Mall, Melbourne 2014
Frankly I think this is fine, it could make for the best of both worlds. Those who want to live with the space and green of the suburbs can continue to do so but are also able to dip into a vibrant city for work, education, or especially entertainment, on efficient electric Transit, ferries, and buses when that suits. A vibrant core of vital commercial and cultural intensity sustained by those who choose to live in the middle of it 24/7. The intensity of this core plus any other growing Metro Centres [will Albany really become intense? Manukau City?] meaning the sprawl isn’t limitless and the countryside not pushed so far away that it is inaccessible. Auckland as Goldilocks; not all one thing or the other; neither all suburb nor all city. People will use or ignore which ever parts they want, and soon members of the same households will be able to indulge their different tastes without some having to leave the country.
What are the threats to this vision? Well we do actually have to build the Transit, this means completing the CRL soon as is possible, and ideally replacing a good chunk of the buses with higher capacity and more appealing Light Rail. To connect these two halves; the success of both the centre and the region it serves depend on it. But also we have deliver a much better public realm on the streets and especially at the water’s edge. We have to retain and enhance the smaller scale older street systems to contrast with the coming towers, like we have at Britomart and O’Connell St. All these moves require leadership and commitment and an acceptance that the process of getting there will be contested and difficult.
I have no fear that people in the wider city won’t be happy to choose to leave their cars at home for some journeys, especially into the city, then jump back into them for others across the wider city or out of town. After all it’s happening already. This is not then a bold prediction, merely the extrapolation of current trends. And it is the trend that tells us more about the future than the status quo. More of this:
CPO Lower Queen St 1960s
AKL Grafton Gully 70s
I’ve always loved a working port, growing up on Tintin, where intrigue and big issues always led our hero to docks, and [sadly] being old enough to just remember Auckland’s finger wharves busy with cranes and the last of the goods trains still running on Quay St, I’m a sucker for the romance and tough rough-neck image of it all. Which of course has always been grounded in the realities of the physical movement of goods, and at ports these realities seem more laid bare than most anywhere else; an example of the laws of physics meeting human desire = economics.
So what’s going on down on the wharves? For quite a long time it’s felt very unsatisfactory. The Council, who in our stead owns 100% of the port company, is of course also the regulatory authority over its operations as it is over all businesses and residents in the Auckland Region. Unfortunately this combination doesn’t seem to be working at all well.
It seems clear that the current management of the port company has little interest in any responsibilities beyond direct port operations despite that these being very real; they seem to treat the city’s desire meaningful cohabition with the working port as something to be gamed. This narrow idea of social and environmental responsibility is unlike many privately owned companies, let alone publicly owned ones. But there also appears to have been an almost total abrogation of governance by the Council over port decisions. Sometimes it seems more like the port company is playing both the people and Council and other times it looks more like collusion between parts of the Council ad the company. I, like almost everyone else in the city has no idea what is really going on. This is my biggest complaint here, there is little daylight or transparency about what is going on down on the waterfront, and a huge amount of spin coming from PoAL.
The latest is the sneaky slip of a resource consent through the Council on December 23rd for two extensions to Bledisloe Wharf without any public discussion initiated by either party. It is clear that the port intends these extensions as a prelude to filing in the resultant space between the piers at a later date, but even without this it’s worth seeing what they are doing to our harbour. Specifically I am interested in the outcome for Queens Wharf. The space that we [Council and government] bought for $40million from ourselves [Port Company] in 2009 specifically as a public space, the ‘people’s wharf’. Here’s how Waterfront Auckland describe it, in the first words on their dedicated Queens Wharf page:
Queens Wharf lies at the foot of the Auckland CBD and offers a unique vantage point overlooking the sparkling Waitemata Harbour… Queens Wharf has been transformed from a private working wharf to a public waterfront space for all to enjoy.
This is a big investment in an important idea: allowing people to bust through the red fence enabling the north south axis of Queen St to continue out into our wonderful harbour forming an intersection with this eastern city edge, and penetrating into the harbour to reconnect this harbourside city with its deep water. Expressly in fact to cement Queens Wharf as a ceremonial space of symbolic arrival and departure. After all, we or our ancestors have all come to this city from over the sea. Here’s how WA put it:
The wharf has social significance for its central role on the Auckland waterfront; for its function as a major place of arrival to, and departure from New Zealand; and as a place of formal welcome and farewell.
Here then is an introduction to PoAL’s plans [and style; a very don’t worry nothing to see here kind of document]:
This shows a plan to extend Bledisloe Wharf [on the left],
So what does it matter what happens east of Queens Wharf in the operational zone of the port? We want to have a successful port don’t we, and that’s going to take space, right? Agreed. Which is why we have invested in Fergusson Wharf, the big and modern container wharf at the eastern edge of the ports operations area. But since the decline of New Zealand’s vehicle assembly industry and the rise of car imports PoAL have used the old finger wharves for temporary car storage. A very Auckland and very space hungry activity. But would we allow Wilsons, say, to use this land for car parking? We need to have an honest and open discussion about the trade-offs involved in this use, as there are other options like [but not limited to]:
- not importing so many vehicles through Auckland [some through Tauranga- an actual national ports strategy]
- incentivising shippers to space out deliveries so the peak arrivals are smoothed
- storing them more space-efficiently on the existing land [a parking building rather than reclaimation]
A key thing that is very easy to miss in the image above is the two light grey fingers either side of the dark grey pointed out ‘Proposed reclamation’ that we don’t ‘need to decide on right now’. This is what that December consent about is and is to begin construction next month. What do these two extension mean for Queens Wharf? Here’s a schematic of the sightline from the end of Queens Wharf:
The new wharves will clearly cut Queens Wharf off from any view of the Harbour entrance, that point of ‘arrival to and departure from’. Queens Wharf will no longer be out in the harbour but just in a contained little ferry basin. Just a big concrete deck leading nowhere. Below is its current state. As I took this picture a car carrier was docked at the existing Bledisloe wharf disgorging its contents:
Working from the visual above, and doing a bit of very quick photoshop here’s what I reckon, roughly, will happen to the experience on the end of the People’s Wharf’ when a ship is docked at the new western pier extension on Bledisloe. Forgive my crude Photoshopery, it’s intended to be approximate rather than perfect, I did adjust the ship extension for perspective, making the stern smaller and have invented a new shipping line with an appropriate name…
Is this really the outcome we want in order to accommodate the peak flow of car imports through one port? Currently 90% of the entire county’s car imports arrive through Auckland. If this is the cost of that continuing, is it one are prepared to pay?
A further example of the lack of any coordination between the ambitions for our city and the plans of the frankly visionless port company or it’s governors is shown by the contradictions between the plans for a major artwork based on the idea of arrival and departure at the end of Queens Wharf as described here in the Herald by Brian Rudman:
In the furore over Port of Auckland’s plans to extend Bledisloe Wharf nearly 100m out into the harbour, one of Mayor Len Brown’s pet projects was overlooked.In more ways than one. The controversial Barfoot & Thompson state house lighthouse at the end of Queens Wharf will be blinkered.
In persuading councillors of the need to commandeer the tip of Queens Wharf for the lighthouse, the mayor and council arts panel argued the site was “a key portal into New Zealand for international visitors arriving via vessel” and was “visible from multiple vantage points”.
Mr Parekowhai explained that his work would be “a lighthouse that signals safe harbour and welcome”.
It seems to me that a very Auckland kind of tragedy is unfolding down
So many things to say about what can be seen in this shot.
Clearly another glass clad tower will not be out of place here.
Also won’t it be great to get rid of that cacophany of steel and glass that is the rain shelters opposite, and the blank walled box of the dreary Downtown Centre.
But in particular look at the number of people standing on that one corner versus the likely number in those two cars [and you can’t count the taxi driver, he’s part of the machine, in fact he’s about to be replaced by the machine].
Here they are in motion. This is not rush hour either, it is 11:19am on a Thursday in fact [ahhh, metadata]. These things, these carbon based life forms, with hopes, dreams, desires and wallets, are what the development coming to that site in the background is all about. And it matters enormously that they are on foot. People driving by are of no consequence to the businesses on that block. The people delivered by the 200-300 carparks to built under it are also of little consequence to the retail part of the development. They’ll mostly arrive in the morning with one person in them for the towers above, and stay all day. No the economics of the millions being spent on the purchase and redevelopment here entirely depend on the people who arrive by Transit. Bus, Train, and Ferry.
Like the Britomart development, what is pretty and successful above ground there is only so because of what we the city built under ground first. The ever increasing numbers of people arriving on all modes in the City Centre and at this intersection of Transit services in particular is the foundation of this upgrade. It is also important to add to this the ever increasing numbers now living in the city and those walking or riding there too. This is a virtuous circle at work.
It’s simple; more humans, fewer cars = successful city.
Train Bus Interchange. Looked to me like was working pretty sweetly. Quite a bit of Kiss’n’Ride going on on the northern side, car drop off, as you’d expect for a reasonably far enough out station in such an auto-dependent city. And, rather like New Lynn, this station feels somewhat stranded by roads and not anything like the intensity of land use we all expect to see develop over time.
But of course those roads bring the buses right to the front door; quite a lot of people seem to be transferring to the trains rather than staying on the bus all the way to the city centre, and Howick and Eastern looked to be doing a good trade to and from the station. It is interesting that H&E have just announced they are buying 15 new double deckers, all with wifi and charging points. It looks like the quality of the new trains has started an quality of service race among providers, along with providing the core of the lift in ridership enabling this sort of investment and upgrade; win win win.
Looking forward to the next Interchanges at Otahuhu and Manukau that are funded to start this year. However the really spectacular upgrade for SE Auckland will be the Bus Rapid Transit part of AMETI which will connect this station with Botany, Pakuranga, and hopefully Highland Park with bus priority [construction start 2017]. Won’t be too long before we have new and much better options for getting around our city.
‘The Commons’ is a new small apartment block next to a train line in Brunswick, inner Melbourne by Breathe Architecture. It is noteworthy for the cost of the apartments [pretty affordable for the area], its strong sustainability credentials and design features [especially the shared areas], its financial success as a development, but most of all because it is a concrete example of a great way forward for urban redevelopment. It ticks every box for accessibility, humanity, and public good. Here is how it was covered in last Thursday’s The Age. Be sure to watch the video.
It is such a success that another block is underway nearby but this time not funded by a traditional developer but sort of crowd sourced, mainly by the architectural community, and it will be marketed in a fresh way too.
The total absence of any onsite car parking and mechanical aircon along with clever use of communal services that enable the generous size of the living areas and the high build quality for the price point. This shows how the removal of anti-urban planning regulations that most western cities have inherited from last century can stimulate innovation by architects and developers.
It also shows that to really offer choice and increased affordability into urban housing markets cities need to make two coordinated moves: remove the straitjacket of Minimum Parking Regulations and other dispersal enforcing regs and upgrade its Transit and Active systems to as high quality, frequency, and permanency as possible. Together these moves enable the market to provide real TODs, Transport Oriented Developments, of all sorts of scales for all sorts of markets, on currently undervalued brownfields sites.
Once these conditions exist then change can occur on scales more attractive to a variety of players driving experimentation and innovation. After all, whatever government, Council, and the market is doing now in Auckland for dwelling supply isn’t working as well as we need. Significant improvement is coming to our transport systems, now lets get the dwelling regulatory environment fixed too. Then good things will follow. As one fix is nowhere as powerful without the other.
Below, the parking [from here:http://www.redshiftaa.com.au/portfolio/apartment-design-as-it-should-be/]:
61: A Truly Great Tower
What if we could have a truly great tower?
Auckland’s city centre has been progressively developed as a dense core of high-rise office towers in the mid twentieth-century model of an American Central Business District since the 1960s and 70s. The addition of the Skytower in the 1990s gave to Auckland’s skyline a degree of distinction to what would otherwise be a fairly motley and mediocre collection of high rise towers.
While today the skyline from afar looks at once international and distinctive thanks to the beautiful landscape context of harbour, coastal cliffs and volcanic cones, up close on the waterfront and moving about our city streets most towers, even the more recent ones, are pretty dismal and leave much to the imagination.
Wouldn’t it be great if with future development we could have a developer (and to give them confidence, some anchor tenants) that were committed to doing something really unique for Auckland, something that could say something about us, but that also faced out to the world and was in tune with the best of the best high rise development happening around the world.
This is challenging when we only build around one to two truly high rise towers a decade, what with the time it takes for them to get up they often appear dated and old-fashioned from the get-go. Architects usually take a lot of the public flak about these. Often this is not fair; we should be expecting much more of the landowners, developers and their tenants who are responsible for getting these things off the ground. Building tall needs to be understood as a privilege that demands not just quality from the ground up but a sense of delight and wonderment.
We can argue about what that might mean. Indeed we should argue a lot more about the merits of tall buildings. For a better Auckland deserves better tall buildings. Fingers crossed we can achieve one or two in the future.
Stuart Houghton 2014