How Auckland’s transport system develops and how it is paid for is probably something that will be debated until the end of time. That doesn’t mean we should just sit back and endlessly debate it though. Almost everyone agrees that something needs to be done to and it seems many are even prepared to pay extra for it.
If there’s one thing that’s been clear for many years now it’s that Aucklander’s want more choice in how they get around. Many have either travelled to, lived in or come from other cities around the world that provide residents with greater transport choices and have therefore seen first-hand the benefits greater options provide residents. However in Auckland they primarily turn to the car as for most that’s the only realistic option for getting around. The car might be preferred by many but a lot of people would love to have options and that’s come through in survey after survey. The most recent case of this was the Long Term Plan where the feedback was overwhelmingly in favour of focusing more on public transport and cycling. The desire for more transport choice was something the AA noted too in their survey.
It’s this strong feedback that is almost certainly a factor in the majority of the council’s Interim Transport Programme – which is possible due to the new transport levy – going towards PT and active modes.
However the transport levy is only meant to be an interim step until a longer term funding solution can be found. During the LTP the council consulted on taxes and rates or tolls on motorways. I was quite surprised that just over half supported the tolling options in some manner – although that could also be an outcome from the binary choice that was presented.
To be honest I’m not a huge fan of motorway tolling – or at least not what was proposed. That’s because I feel that just targeting motorways is likely to have a number of large side effects such as pushing a lot traffic that would otherwise be on the motorway onto arterials and then making it more difficult to roll out PT and cycling initiatives. A road pricing scheme that was more focused on getting the most out of our entire road network by better managing demand rather than a scheme focused primarily on raising revenue seems like better option to pursue.
Unfortunately it doesn’t seem like any kind of alternative funding method is going to get much support from the government. They’ve previously signalled they don’t like the idea of tolling or other ways of raising taxes which is why the council adopted a transport levy. Now it seems they are ruling out the toll idea completely with Radio NZ reporting that Transport Minister Simon Bridges has written to Mayor Len Brown saying the government is unwilling to even consider the idea.
This stance is really quite absurd. It’s not like Auckland was just asking for a huge wad of cash the government but instead just to be allowed to raise funds in a new way to pay more projects itself and the political risk in doing so sits firmly with the council, not the government. It makes me wonder what the government is so afraid of, that it will be so successful that Auckland improves faster and better than they’d like.
I’m not sure if this is just the reporting or if it actually reflects Bridges/the government’s views however if it’s the latter it’s concerning that he seems to be suggesting that the only role in PT is in reducing congestion rather than it enabling greater access to the wider city. It reflects that the government seem to see PT only as an option of last resort for the poor or those that can’t stand congestion rather than it having the ability to be a mode of choice. One such example is the Northern Busway which now gets high usage all across the day thanks to the investment to give it a congestion free and therefore a time competitive route.
He’s proposing a year-long negotiation with the council on an agreed 30-year programme focusing on reducing congestion, and boosting public transport where that reduces congestion.
Of course Len Brown seems to be acting like nothing’s ever happened with Radio NZ reporting that he still thinks the government might eventually change their mind and approve it. I think he’s dreaming if he thinks that and also if he thinks the government is going to respect the council’s transport plans. In fact given the time-frames involved it seems more like the transport accord is more of a way to buy some time on making a decision.
This news comes hot on the heels of a report from the OECD suggesting that Auckland/the government needs to consider road pricing but to help manage the congestion. They also note that more PT would be needed to give people more options and the ability to avoid the costs. Note: there’s quite a number of concerning aspects of the OECD report which I’ll cover in a separate post.
Over recent days and weeks the suggestion of an agreement between the Council and the Government – a Transport Accord similar to the Housing Accord agreed to in 2013 – have grown stronger and stronger. It’s easy to see why an accord would be desired from both parties. The council want a secure source funding from the government to help address the city’s growth. Similarly the government seem keen to have more definition around the cost implications but also there seems to be some political motivations at play. I think they want to be seen to be doing something and I suspect they may also want to get an accord signed before the main local body elections heat up as it’s likely transport will be a major talking point.
While there’s a lot of talk that an accord there’s not a lot of detail about just what it may entail. That’s because what work that has already happened is firmly behind closed doors and will likely stay that way for some time. The media so far have largely being playing the idea that an accord is primarily about agreeing on a set of projects and this has focused a lot around Simon Bridges interview on The Nation just over a week ago when he said he dismissed rail to the airport. I increasingly think that his comments reflect more of an ideological hiccup than any serious discussion that’s been had. By that I mean that when pushed to name projects that shouldn’t be on the list he retreated to the only one possible. For ideological reasons it had to be a rail project as criticising road or bus projects would have just made the rest of his comments seem absurd and it couldn’t be the CRL as the government have already committed to that – albeit not in the time-frame it is needed.
Thinking through what’s actually been said about the accord so far it seems that perhaps it’s not so much about specific projects but instead something more fundamental. Below are a few excerpts from recent articles. First from the interview on The Nation
What would a transport accord do exactly?
First and foremost, alignment. It would mean that— I think the questions you’re asking me would be answered. We’d have a sense of agreement on the problem, on the congestion numbers. We’d have a sense of the priorities and what we’re trying to achieve. Is it that fewer big projects, more projects around the city, or what is it? And then it’s that mix of projects that at the moment we don’t know.
And from Saturday in the Herald.
“It’s really about seeing if we can get better alignment between Government and council on transport priorities,” Mr Bridges said. “We’re conscious that we don’t want to make this too pointy-headed but it will be a quite complex, involved process, taking at least a year. We want to test each others’ assumptions and see if we can get alignment on the numbers.”
What we appear to be seeing is a continuation of the same kind of response from the government that was seen in the wake of the City Centre Future Access Study. Basically the government and it’s ministry’s don’t even agree with Auckland Council/Transport on key inputs into the decision making. That includes assumptions like how fast the city will grow (i.e. population or land use etc.), how costs and preferences will change and likely many other areas. They also don’t agree on the outcomes we should be focusing on i.e. should we be discussing congestion or access and how should the outcomes be measured.
The reason those aspects are so important is that sometimes even small changes in the assumptions you use or the outcomes that you need to achieve can significantly change the types of projects that will be needed. What’s more the less agreement there is between these fundamental issues the more changes there is for politicians to swing priorities without basis. An example is like the ruler in this video below. The ruler represents transport policy with the tip being specific transport projects while the finger represents the impact that politicians have. Currently we’re like the fourth example and swinging around like mad from even a little political pressure. Where a transport accord should hopefully be useful is to move us more towards the first example where there political pressure doesn’t exert that much change in policy
Essentially the process sounds like it’s doing a back to basics approach first and justifying each and every step and this time ensuring that all groups agree on the details. While that’s not necessarily a bad thing it does kind of seem like redoing much of the planning work that AT have already been doing over a number of years. Given the amount of work AT have already done I’d then expect the results to come out similar to what they have already shown in planning documents like the RLTP. I covered whether Auckland has an effective transport plan just over a week ago. Here’s one of the outcomes showing a substantial lift in public patronage over the 30 year window from the more expensive plan.
Just how the transport accord will end is unknown however I would hope that at least at a technical level there would be some fairly close alignment in most of the inputs and outcomes needed.
In saying all of this I think that in any criteria there also needs to be recognition from the government as to just what Aucklanders say they want for their city. This is especially important if the people making these decisions are sitting in a desk in Wellington. We have a good idea of what residents want from the LTP consultation as shown below and it is backed up by other surveys that have been conducted over the years. Just measuring outcomes based on impacts of a few measures such as congestion or required vehicle flows could lead to distorted and negative outcomes such as removing pedestrian, cycle or PT infrastructure in a bid to find more space for cars, the very things Aucklanders say they want more of.
Lastly I also hope that a Transport Accord could lead to innovation in how we plan for transport in Auckland. I think it’s absurd that given the interrelated nature of the regions transport systems that we have different organisations planning local roads/PT, state highways and rail projects. While I know the various organisations do work together there still seems like there’s a disconnect that leads each organisation of focus on their specific areas rather than seek the best overall solution to Aucklands issues. Perhaps it’s time for at least the planning and financing functions to be joined into one team – even if physical implementation is left with the various organisations.
Yesterday the Mayor Len Brown presented his amended proposal for the council’s Long Term Plan (LTP) which follows on from the public submissions and surveys. The most significant change from the draft that was consulted on is in the area of transport. Len seems to have heard the message that the government isn’t about to agree to tolling or regional fuel taxes to pay for the council’s massive transport wish list and that if it is going to happen, it will need a lot more discussion and work between the two parties.
As an interim step he’s proposed a three year targeted transport levy of $99 for residential properties and $159 for business properties – that’s roughly $2 & $3 per week respectively. That levy is said to be enough to fund just over $170 million worth of extra investment a year or about $500 million over three years.
As a comparison the LTP documents that talked about either motorway tolling or a combo of regional fuel taxes and rates was to raise enough money to cover around $300 million in extra investment a year. As such Len’s proposal represents just over the half of that.
We frequently criticised the council for its build all plan that would have required all that extra funding and called for a middle ground to be found that prioritised the projects that Aucklanders have repeatedly said they want more focus on – public transport and cycling. And of course we weren’t alone in this suggestion with Generation Zero creating the Essential Transport Budget (ETB) that explained this idea in more detail. Both the AA and the NZ Council for Infrastructure Development (NZCID) also called for a middle ground to be found although they didn’t specify what projects should be included. The table below shows the transport area’s submissions to the LTP said should have more or less focus.
I think that aiming for enough money to fund $170 million and doing so through a targeted levy is probably a good outcome. It means there should be enough money to build the good projects we need while retaining some pressure to ensure the council and Auckland Transport focus on high value projects that will actually deliver good outcomes. I think one area there could be some contention with the transport levy is in the fact it’s the same flat rate for all residential/business ratepayers. That means there’s no differentiation based on property capital value like there is with rates and as such is likely to hit lower income households more than higher income ones.
The council haven’t released the full details about what extra projects will go ahead however Len did mention these ones specifically were included. All figures are over the next three year period
- Busways to the North and Northwest
- Increase walking and cycling funding from $14 million to $124 million (including $75 million from the Government and NZTA).
- Increase the network wide safety programme from $28 million to $111 million
- Bringing forward some PT interchange projects
- Electrification to Pukehoke
- Park & Rides at Papakura, Westgate and Silverdale
- Tamaki Dr and Ngapipi Rd safety and amenity improvements
- Improvements to Lake Rd
- Road sealing budget in Rodney to increase from $3 million to $10 million
That seems like quite a good list but as mentioned we will really need to see the full details first before commenting further. Some of these – such as busways to the North West – don’t seem practical to be built in the next three years so any funding is likely to be around the planning work needed.
Now that some of the council meetings are also being recorded and published online you can now see the debate if you’re interested. The two video’s below include Len presenting his proposal however you can also see the councillors questions in the other video’s available here (Governing Body – Item 11). The transport part is in the first video and as part of it Len also confirms the government is open to working on a transport accord.
The second video above is also interesting as it contains the comments from Councillor Cameron Brewer. I say interesting as Brewer has a history of being quite hostile towards Len and his priorities however he now appears to be quite supportive and even called on Bill English to add a line into the governments upcoming budget for their 50% share of the City Rail Link (from about 17 minutes). He also put out this press release on his support for Len’s rates proposal and the transport levy.
As mentioned earlier the transport levy have given the council three years to work on getting the government over the line. It seems to me that once ratepayers have adjusted to the extra money on their rates bill that the levy is something we could see stay much longer than three years as an easier alternative to implementing other funding mechanisms such as tolls. This wouldn’t necessarily be a completely negative thing either as the reduced funding compared to the tolling/regional fuel tax options would hopefully help AT remain focused on high value projects that will improve accessibility by all modes.
Not everyone is happy though, Michael Barnett from the Auckland Chamber of Commerce has called the levy a lazy way to raise money.
“I would hope that the capital raised will go to fast-track the big inter-generational Auckland projects that will make a measurable difference to reducing congestion.”
“The last thing Auckland needs from this proposal is for the ‘interim levy’ – really a targeted rate – to become a permanent fixture in Council’s revenue provisions,” said Mr Barnett.
Auckland still needs to see serious action by Auckland Council to seek new revenue sources other than ratepayers, make smarter innovative use of its $40 billion-plus asset base and achieve efficiency savings by focusing spending on core activities.
“The use of ratepayers this way – while an interim measure – is outmoded and will be seen as unfair to the many property owners who make little use of the transport system or are retired and asset rich but have little spare cash.
It also seems that Transport Minister Simon Bridges isn’t happy with the mix of projects the council has planned based on his responses in Parliament yesterday. He repeated variations of the text below a few times, just which projects he thinks should be prioritised is unknown though.
What I certainly can say is that we are always interested in ways to reduce congestion in Auckland and ways to improve public transport. In fact, what we have seen so far in terms of Mayor Brown’s preferred plan in Auckland does not do that sufficiently in the 2030s and 2040s. We want to work with him, with the council, and with Auckland to make a better, more optimal plan that does deal better with congestion and public transport.
There are also some more comments by Bridges in this article.
Overall the Mayor’s announcement yesterday is a good outcome however as mentioned we really need to see a list of just what projects are in and which aren’t.
I highlighted this yesterday and now Auckland Transport have officially announced that rail patronage has passed 13 million trips which is up from 11 million in March last year. By my calculation that puts patronage for Feb at about 1.2 million trips although unfortunately AT say they don’t have the exact numbers yet as are validating data from the likes of event travel suggesting the results could go even higher.
In a separate press release from Mayor Len Brown he highlighted that it’s only taken 5 months to go from 12m to 13 million trips. Below shows how long it’s taken to reach other patronage milestones and as you can see, with the exception of the 11 million figure – which was partly impacted by the RWC and change to HOP – there’s been a downward trend meaning that in general it’s taking a shorter and shorter amount of time for new milestones to be reached. There’s obviously a limit to that at some point and it’ll be interesting to see just how low that goes.
At 5 months for the next million trips it suggests we’re going to hit 14 million at around July which seems eminently likely considering that AT say more six-car trains have started rolling out on the eastern line from this week with more coming soon and Len’s press release it notes
… and that will continue to increase with the Southern Line roll-out complete by the end of this month and the Western Line roll-out completing the transition to electric trains by the middle of the year
I certainly can’t wait for them to be rolled out – although I’m getting increasingly concerned that for the Western Line in particular that it simply won’t be enough until AT eventually get around to putting 10 minute frequencies on the line – something that was promised way back in 2010 and has yet to happen.
Along with that headline figure they also highlighted a few other stats, in particular that the average patronage on a weekday in Feb was 51,500, up 10,000 on Feb last year. In addition, now during the morning peak 12,500 people are using trains to get around. I’m not quite sure how many of them are going to Britomart but likely more than half of them.
The electric trains are definitely driving a lot of patronage. AT say that the number of people using trains from stations with fully electric train services is up 50%. At Panmure patronage has doubled and at Manukau it is up a whopping 176% (from a low base). As a comparison patronage at New Lynn which hasn’t seen any real change in services for years was also up strongly on last year at 24%
However while AT and the mayor are celebrating the rail result – and rightly so given the focus on the CRL – they in some ways have buried the lead a bit. In the very last sentence of their release they say:
Overall total public transport boardings have increased by more than 9% for the twelve months to the end of February, an additional 6.6 million boardings taking the annual total to 77 million.
I suspect most cities would think that a 9% growth in patronage across the entire system is a crazy level of increase. Perhaps more impressively total patronage for the previous 12 months at the end of November just passed 75 million trips and here we are 3 months later and the result is 2 million trips higher. In addition it also suggests we’ve now once again reached the (low) level of 50 trips per person per year. The last time Aucklanders each took an average of over 50 trips on PT was in the late 1980’s (as a comparison Wellington has 74 trips per person).
I’m quite interested to see what our reader’s views are for when we will hit the next milestones. My guess is July and December for rail patronage and maybe we’ll see total patronage top 80 million in the next few months. Put your guesses in the comments.
Brian Rudman has an opinion piece in today’s Herald looking at Auckland Transport’s recent light-rail announcement and hoping that the Mayor jumps on board to support the idea a bit more than he has so far.
The mayor is struggling to put together a budget that will accommodate his magnificent obsession, the $2.5 billion underground City Rail Link (CRL), without triggering a ratepayer revolt, so his testiness over Dr Levy’s light rail proposal is understandable.
But if Mr Brown wants to be remembered as the mayor who solved Auckland’s transport congestion problems, he should be embracing the light rail proposal as though it was his idea.
His single-mindedness over the CRL is admirable. Such projects need a 24-hour-a-day champion. But it shouldn’t blind him to the bigger picture – that the heavy rail network, while vital, is only a small part of the city’s overall transport system, and that regardless of how much money is thrown at roads and buses, which the majority of commuters use, increasing congestion will inevitably induce cardiac arrest.
The mayor’s attitude towards the project so far perhaps has more to do with his surprise that Auckland Transport had undertaken such a major piece of work without him knowing the details, as well as the risk that some CRL opponents may jump on light-rail as an alternative to CRL (I explained how they do very different tasks here). However, as there is clearly merit in the proposal, Rudman is right in suggesting that the mayor jump on board – at least in terms of supporting full investigation.
The potential Light Rail network?
Rudman also points out that we should not be surprised to see Auckland Transport come up with some big new ideas for how to solve future transport challenges, because the existing/previous plans tend to show things getting worse – regardless of how much extra funding is raised for transport:
This was spelt out in March 2013 when Auckland Transport (AT) revealed its Integrated Transport Programme, with the dire warning that even if the $34 billion allocated to transport in the city’s proposed 30-year plan was spent as planned, the end result would be gridlock.
Worse, AT admitted that even if the city funded the alternative $59 billion gold-plated plan the transport boffins wanted, the outcome would still be dire.
“Even with the fully funded programme,” admitted the report authors, “road congestion levels will deteriorate with volume/capacity ratios exceeding 100 per cent on most of our arterial road network by 2041 and emission levels exceeding current levels”.
It was all self-explanatory. The mayor’s vision of squeezing 700,000 to 1 million people into the compact isthmus city by 2041 was going to put an unsustainable pressure on the roading network. There wouldn’t be room for the extra cars and buses.
The main arterial roads, such as Symonds St and Albert St, would be jammed with buses.
At the time, the mayor refused to see the futility of pursuing this inevitable endgame. He still doesn’t. Instead he appointed a “consensus building group” to select ways of extracting another $12 billion from Aucklanders through fuel taxes or road tolls, to help fund the gold-plated scenario.
The group proposes the inevitable mix of taxes, all of which the Government has indicated it won’t allow. Yet the mayor won’t budge.
Thankfully, AT now acknowledges the flaw in its earlier 30-year plan, and is suggesting a solution employed by liveable cities all around the world. Modern trams.
While we are yet to see all the details of the light-rail project, especially in terms of its cost and the extent to which it resolves future transport challenges, at first blush there is some compelling logic to the scheme in providing high quality PT to a part of Auckland that has huge existing patronage and will never be served by rapid transit.
Is Modern Light Rail coming to Auckland
Perhaps the issue here is more about the ideal timing and priority of light-rail, compared to all the other projects Auckland is planning in the coming years. For example, there is a lot of investment required to enable the new bus network to be successfully implemented, there are huge areas of northwest and southeast Auckland with extremely poor public transport and there is an under-utilised rail network because of the Britomart bottleneck (which CRL resolves).
However, timing and priority issues aside, the mayor should be congratulating Auckland Transport for coming up with new ideas and finally accepting that their previous plans just weren’t adequate to meet Auckland’s transport needs for the next 30 years. Rudman is right in pointing this out.
With Mr Brown hanging his legacy – and his re-election hopes – on fast-tracking the central city rail tunnel, he obviously sees light rail as an unneeded distraction. That ignores the fact that the existing 30-year transport grand plan is designed to fail for the majority of commuters forced to travel by car or bus – even if we could afford to build it.
The light rail proposal is the chance to go back to the drawing board. No one’s suggesting trams should displace the CRL. They’re just a possible missing link in the earlier flawed integrated transport plan.
And while they’re fitting trams into the new model would be a good time to shave the unaffordable $12 billion blowout off the overall budget.
Wouldn’t it be great if we could compare the merits of this light-rail scheme (or the many other important projects on AT’s list) against the marginal state highway projects the government is throwing billions at over the next few years?
I made my way to town this morning for the official opening of the Grafton Gully and Beach Rd cycleways. Perhaps because we’re only two weeks out from the election the government pulled out the big guns with John Key turning up to cut the ribbon along with Len Brown and Barb Cuthbert from Cycle Action Auckland. The ceremony itself took place under the Wellesley St underpass which was presumably a precaution from the rain that threatened but which thankfully didn’t eventuate.
There were four speakers who spoke about the project, Ernst Zöllner – the regional director for Northland and Auckland, John Key, Len Brown and Barbara Cuthbert from Cycle Action Auckland. I managed to get a recording of most of them so rather than repeat what they said they are below.
I missed recording the start of his speech but it was about how the Grafton Gully project came up very highly on all of the NZTA’s criteria.
There were quite a few interesting comments from the Prime Minister. He said the NZTA were ahead of the politicians on cycling issued and have driven them to do more for cycling. He talked about the Dutch experience and how they haven’t always been such a cycling friendly place and the big one I thought was him stating his support for Skypath
Like Ernst I just missed the start of Len’s speech however he started by talking about how views on transport in Auckland were changing rapidly and referenced the recent poll and was talking about how a huge percentage of people now want investment prioritised around PT and active modes.
Speeches over and it was time to cut the ribbon to officially open the route.
and a quick photo op ride along the cycleway.
It was then time for us to get our bikes and have a go. Of course being a cycling event a ton of people turned up with their bikes and the bike racks for guests were overflowing.
I’ll do a separate post looking at the cycleway itself including photos and video.
This Thursday the mayor is releasing his first proposal for Auckland’s Long Term Plan, the 10 year budget for the city. Last week I blogged about the budgetary pressures the council is facing, and the risk of large cuts in public transport investment. However there is still potential for Auckland to progress the Congestion Free Network and important cycling investments in a rates constrained environment if we prioritise those projects and push back some of the very expensive roading projects with limited benefits like Penlink.
Generation Zero are running a mini campaign this week to encourage people send Len Brown a message that the budget needs to invest in public transport and cycling. Their email ask is at down below, and you can send an email to Len Brown using a simple online tool here: generationzero.org.nz/long_term_plan
Hey, all the work we’ve done together to push for separated bike lanes, the Congestion Free Network, and the frequent bus network all hinges on one big decision this Thursday.
Mayor Len Brown is right this moment making up his mind about what projects get prioritised in Auckland’s 10 year budget known as the Long Term Plan.
Tell him now to: make the CRL the number one priority; prioritise the city wide rapid transport network; triple the cycling budget; and not proceed with expensive projects with little regional benefit.
There’s real pressure on the Mayor to hold rate increases in his budget to between 2.5% to 3.5%. Transport infrastructure represents nearly 50% of the budget so this funding is the most at risk. This means as a city we need to make some serious decisions about what we prioritise to fund over the next 10 years.
The choice has been made simple for him by his advisors. He’s been advised that he can not deliver all the projects in the Auckland Plan, therefore he needs to find a middle ground.1
That middle ground is the Congestion Free Network.
The Mayor therefore needs to do four things with the Long Term Plan:
- Make funding for the City Rail Link his number one priority.
- Prioritise the construction of the city wide rapid transport network including new busways and rail links as seen in the Congestion Free Network.
- Ensure there is a tripling in the funding for cycling to $30 million a year so Auckland Transport can complete the City Cycling Network.
- Make sure only road projects with large regional benefits proceed by excluding expensive projects such as Penlink and Mill Road.
Click here to send a message to Mayor Len Brown right now urging him to follow our four recommendations.
The long term effects of a lack of investment would lead to ever increasing congestion and ineffective public transport, exacerbating the many problems our city already faces with transport.
Truly transforming our public transport network over the next 10 years means moving forward with the City Rail Link, North Western, Upper Harbour and South-Eastern Busways and Rail to Roskill, as proposed in the Congestion Free Network.
On the other hand low value roading projects like Penlink2 have nothing to do with an outstanding public transport network.
Excluding these low value roading projects and prioritising an outstanding public transport network would help us get the right outcomes.
The choice is simple. The Council has already put in writing that their objectives over the next 10 years are to move to outstanding public transport within one network, and to radically improve the quality of urban living.
If Auckland wants to truly transform itself into a liveable low-carbon city it needs to prioritise high value projects that deliver on the Council’s own objectives.
Send a message now to tell the council to deliver on it’s own objectives: generationzero.org.nz/long_term_plan
The future of our city is in our hands.
A statement you won’t often hear on this blog is “I agree with Cameron Brewer” but you will hear it today. It’s in response to an his statements in this article in the Manukau Courier:
Public transport could get another boost if mayor Len Brown’s light rail loop for Manukau gets the green light.
“We want to run light rail from Manukau up through Clover Park, all along Te Irirangi Drive, up to Highland Park, up Panmure Highway and back to Manukau,” he says.
“The idea of getting mass transit into suburban areas is to give commuters flexibility.
“The key thing about running rail down Te Irirangi Drive is that people already complain about the traffic lights holding them up.
“The trains would run down the median strip in the road and they would take priority over cars.”
Light rail costs about an eighth as much as heavy rail to install, he says.
The trains would have a tighter turning circle and carry fewer people than the city’s new electric trains.
“Right now they are in the investigation stage. We really want to do a loop like that in Sydney.”
Brown is keen to get the project done quickly but says there are still many unknowns so no cost has been given.
He’s also keen to get smaller 20-person electric buses running between Manukau and Middlemore Hospital.
“It would also be great to build them here in Auckland and get the investment having a positive economic impact throughout the whole project.”
If I am reading things correctly it would be something like this.
The section from Panmure to Manukau would not be able to use the existing rail lines due to the gauge of the tracks and the fact that the tracks are/will be full with existing passenger and freight trains. It would also be pointless to duplicate that when it has a considerable amount of capacity in it for quite some time. As for the rest of the proposal, breaking it down the section from Panmure to Highland Park is quite useful due to the huge amount of people living in the area however it does stop short of going a bit further to Howick. Similarly I think the North/South route, particularly the part from Botany to Manukau is useful and is actually listed as eventually being part of the rapid transit network. The median strip along Te Irirangi Dr is huge and supposedly was intended to be used exactly the purpose of running light rail down it.
and from above where you can see it’s wider than the two lanes either side of it.
However while those two routes are useful I’m not sure how well they go together. For someone going from Botany to Panmure that’s quite a detour unless Len is intending this to be on top of the existing investment that is meant to be going in to the AMETI busway. It seems hard enough getting funding for that let alone this which at about 20km in length would surely be at least $300 million, probably more. Not only that it distracts focus from what are in my opinion much higher priorities like getting the CRL funded and getting the new network bus implemented properly – by which I mean with fully supported infrastructure like bus lanes and upgraded stops and interchanges. And it’s for this reason I agree with Cameron Brewer.
Councillor Cameron Brewer says the city’s bus infrastructure needs improvement before any light rail projects can get the go-ahead.
“I think the mayor needs to focus on getting the money for the $2.8 billion City Rail Link. This additional project is just not feasible in the foreseeable future.”
I view the mayor’s proposal as kind of like trying to run before you can walk. The other useful thing about getting the bus network sorted first is that it can start building up patronage which would make any future light rail network more successful. It’s also worth considering what the new network proposes for the area which is effectively the red and purple routes (the green route from Otara to Botany was upgraded to a frequent following the southern network consultation).
It’s also worth pointing out what we’ve proposed for the area as part of the Congestion Free Network.
We’ve proposed these be busways like what is going to be done as part of AMETI as to us the most important thing is getting the quality of the service in as fast as possible. One of the great things about doing this with bus infrastructure first is that it doesn’t preclude light rail in the future but allows us to start getting benefits from congestion free PT corridors quicker and cheaper. So yes perhaps light rail in the area would be great in the future however the priority now is getting some basics done properly. In my opinion this suggestion from Len is an unneeded distraction at this time.
Yesterday the council (and Nick Smith) announced the third and largest group of Special Housing Areas (SHAs) – the locations where the council will fast tract resource consents in a bid to get more dwellings built. In addition the SHAs also pick up the planning rules currently proposed in the Unitary Plan. Here’s the first part of the press release:
A third tranche of 41 Special Housing Areas (SHAs) that would yield 18,000 new homes across Auckland was today announced by Housing Minister Dr Nick Smith and Auckland Mayor Len Brown.
“The Auckland Housing Accord is continuing to gain momentum in enabling thousands more sections to be developed and thousands more homes to be built. The first tranche in October provided for 11 Special Housing Areas and 6000 homes, and the second a further 11 SHAs and 9500 homes. This third tranche brings the total to 63 Special Housing Areas and 33,500 homes and is the scale we need to address the section and house shortage in Auckland,” Dr Smith says.
“This latest batch of Special Housing Areas includes seven strategic areas that have been identified by the council as having good transport links and access to other infrastructure. These are larger areas where we don’t yet have developers with proposals, but where we are signalling to the market that we want to encourage growth,” Mr Brown says.
“In addition, many of the Special Housing Areas announced today are significantly larger than those in the first two tranches, and include 34 direct requests from private landowners or developers as well as extensions to three existing Special Housing Areas. I have every expectation of rapid development of these sites into new homes and sections.
“The housing market continues to be hugely challenging in Auckland, particularly for first-home buyers. However, through our partnership with central government we are making strong progress to deliver more housing choices sooner for Aucklanders.
“The work we are doing will help to bring forward more new affordable homes, but we also need to see further action on the cost of building materials, labour shortages and support for first-time buyers.”
The most interesting part of the announcement was that the council included seven “strategic” SHA’s which basically appear to apply to an area rather than a specific set of sites proposed by a developer which is what the rest of the SHA’s are/have been. The seven strategic SHAs are:
1. The Gt North Rd ridge
Up to 1,000 new dwellings over 18.9 ha
2. Otahuhu Coast
Up to 1000 new dwellings over 635.9 ha
3. Flat Bush
4470 dwellings over 490.5 ha
4. Northcote Rd
700 Dwellings over 62 ha
360 dwellings over 105 ha
1770 dwellings over 251.8 ha
7. New Lynn
1588 dwellings over 284.9 ha
In addition are the individual site/developer SHAs are:
- 8 – Akepiro Street, Mount Eden – 18 dwellings
- 9 – Haverstock Road, Sandringham – 33 dwellings
- 10 – St Marks Road, Remuera – 63 dwellings
- 11 – Northcote Road, Takapuna – 263 dwellings (this is separate to the one above)
- 12 – Albany Highway, Albany – 112 dwellings
- 13 – Whenuapai Village, Whenuapai – 1500 dwellings
- 14 – Walmsley Road, Mangere – 1500 dwellings
- 15 – Oruarangi Road, Mangere – 520 dwellings
- 16 – Hulme Place, Henderson – 56 dwellings
- 17 – Wilsher Village, Henderson – 179 dwellings
- 18 – Fred Taylor Drive, Massey – 1000 dwellings
- 19 – Sandy Lane, Avondale – 28 dwellings
- 20 – Glendale Road, Glen Eden – 12 dwellings
- 21 – Crows Road, Swanson – 277 dwellings
- 22 – Kohimarama Road, Kohimarama – 132 dwellings
- 23 – Burns Lane, Kumeu – 247 dwellings
- 24- Rautawhiri Road, Helensville – 60 dwellings
- 25 – Asquith Avenue, Mt Albert – 10 dwellings
- 26 – Waterview cluster – 172 dwellings
- 27 – Mt Albert cluster – 31 dwellings
- 28 – Pt Chevalier Road, Pt Chevalier – 30 dwellings
- 29 – Jordan Avenue, Onehunga – 202 dwellings
- 30 – Tuata Street, One Tree Hill – 46 dwellings
- 31 – Meadowbank cluster – 36 dwellings
- 32 – Orakei cluster – 115 dwellings
- 33 – Mt Roskill cluster – 20 dwellings
- 34 – Bristol Road, Mt Roskill – 10 dwellings
- 35 – Bedford Street, Parnell – 132 dwellings
- 36 – Surrey Crescent, Grey Lynn – 28 dwellings
- 37 – Beach Haven cluster – 30 dwellings
- 38 – Massey cluster – 102 dwellings
- 39 – Coburg Street, Henderson – 24 dwellings
- 40- Denver Avenue, Henderson – 22 dwellings
- 41 – New Windsor cluster – 50 dwellings
The council is also extending three SHAs from the previous bunches being,
- Orakei, Ngati Whatua – extra 75 dwellings
- Wesley College – extra 50 dwellings
- Alexander Crescent – extra 30 dwellings
They are all shown in the map below and you can get the detailed maps for them here.
What’s striking about these is that while few in number, there are some fairly large sprawly developments that the council is agreeing to rubber stamp that make up about 50% of all SHA’s approved in the latest group. Developments that in some cases have appear to have absolutely no amenity associated and will result in typical car based sprawl. A good example of this is #23 which is in Kumeu and as there is no developed land anywhere near the site so the only option to get anywhere will be with a car.
In addition the other the development above there is already a heap of other planned developments in the North West including at Huapai, Westgate, Whenuapai and Hobsonville. All of these developments are going to put increasing pressure on an already congested SH16 corridor. This means there is a need for a Northwest busway now more than ever.
The really sad thing about all of this is the council has talked for so long about the need for a compact city but when it’s come time to actually put plans into action we once again have a SHA that has more greenfield development in it than brownfield (even if some of it is within previous urban boundaries). It sometimes seems like the council has simply ignored everything it has said and promised for the past 4 years in order to keep the government happy. In other words it seems more business as usual for Auckland.
One ingeresting announcement however is that the council will be holding a design competition in conjunction with Ockham Residential who has also built the Issac and Turing buildings amongst others.
“This competition will be open to an architect, or architectural practice that will compete to design and document a high-quality medium density residential housing development on the land. Architects will be offered the chance to propose medium density housing prototypes that illustrate the possibilities and advantages of urban living, in recognition of the excellent opportunity that the Accord offers to create more modern housing options in Auckland,” Mr Brown says.
The competition will open on 21 May with details soon to be posted on the NZIA website at www.nzia.co.nz.
Hopefully this will get both architects and developers interested in what kinds of quality urban developments can actually be built and spur them to do more.
There seems to have been a bit of a “passive aggressive ding dong” going on between Mayor Len Brown and Prime Minister John Key over the City Rail Link in recent months. Back in February, Mayor Brown proposed to “kick start” the CRL by building the first section under the downtown shopping mall and some way up Albert Street. Then shortly after the Elliott Street tower was announced, bringing further pressure on starting the project sooner rather than later.
Yet so far it seems the government hasn’t taken the bait, although critically in the PM’s official response to an earlier start he noted the following:
Your letter also outlined some projects, many being undertaken by the private sector that could be affected by the City Rail Link and raised the question of whether an opportunity existed to reduce disruption to the CBD and some of these projects.
I indicated in the meeting with you that I would be getting some advice on the issues you raise. I am in the process of receiving advice including on the possible impact on some of the projects you cite.
That seems like a fairly deliberate effort on behalf of the PM to leave the door slightly ajar for a change of heart. So let’s look at the major issue, which is the relationship between the timing of any redevelopment of the current Downtown Shopping Mall and the CRL project. Originally Auckland Transport was to buy this site, because construction of the CRL requires the demolition of the entire shopping mall as it passes through the area as a “cut and cover” tunnel. However, a deal was done between Auckland Transport and the site owners – Precinct Properties – so that the site wouldn’t need to be acquired, there’d just be some good co-ordination so that the tunnels could be built and Precinct’s redevelopment could occur.
The map below shows how the CRL tunnels pass directly underneath Precinct’s site, with the area shaded red indicating where a consented high-rise tower is proposed:
It doesn’t take a genius to work out that the tunnels need to be built before any development can take place. It seems simply impossible to build the tunnels without completely destroying everything on the site above – which means that essentially any redevelopment is delayed until the tunnels are completed. Let’s just say if I were Precinct Properties I’d be pretty pissed off with the government’s attitude at the moment.
So what’s a way to work around this issue? As proposed by the Mayor in February, it seemed like the Council’s plan was to fully fund the initial section of the project (potentially including going under Customs Street perhaps?) at a cost of around $250 million. Given the Council plans to spend close to $200m on CRL in the 2014/15 year it appear like such an outlay is fairly affordable. The government doesn’t want to spend money on CRL until 2020, but it’s not like they’re being asked to in this plan so I struggle to see the problem.
Perhaps the Mayor is concerned that government’s rough promise of a “50/50 split” in the cost of the project only applies to any money spent after 2020 – as that’s when they think the project is required. The risk of building the first section without government support seems to be a worry that they don’t front up with their $125 million come 2020, which is an understandable concern. But surely a bit of clever negotiation could resolve this and both parties can come away happy – Len Brown because he’s finally put a spade in the ground and started his flagship project, and the government because they don’t hold up a major redevelopment, don’t have to spend any money yet and bask in a bit of election year good press over not standing in the way of a very popular project.
Everyone wins. Let’s just get on with it.