The Architectural Centre’s Auction for the Anti- Basin Flyover Fund takes place tonight at 7:30pm St Joseph’s Church, 42 Ellice St, Mt Victoria, Wellington.
The auction is happening because NZTA are still trying to force this pointless and expensively hideous structure on little Wellington despite losing the case for it at the Board of Inquriry. More millions of our tax dollars on QCs…
Here is the catalogue of donated works.
There is a great range and something for all tastes, I have donated a print of my 1988 portrait of Ralph Hotere [selenium toned silver gelatine print], because I know which side he would be on:
Here’s a short description of my experience of meeting Ralph for the first time on the visit that I made the portrait:
In winter 1988 I had the opportunity to visit Ralph Hotere at Careys Bay near Port Chalmers for a few days and make this portrait of him. It was an extremely rich experience, he had a way of offering things in a simultaneously casual and formal way; looking back I can see now how lucky I was, although at the time I was principally concerned about whether I was ever going to get a chance to take the portrait.
I got to hang out at his house; major works by his own hand and others, including McCahon, stacked deep against the walls, and down at the pub, which back then was a seriously quotidian operation, focussed on serving the fishermen from the boats that tied up across the road. Ralph cleaned up all-comers on the pool table. The pub seemed to never close. Both buildings were freezing.
We drove around in one of his lovingly maintained old Jaguars, up to the cemetery on he hill where he said there was a headstone McCahon had painted I should see, and, where he suddenly turned to me and asked, almost accusingly; ‘got your camera?’ He clearly had decided this was where he wanted to be photographed, he then arranged himself apparently casually but in fact quite deliberately. He gave me the shot.
He also took me to a studio he kept in the stables of a Victorian estate up on Observation Point, overlooking the port. He spoke of the great sculptural qualities of the straddle cranes working below. He was at that time fighting to save the headland from the port company’s land eating expansion plans.
Thinking of an appropriate image to donate to this auction I immediately thought of Ralph: he often found himself at odds with the plans of powerful public institutions. And not because of a resistance to change or progress, but because so often those plans resulted in brutally clumsy outcomes developed through poor processes. In particular those that discount long lasting negative effects on people and place. So it is with this proposal.
From the Architectural Centre in Wellington:
The NZTA flyover and recent appeal
The NZTA have proposed building a flyover adjacent to New Zealand’s historic Basin Reserve. There are several complex aspects to the issue, but the basic chronology is:
- The Minister for the Environment established a Board of Inquiry in mid-2013 to decide if a flyover should be built by the New Zealand Transport Agency (NZTA) adjacent to the Basin Reserve cricket ground. The flyover is part of the government’s planned country-wide Roads of National Significance.
- The Board decided that the flyover should not be built. This was the result of a 72 day long hearing. The Final Decision is at: http://www.epa.govt.nz/Resource-management/Basin_Bridge/Final_Report_and_Decision/Pages/default.aspx(and there is a brief summary of issues attached). There were a number of non-profit community groups who opposed the flyover, and we worked together collaboratively to ensure alternative views were presented at the hearing.
- NZTA have appealed to the High Court asking for the decision to be overturned. The agency has also questioned a number of matters of law including issues to do with the evalution of urban design, heritage, and alternative options to the flyover.
Wellington is not a city of flyovers, and this proposal would place a flyover within a sensitive heritage site in our city, which includes an area of small nineteenth and early twentieth-century houses which would be dwarfed by the size of the 320m long concrete flyover, and become the dominant view for people living in Ellice St. The flyover would also block the view down the Kent/Cambridge Terrace boulevard, as well as obscuring views of the historic Basin Reserve cricket ground. We believe that a concrete structure of this large size, in this position, is not appropriate for this part of the city, which includes Government House, and the National War Memorial Park.
In addition to opposing the flyover, we believe that it is important that the alternative view to that of the NZTA is properly represented at the appeal hearing.
This means that we are off to the High Court.
It is no secret that the parties opposing the flyover have limited financial resources, and that the lack of an opposing voice in these proceedings will mean that not all of the relevant arguments will be put before the High Court. We consider it to be important for this to be a properly democratic process, which means that views from both sides of the argument need to be heard. It is for all of these reasons that the Architectural Centre will be a party to the appeal, and for these reasons we are asking for your support.
If you are supportive and would like to help there are a number of things that you can do.
- Spread the word. Circulate this email to anyone who you think would be keen to help.
- We’re holding a charity auction at 5.30-7.30pm Wed 3 December at Regional Wines and Spirits (15 Ellice St, by the Basin Reserve, Wellington)and are asking architects/artists/authors/designers/film-makers/poets etc. to donate drawings/paintings/designs/sculpture/poems/manuscripts/autographed books/film/anything – so if you can donate something that would be fabulous, and if you can encourage others to donate something that would be grand too. An auction poster is attached.
If you can donate something to be auctioned, please email us at firstname.lastname@example.org and/or post it to the Architectural Centre, P.O. Box 24-178, Manners St, Wellington, or deliver it to Cranko Architects, 81 Harbour View Rd (M-F 8am-6pm), and include your name, email etc. Additional information is at: http://architecture.org.nz/2014/11/01/architects-draw-charity-auction/
- Join the Architectural Centre. Information is at: http://architecture.org.nz/memberships/. More information about us is at: http://architecture.org.nz/
- Donate any amount you can. Our bank account details for internet banking are included on the membership form at: http://architecture.org.nz/memberships/
- Come to the charity auction… it would be lovely to see you there.
We really appreciate that there are many, many worthy causes that are likely to be taking up your time, energy and money, so we completely understand if you are too stretched to support this one with your time and/or money too. But if this is the case, your moral support and circulating this email to others, will be hugely appreciated by us.
nga mihi nui
Christine McCarthy, Victoria Willocks and Duncan Harding
on behalf of the Architectural Centre
The Architectural Centre is the most venerable advocacy group for better urban form in New Zealand. Formed in Wellington in 1946 by idealistic young architects and planners [including my parents] with aims of improving our built environment. The Manifesto includes clauses such as “Architecture must facilitate better living” and “Good architecture is elegant environmentalism.” A very good history of the Centre, Vertical Living, has just been published by AUP. Here is the full manifesto:
The Labour party released its transport policy yesterday and it’s one that has some really good aspects to it but that also leaves a lot of questions. Here are what they say are the key points.
- Build a 21st century transport system that provides choice and is cost effective
- Rebalance the transport budget away from the current government’s exclusive focus on motorway projects towards a more rational investment in the most efficient and sustainable combination of transport modes. For freight this means investing in roads, rail, our ports, and coastal shipping. In our cities it means a greater emphasis on public transport, and walking and cycling
- Invest in the Congestion Free Network for Auckland
- Reduce congestion in Auckland by building the City Rail Link immediately, funding it 50:50 with Auckland Council
- Eliminate an unnecessary hassle by removing the annual registration charge for light trailers and caravans
- Reduce congestion and make the roads safer by requiring trucks to not drive in the fast lane on three and four lane motorways
- Reduce costs for motorhome and campervan owners by reversing changes made by the current government that have doubled their Road User Charges
The last three points were announced back in April and frankly they seem like tinkering around the edges to keep a few people happy. Today’s announcements were obviously more substantive.
For Auckland they say Labour will:
- Build the City Rail Link immediately, funding it 50:50 with Auckland Council. We won’t wait until 2020 and hold back Auckland’s growth and prosperity for another five years.
- Negotiate with Auckland Council a 30 year transport plan for Auckland, including funding, with our starting point being the Congestion Free Network. As well as the City Rail Link, this includes giving priority status to rapid transit busways in the North West and South East, electrification of the rail to Pukekohe, rail to the airport, and ensuring the next harbour crossing includes rail to the North Shore.
- Integrate transport infrastructure with residential and urban development
For me it’s fantastic to see that Labour are backing the Congestion Free Network. We put a lot of time and effort into creating it and so it’s great that we now have two parties that have adopted it as part of their official strategy. Of course we’d love it if National also adopted the CFN but we’re I’m not holding my breath on that one.
What’s not clear as part of this policy is just how much Labour would contribute towards the CFN. The Greens have said they would fund everything bar the CRL at 50% with the council needing to pick up the tab for the rest (CRL is at 60%). Labour on the other hand has said they would fund the CRL at 50% but not how much they would provide for the other projects that make up the CFN. As I mentioned with the Greens policy, why pick such an arbitrary amount of funding as 50%. The rapid transit investments are really more akin to state highways which enjoy 100% funding from the government and so I think there’s at least an argument to be had over what’s the right level of funding.
I also like that they have singled out the need to integrate transport infrastructure to with land use planning, something the government doesn’t seem to worry about when making their decisions.
The CFN isn’t the only plan adopted by Labour with them also agreeing to Operation Lifesaver as part of their official policy. It’s included of the State Highways section under which they say they’ll review all of the other RoNS projects too.
- Prioritise highway investments that stack up economically and environmentally.
- Review RoNS projects that are under construction, and look to modify negative impacts. Where construction is not underway, we will consider affordable, safe and environmentally friendly alternatives.
- Require heavy trucks to not use the fast lane in multi-lane roads.
However it’s here where I have the first major concerns. They single out each of the remaining RoNS and what they would to do and that includes leaving some of the worst performing ones on the books, projects like Transmission gully which I can only assume is for political reasons.
When it comes to walking and cycling they say they will improve it by significantly increasing the budget. They don’t specify just how much they would spend other than to say that it’s higher than the $100 million National have proposed. They also say they’ll say they’ll require all future roading projects make provisions for a cycling.
Scattered throughout the policy document are a number of other interesting and potentially important changes. These include:
- Giving local communities more of a say on how the money is spent in their areas.
- Re-opening the Napier to Gisborne rail line.
- Looking into building a rail line to Marsden Point to allow imports/exports to use rail to get their goods to the wharf.
Overall the policies seems fairly solid however in my opinion there are some significant issues to be addressed. The biggest of these is that there are elements of Labour having just added to what’s already happening in a bid to keep everyone happy rather than making some tough calls and cutting the projects that have poor business cases. The outcome of this likely to be an over-commitment of our transport funds unless or they will need to scale back what they promise. That is made harder to see as the costings for what is proposed is completely missing from the policy document.
One last point, to both the Greens and Labour. One of the key drivers behind the CFN was to create a vision that people could quickly and easily understand and that’s why we went with the network map. It’s a core part of the CFN message so how about putting the map/s on your websites or in your policy documents themselves. Also I would expect a lot of people don’t know what the CFN actually is, how about a link to www.congestionfree.co.nz
In stunning news yesterday the Board of Inquiry hearing the case for the Basin Bridge bowled out the NZTA by declined consent for the project. This is what it would have looked like had it been approved:
All up the bridge would have been 265m long and carved a slice out of Wellington’s urban fabric at a time when other cities around the world are starting to pull these kinds of structures down – and finding it doesn’t cause traffic chaos.
The independent Board of Inquiry delegated to hear and decide the Basin Bridge Proposal of National Significance has released its draft report and decision.
The Board by majority decision (3 to 1), has cancelled the New Zealand Transport Agency’s Notice of Requirement and declined its resource consent applications for the construction, operation and maintenance of State Highway 1 in Wellington City between Paterson Street and Buckle Street/Taranaki Street.
The draft report and decision is available on the EPA website here: http://www.epa.govt.nz/Resource-management/Basin_Bridge/Pages/Basin_Bridge.aspx
A total of 215 submissions were received, and evidence was heard from 69 witnesses and representations by a further 74 submitters.
The applicant and other parties now have 20 days to make comments on minor or technical aspects of the report.
The Board will provide its final decision to the EPA by 30 August 2014.
This is quite a setback for both the NZTA and the government as the project is a key part of the Roads of National Significance (RoNS) programme and the Board of Inquiry (BoI) process was specifically set up to try and streamline the consent process for large projects. One of the key changes the government made in creating the BoI process was that appeals against can be made to the High Court on points of law only, and any decision cannot be overturned by the Minister. The outcome of this is that it’s meant agencies have had to do much more work upfront as there’s no second chance if they get it wrong. This led to the process taking longer to ensure all I’s were dotted and all T’s crossed and that extra length of time along with the risk of getting it wrong is one of the reasons Auckland Transport went with the traditional consenting method for the CRL.
But the NZTA clearly got this one wrong and have paid the price by not getting consent. This has effectively sent them back to square one and a flyover option is now off the table.
The report on the BoI’s findings runs to almost 600 pages so naturally I haven’t had time to go through it all yet however I here are some points I picked up on about their decision which starts from page 444 (page 453 of the PDF).
- That while the project would improve the cities transport system that it would do so at the expense of heritage, landscape, visual amenity, open space and overall amenity.
- They are uncertain how the plan would have actually accommodated for Bus Rapid Transit as proposed in the Spine Study.
- That the quantum of transport benefits were substantially less than what the NZTA originally said in lodging the NoR as they included transport benefits from other projects.
- That while North/South buses would be sped up, that the modelling doesn’t show any impact effect of this on modal change.
- That while there are some improvements for cyclists it’s mostly in the form of shared paths which will introduce potential conflicts between pedestrians and cyclists.
- That the dominance of the bridge would cause severe adverse affects on the local area and the mitigation measures proposed would do little to reduce that. They also found the new building proposed for the Basin Reserve would exacerbate this.
Perhaps some of the most damming criticism is in relation to the consideration of alternatives. The board say that despite there having been 73 different options considered since 2001 that the methodology wasn’t transparent and replicable. They say that weightings were applied to some criteria at different stages of the process but that it wasn’t clear how criteria were weighted and the reason for any weighting. They say that in their view it was incumbent on the NZTA to ensure it adequately considered alternative options, particularly those with potentially reduced adverse effects. This simply was not done. Of course you may remember that the issue around alternatives was one of the critical issues highlighted in the independent review the BoI arranged.
I think the issue of the inadequacy of the assessment of alternatives is particularly important as that has been a key criticism of the Puhoi to Warkworth route, a decision on which is due back shortly.
Interestingly not all of the commissioners on the panel believed that the consent should be declined. Commissioner David McMahon voted to the project saying that in his mind the benefits outweighed the impacts of the project will have. His reasoning for doing so are also in the report.
The big question now is what next. The NZTA has to go back to the drawing board to find or progress some alternative options but how will the government react. As of the time of writing this post I still hadn’t seen any response from the government despite this putting a huge dent in the RoNS programme.
Overall this is a fantastic result for Wellington and congratulations to all those like Save the Basin who put huge amounts effort in to fighting this project.
Today the price of fuel goes up once again due to an increase in fuel taxes to pay for the governments Roads of National Significance programme. It’s part of an annual hike of 3 cents per litre per year over a three year period that was announced in December 2012. Here’s the story from 2012 as a reminder:
The Government will increase petrol tax by three cents a litre each July 1 for the next three years.
Transport Minister Gerry Brownlee said road user charges would also be increased by an equivalent amount.
He said the increases were required to deliver the “Roads of National Significance” programme and other roading projects to the timeline set out in the Government’s land transport funding policy.
“Excise increases in recent years have helped maintain the real value of the Land Transport Fund. These latest increases will also achieve that, and allow for continuing investment in the Government’s state highway building programme and other transport projects,” Brownlee said.
The increase sees prices once again nudge closer to their all-time record high of 226.9 cents which was set in July last year.
The change in both the fuel taxes and importer margin appear to have been having quite a bit of impact over the last six or so years. The importer margin has almost doubled over that time to around 30 cents per litre while the amount paid on fuel taxes has increased by over 10 cents per litre.
Yet this increase isn’t enough to pay for all of the governments roading binge. The Auckland package of motorway projects is being funded in part by a $375 million interest free loan while the $212 million rural roads package announced on the weekend is being paid for by asset sales.
By contrast next week prices are going down for public transport in Auckland if you use HOP. Perhaps something AT should highlight strongly.
This is a guest post from Michael Dickens
The concept of Wellington’s Transmission Gully Road and a Petone to Grenada Link Road has been around for decades.
Suddenly though we’re blindsided by major new motorway options ‘tacked on’ with haste to the proposed Petone to Grenada Link Road (P2G) in February this year.
These new options (one includes the destruction of a whole rural valley – option D) have appeared with no public planning, and were a surprise to the Wellington City Council which questions why they’re needed?!
Option D will be an unnecessary 4 lane motorway through the beautiful rural Takapu valley (option D), a unique gem within Wellington City District, as a preferred option over widening 3km of existing SH1 (option C) between Grenada North and the start of Transmission Gully. ‘It is easier than having to consider traffic management’ NZTA tell us.
Incredible in this day and age is the concept that weighs equally the short term gain for traffic management against the loss of a rural asset, productive farmland, environment, and a community forever. These were called ‘esoteric costs’ by NZTA engineers at the public open day, and don’t count they say.
What’s more we were only given a few weeks to gather information from a standing start to formulate objections for something that would change and ruin livelihoods and landscapes forever. A process you wouldn’t expect in an OECD democratic country. It’s the further relentless imposition of the roading network.
NZTA’s justification is extra capacity is needed – which isn’t right. They say that when Transmission Gully Road is connected at Kenepuru/Linden and Petone to Grenada (P2G) is connected to Grenada – the mere 3km section between these two points on SH1 can’t cope with the extra traffic so option C or D are suddenly needed.
But traffic will drop! The traffic on SH1 Linden is the same traffic, going to the same places – whether or not it’s coming from SH1 or Transmission Gully. In fact it’ll be less after Transmission Gully Road is connected – here’s why.
Transmission Gully Road intersects SH58 at Judgeford, making it only 7km from SH2 and Upper and Lower Hutts. This is significant because moving the main Northern Wellington motorway corridor east, now means the dynamics have changed. Petone is now 19km from Judgeford whether you go via Haywards or via the new link – but there are big differences…
However the fact that SH58 has an easier climb, 5.8% and 122m from SH2 versus 9% and 290m on Petone to Grenada, (SH2 is flat) means SH58 will be the road of choice for traffic coming or going north from the Hutt, including Petone & Seaview .
The extra traffic siphoned off onto SH58, means the loss of Petone bound traffic on the Linden section of SH1. This will also have the added benefit of easing the morning queues for traffic turning left at the bottom of the Gorge.
Traffic volumes have plateaued for the last 10 years in the Wellington Region, and between 2006 and 2013 censuses the volume of those commuting by car into Wellington has dropped by 3.5% (75% more by bike).
The NZTA are using a flawed model that has traffic volumes going up with population and GDP growth – whereas it has actually plateaued, and has petrol prices remaining static for the next 30 years – something we all know is nonsense.
Further, the Parliamentary Commissioner for the Environment (PCE) stopped the original Transmission Gully Road going through Takapu Valley because the impacts were too high. It could be said that NZTA are back trying to build it now by stealth and haste.
NZTA should go back to the drawing board and build option B that was planned for decades – simply connecting P2G to SH1 south of Tawa. It would save between $50-150million and wouldn’t devastate communities and the environment. Options C and D are nothing more than a last minute land grab tacked onto P2G by NZTA prior to the election, with no justification.
We would urge the NZTA to think again and:
- Connect Transmission Gully to Kenepuru/Linden as originally planned
- If Petone to Grenada goes ahead – connect it by option ‘A’ or ‘B’ at Grenada as always planned.
- Scrap the unjustified scheme options ‘C’ and ‘D’ and with the money saved:
- Do the upgrade on SH58, Judgeford to Haywards with a split level intersection onto SH2. Both to take the extra traffic and improve its safety. It was given consents for this purpose 10 years ago
- Remove traffic lights on SH2 with proper interchanges
- Stop working in silos and start looking holistically at Transmission Gully, SH58, Petone to Grenada and their synergies.
Submissions close on the 17th. April on the Petone to Grenada Road, and it’s tacked on options
In Part 2 of my 2013 year in review I’m going to look at transport other than PT so that includes walking/cycling and roads.
2013 has been a bit of a mix when it comes to active modes. There have been some good things happen however in my opinion simply not enough has been done and from what I’ve heard (but haven’t confirmed) Auckland Transport spent well less than they had in the budget for cycling which is extremely disappointing.
Most recently we’ve seen that the council has agreed to allow the Skypath to move to the next stage where the council officers will come up with an agreement on the project with the financial backers before going to a vote some time in 2014. If that part is approved the project will still need to go through a formal resource consent process. The project isn’t without it’s challenges however with some members of the local communities on either side of the bridge determined to fight the project at every stage.
We’ve seen work begin on the Grafton Gully cycleway and Westhaven promenade and cycleway. Along Beach Rd Auckland Transport have finally proposed a proper separated urban cycleway which will probably the first one in Auckland. My understanding is the consultation saw the project get a lot of support so it is likely to go ahead which is great. There have also been some great new pedestrian (and cycling) bridges opened this year including the stunning Pt Resolution Bridge and the Westgate Pedestrian and Cycle bridge which includes quite a fun set of sweeping curves (which were to solve a grade problem).
In the CBD we’ve seen the shared space at the eastern end of Fort St completed while one on Federal St between Wellesley and Victoria St is now under construction. We also had it confirmed that O’Connell St would become a shared space which was a good result after what was initially proposed in 2012. I believe construction on the O’Connell St shared space will begin in early 2014.
Despite the slow progress of walking and cycling infrastructure we have continued to see cycling numbers increase in the city – it’s becoming much more noticeable all over the place. AT have a series of automatic cyclist counters around the city which show this increase.
Roads of National Significance
Waterview took some big steps forward this year and the project is really in full swing. The massive TBM arrived in July and starting its tunnel boring in November following quite a good public open day on the project in October. I’m not sure how fare in it is now but about 1.5 weeks ago it was about 70m in with the entire machine almost completely underground. The video below from the TBM’s facebook page from just before Christmas showing some of the progress
Also part of the Western Ring Route is the works along SH16 and anyone who has travelled on the motorway in recent months will have seen just how much work is going on. The motorway is almost a constant work-site from east of Carrington Rd through to west of Lincoln Rd. The one patch that isn’t – Te Atatu interchange – will likely start construction in 2014 while we will probably see work beginning on the St Lukes Rd interchange soon too.
Puhoi to Wellsford
Over 2013 we’ve seen the work on the Puhoi to Warkworth section advance culminating in the project being lodged with the Environmental Protection Agency late this year as the NZTA tries to obtain the designation. One of the funniest things I found about this is that despite all of the talk that the project was needed as a lifeline to Northland – all of the supporting documents effectively confirmed that the major traffic issues only really occurred at Holiday times (when many businesses are shut down anyway). We also found out this year the project will almost certainly be built by way of a PPP. There are different forms of PPP and not all are necessarily bad however the way this road (and others like it) will be built will see us paying huge ongoing sums to the private funders with little to no risk for them as they will be paid providing the road is open.
By contrast to the Puhoi to Warkworth section, there has been a deafening silence on Warkworth to Wellsford section. The last we heard the engineers were still unable to find a viable route for an expressway standard road. At this stage I would be quite surprised if it ever happened as originally envisioned and an operation lifesaver type solution is probably more likely – perhaps extending that kind of upgrade further north to Whangarei.
We’ve seen work continue on the other RoNS projects. In Wellington Transmission Gully is being pushed ahead despite performing poorly in economic assessments. It will be the first project to use the PPP model that will also be used on Puhoi to Warkworth and it is expected the NZTA will announce the outcome of the process in early 2014. Recently we’ve also seen more about the NZTA’s attempt to get approval to build a flyover around the Basin Reserve. An independent review highlighted a number of issues with how the preferred solution was chosen.
Much more quietly work has continued on the RoNS projects in Tauranga, the Waitako and Christchurch.
Government motorway package
In June alongside the announcement that they will support the CRL, the government also announced an entire package of other road projects for Auckland, some that saw motorway projects previously planned for 20-30 years-time brought forward. Like with all big road transport projects these days there are actually some useful projects in the mix but they invariably get lumped in with some real dogs
The first of the projects to come out of this fast tracked list of projects was officially kicked off a few weeks ago and will see an extra land added northbound between Upper Harbour Highway and Greville Rd. It is one of those projects that is actually worthwhile but some of the other parts proposed in the area including full motorway to motorway ramps fall into the overkill category.
We are likely to hear a lot more about the progress of these various projects in the coming year.
One of the projects on the fast tracked list that has had a lot of attention, especially in the last few months has been the East-West Link. This has been another excellent example of there definitely being an issue that needs to be addressed but with some of the solutions being equivalent to trying to smash a nut with a sledgehammer (or something even larger). Auckland Transport came up with four different options with the worst by far being Option 4 which would have seen a motorway rammed through the suburbs of Mangere at a cost of many hundreds of homes. AT were planning on going to public consultation on the idea in the middle of 2014 – after the time when it was planned they would go to the government for funding for the project.
Thankfully due to public pressure Auckland Transport backed down and has now agreed to talk to and work with the local communities that are affected, not just the business communities like they had been doing. I would expect the East-West Link to be fairly prominent over the coming year.
Funding – Consensus building group
Of course paying for the massive wish-list of transport projects is going to be a difficult thing – unless we change the wish-list. To try and work out how we might do a Consensus Building Group was set up by the Mayor. The idea was to get representatives from different parts of society – including various business and advocacy groups – to sit down and work through the various funding options. The ended up on the conclusion that the below two options were the best ones but that option two would probably be better at managing travel demand. It was also the option overwhelmingly supported in the public consultation.
In my opinion the process was fairly flawed as the CBG members were required to work off the assumption that the list of projects was not able to be changed to get the best outcomes, even if some of the options may have made some projects unnecessary e.g. if road pricing reduced travel demand then some of the roading projects might not be needed therefore reducing the overall amount we need to raise.
Like with the PT projects, we’ve also seen a range of smaller things going on:
- Work on Tiverton-Wolverton has continued and should hopefully be finished fairly soon (it’s looking fairly advanced already).
- AMETI has been quietly progressed, the primary focus has been on the new road alongside the rail line however next year I expect we will start to see work in other areas – for example I hear the Reeves Rd flyover will be fast-tracked
- Late this year we saw plans from AT for a massive upgrade and widening of Lincoln Rd. It’s a project I’m mixed about it, the road is a nightmare and needs improvement however some aspects are insane like intersections over 9 lanes in width.
- Penlink has once again risen on the agenda after being silent for almost three years. AT is apparently trying to hook the project into the same PPP as will be used for Puhoi to Warkworth.
- I don’t know if it’s just my perception but though-out 2013 there seemed to be a lot more crashes on motorways that ended up causing massive system wide meltdowns.
- A potentially $600m+ bridge between Weymouth and Karaka popped up during unitary plan discussions but was thankfully rubbed out with greenfield development being focussed around the rail line negating the need for it
Anything I miss?
Last week we saw some images of what the proposed flyover around the basin reserve might look like. They came about as the proposal is currently going through the fast tracked Board of Inquiry (BOI) process and the board required the NZTA to provide them. Also released along with the images is a peer review of the traffic and transportation related aspects of the NZTA’s application. The outcome of the review is extremely interesting and raises a number of questions not just about this particular project but many others too. The most concerning part of the review relates to how the preferred option was chosen however there were other important issues raised.
The information provided for the BOI process shows that the NZTA had examined quite a decent number of alternatives from different consultants in the past. Opus who were doing the alternatives review for the NZTA narrowed the alternatives down to 5 main options (each with some sub options). These were described as options A to E of which A and B involved the use of an elevated structure – like currently planned while options C and D were at grade options. Option E retained State Highway 1 at grade and raised the local roads over it but was not thought to be feasible.
Opus then put the various options through a qualitative evaluation and selected Option A as the best one. The peer reviewers say they have attempted to replicate the results and they say that their analysis shows that actually option D performed best. What’s more is that the numbers from Opus suggest that Option D is $25m to $60m cheaper and has a better Benefit Cost Ratio too. So why did option A come out on top? the reviewers have noted the comment “…the differences between the at-grade and grade-separated options in terms of economic benefits and BCR is relatively small for an urban project of this nature…“. In other words it doesn’t really matter about the cost and while Option D had a better BCR and was cheaper yet it it was dismissed as the predicted traffic time savings from Option A were much better. They say this doesn’t mean that Option A shouldn’t have been chosen but it becomes important when considering the next part.
After the government started talked about putting Buckle St into a tunnel in front of the War Memorial the NZTA looked at a range of tunnel options for the project. These were named Option F to M with Option F being the preferred one out of that group. It was then compared against Option A but crucially it used different assessment criteria to what was used in the earlier stages. In the assessment criteria the tunnel performed much better than Option A but was dismissed due to the estimated cost of the project. They note (and the emphasis is theirs:
2.17 – In the opinion of the reviewers, Option F provides better overall outcomes to Option A in respect of the criteria it has been assessed against. However, it appears that Option F has not been selected on the basis of it being too expensive to construct.
2.18 – While the reviewers acknowledge that cost is a very important consideration in the evaluation of any project, the weighting assigned to this factor does not appear to be consistent with the approach used to identify Options A and B as being preferred to Options C and D in the evaluation of the initial options. In that instance, the assessment concluded that a difference in BCR of circa 0.5 was insignificant for a project of this scale. Whilst the reviewers do not share this view, the difference in BCR between Option A and Option F is likely to be of this magnitude given the additional costs of Option F and the similar level of benefits generated by each option.
2.19 – The apparent inconsistency and lack of transparency in the underlying process by which options have been compared at different stages of the project is a significant concern of the reviewers.
So cost wasn’t a factor when deciding to go for a bridge vs an at grade option but was a factor when choosing between a bridge and a tunnel.
The reviews go further saying that they aren’t able to double check the actual tunnel costs as the breakdown of them wasn’t included in the report like the other options were. That’s not to say the costs mentioned are wrong but that they haven’t been able to be reviewed.
There was also quite a bit of concern around the pedestrian and cycling facilities being provided. They say:
Whilst the project upgrades existing facilities and provides new facilities to the north, east and to a certain extent to the south, there is almost no provision to the west of the reserve in terms of cycle or shared paths or crossing facilities for pedestrians / cyclists. Cyclists travelling northbound on Adelaide Road who then wish to head west would be required to travel through the Basin Reserve coming out onto the shared area and use the crossing on Cambridge Terrace before continuing westbound through the War Memorial Park. This is a circuitous route compared to following Rugby Street and Sussex Street and is unlikely to appeal to all cyclists. The reviewers observe that the provision for cyclists on the western side of the Basin Reserve is not ideal.
Section 7.1.3 of TR4 also assumes that pedestrian and cyclist demand “is forecast to grow at 2% per annum”. However this does not match with Mr Dunlop’s evidence which provides information obtained from the WCC Transport Monitoring Surveys (2009 – 2013) that show a 62% increase over a five year period for cyclists at the John Street intersection (which may in part be due to the Countdown supermarket opening in the interim) and 123% increase over a five year period for pedestrians at the crossing of Buckle Street west of the Basin Reserve.
It is unclear if there is a particular reason for these significant increases. For example, if the increase in cycling demand at the John Street intersection is due in part to the opening of the Countdown supermarket then this may suggest a similar increase could occur on Rugby Street where the consented New World supermarket is to be built. If the future pedestrian and cyclist demand follows the trend shown in the WCC Transport Monitoring Surveys rather than the predicted 2% then potentially the pedestrian and cyclist facilities could be insufficient or under-designed
The evidence of Mr Dunlop also states that pedestrian and cyclist movements could “…double following the duplication of the Mt Victoria tunnel and associated improvements to the existing poor cycle and pedestrian facilities linking the south east”. This, in combination with the recent large observed increases in pedestrian activity in the general vicinity of the project, raise some questions over the suitability of the design of the proposed shared path facility. The reviewers consider the suitability of the 3m wide shared facility should be reviewed in light of the potential significant increases in walking and cycling activity that may eventuate over that currently experienced. Of particular interest to the reviewers is the large speed differential that may exist on the ramp between cyclists travelling downhill and other users, and the lack of escape route for users travelling too fast to avoid a collision.
If the growth in cycling continues like it has then getting the cycling facilities right will be crucial.
All up the reviewers have listed 49 key issues they found with the report, some serious where they are saying the NZTA needs to provide a lot more information though to some which are just a comment but no action is required for. I wonder if we will be able to get the BOI for Puhoi to Warkworth to require a similar independent peer review?
The prime minister has announced that work on Transmission Gully will start next year, just before the elections.
Construction on Wellington’s controversial Transmission Gully road link will begin in the second half of next year – and open to traffic in 2020.
Prime Minister John Key confirmed the move at a keynote speech to Wellington’s Chamber of Commerce this afternoon.
It follows contentious comments he made earlier this year, claiming the city is “dying”.
Key confirmed work on the $2.5 billion “northern corridor” – from Levin to the city’s airport – will begin next year.
The preferred bidder would be announced early next year, probably February, Key said.
He emphasised the Capital’s importance as a transport hub.
“The recent earthquakes have boosted the already-strong case to upgrade routes into and out of the region so it can better cope with such events,” he added.
The upgrade will shave 40 minutes off the morning peak travel time from Levin to the Capital, he said. It will also cut road fatalities from 140 to 100 within five years of opening.
And he claims it will create “thousands of new construction jobs”.
However, the project has encountered opposition from locals.
The route also lies on a fault line.
Others say the money should be spent on upgrading a rail link.
A public-private partnership will maintain and operate the link for up to 25 years.
There are a lot of issues with Transmission Gully that I will try to go into in greater detail in a future post however the main problems are that:
- it performs poorly economically -primarily due to its massive cost at about $1 billion.
- it isn’t all that clear it would perform any better in an earthquake than the existing coastal road
- it will be built as a PPP which will save us the upfront cost but will lock us in to paying huge annual fees over a 25 year period that will see us paying about 3 times what it cost to build. The NZTA have even removed the risk for the winning companies as they will have to pay for the road even if no one uses.
- Due to some steep elevation changes it is unclear that trucks will even bother using the route, especially if it is tolled
The map below shows where the road is going
The image below shows the change in elevation over the route.
While the videos below give an idea of what it will look like. You can see there are going to be some absolutely massive cuts into the sides of hills along with some massive embankments just to build the route.
We’ve covered this before, but it’s worth repeating. The OECD nations are all driving less, while developing nations are all driving more. Basically, and I bet almost 99% of westerners will be shocked at this thought, but people in China, India, and, yes, Iran, are increasingly more able to do what we used to do without thinking about it: They are outbidding us for oil. More on that later, but first here is a nice summary of the US situation from the New York Times:
Here are some quick points from the article:
1. decline preceded financial crises by 2 to 3 years [but that crisis intensified it]
2. US Vehicle Miles Travelled is now 9% below peak and equivalent to 1995 percent level per capita.
3. it definitely reflects a generational shift:
‘From 2007 to 2011, the age group most likely to buy a car shifted from the 35 to 44 group to the 55 to 64 group, he found.’
4. and seems to be related to new technology:
‘The percentage of young drivers is inversely related to the availability of the Internet, Mr. Sivak’s research has found.’
Perhaps Joyce’s investment in Ultra Fast Broadband will be the complete undoing of the longed for great economic outcomes from his other and much much more expensive idea; The RoNs programme?!
A couple of charts from Advisor Perspectives:
Anyone still think that pushing up the petrol price won’t or can’t influence driving behaviour? More contradiction in government policy; the recent and continuing fuel tax rise is in order to fund their lavish road building programme but those extra nine cents are adding to the incentive to park the car and find another way around. This government is over investing in the wrong mode for the times.
These charts also make it clear that this is no blip; this is a discontinuity. A once in a lifetime shift in direction by our culture. We really, really, need to be designing policy with this fact in the front of our minds. It seems there is a problem here, because if there is one group that haven’t got the memo it’s the older wealthier male, that’s right, the group that makes all these kinds of decisions for us:
The Driving Boom — a six decade-long period of steady increases in per-capita driving in the United States — is over.
Americans drive fewer total miles today than we did eight years ago, and fewer per person than we did at the end of Bill Clinton’s first term. The unique combination of conditions that fueled the Driving Boom—from cheap gas prices to the rapid expansion of the workforce during the Baby Boom generation — no longer exists. Meanwhile, a new generation — the Millennials — is demanding a new American Dream less dependent on driving.
From the Frontier Group, PDF here [my emphasis]. And here’s how they illustrate this change to the American Dream:
Nevermind, cos all that fracking business is going to make petrol as cheap as chips again isn’t it? Er, No. Here is a link to a long [50mins] interview with a Texan Oil Geologist, Jeffery Brown, who explains the technicalities and economics of this in a straightforward language just why, despite all this talk of abundant supply, the price of oil stubbornly stays high and will almost certainly keep going up:
Jeff Brown and JH Kunstler
In short, we are scrapping the bottom of the barrel; not in total, there’s still a lot of oil in the ground, but for the rate at which we are consuming it the corresponding production flow is too low because all the easy to get fields are diminishing. The supply demand balance is now determinedly hitting into geological and practical limits. We have to use less.
But we are aren’t we? Well if that ‘we’ is the OECD then that’s true, the US and Europe certainly are. In fact these two areas have shed about 5million barrels a day in consumption at just the same time that China and India have increased their imports by this amount and then some:
The developing world is outbidding the ‘west’ for this most crucial of commodities. Listen to Jeff Brown above for how this can be. Basically the developing countries can put that same oil to more productive use than we can. Because they are only beginning to base their economies on liquid fuels their uses of this valuable resource are more useful than ours. Jeff Brown’s example above is that the fuel an Indian farmer uses to run a pump to irrigate his fields is a more productive use of that fuel than us westeners burn driving to the mall to pick up a latte in an SUV.
While this is true for now these countries will also hit a limit to what they can afford as well, especially as they are beginning to use it less efficiently too [many there are pursuing last century's lifestyle too] and that includes the producing countries, especially when, because of either rising consumption or falling production or both, they flip from being net exporters to becoming net importers. As have the UK, Indonesia, Vietnam, Egypt, and a few others recently.
Egypt seems topical so here’s the oil history, note it’s much more the rising consumption than the decline in production that is troubling them. But still that’s half a million barrels not on the global market for other net importing countries like New Zealand to buy and burn. It basically is not good for social harmony to run low on energy:
From here: The Energy Data Browser
Here’s a brilliant comparison. Italy has been hard hit by recession, in 2011 apparently more bicycles were bought there than cars, but there’s a different story in Iran, despite the US sanctions:
Both of these charts are from Gail the Actuary on The Oil Drum, in a fascinating article on the politics of oil, here. And basically illustrate how the old postwar definitions of the world are being inverted.
It is true that the US/Canada are in different shape compared to Europe because of the Shale and Tar Sands resource, as Gail’s charts below show. But while that uptick in US production is significant the really good news is that drop in consumption. Europe’s chart is showing the rapid decline of the North Sea fields swallowing any new production. And remember Shale Oil faces swift almost immediate declines unlike conventional fields and is extremely expensive to extract. The US production honeymoon is only half the story and will not be permanent.
What matters now more than ever is what sources and forms of energy we have available and especially what uses we put it to. If only the US were putting more of that Shale resource into transitioning away from oil-dependency, and from other fossil fuel sources for electricity, then it would be of even greater value. And here in New Zealand if only we understood our wealth in electrons and our relative poverty in hydrocarbons must shape the way we live more if we are to prosper through the coming century. Unfortunately those in charge are determined to cling to old models despite of the facts.
And the key to people understanding that this shift is necessary and is not to be feared is that prosperity and happiness are not dependant on us all burning ever more amounts of oil and other fossil fuels, in fact quite the reverse is clearly the case. I do believe as a society we are going to power down, but that will not necessarily mean a step back in time to a less comfortable existence, but if we do it well it will mean a more sophisticated society just one based on less brute force.
There is a Saudi proverb I really like [for they too, despite their current riches, face the same problem, perhaps even more so]:
“My Grandfather rode a camel, my father drove a car, I fly a plane; my son will ride a camel”
It seems to me that the son’s camel will be different from the grandfather’s one:
[Solar Camel: delivering vaccines in the desert]