I’ve left this a bit late; today is the last day to get your feedback in on some quick fixes coming to P Rd. But it doesn’t take a moment to choose between the two near identical options and just a few moments more throw a word or two it in as well. Go here.
In general AT and the Local Board are to be commended for the proposed changes as they will enable the street design to better follow the development of a new depth to the Ponsonby Rd strip; the noticeable lift in intensity throughout this area from Ponsonby Central and other places where the retail and hospitality now reaches further away from P Rd itself: Trading activity here is now much more 3-D and there are simply many more people.
Option 2. Fullsized PDFs here
What is at stake and why does this matter? Ponsonby Rd is one of Auckland’s many urban centres that all deserve the same kind of improvements, the same re-tilting back towards providing better amenity for people and granting less space and free-reign for vehicles. So everything I say here about Ponsonby Rd is also true for other areas, adapted to local conditions. Additionally Ponsonby Rd can act as a leader in this change, because it has that kind of role in our city, it is an early adopter kind of place; the forces driving change are evident here earlier and more powerfully than other areas.
The importance of this cannot be overstated. Small nudges can lead to big improvements; if only we could get our institutions to lead instead of follow on these issues, or at the very least be more responsive. In practice traffic engineering’s inbuilt methodology of ‘predict and provide’ with regard to anything other than vehicle traffic actually becomes; ‘lag and reluctantly catch-up’ and only when forced to. This has become an unhelpful conservativism that is a tremendous brake on placemaking by those controlling our streetscapes. I get the tradition of technical conservatism inherent in other branches of engineering, for example in structural engineering, but this is an unhelpful carry-over into street design, a field that ought to have input from both spatial designers and engineers, but without the later having a veto over final outcomes. A subtle shift in the pecking order around street design could unlock a great deal of potential in our city.
For example take the intersection of Ponsonby with Richmond and Picton [below]. This used to have a Barnes Dance crossing, like there still is at the top of Franklin Rd. It now has pedestrian movements concurrent with vehicle traffic movements complete with every variety of arrowed turning manoeuvres across pedestrian flows. Simple observation shows this to be overly complicated and delaying for the ever increasing numbers of pedestrians. A small group of locals approached AT through the local board about this and got the following response:
Certainly it doesn’t have consistently high pedestrian levels; it does gets quiet here around 3am, but it sure as hell has very high numbers for an intersection outside of the City Centre, and is surely busier than the Franklin intersection. The shot below was taken on a sunny Saturday in December so shows it at a peak, but similar levels are not unusual through the day. And the schools remark is double curious, first it is an odd criteria for what is primarily a shopping and hospitality area, but also it fails to spot that this intersection pretty much exactly triangulates Richmond Rd School, Auckland Girl’s Grammar, and Freemans Bay School; students for all three certainly travel through here. And note there is absolutely no claim that what we are requesting might be unsafe in AT’s view, we can only assume [it isn’t stated] that they are, as usual, privileging driver time over pedestrian time, assuming there may be additional delay for some drivers with a Barnes Dance? They can’t deny that there would be greater clarity for all users with a Barnes Dance.
Happily the writer also added this:
but then this:
More positively AT are now catching up with reality on the issue of the side streets off P Rd. We have long campaigned for raised pedestrian tables on these, and at last they look like they’re coming. Fantastic. The footpath on this long spine is the key public realm here and is appallingly fractured by continuos carriageway that gives all priority to the one or two occupants in any vehicle over the often multitudes on the pavements. Might is right, is what the current street design says to us all. We look forward to seeing this solution at the tops of all these lovely narrow Victorian lanes eventually. A consistent and clear communication to us all when driving that this is a people place first and foremost.
The other great opportunity is to continue the existing street-tree amenity along the length of the area. These are of inestimable value; living proof of the old urban design truism:
‘Whatever the question; the answer is almost always a street tree’
In particular a row of trees is proposed for the over-wide Mackelvie St. This is good, the street needs compressing and enlivening now that it has many more attractors further down it. It has a new laneway through to Richmond and is soon to get another through to Pollen St as well. However it is my view that trees should not be in the middle on the street as proposed but rather on the eastern side where there are already hospitality businesses with outdoor chairs and tables. This means that people could sit under them on the widened pavement and they wouldn’t constantly be being pruned by passing trucks. They would be able to be enjoyed physically as well as visually by people. The second raised table probably ought to move up to connect the two laneways too.
There’s plenty of width here to narrow the carriageway in order to draw pedestrians down into this newly activated zone of retail, hospo, and laneways. But the trees should, in my view be where the parked cars are on the left in the above picture, not in the middle of the street, moving the parking out to where the silver car is now. Those power lines could surely be undergrounded too.
Ponsonby Rd; A car-topia by design, yet an increasingly people rich place in spite of this.
Lastly this is a set of minor changes and it has to be mentioned that the issue of cyclelanes has been kicked down the road for later. The addition of new parking on Ponsonby Rd is not helpful for cyclists as this a street with a growing reputation for dooring incidents. The number of riders is increasing noticeably. There is a lot of additional parking coming to new buildings in the area and we feel this plan fails to take a sufficiently holistic view of the whole area and this new supply in particular into consideration. An issue for future action.
Below is what I added to my preference for Option 2:
Ponsonby Road Improvements
For both options:
First general context; as a local, who uses the street everyday with all modes, I am astounded by the rapid and sustained increase in activity everywhere in the area currently. Especially people on foot, but also on the road; driving and cycling, and stepping on and off the buses. I don’t believe that the physical environment is at all appropriate any more. The auto-domination of the entire width of P Rd is not helpful. A whole lot of additional parking is coming with Vinegar Lane which will further increase attempts to drive through what is increasingly a people rich environment. While 40kph limit is good the street design doesn’t support it.
The most important public realm here is the long fabric of footpath, it’s kind of like the biggest organ of the human body; the skin, an overlooked but vital resource. This needs improvement in duration, connection, and quality. So fixing the constant breaks at the side streets with raised tables is a vital and urgent upgrade. This will at last support the pedestrians’ right to the street for at least the length of the slim width they are currently allowed. Its virtual extension across the carriageway is also desperately needed. This is why we support the return of the Barnes Dance to Richmond/Picton.
Street trees offer so much all users, the gaps in their appearance on P Rd and side streets need filling at every opportunity, especially anywhere people might linger [everywhere]. Shade and beauty are glorious utility.
Mackelvie St is currently over-wide, and needs compression to be more attractive to users, to draw people down to the attractions away from P Rd, to the new laneways and other businesses. The narrowing of the carriageway is good, however I really think the new trees would be far better down the southern side of the street where the carparking currently is, instead of the middle of the street, as there are already cafe table on the pavement here, and the increased width and new shade would be fantastic for users of the hospitality businesses here. This seating faces north and is blistering for the times of the year there are leaves on the trees. And this would help these businesses, this may not be what the owners say, retailers seem to often be extraordinarily fearful of change, and to misunderstand what us customers are drawn to.
Right hand turning into and out of MacKelvie needs looking at in more depth, and may need restricting.
The second raised table in MacKelvie should align with the new laneways, ie needs to be higher up the street.
Cycling gets new parking but no where to ride but for us over-confident types; this will need to be addressed soon; the numbers are rising fast. Until then how about at least some sharrows on one lane each way on P Rd?
I am concerned that the increase in on-street parking on P Rd is a step backwards and will create problems later when more long term improvements are proposed. Quick fixes are great; but keep an eye on the longer term.
In summary: The raised tables are great, any increase in street trees is fantastic. Until proper bike lanes are added I think sharrows in the outside lanes on P Rd would go a small way towards legitimising the ever increasing cycling there…..all good for a quick fix, and I look forward to further improvements.
Thoughts of Sydney are inseparable from images of its harbour:
It’s naturally beautiful, but also much of what has been added around the harbour increases its appeal, particularly the Opera House and the Bridge:
The bridge is not only beautiful, and massively over-engineered, but also is an impressive multitasker; trains, buses, general traffic, pedestrians, people on bikes. All catered for.
Despite that when looking at the bridge its mostly covered with cars in terms of moving people the general traffic lanes are the least impressive of the three main modes, as shown below in the am peak hour:
It is its multi-modality that makes it truly impressive, some 73% of the people entering Sydney on the Bridge from the Shore at this time are doing so on just one of the train lines and one bus lane; a fraction of the width of the whole structure. So not only does it shame our Harbour bridge aesthetically it completely kills it for efficiency too.
The Bridge has always been impressively multi-modal as the first toll tariff shows, and it carried trains and trams from the start:
In 1992 it was supplemented by a pair of two lane road tunnels that up the cross harbour tally for this mode to match the number coming over by train [bridge plus tunnels = 12 traffic lanes], but that wasn’t done until the population of the city had hit 3.7 million. The high capacity systems on the bridge saved the people of Sydney and Australia from spending huge sums on additional crossings and delayed the date they were deemed necessary by many decades. But anyway, because the additional crossing is just road lanes it only adds around 10% extra capacity to the bridge. To think that the government here and NZTA are seriously proposing to spend multiple billions in building a third Harbour Crossing in Auckland with the population only at 1.5m, but not only that but they are planning to build more capacity for the least efficient mode; more traffic lanes.
The evidence from Sydney shows that what we need to add next are the missing high capacity modes. And that we clearly aren’t using the existing bridge well enough. Our bridge was never designed to carry trains, but it does carry buses, and currently these could be given the opportunity to carry even more people more efficiently. And that very opportunity is just around the corner. In 2017 or maybe even next year the alternative Western Ring Route opens, described by NZTA like this:
The Western Ring Route comprises the SH20, 16 and 18 motorway corridors. When complete it will consist of 48km of high quality motorway linking Manukau, Auckland, Waitakere and North Shore Cities. It will provide a high quality alternative route to SH1 and the Auckland Harbour Bridge, and take unnecessary traffic away from Auckland’s CBD.
Excellent, always great to invest in systems that take unnecessary traffic away. And there is no better way to achieve this than to make the alternatives to driving so much quicker and more reliable with dedicated right-of-ways. Here is the perfect opportunity to achieve that, the opening of the WRR should be paralleled by the addition of bus lanes right across the Bridge in order to lift its overall capacity. And at the same time perhaps truck priority lanes on the sturdier central lanes should also be considered, so the most important roles of highways, moving people and freight efficiently, can be more certainly achieved. Although the need for that depends on exactly how much freight traffic shifts to the new route [as well as the rail line and trans-shipping via Northland’s new cranes: ‘New crane means fewer trucks on the highway’]. Outside of the temporary blip caused by the building of Puhoi to Warkworth [much which will be able to use the WRR] heavy traffic growth on the bridge looks like it is predominantly buses.
Meanwhile our transport agencies should be planning the next new crossing as the missing and much more efficient Rapid Transit route. Cheaper narrower tunnels to finally bring rail to the Shore; twin tracks that have the people moving capacity of 12 motorway lanes. Here: Light Rail or super efficient driverless Light Metro are clearly both great options that should be explored:
But before all of this there are of course those two much more humble modes that can add their invigorating contribution to the utility of the Bridge, walking and cycling, Skypath:
The famous cycle steps on the northern side, there are around 2000 bike trips a day over the bridge [despite the steps]:
And there they were right at the beginning:
First Crossing of Sydney Harbour Bridge. Photo by Sam Hood.
The Sydney city centre is fantastic. It’s vibrant, varied, exciting:
And, like all successful cities, full of people. So how do they all get there? Of course some are there already, the City of Sydney has some 200,00 residents, but many journey in each day from the suburbs.
The streets are full of traffic, most are not like the part of Pitt St shown above, where pedestrians have priority:
The Bridge is full of traffic:
And there’s a couple of road only tunnels that were added next to the bridge, the Eastern Distributor, the Anzac Bridge, and many other roads in, so in just one of the AM peak hours 25,000 people drive into, or through, the Centre City on a weekday morning.
But that’s nothing. It’s only 14% of the total, just over twice the number that walk or cycle [source]:
80% arrive on Public Transport. Over 100,000 in that one hour on trains [2011/12]. Because they can.
They would have to, it would be spatially impossible to have such a vibrant city centre if any more than a small number accessed it by private car. There would no space for anything but roads and parking if they tried. No space for the city itself, nor for quiet places away from the hustle:
So while Sydney streets feel very busy with cars, and they certainly have priority to almost all of them, they aren’t actually as central to the the functioning of the city as they appear. There’s just is no way Sydney would be the successful, dynamic, and beautiful city it is without the investment in every other means of getting people to and through the city. Especially high capacity, spatially efficient, underground rail. And nor would the streets be able to function at all if more were forced to drive because of the absence of quality alternatives.
And more is coming too. Next month a second much bigger Light Rail project begins to add to the current one, and a new Metro line with new harbour tunnels is also underway. Driving numbers will likely stay steady into the future, but the city will only grow through the other systems. City streets are vital for delivery and emergency vehicles, but really successful city cities don’t clog them up with private cars to bring in the most essential urban component; people. That’s just not how cities work; even though that may be the impression given by the sight of bumper to bumper traffic on city streets.
And successful cities always appear congested; the footpaths are busy, the stations are crowded, and the traffic is full. Because they are alive and attractive for employment, commerce, entertainment, habitation; in short; urban life. This is the ‘seductive congestion’ of successful urban economies. To focus on reducing traffic congestion without sufficient investment in alternatives for people movement is to misunderstand what a city is and how they work. Sydney is not perfect, but it has a thriving and vibrant, properly urban centre built on properly urban movement infrastructure.
All else there stands on the quality of this investment.
This is a guest post by Warren Sanderson; regular reader, occasional poster, and seasoned traveller.
Hamburg, Bristol, Cardiff & Zurich
Bahnhofstrasse, the main shopping street of Zurich, is kept free for just transit [trams] and people, as Queen St should be.
In August last year I wrote a guest post for Transport Blog commenting on my wife and my experiences utilising public transport in the cities of Gothenburg, Hanover and Hamburg. I don’t normally like to revisit the destination cities we explore a second time until some years have passed, but we came away from Hamburg thinking we hadn’t done everything we would like to do. It is a good base to make day visits by train to the architecturally appealing and adjacent north German towns of Luneburg, Bremen, Stade, Lubeck, Schwerin and Wismar.
So back to Hamburg we went, to our favourite boutique ‘Henri Hotel’ located in reasonable proximity to the Hamburg Main Railway Station.
The very busy Hamburg Hauptbahnhof can be a little confusing at first but the staff in the Tourist Information, the Regional Trains Office and the DB Bahn ticket office all speak English and I found them most helpful. The DB Bahn people will work out a programme for you, with departure time, train changes and gleis (platform) No’s clearly set out, all of which enabled us to easily visit those towns.
Transport Blog commentators last year had drawn our attention to and recommended visiting ‘Miniatur Wunderland’ which we had not visited previously. It is the largest model railway in the world; incorporating roads, towns, port facilities and so on. Furthermore, it has a model airport, which has aircraft taxiing along the runway and even taking off into the air.
Note as in real life, that on the elevated motorway, the road traffic has ground to a halt, but the trains still get through on their own dedicated tracks.
Miniatur Wunderland is located in Speicherstadt, the old dark brick warehouse district. It is very popular so allow plenty of time if you visit.
Monckebergstrasse is the city’s main shopping street. It is the Oxford Street of Hamburg rather than the Regent or Bond Street – see the picture below which is getting toward the bottom of the street and with the magnificent Rathaus in the background.
Monckebergstrasse is a very wide street with very wide pedestrian areas on each side and a busway lane in each direction in the middle which can also be accessed by taxis and cyclists but apparently not by private cars. The pale yellow cars on the left are taxis at their taxi stand. Pedestrians cross easily and dominate the whole street – not vehicles.
In my post last year, I referred to the booklet I had obtained from the Rathaus which was the approved vision for Hamburg, available in both German and English, entitled ‘Perspectives on Urban Development in Hamburg’. One of the proposals to improve urban quality was to roof over the A7 Motorway cuttings northwards to reconnect severed suburban parts of the city.
This year I noticed a few of these road signs (below) which obviously have relevance to the proposal but because I don’t understand German, I am not sure what the message is, so if there is a German reader out there who can translate the message please comment……….
I have wanted to visit Bristol ever since I first read my father’s copy of Robert Louis Stevenson’s ‘Treasure Island’ with its wonderful original engravings by Wal Paget:
And now I have walked on the same quay as illustrated and found the same Inn where Stevenson found inspiration for the story.
In terms of pedestrian friendliness Bristol did not disappoint. Although quite hilly generally the central old town is quite flat with the many walkers and cyclists able to get about easily away from major arterial roads.
The town is big on Isambard Kingdom Brunel (1806 – 1859), engineer extraordinary and designer of the SS Great Britain and the Clifton Suspension Bridge – both worth visiting. He also designed Temple Meads Station as terminus for the Great Western Railway and many other transport projects in London and elsewhere.
During our week in Bristol we made a day trip to Cardiff. I had not visited Cardiff previously and was interested to find that the whole of the central shopping area was car-free. The streets, though often irregular, were quite wide, and busy. What I thought was important was that two larger modern type shopping malls were within and part of the central shopping area and could draw on the same public transport. Thus they contributed to the central areas vitality.
The obvious comparison is with our Hamilton where the Te Rapa development has resulted in the decline of the former ‘golden mile’ of Victoria Street and to me is an abject lesson in bad town planning.
Zurich was the last city we visited before departing for home – yes, wealthy Zurich where it is so easy to get to the airport. My little timetable shows that there are 158 trips from Zurich HB to Zurich Flughafen each day from 5.02 am to 11.17 pm. Sometimes they will be on a regional train and sometimes on an intercity with the latter continuing on to Winterthur and St Gallen. The journey to the airport takes about 11 minutes.
Zurich still has a tramway system which appeared to enjoy good patronage. I noted a couple of acute angled intersections where the plethora of intersecting rails could have been a bit of a hazard for crossing pedestrians but elsewhere the rails were straight and hazard free. I wouldn’t foresee any problems in this regard if a tram system for Auckland went straight up Queen Street and out the length of Dominion Road. And in Zurich the tram goes the length of the Bahnhofstrasse – one of the most elegant shopping streets in the world.
The whole point in writing this post is to indicate to readers that many cities are moving quite rapidly into the 21st century by turning back the motor vehicle tide to make their cities more people friendly.
For instance, the extent of Cardiff’s pedestrian (and bicycle) emphasis really surprised me.
We only spent a short time in London on this occasion but we were close to Paddington so it was an opportunity to get some idea of the extent of the construction needed to incorporate Crossrail’s station requirements into Paddington Station. It was also announced that Britain’s Chancellor George Osbourne has earmarked more than 100 million pounds in his latest budget to develop the Crossrail 2 proposal for rail between Hertfordshire and Surrey.
All this underground rail activity is happening under the aegis of a Conservative government, so it is hard to understand why our ‘conservative’ government is so opposed in principle to investment in Auckland’s public transit, when usage is increasing so rapidly and all the evidence so clearly supports a move away from spending solely on roading.
To make this work Auckland really needs to have a clear vision as Hamburg does, together with a better say in the best way of using our share of the contribution Auckland makes to national taxation coffers. In transport matters Auckland is being poorly served by national government at present.
I am sure that Hamburg’s vision was not reached without much discussion but I believe the ‘Free and Hanseatic City of Hamburg’ may have one advantage over Auckland and that is, that it is a ‘Land’ (i.e. Province – effectively a city state) with maybe less conflict than Auckland has with central government. It seems that our government are pursuing short term political goals which are to the detriment of a rational long-term plan for New Zealand’s largest city.
It is quite evident that New Zealand’s transport policies and spending pattern needs reforming and we can only hope that our current government is big enough to realise this and take appropriate action.
Like the CRL, only at a much bigger scale, Crossrail is a relatively short underground link between existing surface routes designed to unlock existing potential capacity.
Ponsonby Rd has pretty serious pretensions to being Auckland’s premier shopping and cafe strip, and it sure does attract very high volumes of people. However the amenity for these people is very poor. Both in terms of its form but also in terms of its upkeep. Overall I think its fair to say that like many places in Auckland pedestrians are clearly low on the radar for those who have been charged with forming and maintaining this street. Certainly compared to the constant and loving attention AT gives the roadway the footpaths are in a shocking state [see below]. At many times of any day there are as many or more people on the footpaths than in vehicles, yet both the quantity and quality of the public realm that is afforded to people not in cars is more than suboptimal.
Yet there’s lots that’s great here and with just a few well executed tweaks and it could be really fantastic. The street is among the best forms of public realm there is; and it is clear the goods and services on offer here and the opportunity for a good old fashioned paseo or passeggiata along this natural sunny ridge attracts all sorts, young and old, and at all times of the day and night. Ponsonby Rd has such great natural attributes and a near constant activation; the dull moments like the bank and fire station or parking lots aren’t too bad or too long. And anyway are likely to be improved. The length of it is worth walking; from K and Gt North all the way to Jervois and College Hill.
But despite these attractors the pedestrian realm is fractured and perilous. Any attempt to use the footpath, and let’s not forget that is the only way to access the shops and cafes, involves a constant yielding to fellow citizens in vehicles. And not just at the crossings of the narrow side streets but also on the many moments where the footpath itself is also a vehicle crossings. Frankly it is outrageous that the previous Council ever allowed a fast food business to run a drive-in facility that crosses the pavement twice across such a busy pedestrian place. And don’t start me on the terrible informal extra road they’ve allowed opposite the top of Franklin.
The Richmond/Picton intersection; we believe all modes would benefit from this returning to a Barnes Dance pattern. Certainly it would be safer and better for pedestrians.
Above: The Richmond/Picton intersection; we believe all modes would benefit from this returning to a Barnes Dance pattern. Certainly it would be safer and better for pedestrians.
And a great city walk is a powerful thing, commercially, socially: as an attractor for local business, it is the ‘public playroom’ for residents and visitors alike. I’m not advocating for more land here, just for the quality of what’s already available to be better connected, defined, and available for people doing that most valuable thing: walking.
The prime opportunity is for this public realm to be stitched together across the various interuptions. Firstly for each of the minor cross streets to have their priority reversed and become extensions of the Ponsonby Rd footpath by raising the surface up to footpath level in a continuous line. This would clearly communicate to drivers the need to proceed with great care when turning, and to yield, as some already do, to the more vulnerable pedestrian. Some of the wider cross streets like Vermont are already narrowed and planted with good trees, but continuous blacktop invites fast and careless driving by some impatient or inobservant drivers. This can be fixed, as can the crossings at the major intersections.
So a group of us have got together to outline a number of improvements we would like AT and AC properly investigate along this well trod path.
1. Raised pedestrian tables on the minor side streets inline with the footpath.
2. Reinstating the Barnes Dance at the Richmond/Picton intersection with Ponsonby Rd
3. Ped crossings at the existing refuges at the mid blocks.
4. Enforce the existing 40kph speed limit.
5. Ban U turns.
6. Implement the Ponsonby Rd plan
There’s a petition here: http://www.actionstation.org.nz/ponsonby-for-people
And I would like to add; complete the return of the London Plane trees along the length of the street so we will get fully a joined up architecture of these great street trees along the route.
Add your thoughts on these or other possible improvements and feel free to nominate other streets that you think would benefit from this sort of upgrade. And note this post is deliberately focussed on the pedestrian realm as the cycling, traffic lane, and PT issues are covered in the masterplan, but also so the pedestrian realm can be discussed in its own right.
Two stories have recently caught my attention for the appalling treatment of people using roads who are not in cars.
The first was a few days ago from the local paper that covers the Hibiscus Coast and details the issues with a relatively new intersection that people keep running red lights at. It’s so bad parents are making kids waive silly flags as they cross the road.
It is only a matter of time before a child is killed at a dangerous Auckland intersection where up to 14 drivers a morning run red lights, concerned parents say.
There are four schools and a preschool near the four-way intersection at Millwater Parkway and Bankside Road, and near misses are a daily occurrence, the mums and dads say.
Silverdale School parents are so worried they have been doing surveys of the intersection, counting up to 14 red light runners a morning.
The group mans the site each school day for 30 minutes wearing high-visibility vests and handing out orange flags to children crossing the road in an effort to keep them safe.
The situation came to a head in the week before the school holidays when two cars crashed in the middle of the intersection, coordinator Penny Howard says.
“It was at 8.20 am when one car obviously ran a red and hit an oncoming car. Shrapnel was sent flying across the road. Thankfully a pedestrian wasn’t hit by it.”
Yes there are bad drivers out there but 14 red light runners a morning it suggests that perhaps there’s also a design issue with the intersection and surrounding area. I suspect one of the issues is the large empty fields on two of the corners plus having the school effectively set back behind a row of trees and a large berm are contributing to giving drivers visual cues that this is an area they can travel faster. I’d be interested to know from readers what options they think would help make the area safer and more kid friendly.
On a related note, why the hell are we still allowing roads like this to be built without dedicated cycling facilities. It wouldn’t have taken much to add them when the road was being constructed but now it’s likely to be an expensive and difficult retrofit job.
The second example is from Hamilton where the NZTA yesterday announced plans to spend $2 million upgrading the intersection of SH1 and SH26. Despite the state highway designations the area is thoroughly in a residential area with houses, shops and a school all nearby.
The Hillcrest roundabout will be replaced with a new, larger roundabout which will have three entry lanes for city bound State Highway 1 traffic and a slip lane for vehicles heading onto State Highway 26 (Morrinsville Road).
The Transport Agency’s Waikato Highways Manager, Kaye Clark says the new roundabout will improve safety and help to ease congestion at the intersection.
“The Hillcrest roundabout is the city’s busiest with 37,000 vehicles using it every day,” she says.
“At peak times it is a major pinch point which we know causes a lot of frustration for people travelling through.
“The new, larger roundabout will make a difference to traffic flow.”
Mrs Clark says the Transport Agency investigated all possible improvements for the intersection, including traffic lights.
“We looked at installing traffic lights with a pedestrian crossing however our modelling showed this would have added to the congestion issues and caused more delays,” she says.
“More lanes would have been required to get traffic through as well as the larger roundabout will and having a signalised pedestrian crossing on a section of SH1 with such a heavy traffic flow would have caused significantly more congestion.
“We are confident that expanding the roundabout is the most balanced and effective solution possible here.”
As part of the project the Transport Agency plans to improve safety for pedestrians and cyclists by building new paths and a new pedestrian crossing on SH26, so people can cross the road safely.
“With high traffic areas like this pedestrians and cyclists are safer on separated facilities,” Ms Clark says.
“We plan to build new paths on both sides of the entrance to the shopping centre and a new pedestrian crossing on SH26 (Morrinsville Road). The pedestrian crossing will have a raised refuge, so pedestrian can safely cross one lane and wait in the middle of the road before crossing the next lane.
“An existing underpass that takes pedestrians under SH1 will remain in place and a cycle lane will be formed from SH1 into SH26 giving both pedestrians and cyclists safe options to get around.”
Despite what they say it’s pretty clear the only thing the NZTA engineers cared about was the movement of cars and the intersection gives a giant middle finger to anyone not in a car. On the SH26 branch pedestrians have to either cross multiple lanes of traffic to reach the ‘refuge’. That’s may be fine for many people but what about those who can’t run such as the elderly or those with disabilities and would the designers let their children cross there? On the southern side of the SH1 branch the option is a likely dingy underpass that most people will probably ignore – like they clearly do now giving the number of desire lines through the planted median that are visible.
I wonder how many parents let their children walk let alone cycle to that school.
Below is an example of one of the existing desire lines through the planted median and angled to just avoid the pedestrian barrier. I expect pedestrians will continue to prefer this more risky crossing than the pedestrian underpass a few meters away.
To make matters traffic volumes through this intersection will likely drop in the near future as early next year the NZTA expect work to start on the Hamilton section of the Waikato Expressway which will see SH1 diverted to the east of Hamilton and away from this intersection. That is expected to be completed in 2019 and is shown below (and even by 2041 is expected to have remarkably low traffic volumes.
What they’re proposing is obscene in an urban environment and will almost certainly have to be redone again in a few years time into a form that isn’t so hostile to people.
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
The truly great Lyttelton Market:
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.
One of the great things about Auckland Anniversary weekend a month ago was the closing down of Queen St outside Britomart and parts of Quay St. I personally found it great and loved so seeing so many people in the city centre enjoying themselves. The council have put together this video discussing the opening of the street for people and the reaction to it.