I’ve always loved a working port, growing up on Tintin, where intrigue and big issues always led our hero to docks, and [sadly] being old enough to just remember Auckland’s finger wharves busy with cranes and the last of the goods trains still running on Quay St, I’m a sucker for the romance and tough rough-neck image of it all. Which of course has always been grounded in the realities of the physical movement of goods, and at ports these realities seem more laid bare than most anywhere else; an example of the laws of physics meeting human desire = economics.
So what’s going on down on the wharves? For quite a long time it’s felt very unsatisfactory. The Council, who in our stead owns 100% of the port company, is of course also the regulatory authority over its operations as it is over all businesses and residents in the Auckland Region. Unfortunately this combination doesn’t seem to be working at all well.
It seems clear that the current management of the port company has little interest in any responsibilities beyond direct port operations despite that these being very real; they seem to treat the city’s desire meaningful cohabition with the working port as something to be gamed. This narrow idea of social and environmental responsibility is unlike many privately owned companies, let alone publicly owned ones. But there also appears to have been an almost total abrogation of governance by the Council over port decisions. Sometimes it seems more like the port company is playing both the people and Council and other times it looks more like collusion between parts of the Council ad the company. I, like almost everyone else in the city has no idea what is really going on. This is my biggest complaint here, there is little daylight or transparency about what is going on down on the waterfront, and a huge amount of spin coming from PoAL.
The latest is the sneaky slip of a resource consent through the Council on December 23rd for two extensions to Bledisloe Wharf without any public discussion initiated by either party. It is clear that the port intends these extensions as a prelude to filing in the resultant space between the piers at a later date, but even without this it’s worth seeing what they are doing to our harbour. Specifically I am interested in the outcome for Queens Wharf. The space that we [Council and government] bought for $40million from ourselves [Port Company] in 2009 specifically as a public space, the ‘people’s wharf’. Here’s how Waterfront Auckland describe it, in the first words on their dedicated Queens Wharf page:
Queens Wharf lies at the foot of the Auckland CBD and offers a unique vantage point overlooking the sparkling Waitemata Harbour… Queens Wharf has been transformed from a private working wharf to a public waterfront space for all to enjoy.
This is a big investment in an important idea: allowing people to bust through the red fence enabling the north south axis of Queen St to continue out into our wonderful harbour forming an intersection with this eastern city edge, and penetrating into the harbour to reconnect this harbourside city with its deep water. Expressly in fact to cement Queens Wharf as a ceremonial space of symbolic arrival and departure. After all, we or our ancestors have all come to this city from over the sea. Here’s how WA put it:
The wharf has social significance for its central role on the Auckland waterfront; for its function as a major place of arrival to, and departure from New Zealand; and as a place of formal welcome and farewell.
Here then is an introduction to PoAL’s plans [and style; a very don’t worry nothing to see here kind of document]:
This shows a plan to extend Bledisloe Wharf [on the left],
So what does it matter what happens east of Queens Wharf in the operational zone of the port? We want to have a successful port don’t we, and that’s going to take space, right? Agreed. Which is why we have invested in Fergusson Wharf, the big and modern container wharf at the eastern edge of the ports operations area. But since the decline of New Zealand’s vehicle assembly industry and the rise of car imports PoAL have used the old finger wharves for temporary car storage. A very Auckland and very space hungry activity. But would we allow Wilsons, say, to use this land for car parking? We need to have an honest and open discussion about the trade-offs involved in this use, as there are other options like [but not limited to]:
- not importing so many vehicles through Auckland [some through Tauranga- an actual national ports strategy]
- incentivising shippers to space out deliveries so the peak arrivals are smoothed
- storing them more space-efficiently on the existing land [a parking building rather than reclaimation]
A key thing that is very easy to miss in the image above is the two light grey fingers either side of the dark grey pointed out ‘Proposed reclamation’ that we don’t ‘need to decide on right now’. This is what that December consent about is and is to begin construction next month. What do these two extension mean for Queens Wharf? Here’s a schematic of the sightline from the end of Queens Wharf:
The new wharves will clearly cut Queens Wharf off from any view of the Harbour entrance, that point of ‘arrival to and departure from’. Queens Wharf will no longer be out in the harbour but just in a contained little ferry basin. Just a big concrete deck leading nowhere. Below is its current state. As I took this picture a car carrier was docked at the existing Bledisloe wharf disgorging its contents:
Working from the visual above, and doing a bit of very quick photoshop here’s what I reckon, roughly, will happen to the experience on the end of the People’s Wharf’ when a ship is docked at the new western pier extension on Bledisloe. Forgive my crude Photoshopery, it’s intended to be approximate rather than perfect, I did adjust the ship extension for perspective, making the stern smaller and have invented a new shipping line with an appropriate name…
Is this really the outcome we want in order to accommodate the peak flow of car imports through one port? Currently 90% of the entire county’s car imports arrive through Auckland. If this is the cost of that continuing, is it one are prepared to pay?
A further example of the lack of any coordination between the ambitions for our city and the plans of the frankly visionless port company or it’s governors is shown by the contradictions between the plans for a major artwork based on the idea of arrival and departure at the end of Queens Wharf as described here in the Herald by Brian Rudman:
In the furore over Port of Auckland’s plans to extend Bledisloe Wharf nearly 100m out into the harbour, one of Mayor Len Brown’s pet projects was overlooked.In more ways than one. The controversial Barfoot & Thompson state house lighthouse at the end of Queens Wharf will be blinkered.
In persuading councillors of the need to commandeer the tip of Queens Wharf for the lighthouse, the mayor and council arts panel argued the site was “a key portal into New Zealand for international visitors arriving via vessel” and was “visible from multiple vantage points”.
Mr Parekowhai explained that his work would be “a lighthouse that signals safe harbour and welcome”.
It seems to me that a very Auckland kind of tragedy is unfolding down
AT are doing some very very good things at the moment, they are showing leadership and courage to make rational but bold decisions. Like dropping the Reeves Rd fly-over in favour of a BRT solution, creatively investigating ways to bring modern light rail to over-crowded bus routes, and quickly rolling out long overdue bus lanes on arterials. These are all fantastic and are signs of a nimble and lively institution, one that is responding to a changing world with a changed response. One that is resisting the natural tendency of public agencies to just roll on doing the same as before and not risk trouble. I applaud this and the hard working and dedicated individuals who are carrying out.
But at the same time, at least at the time of writing, AT has lost its way on Great North Road. So why have they got it so wrong here?
Looking at that first list we can see what all these issues have in common; they are all discretely transport issues; as you’d expect this is AT’s core competency. BRT versus a traffic flyover in Pakuranga? This is a debate between competing transport projects, each can be costed and outcomes evaluated. Analysing whether more buses will be able to deal with the demand on Isthmus and City routes or whether a higher capacity technology may be needed? Again this is problem of spatial geometry, vehicle size, route speed, likely passenger volumes, boarding times, vehicle dimensions etc. All the kinds of things a transport organisation ought to excel in, and that AT increasingly shows it does.
But in examining the widening of Great North Road as if it only has transport outcomes they are showing the limits of this competency. That ‘place value’ just doesn’t compute is shown by the bewildering array of excuses being rolled out by AT to justify an act they clearly consider trivial: The removal of the six 80 year old Pohutukawa. First was an attempt to blame the need for killing these trees on improved cycling and public transport amenity in order to ‘bring long-term environmental benefits’:
We regret that the trees will be lost but a major benefit is that they will make way for cycle lanes to the motorway overbridge and for an extended bus lane and bus priority measures in Great North Road.
Making travel by cycle and bus more efficient and convenient is consistent with Auckland Transport’s drive to encourage the use of public transport. This will bring long-term environmental benefits as more people choose alternative modes of transport, to the car.
This is to draw an extraordinarily long bow. There are no ‘cycle lanes to the motorway overbridge’ in the proposed plan. There is absolutely no more cycling amenity on Great North Rd than there is currently, ie a wide footpath, except the new one will have no shade nor glory from the grand Pohutukawa. There is proposed to be a slightly longer but still intermittent bus lane. And as all this takes place as part of a massive increase in traffic lanes, including a double slip lane, to say that this project is designed to ‘bring long term environmental benefits as more people choose alternative modes of transport, to the car’ is frankly, an untruth.
That statement would be justified if fully separated cycle lanes and proper Rapid Transit was at the core of the project. They are not.
Both AT and NZTA spend public money and it is our legal and moral responsibility to deliver the most objective cost-efficient solutions to the ratepayers and taxpayers that planning and engineering can devise, for the least possible cost.
Absolutely right. Cost, and value, is exactly the issue here. We all certainly want our money spent wisely by our public servants. But there are obvious problems with this assertion, first the cost is only relevant in the context of the value; a cheap thing is a waste if it is not very good. And the people of Auckland see losing the trees as too high a cost for what they propose. That AT don’t see they value of the trees how and where they are, or so discount it so, is essentially the heart of the disagreement. We understand that they have a low transport value, but AT cannot ignore values outside of their core discipline, particularly place values, as their actions have huge effects on the quality of life and place that are not captured by driver time savings, traffic flow, or PT ridership numbers. Neither AT nor NZTA can just ignore these issues and simply hide within their speciality. And nor can they claim that a couple of new trees are the same as magnificent ones that have witnessed the last 80 years at this spot.
Additionally, there is no evidence that the preferred option is less expensive in direct financial cost than say Option Six, which the peer review
found to have no significantly different traffic outcomes. In fact Option Six must surely be cheaper to construct as it is one lane narrower and doesn’t involve removing the trees:
There are other issues that could be raised with this text like the bold claim the whole purpose of the Super City is to reduce congestion:
The founding premise of the Auckland super city was that the city’s congestion was costing $1 billion a year in lost productivity and this had to change.
Both this idea of the centrality of congestion busting to the whole purpose of the city and the quoting of a $1billion annual congestion cost figure show how blind AT have become to other issues of value. Other costs. Especially perhaps things that are hard to quantify. But then congestion cost itself is a very hard thing to quantify. The most recent attempt in New Zealand, published by NZTA itself [Wallis and Lupton 2013]
find that the figure for Auckland is more likely in the realm of $250 million.
But regardless of this supposed quantum it has long been understood that congestion is not solved by building more roads
, that in fact while temporarily easing one route, overall this only encourages more driving and auto-dependency for a place, and ultimately worse congestion everywhere. It is, quite literally, the loosening of the belt as a ‘cure’ for obesity. It is also understood that the best outcome for all road users, the best way to combat congestion, is to invest in the alternative Rapid Transit route, particularly where none currently exists:
This relationship is one of the key mechanisms that make city systems tick. It is basic microeconomics, people shifting between two different options until there is no advantage in shifting and equilibrium is found. We can see this relationship in data sets that make comparisons between international cities. Cities with faster public transport speeds generally have faster road speeds.
So again the heavy cost of this work, both financially and in the loss of the trees, a massive reduction in place value, is too high for this outcome.
As some levels of AT seem to admit they place no value on the trees, or indeed anything that isn’t directly transport related, the best outcome would be for the Board to give them direction to find a solution that both keeps the trees and meets reasonable near term traffic demand and in fact meaningfully incentivises the mode shift that AT correctly values:
Urban roads and state highways working together to keep the traffic flowing and fast, efficient road, rail and ferry passenger services that — together with walking and cycling — entice Aucklanders out of their cars.
-Auckland Transport Metro Magazine
This is an issue of cost, and value. The people of Auckland, Auckland Transport’s ultimate customers and employers, find the cost to place-value too high, and the value of the proposed outcome too low, to justify this action. The public may have been slow to realise what was planned here but have now made their views clear. Recently we have come to expect bold and innovative solutions from AT for all sorts of difficult problems. So it would be very unfortunate if the Board were to miss an opportunity to call a halt to this irreversible action and to seek a smarter solution.
And because work has begun the most efficient and cost effective solution is probably to make the small but significant change to Option Six, leaving the trees, adding the additional slip lane, but settling at least for now, for the two east bound lanes away from the motorway overbridge instead of three. It would be good to see the real effects are after the opening of the Waterview connection before rash actions are taken. If a third lane is deemed necessary here [even though only two lead into it] it is clear that could be added in a few years as MOTAT as planning to restructure their whole relationship with this corner. AT can save some cost and some grief now and revisit the issue with more information and without the pressure from a NZTA deadline. It could be that they find that an east facing buslane and separated cycle way is of higher value through here…?
Pohutukawa Blossom, elsewhere
Last month I was asked to write an article for Metro Magazine on transport in Auckland, it ran in the December issue and now can be seen on Metro’s site here. Because transport is of course, quite literally, just a means to an end it is really about Auckland itself. About how it’s changing, and how it has already changed a lot this century.
ESSAYS ON AUCKLAND: 1
The City Unbound
words and images Patrick Reynolds
The new Manukau Station completely integrated with MIT’s new flagship building
There’s an unseen revolution taking place in Auckland right now. In transport.
Auckland is at last a city. No longer just an overblown provincial town, it has become properly city-shaped in the nature of its problems and its possibilities. For some this is an unwanted prospect and for others a much longed-for one, but either way it’s happening as it usually does: automatically and unevenly, and in our case quite fast. Auckland the teenager now finds itself becoming an adult.
When did we cross this line? We may decide the moment coincided with the reorganisation of local government, the formation of the so-called Super City in 2010. Or not. It doesn’t really matter, the point is that our combination of size and intensity means Auckland is now subject to the logic of cities the world over: crazy prices for tiny spaces, gridlock on the streets at almost anytime, hardship right next to luxury.
There is also a new and thrilling diversity: of people, of activity, of possibility. City intensity means all manner of niche businesses become viable – just look at the range of food we’re now offered: not just the ethnicities, but also Paleo, raw, vegan, hipster…
While an insane range of complicated and hitherto unimagined ways to brew coffee is not the sole point of city life, it may be a good proxy for its vitality. The cafe trade thrives on diversity, specialisation and excellence, all driven by competition, and those things are also observable through a much wider range of human endeavour. Whether it’s in the law, education, services, the arts, whatever: only the agglomeration of individuals in tight proximity to the economic and social force that is a city can generate such opportunities.
And, of course, there is urban velocity. Everything, for better or worse, is subject to the city’s law of impatience. It has always been thus: just as density creates obstacles to movement, so the demand for movement increases. Perhaps this is the greatest of all the contradictions of a city: more is more but also less. This is also the source of much opposition to the very idea of the city.
Nowhere do these contradictions gather more intensely than around the hotly disputed issue of congestion on the roads. Traffic.
For the last 60 years we have consistently taken one approach to the problem of how to allow people to move around in the growing city: we’ve built a lot of roads. We’ve got really good at it, and we’re still at it, with whole sections of the economy worryingly addicted to it.
But building ever more roads in cities doesn’t work. Far from curing the patient, this medicine is strangling it. In this, here in Auckland we are different from the rest of the country: in our scale, density, and pace of growth we have passed a tipping point. Bigger roads don’t cure our congestion, they enable it.
All evidence supports the view that the most effective way to both improve connectivity and de-clog our streets is to invest away from them. This may seem counter-intuitive but it’s true.
The data around this is compelling and full of possibility. And if you are interested in how cities work, in improving our economic performance, or simply if you love this place, it’s also exciting.
There’s a revolution going on right now in Auckland. It’s largely unseen, and even many of the people directly involved in it don’t see it as that. But it is real and it affects us all.
Over the last year two million more trips were taken on Auckland’s rail network compared to the previous year. That’s 12 million over 10 million: a big jump and profoundly good news.
Good news for the experts who examined our public transport system and said, frankly, it’s crap, but if you give people attractive and frequent services they’ll choose to use them. Good news for the public who have long pleaded for better services. Good news also for the tax and ratepayers of Auckland who have funded the upgrades, as well as for the politicians, local and central, who backed them.
Most of all, it is good for drivers. Good for everyone who likes or needs to drive on Auckland’s roads. And while Aucklanders are rushing to ride the trains, we are also piling onto buses at new rates too. Overwhelmingly, all these new trips on public transport (PT) are happening instead of car journeys.
It isn’t just new Aucklanders who are taking part in this rush to PT. The city’s population is growing at 2.3 per cent per year, while over the last year PT use was up 8 per cent: that’s more than three times the rate of population growth. Growth in rail use jumped 18 per cent.
In contrast, according to figures from the New Zealand Transport Agency (NZTA), driving in Auckland is flat on a per capita basis, and still below the 2006 peak.
So even if you don’t use the new services yourself, those people who do are out of their cars and out of your way. It may not feel like the streets are any clearer, but if all those travellers were still driving your trip would be much, much worse.
The biggest winners of Auckland’s new-found and hard-fought Transit renaissance, therefore, are the users of cars and trucks.
Despite this, the public response to transport funding announcements is peculiar. After 60 years of investing in driving, each announcement of more spending on the roads is met with a shrug. We are currently spending billions (with billions more planned), even though the roads programme has not led to greater satisfaction or better access.
Yet every time we improve our public transport systems, the response – on two fronts – is huge. Improvements to the rapid transit network in particular (that’s rail and the Northern Busway) have led to great uptakes in patronage. But at the same time, the spending this involves has been hotly contested.
No one is suggesting that driving won’t remain the dominant means to get around Auckland. But it is clear the highest value to be gained now in Auckland with transport dollars is through investing in the complementary modes: trains and buses, ferries, and safe routes for cycling and walking. They’re the ones attracting greater use.
To fix gridlock on the roads, we need to stop spending on roads and put that money into the alternatives.
Nowhere is this more true than on the rail network and our only properly “rapid” bus route, the North Shore’s Northern Busway. The electric upgrade of the rail network that was begun under the previous government and continued under the current one is being met with open-armed enthusiasm: last month, the two lines that are now running the new trains added 32 per cent and 50 per cent more passengers. And the upgrade is still far from complete.
The popularity of rail when a languishing service is electrified and modernised is known internationally as the “sparks effect”. There’s no mystery to it. Here, as in cities all over the world, they have started to offer fast, frequent, reliable and comfortable services, running late into the night and on weekends. And people are flocking to use them.
This is true rapid transit, and the key to its success is that the service must run on its own right of way. That allows it to be faster, more frequent and more reliable. Trains are the best example and that’s one of the reasons rail is so desirable, but buses can also be given this advantage – as has happened on the Northern Busway.
The busway is a train-like service with stations, not stops, high “turn-up-and-go” frequencies and direct unencumbered routes. It attracts riders well above the rate of other bus services, simply because it is better, and consistently so.
Promisingly, we are not yet delivering services to true rapid transit standards. As the rail service introduces the new trains to all its commuter lines, we can expect higher frequencies and longer operating hours. And as the city end of the busway gains more dedicated lanes and proper stations, its services will also improve markedly. Currently, only 41 per cent of its route is separated from other traffic.
All of this makes it baffling that when the government recently announced special accelerated funding (not from fuel taxes) for NZTA’s plans to widen the northern motorway, it slashed the extension of the busway north of its existing limit. Similarly, the proposed North Western Busway has been excluded from the plans for all the work currently being done on the north western motorway.
This is especially concerning as the buses on the busway run at full cost recovery, or very close to it: fares pay for all, or nearly all, their operation. Not only that, buses on the busway are twice as efficient as buses in the rest of the city. For the same cost a busway bus covers twice the distance of other buses and carries more people. And because they are not stuck in traffic we are not paying for them to pump out diesel fumes pointlessly as they battle through clogged streets.
A similar logic is at play on the rail network. The new trains glide silently along on our own clean, largely renewably generated electricity, and those electrons cost less than half the price of the dirty old carcinogenic and imported diesel. The new electric trains can carry more than twice the capacity of the existing trains, and as we’ve seen already, they attract many more fare-paying customers.
Those two million new passengers, each paying anything from $1.60 to over $10 a ride, are adding around $5 million for services we were running anyway. Just one more reason the new trains are as pretty to a cost accountant as they are to anyone concerned about the planet.
For the price of building rapid transit systems we get material improvement to both fare income and cost of operation, as well as relief for road users and “place quality” improvement.
It’s worth noting, also, that only a very small part of the whole current system even aspires to rapid transit status. There is no rapid transit in the North West, the South East or around Mangere and the airport. But the potential exists.
While the city works its way round to embracing that potential, there is much else that can be done. Many other bus priority measures can deliver service upgrades and significant operating savings.
Auckland Transport could decide, for example, to reduce the amount of street parking on arterial bus routes. This would enable the creation of fully joined-up bus lanes on major bus routes like Mt Eden Rd and Manukau Rd, and could easily be done for at least the peak and shoulder hours.
The major cost here lies in having to endure the complaints of relatively small numbers people used to parking on these public roads, and of car drivers who fail to grasp that the more fully laden the buses are, the easier their drive will be.
As international evidence shows, the higher the priority given to other modes (including cycling and walking), the better the traffic will flow. This happens because as the other modes improve more people choose them out of rational self-interest, leaving their cars at home more often.
Auckland Transport needs to patiently but forcefully explain to drivers that bus and bike lanes are their best friends, emptying their lane of other vehicles, saving them in rates and taxes, and increasing the productivity of the whole city. It is not clear the culture at AT is ready for such sophistication.
Over the next year-and-a-half the two big lines, the Southern and the Western, will get their new trains and higher frequencies. More rail ridership growth is already baked into the pie – but even on the rail network there are looming problems.
One issue is the boom in rail freight going on right now, especially into and out of Auckland and Tauranga. This is great news: it’s far better to be moving those heavy loads on trains and not on dangerous, less-fuel-efficient, road-damaging trucks.
But it also means the rail lines at the core of the Auckland network are getting a great deal of new traffic carrying both passengers and freight. The long-planned third mainline on the main trunk route through the industrial areas of south Auckland is desperately needed to alleviate this pressure. It won’t be a huge expense – certainly, it will cost a great deal less than the $140 million to be showered on one intersection on the way to the airport next year – but because it’s rail it gets no love from the government.
Which brings us to the City Rail Link. Without the CRL, all growth on the network has an absolute upper limit. We exceeded 10 million trips last year. Even if we don’t increase the current 18 per cent growth rate, that will double in four years. But that rate will increase, as the rest of the network experiences the benefits of electrification. Passenger trips are likely to top 20 million a year before the end of 2017.
And there the growth will stall. The dead end at Britomart means it just won’t be possible to run more services.
The CRL, however, will turn Britomart from an in-and-out station into a genuine metro-style through station. That will allow more than twice as many trains on the lines, which will mean more frequent, and therefore more patronised, services to and from the suburbs. The potential for this to transform not just our travel behaviour but much else in the city is enormous.
And if the CRL doesn’t proceed? We’ll waste half the capacity of the existing rail network. Auckland will be stuck with its inefficient over-reliance on car travel; we will lack the balance of a city with great options for its citizens; we will have less freedom of choice.
It is hard not to be deeply critical of the way Auckland Council and Auckland Transport have communicated the value of this project. Even though surveys repeatedly show the public is way ahead of the government and its officials in understanding the need to invest in urban rail, the possibilities the project will unlock have not been well presented.
It seems easier to discuss what it costs than what it’s worth.
Perhaps that’s because the outcomes are so multifaceted and game-changing. Perhaps it’s also that those responsible for promoting the CRL struggle themselves to imagine how different the city will be once it’s here.
The new Aotea Station under midtown will be bigger than Britomart, and therefore the whole central CBD area, from the universities across to Sky City, will be transformed. But the CRL will have a bigger impact than that – and it will occur far from the route of the tunnels.
Turn-up-and-go frequencies (as opposed to the less frequent timetable-driven services) are critical to PT success. The CRL will allow them throughout the network. And there will be no assumption that your destination is always in the inner city: you will be able to make any number of intermediate and less-predictable journeys
One way to think of the CRL is to compare it to the motorway junction it will pass under. Imagine driving into town on a motorway, and having to stop short because there is no Spaghetti Junction to join everything up. That’s how it is for public transport users in Auckland now. The CRL is the key that will unlock the whole urban rail network, just as Spaghetti Junction has for motorway users.
And despite being just two little tunnels seamlessly snaking their way beneath our streets, it will be more like the motorway network in capacity than you might expect. The CRL will enable up to 24 trains, each carrying up to 750 people, to run each way every hour. That’s like adding an eight-lane motorway into the city, without putting a single extra vehicle on the streets.
This is the spatial efficiency of urban rail. It delivers an enormous economic force: people, without each one of them coming with a space-eating tin box.
We now have around 90km of nearly fully upgraded electrified rail line. Some 40 stations of varying quality. Yet the potential of this high-capacity resource is underutilised and largely hidden from most Aucklanders. Doubling patronage to 20 million trips a year is not enough. Rail will remain a bottled-up force until it climbs to 30, 40, 50 million trips.
This is the great opportunity of the CRL, and there is no other city in the world in Auckland’s position. Most would leap at the chance to get a widespread metro system just for the cost of 3.4km of tunnels and three new stations. This is the greatest deal we will see for generations.
That’s how the CRL should be being marketed. Not as an inner-city project but as the means to deliver clean, efficient, reliable rapid transit – a true metro system – across most of the city.
This will change our options in so many ways. Just one example: want to catch a show at Vector Arena – or any of the other big venues south of the harbour bridge, for that matter – without the hassle of trying to find or pay for a carpark? Problem solved.
And although Auckland Transport isn’t communicating this well, the CRL will speed all journeys. This is especially so for those on the Western Line, because it will give those trains a direct route instead of trundling them on a roundabout journey south, with a few minutes turning around at Newmarket.
This will lead to some startling time savings. Travellers from New Lynn, for example, catching a train to town and then a bus up to the site of the new Aotea station at midtown will cut their journey from 51 minutes to 23.
The CRL will in effect pick up every station on the Western Line from Mt Eden out and shift them substantially closer to the inner city. And proximity equals value.
The harbour bridge itself, opened in 1959, was the last Auckland project to achieve this kind of transformation, by moving the North Shore closer to the city. The CRL will help do for the West what the bridge did for the North.
West Auckland needs that. It struggles with a lack of local employment and underpowered local business opportunities. Westies will be able to commute more easily to the huge job market of the central city, and that will make Avondale, New Lynn and centres further west more attractive to live in, and therefore more attractive to do business in.
Why stop there? I have an even bolder claim for Auckland, once the CRL is operating, and I’m certain I’m on the money: I believe this new layer to our world will profoundly alter Auckland’s idea about itself.
The growth of a metro system out of our inefficient little commuter network will redefine the city. The beautiful harbours and extraordinary volcanic cones, and all the cultural strengths of tangata whenua and the waves of immigration that have followed – those are the things we treasure because they make us not like anywhere else. But we’ll also have a thing that’s taken for granted among nearly all really good cities. We’ll have decent rapid transit. We’ll be a metro city.
With our new metro system and the spatial improvements made possible by its seamless capacity, Auckland will genuinely be able to compete with those bigger cities across the Tasman for quality, economic effectiveness and desirability, and it will better them. We won’t even need to get that big
The Jewel of the South Pacific.
It’s right there, that possibility. Now.
A view from new Britomart bar and restaurant Ostro that seems to perfectly express the contradictory current phase in Auckland City’s development.
What a great scene:
Sitting here amidst the sophistication of the latest addition to the our reborn downtown with all the perfectly prepared kai moana you could want, reassuringly expensive wines from every viticultured corner of the country, the cruise liners slipping around North Head, and the sculptural forms of the gantry cranes lined up and waiting patiently in the late afternoon sun like a row of giant robotic footmen, it is hard not to marvel at how lovely Auckland can be and at how far it has come recently.
Britomart is surely the best example of a Transport Orientated Development around, showing not just what can be achieved by coordinating land use and Transit investment well, but also just what a great resource there is in our urban centres if only we redevelop them properly. Central Auckland is really beginning to show extraordinary promise for what quite recently was an very dreary place, and it is not difficult to predict that these improvements are only going to accelerate over the years ahead. It’s like we’ve suddenly discovered that the city is by the sea.
With the successes of Britomart, both the train station itself and the redevelopment of the commercial buildings above; the Shared Spaces, which now surely will spread [not least down into the Britomart block itself]; and the first phases of Wynyard Quarter, the quality of Auckland’s City Centre is poised to explode in vitality, desirability, and productivity.
The next phase should be even more dramatic: The transformation of big city streets into more interesting and specialised uses; Victoria hosting a Linear Park on half its width uniting the two parks on either side of the city, Victoria and Albert; Wellesley a Transit corridor, efficiently bringing thousands of bus riders into the heart of the city: Queen and Quay, downscaling and becoming more pedestrian and place focussed [Quay also an important cycle route], Fanshaw and Customs moving ever more people both in more efficient bus systems and, like Mayoral, focussing of carrying general traffic across town.
Along with the big build at Wynyard, the city will also get new towers at Downtown and on the corner of Victoria and Albert, along with the apartment building boom that is already underway all over the city.
This is no guess about the future but rather the continuation of what has already begun; the latest census revealed that central Auckland’s residential population grew 46.5% between 2006-13 by far the greatest growth in the whole country. Vacant commercial floor space is drying up and demand is rising. Like all over the western world, inner city living and working is not just back, it’s hot. Auckland is already surfing the urbanising zeitgiest well.
Interestingly both the the new towers mentioned above will sit on top of the City Rail Link that in 2015 will begin to be constructed at least for the section below the new Downtown Centre. And as is clear from the growth listed above that the city will urgently need this resource in order to bring, circulate, and disperse back out to the city’s extremities all the people that will work, live, and recreate in this transforming city.
Because if there is one uniting theme to all of this improvement it is the increase in the numbers of people entering the City without a corresponding increase in the numbers of cars- if not their actual decrease. All the growth in number of those entering the Central City this century has been on the improved Transit systems, especially rail and the buses of the Northern Busway, but also ferries and cycling and walking. This has to continue if not accelerate, because the place quality improvements require a reduction in the domination of place by vehicles, or at least are impossible to achieve while the city is swamped in cars. Essentially there is a very simple equation observable in urban renewal:
More People + Fewer Cars = Better City
So in order to achieve this the city needs to be attractive and accessible to people and efficient and productive for business. How are these aims best achieved at the planning and investment level? It seems very clear all across the world that there are three investments that have proven to consistently achieve these outcomes in urban development, whether it’s London, or, Barcelona, or Shanghai, or Amsterdam, or Portland, or Bilboa, or Sydney or Brisbane, or Wellington or where-ever, these are every city’s best best:
- repurposed mixed use Waterfronts with
- dynamic Public Spaces and Activities served by
- high quality Public Transit + Walking + Cycling amenity
The last to efficiently bring and circulate large numbers of people in ways that do not adversely affect place, in fact ideally enhance it, the second to attract, entertain, and retain residents, workers, and businesses, and the first because the whole new venture is so much more desirable and therefore valuable if it’s by the sea, a lake, or along a river, making the investment much more likely to be viable. But the essential component is that these all have to come together in a centre in order for the attractions and vitality to double up on themselves, for these improvements to agglomerate.*
[*There are three other investments that cities often try to use as springboards for improvement but that all have much more fraught outcomes around the world: Casinos, Stadia, and Convention Centres, and all have a common theme; they usually have the same big blank walled city-blocking form, intermittent use, and internalised programmes- and are often built on an auto-dependent model with vast parking garages and motorway like access routes right up to them; both highly anti-urban place ruining systems.]
So it is clear both that Auckland is largely on the right track and that there are enormous challenges ahead. Wynyard Quarter is not being built in the best order, in the way that Britomart has been: Ideally you built at least the bones of the High Quality Transit system first, Wynyard is going to quickly have to get better and more permanent Transit systems in place as the building sites currently used as car parks start to get built on and these will at least at first have to be bus systems- the only near term way of moving high volumes of people- and surely they will have to get those buses working in a trainlike way, ie with stations more than stops, while working towards upgrading some bus routes to a modern light rail system.
The problem of funding the City Rail Link needs to be addressed in 2014, which on the one hand means either changing the government or changing the government’s mind, as well as working out an efficient way for the Council to fund its share of the capital cost too. Increasingly I think this could be around a PPP for the three new stations as there will be changes in land value to be captured there.
Then there is the related issue of the accommodating hundreds of buses in the city, the CRL will in time limit the need to endlessly grow the numbers of buses on city streets but even once it’s open there will still be a need for a lot of buses in the city, especially from the North Shore. Hopefully the new plans for concentrating these onto specific routes and speeding their passage through the city will be done well and make a huge difference. But also I think it’s vital that the quality of the buses themselves are improved, that they aren’t walled off with blocking advertising and that their exhaust and noise standards are improved radically, ideally that emissions are eliminated all together. Therefore the electrification of all our urban transport systems should be a matter of higher priority. Electricity is, after all, our great local resource and so much better for the increasingly contested city streets for everyone.
All of which brings us back to the image:
Also clearly visible here are hundreds and hundreds of new cars, well at least new to NZ , freshly off-loaded and ready for our streets and roads. So if [leaving aside the issue of whether this is the best use of these warves], as I predict, these vehicles will increasingly be less and less welcome on the streets of the City Centre then where are they headed? Out to the suburbs and the exurbs I suppose; the more dispersed the living the more ideal the car becomes. Auckland is becoming a Mullet City. It is surely getting more and more bi-level like the famous westie haircut: Increasingly urbane, more European in form, more walkable, ridable and lively in the centre. But still largely auto-dependent, low rise, dispersed and spread out, more American-new-city in form, the further out you go.
To some degree this is inevitable, and is in the very nature of cities, but I hope this doesn’t become too extreme, Auckland could develop a number of great and happily more intense metropolitan centres. So I hope it’s more blurred than this, but the latest version of the Draft Unitary Plan doesn’t inspire confidence. Councillors facing reelection and a vocal anti-change lobby greatly reduced the areas that can enjoy the great gift of the city; the ‘power of nearness’, intensity, and if it stays like this then growth and intensity will be concentrated into just a few areas, and in particular the Centre. This will reinforce a contrasting bi-level city. This form is increasingly apparent globally as The Great Inversion unfolds and City Centres and Inner Suburbs become more desirable and therefore expensive, and as this partly reflects differences in transport value of place, or relative inaccessibility, so the provision of affordable transport options throughout the wider city is critical to ameliorating this tendency [the existing reach of the rail network will become increasingly valuable for equalising access; especially after it is more essential to Auckland once the CRL is operational and the New Bus Network is integrated with it with new interchange stations].
But then there are many ways the suburbs can improve. Auckland’s older tram built suburbs are already relatively dense, are pleasantly leafy and walkable [remnant pathways linking through to old tram stops are sign of this], and have enough old shops and mixed commercial parts to give them great bones. Many simply need improvements in Transit service and cycling amenity to become really good; work for the rest of this decade. Then if we can get the Unitary Plan to allow some decent mixed use density in the centres that serve these suburbs many may find their own neighbourhood pretty well has everything they need as well as being well connected to the big City and other Centres. The newer further out sprawl-burbs are more difficult to bring into this century, but simply calming residential streets and serving those missing modes will go along way to repairing those urban form monocultures.
All of this is to say that 2013 has been great for Auckland’s urban quality and I’m confident 2014 will see this accelerate. So thanks for visiting the site and have a wonderful summer: In the City or as far away as you can get [a perfect use for our cars]…
Today the first of the Generation Zero Local Election Scorecards were released. Go to Generation Zero for all the fun. Here’s an example of the summary for an Auckland Ward:
And here’s how it was covered by Scoop:
Youth organisation Generation Zero today released scorecards communicating information on candidate stances on important local issues, which it has gathered from conducting interviews around the country.
The group believes there is a real lack of clear and accessible information available to voters and that the innovative candidate scorecards they have created will help solve this problem.
To collect the necessary information, Generation Zero has interviewed local council candidates to see where they stand on key issues in each region, from housing and urban design to transport and climate change.
Generation Zero spokesperson Madeleine Foreman says: “We’ve surveyed candidates on key issues in different regions and asked them to sign a pledge to prioritise policies that reduce carbon pollution.”
The interviews have been in person in main centres, and by electronic survey in other parts of the country.
The group believes local elections are important and that the scorecards will play a key role in informing voters.
Madeleine Foreman; “Local councils are important decision makers in areas such as transport, infrastructure and urban planning which have long-term implications and are crucial to respond to the issues presented by climate change.”
“We’ve created an innovative and simple way for voters to get a lot of the information they need to be adequately informed and to vote this election”, says Ms Foreman.
In Auckland the scorecards were released at a press conference where the group presented its vision for New Zealand’s largest city and candidates who scored highly were interviewed.
Waitakere is the place with the best representation by GenZed’s metric with two A+ candidates; deputy Mayor Penny Hulse and new candidate Christine Rose. Here’s an example of the full candidate analysis:
Fantastic effort by Generation Zero; a very clear summary of the candidates’ positions, especially as it drills down past the vague answers that are often offered by politicians but that are not always representative of their actions once in office. I hope they will keep this sort analysis up to track their actual voting over the years ahead. After all the most sincere thing that politicians do is set their budgets. Nice of them to say that they ‘support’ things like cycling but if that isn’t followed up by the funding of actual projects it’s just so much hot air really, and it would be great if we had an easy way to check on their actual actions as well as their promises.
The first Generation Zero Local Candidate Scorecards will be released tomorrow, these focus on the Mayoral contest and some carefully selected swing wards. More will follow. Here’s a few made-up examples:
I’m sure everyone will have their own criteria and views on the final grades [personally I have to say that none of my students would earn a B+ with the vague waffle from Mr Johnson above, and Mr Todd looks like a clear fail to me too] but that’s not the point. Generation Zero have chosen their criteria and gone through a transparent process and are laying it all out for voters to make up their own mind. I think this is a great service for voters, who can in any case, of course to chose to ignore these evaluations, or, equally, decide to support those who score poorly by this metric.
Youth organisation, Generation Zero, is releasing its candidate scorecards to Aucklanders on Wednesday 25th of September at 11:00 AM at a press conference.
The press conference will cover candidates responses to Generation Zero’s questions on: the Congestion Free Network, the Unitary Plan, urban cycling and climate change. The results are graded from ‘A’ to ‘E’ on local government election scorecards. Candidates who receive an overall score of ‘A’ will be available for media interviews after the conference.
Generation Zero’s work collaborating with Auckland Transport Blog on the Congestion Free Network follows on from our engagement with young people on the Draft Unitary Plan. Generation Zero believes this is an opportunity to assist Aucklanders to make informed decisions on who they want to represent their city.
Generation Zero will also release candidate scorecards in other centres around the country on the same day.
When: 11AM Wednesday 25th September
GenZed have done a us all a huge favour as well as a huge amount of work to get this data together. I’ve seen the final scorecards and they are the usual crisp and clear presentation as we’ve all come to expect from the Generation Zero team. Love the students marking the candidates. And why not.
Interestingly it seems there is a baffling amount of Climate Change denial still out there, I wonder if these people ‘doubt’ the existence of gravity too?, after all it’s just a scientific hypothesis for observable phenomena: Just like Anthropogenic Climate Change.
A Norwegian friend (whom I affectionately refer – and defer – to as the “Socialist Dictator”) recently alerted me to this article entitled “Why you should travel young“.
If you are looking for a delightfully introspective, relatively insightful, and genuinely motivating article on the virtues of travel then I’d encourage you to read this article. Why? Because it makes points that have been resonating in my bones for a while now, but been unable to articulate. For my part, the pleasure I derive from travel relates to its ability to simultaneously make you feel more aware of both yourself and the world around you.
Having read the article I was then sufficiently motivated to add some of my own biofuel to the travel fire started by Patrick’s post on his recent trip to Antartica. The destination for my own recent travels were nowhere near as glamorous, although it was probably more sustainable and definitely more readily reached (at least for those of you whom reside in Auckland). So I’d like to ask you to join me for destination “Waitakere Ranges.”
Now I know what most of you are probably thinking: “Been there done that”. But, if I may be so bold as to have a follow up question: Have you ever walked the Hillary Trail? If you have, then well done; you may want to read on for nostalgia’s sake. If you have not, then you should read on to find out why a four day, three night hike is something that all Aucklanders with a love for travel and a reasonable degree of fitness and knowledge of the outdoors should do.
Before we get onto the trail itself, I wanted to answer the question of “how does one get there?” A question to which my emphatic response is: The Western Line. That’s right, you can “hop” on the train right to Glen Eden, from where a short (and fast) taxi ride will take you right to the start of the track (Arataki Visitor centre), as shown below.
But that begs another question: “why would you take the train rather than drive?” Well, for me the main reason is that I don’t actually own one of these so-called “private automobiles”. But for those of you who are burdened by a car there’s another good reason to leave the car at home: The Hillary Trail is not a loop track. Thus, unless you want to leave vehicles at both ends, or spend time getting someone to drop you back to the start once you’ve finished, then a combination of public transport and taxi is actually a fairly good option. In the photo below I provide a demonstration of the correct posture to use when one is trying to “tag on” to the start of a hiking trip wearing a pack.
Once the logistics of getting to the start of the track have been sorted then all you really need to do is walk. 70km in fact, as per the route map shown below. The Hillary Trail route takes you from Arataki Visitor Centre to the Karamatura, Pararaha, and finally Craw Campgrounds on the first, second, and third nights respectively. On the final day (which is a long one!) you walk out to finish at Muriwai Beach, where an icecream and a swim provides a fitting end to an awesome hike.
Now I realise that sounds like a lot of effort. And it is: The Hillary Trail is not without its challenging sections. But the “pay-off”, as they say, is huge: Even though I have lived in Auckland for all my years and been in the Waitakeres on a good many occasions, I found that there was nothing like hiking the Waitakeres from top to bottom to get you a more connected sense of how it’s various coves, beaches, and ranges fit together.
It also really rams home the extraordinary biodiversity that Auckland has sitting on it’s western door-step. That’s enough talking from me; to finish I’d just like to share some of my many photos taken from from the Hillary Trail itself. I’d suggest you do it while you’re still young :). No ifs, no buts.
P.s. My random “travel highlight” was wandering out to the public reserve at Whatipu only to be showered in freshly baked scones that were leftover from a gathering of the Orpheus Society (NB: The Orpheus is the name of a ship that sank entering the Manukau Harbour and has the unfortunate honour of being New Zealand’s most deadly maritime disaster). Then, to cap it off, Mr Bob Harvey himself – one of the instigators of the Hillary Trail concept when he was Mayor of Waitakere – wanders over to have a chat about life in general. Viva!
Day #1: Settling in for the night at the Karamatura Campground
Day#2: Close to Whatipu, looking west towards the northern shore of the entrance to the Manukau Harbour.
Day #2: Looking east along the northern edge of the Manukau Harbour
Day #2: Volcanic peaks around Pararaha Campground
Day #3: Hiking north along the beach towards Anawhata
Day #3: Isolated and inaccessible beach (Mercer’s Bay), just south of Piha
Day #3: Nikau groves just north of Piha
Day #4: Lake Wainamu, just south of Bethells Beach
Day #4: Looking south over Te Henga and Bethells Beach
Yesterday’s post considered the recently released Demographia survey on housing affordability. Thanks to everyone who commented; the discussion was useful for honing my thoughts on follow-up posts. Such as this.
But first let’s re-cap: Demographia’s key findings were 1) New Zealand has increasingly unaffordable housing and 2) this is the direct result of urban containment policies.
The main issue I took with the Demographia report in yesterday’s post was 1) the lack of strong economic justification/references supporting their housing affordability indicator of choice (namely the median-multiple ratio) and 2) the lack of discussion/investigation of potential alternative indicators.
Indeed, my quick web search threw up at least two alternative indicators of housing affordability, namely the rent-multiple ratio and the home affordability index, neither of which appeared to lend much support to Demographia’s findings. Of course, this does not prove their conclusions are incorrect, but it does suggest they are premature.
In this post I wanted to look beneath the hood of Demographia’s housing affordability indicator a little more. The reason being that when you do you start to see what they are measuring and, perhaps more importantly, what they are not measuring. In Demographia’s case, they calculated their housing affordability indicator as follows:
Median-multiple = median house price / gross median household income per annum
This then measures, in a simple sense, the cost of the median home relative to the median household income. While that may sound reasonable enough on the surface, the devil is in the detail. Two of the more obvious issues with Demographia’s indicator that spring to my mind are discussed in the following paragraphs.
Demographia’s definition of “income” excludes taxes and transfers. This is pertinent for at least two reasons:
- First, some taxes have direct impacts on property prices, e.g. local rates. These will simultaneously tend to affect property prices (higher rates = lower property prices) and post-tax income (lower), but not gross income. Somewhat perversely, this would mean that jurisdictions with higher property taxes would tend to exhibit more affordable housing, at least according to Demographia’s indicator.
- Second, most taxes directly impact on a household’s disposable income and in turn affects their ability to afford housing. In New Zealand tax rates have changed considerably over time, especially for different segments of the population. Consider for example the impact of Working for Families on demand for certain types of housing.
Such issues mean that the median-multiple housing affordability indicator, as it appears that Demographia have applied it will not pick up on relevant differences in taxes and transfers, both spatially and temporally.
The spatial differences are likely to be fairly minimal within a country like NZ – where local taxes don’t vary that much from place to place – but this is certainly not the case when making international comparisons. Many countries have much higher rates of property taxes (and even local income taxes) that will tend to impact on house prices and thereby affect their housing affordability relative compared to New Zealand.
On the other hand, the temporal differences introduced by changes in domestic tax and transfer policies are likely to be fairly large, even within a country. The potential impacts on housing affordability of recent tax changes to the top personal tax rate, ability to claim capital depreciation on properties, and commercial tax rates are hard to predict in advance. Tax impacts may well spill over national boundaries as well; NZ’s lack of capital gains tax, for example, is frequently quoted by my Australian colleagues as a primary driver of their decision to invest in New Zealand’s property market.
These issues would make me extremely cautious about drawing broad, sweeping conclusions on trends on housing affordability both within and between countries simply based on the median-multiple indicator.
“C is for cookie and that’s good enough for me” – The following (deliberately facetious) statement helps I think to highlight a dimension of the housing affordability debate that is all too frequently glossed over, namely:
You don’t measure the affordability of cookies based on the cost of buying the cookie factory.
The point is that housing is a actually a type of good, or more specifically a service, which is “produced” by a house. You can gain access to housing without necessarily buying the factory that produces it, i.e. rent a house. Obviously, some people do this already and they’re called “renters.” Like me.
Even in New Zealand many people rent by choice. And in many countries in central and northern Europe renting is even more prevalent. But the key takeaway message is that the affordability of housing, which is what Demographia sets out to investigate, is probably better measured (from an economic perspective) using rents rather than house prices. This is especially true for low income households that are more likely to rent.
And that’s why I’d place more emphasis on the graph produced by the Productivity Commission, which calculated the ratio of rents to household disposable income over time than the median-multiple indicator presented by the Demographia study. This showed the rent to income ratio in New Zealand declining since the 1990s, contrary to Demographia’s findings and casting some not inconsiderable doubt on their conclusions.
My preference for using rents is also related to the first point on the impacts of taxes on house prices: Unlike houses, which are an asset, rents measure the cost of housing services. I suspect it’s far easier to “net out” the impact of services taxes in various jurisdictions, i.e. GST, on rents than it is to adjust for changes in the myriad of other income and asset taxes that might affect house pricing.
That’s all for tonight, but tomorrow’s another day and I’m already fomenting ideas on the next Demographia post; in the meantime I’d welcome your comments/suggestions/criticisms.
On November 1st last year Auckland Council came into being and we saw the seven former councils plus the Regional Council disbanded. It is interesting to note what I said on October 31st last year, looking ahead towards what this new era for Auckland would bring:
Overall, thanks in large part to the results of the election a few weeks back, I now feel confident and hopeful that the local government amalgamation will turn out to be a good thing for Auckland. I hope that it will provide us with a ‘fresh start’ of sorts – a chance to finally tackle regional issues in an integrated manner, to finally take on central government and get a better deal for the city and a chance to generally speak with one voice. Of course I still have many reservations: who will play the environmental watchdog role that the ARC has importantly done in the past 20 years? Will the Auckland Transport CCO be an open, accountable and transparent organisation – or will it operate in secret and be dominated by 1960s-mentality road engineers? How will we be able to integrate our land-use and transport thinking when they’re now located in two completely separate agencies? How much staff knowledge and expertise will be lost in the transition process? And so on.
However, I’m hopeful that things will be better with this new structure because, quite frankly, the old structure didn’t work very well at all. The city councils were too big to be local, but too small to speak with much weight to central government and think regionally. The ARC was hamstrung by efforts in the 1980s and 1990s to destroy it (ARC Chairman Mike Lee has written an excellent history of the ARC here by the way). In transport matters, the councils rarely agreed with each other, or with the ARC, or with ARTA or with NZTA on what their priorities were – with the result being that generally not much got done outside state highway upgrades (because NZTA could just get on and do them without having to worry about what the councils were doing). ARTA was rarely able to improve the cost-effectiveness of its bus services through extending bus priority measures – because they weren’t responsible for those: that was up to the city councils. The city councils couldn’t really see the direct benefits of bus lanes, just the noise made by those moaning about them, so were (and remain) incredibly reluctant to expand them.
So, apart from the oversight provided by the ARC on planning and environmental matters, I don’t actually think I will miss much at all when it comes to the old local government system. But the big question remains about the new system: while it might be difficult for it to be much worse than what we had, is it likely to be any better?
On transport matters, the signs are promising. Auckland’s new mayor and council seem highly willing to take their transport vision to the government and demand to be heard. It would even seem as though the government has got the message – and is making the most positive noises towards rail transport heard since it took office. But it’s not just the big expensive rail projects where I’m hopeful the new system can deliver better outcomes – it’s also the small stuff. It’s things like Auckland Transport having an incentive and the ability to improve bus priority measures because enabling buses to go faster will increase patronage, lower operating costs and improve their bottom line that will make a huge difference. While the early signs aren’t great, I’m confident that Auckland Transport will (eventually) become a pretty open and transparent agency: plus having all transport aspects thrown together into the one organisation will hopefully mean better consideration of public transport in all transport projects.
But these improvements aren’t just going to happen magically. There will undoubtedly be internal upheavals within the council’s structure for a few years yet, there will be the incredibly difficult process of working out how to fairly pay for all these grand ideas without pushing rates through the roof, there will be attempts by staff to establish opaque fiefdoms and much much more. If the new Council wants to achieve its very very admirable transport goals, then it will need to be on the ball and keep pushing things along every step of the way. I think it should have very detailed and well thought out plans for what it wants achieved by the end of 2011, 2012 and 2013: both in terms of taking steps towards the “big three” rail projects, but also in terms of maximising the benefits of integrated ticketing, electrification and ensuring we have a number of good “quick wins” along the way.
In a general sense, I have probably been somewhat pleasantly surprised by the way the Council has worked over the past year. The ‘big picture vision’ for Auckland has been turned into something fairly concrete – by way of the Auckland Spatial Plan. For transport, we’ve seen something of a mixed bag but it comes out slightly on the side of positive. In terms of ‘day to day’ activities, by most accounts things have transitioned fairly smoothly – although much of the most difficult work is yet to come with contentious issues like rating and the long-term plan.
If we focus on transport, there have been a number of really great positives:
- The ongoing strong support of the Council for the City Rail Link as the key transformational transport project for Auckland. The Council confirmed this project as the top priority transport project for Auckland and continues to push for it as strongly as possible.
- Auckland Transport has generally been surprisingly responsive and willing to engage with the public. They opened up their meetings, they publish their board agendas (an increasing amount of which isn’t in confidential), they have engaged via social media like Twitter and so forth.
- In key plans like the City Centre Master Plan we can see a more nuanced approach to transport, as a key balancing act between shifting people while not destroying the quality of space, than I’ve ever come across before.
- Thanks to the hard work of Auckland Transport (and other involved agencies) we have ended up with the fantastic surprise of ending up with far more electric trains than we’d originally envisaged.
- Setting aside the disastrous opening night of the Rugby World Cup, the transport planning seemed pretty good – especially on the last weekend highlighting that key lessons (such as closing Queen Street to cars) had been learned.
Of course there have been a few low-lights:
- The short-comings in the original business case for the City Rail Link which gave the government leverage to criticise the project and shed doubt on its cost-effectiveness. Lots of hard work has happened since then, but we’ve been playing catch up over the past year.
- The failure of Auckland Council to make more tough decisions in the Auckland Spatial Plan over which projects are priorities and which ones aren’t. This can still be remedied as the Plan is only in draft form.
- The disastrous opening night of Rugby World Cup, which seemed largely due to extremely poor communication and co-operation between some of Auckland Council’s CCOs and the lack of a “Plan B” when things started to go wrong.
It will be an interesting next year. We’ll have a finalised Auckland Plan, we should start making real progress in getting consents for the City Rail Link and resolving remaining areas of difference with the government (assuming the government doesn’t change) about its funding, we’ll be getting pretty close to completing the infrastructure side of electrification, we’ll see integrated ticketing implemented fully and we’ll hopefully see more comprehensive improvements to the bus network.
How do you think Auckland Council’s first year has gone? What have been the successes? What have been the failures? And what do you hope to see from the Council over the next year?