The strange side effects of parking subsidies

Parking policies are frequently bizarre. Parking is, after all, a private good – it is both rivalrous (two cars can’t park in the same space at the same time) and excludable (if you don’t want someone parking in your space, you can keep them out). In that respect, it is more like a refrigerator than a public park.

But unlike a refrigerator, there are all sorts of public subsidies and regulations affecting parking. Although refrigerators are arguably more of a necessity of life than parking, councils don’t impose minimum refrigerator requirement for homes and offices. Central government doesn’t provide a tax subsidy for employer-provided refrigerators. And councils don’t invest in (or subsidise) public refrigeration facilities.

And if they did, it would almost certainly result in some perverse outcomes.

A recent NZ Herald story provided an example of how parking subsidies can lead to odd outcomes. (It was also a fine example of meaningless “gotcha” journalism, but never mind that!)

They are the crack team of economic and planning experts charged with sorting Auckland’s future growth.

But a member of the Unitary Plan independent hearings panel has fallen foul of the city – after sneakily parking a jetski in a central city council carpark for almost a month.

The mystery jetski appeared three to four weeks ago, taking up a Queen St park reserved for the panel listening to submissions on the future of the city.

Here’s the jetski in question:

IHP jetski

The article implies that the panel member in question is rorting the system or acting unethically by using their employer-provided carpark to store a jetski. But, if you think about it, it’s actually a good illustration of the poor logic behind many existing parking subsidies.

Let’s back up a step: what subsidies are we talking about, exactly?

In the Auckland city centre, carparks have a market value, which is a good thing. The removal of minimum parking requirements in the 1990s led to an increase in the price of parking – and also to increased development as new buildings weren’t encumbered by the need to provide unnecessary but costly carparks. At present, Auckland Transport is leasing downtown carparks for between $110 to $490 a month – although the cheapest ones are fully sold out. Private operators seem to be supplying them at around $250-$300 per month.

So an employer-provided carpark in the city centre is likely to be worth somewhere in the range of $3000-$6000 per annum. Because fringe benefit tax isn’t levied on carparks, this is worth the equivalent of $4500-$9000 in salary for people paying the top marginal tax rate (33%). (As the panel members probably do.)

That’s a large public subsidy for a small bit of concrete!

In theory, the rationale for the tax subsidy on employer-provided carparks is that it makes it less costly for people to commute to work, and hence encourages people to enter the workforce. But the panel member’s jetski illustrates the absurdity of that approach.

For one thing, people have (or should have) a range of choices about how to commute. Some prefer to drive. Others may take the bus, train, or ferry, or walk or cycle to work. Consequently, a significant share of commuting trips don’t end in a carpark. Based on Census data, around half of the people working in the city centre in 2013 didn’t drive to work. A bit over one in four workers throughout Auckland didn’t drive to work.

Census journey to work Auckland mode share chart

Consequently, trying to subsidise commuting by subsidising parking is likely to be a distortionary and inefficient policy. Some people will change transport modes in response to cheaper parking, resulting in additional road congestion in peak periods. Others will be left with a subsidised parking space that isn’t much use to them.

The panel member who used their parking space to store a jetski probably falls into the latter category. They might walk to work, or take the bus or train. This leaves them with a bit of costly concrete that they don’t need to store a car – so why not use it to store another vehicle instead? I can’t blame them for that.

The jetski has apparently been removed from the parking space, but the policy distortions that led to it being there in the first place remain. So what could we do about that?

The key is to realise that our ultimate aim is to enable mobility, not to simply provide carparks, and make policy accordingly.

For some people, mobility means a monthly public transport pass, or a bicycle and access to a shower at work. But current fringe benefit tax policies discourage employers from offering those solutions to their employees – an employer-provided PT pass would be taxed as regular income, while a carpark is exempt from tax. We need to level the playing field.

The best way of doing so is by removing the fringe benefit tax exemption for carparks, but if that’s not political possible then a good alternative would be to exempt PT passes from FBT, as the Green Party has proposed.

Another alternative would be to offer people the option to “cash out” employer-provided carparks. It’s especially bizarre that employers aren’t required to offer this choice, as the current government changed employment law to allow people to exchange one week of annual holiday for the equivalent in cash. Why not adopt the same approach for carparks, which could easily be worth more than holiday pay for many workers?

Lastly, we also need to make some choices beyond how we price and subsidise parking. Getting a great range of transport choices will often require us to use existing road space differently. Sometimes the only way to get a dedicated bus lane or a safe, separated cycle lane is to remove a few on-street carparks. We need to look at those choices in a holistic way – i.e. do they improve overall mobility and access to destinations – rather than simply insisting that all carparks must stay in place.

How do you think we should address parking subsidies?

Removing the RUB won’t necessarily work as planned

Yesterday Phil Twyford announced that it would be Labour’s policy to abolish Auckland’s Rural Urban Boundary (RUB), as part of a policy to improve housing affordability.

Labour wants the Government to abolish Auckland’s city limits to get people out of cars, caravans, garages and tents.

Labour housing spokesman Phil Twyford said the urban growth boundary had to go because it has fuelled the housing crisis and people would not be forced into bad circumstances if the Government acted.

“The Government should rule out any possibility of an urban growth boundary in Auckland Council’s Unitary Plan if it is serious about fixing the housing crisis,” Twyford said.

“Over 25 years the urban growth boundary hasn’t prevented sprawl, but it has helped drive land and housing costs through the roof. It has contributed to a housing crisis that has allowed speculators to feast off the misery of Generation Rent, and forced thousands of families to live in garages and campgrounds,” Twyford said.

“Labour’s plan will free up the restrictive land use rules that stop the city growing up and out. It will stop land prices skyrocketing, and put the kibosh on landbankers and speculators.”

There’s no doubt Auckland has a housing crisis at the moment, with house prices increasingly dramatically over the past five years. Rents rose more slowly but the impacts for some families are still alarming. There’s also no doubt that planning restrictions have played their part in creating this crisis – by making it too difficult to build the required number of houses that Auckland has needed.

Addressing regional scale issues like housing and transport was one of the key reasons Auckland Council was amalgamated in the first place and why one of its first tasks was to rewrite the city’s planning rulebook through the Unitary Plan.

But will abolishing the Rural Urban Boundary help? To answer that question it’s important to understand what the boundary is, and what it isn’t. As its name suggests, the RUB is the boundary between land where urbanisation is anticipated and provided for over the next 30 years and land which is intended to remain rural over that time. If you take a look at the map below, it is the black dashed line that separates the yellow-coloured “future urban” zoned land from the brown rural zones:

rub

It’s also important to recognise that the RUB doesn’t exist yet as it’s part of the Unitary Plan being decided by the Independent Hearings Panel. It’s quite a different tool to the old metropolitan urban limit (MUL) that was typically set up against the edge of the existing urban area and made any urban expansion a significant challenge.

The RUB, by contrast, isn’t designed as a permanent boundary. It provides for a substantial amount of greenfield growth – enough to meet 40% of Auckland’s growth over the next 30 years.  The scale of the areas in yellow is highlighted in an Auckland Transport video that looks at the future transport requirements to enable their urbanisation:

The main argument against the RUB is that it creates a scarcity of land where urbanisation is possible, which drives up the price of that land. Over time the high price of land translates into higher house prices and reduced affordability. Fair enough. But what can we actually do about that?

As Auckland Transport’s consultation video above shows, the RUB isn’t simply a line on a map: it’s a plan to provide publicly-funded infrastructure to new urban areas. If you wanted to expand the yellow future urban zoned areas on the map, you’d also have to find the money for additional infrastructure.

In other words, greenfield land is in scarce supply because it’s currently farmland that requires roads, pipes, train stations, parks, schools, hospitals and a myriad of other infrastructure investment to take place before development can actually happen. Making a dent in the housing shortfall by enabling more urban expansion to occur is therefore entirely about speeding up infrastructure, rather than whether or not there is a line on a map.

As we’ve talked about before, the costs of supplying bulk infrastructure to greenfield areas are large. It is time-consuming to investigate, design, consent and build these projects. There’s no quick and cheap way to make a whole heap more greenfield land “development ready”.

In fact, removing the RUB could easily disrupt existing infrastructure plans and slow down overall development. If you take a look at the work that’s been done on transport for future urban growth, the networks are optimised around the location of the RUB. Scattering small developments around the region could force AT and NZTA to react to piecemeal development rather than taking a more strategic approach to infrastructure development.

I suspect that the first thing to get cut due to funding pressure would be the city’s rapid transit plans, which have already been delayed long enough. This would have the perverse effect of putting a damper on the 60-70% of development that’s intended to occur within the existing urban area.

TFUG - Draft Preferred Plan - Northwest

In short, abolishing the RUB isn’t a straightforward proposition. It’s not actually obvious that you could abolish it, as infrastructure plans would simply turn into a de facto RUB.

Ironically, Twyford acknowledges as much in his press release, where he says:

There is a smarter way to manage growth on the city fringes by properly integrating land use with transport and infrastructure planning. There should be more intensive spatial planning of Auckland’s growth areas in the north, north-west and south. Land of special value can be set aside, like the northern coastal strip or Pukekohe’s horticulture soils. Corridors should be acquired and future networks mapped for transport and other infrastructure

Let’s unpack this. First, he says that he’d like to see “intensive spatial planning of Auckland’s growth areas” with “future networks mapped for transport and other infrastructure”. That sounds a lot like the process that Auckland Council and Auckland Transport are currently undergoing for the yellow-coloured future urban land.

Second, he says that “land of special value can be set aside, like the northern coastal strip or Pukekohe’s horticulture soils”. That sounds a lot like some sort of boundary between urban land and non-urban land, which is exactly what the RUB is intended to be. Basically, if you read beyond the headline soundbite, Twyford’s policy starts to sound a lot like Auckland Council’s current policy, just under a different name.

That shouldn’t be a surprise. After all, the current government has been looking at this issue for half a decade now, and they’re pretty critical of restrictions on land supply. If it was a simple matter to abolish the RUB, they probably would have done it by now.

So what could we do differently?

There aren’t necessarily any “magic bullet” solutions to land supply. Greenfield land needs infrastructure to be useful, and infrastructure is expensive and slow to build. Shifting some of those costs onto developers, either through development contributions, targeted rates, or design rules that reduce the need for hard infrastructure (e.g. stormwater pipes) can allow more of it to happen. But the problem is that the developers push back, which limits the gains that can be had in this area.

Consequently, other policies are also needed to enable housing supply. That means relaxing or removing restrictions on building height and density within the urban area. While Tywford and Labour have also said they support this approach, they devoted only a single sentence to it:

Freeing up growth on the fringes needs to go hand in hand with allowing more density – so people can build flats and apartments in parts of the city where people want to live, particularly around town centres and transport routes.

That’s a great aspiration, but to be useful it needs to be backed up by specific policies to limit the use of height limits and other density-killing rules like minimum parking requirements. For example, would Labour lift building height limits throughout the urban area? If so, how high?

Lifting building height limits and density controls would have some immediate benefits for housing supply. For one thing, the transport networks and water pipes have mostly already been built, meaning that there’s no lag time waiting for the infrastructure providers. For another, it would make the housing market a hell of a lot more competitive by opening up lots of new development opportunities in the places that people most want to be.

This would also have the benefit of allowing people to avoid the high transport costs associated with sprawling development patterns. Even given Auckland’s dispersed employment patterns, the further out from the centre people live, the further they need to travel to work. This map from a Ministry of Transport analysis of the 2013 census data which shows how far people travel to get to work based on where they live:

This trend is repeated around the world, with more spread out cities requiring a greater amount of travel and, consequently, a higher proportion of income being spent on transport. In some cases this can end up outweighing any savings in housing costs. If we’re going to lift restrictions on housing construction, it makes sense to prioritise lifting the ones that also pose a barrier to efficient travel patterns.

Locked Out

6:45pm tonight at the AMI Netball Centre Northcote there is a housing affordability debate with some interesting speakers, head along:

Locked-Out-twitter-image

 

Housing Issues Hotting Up

Housing issues in Auckland have become a fairly constant news piece in recent years and the affordability issue has become louder and louder. And it’s not just people wanting to buy a house either but also for renters as rental prices rise too, something that is particularly tough for those on low incomes.

We know that one of the key tools to helping unlock development in Auckland is of course the Unitary Plan – depending on what final form it takes. It reached a new milestone last Friday as the Independent Hearings Panel held its final hearing on it. The amount of work the panel has undertaken has been significant. There were 9443 submissions and 3951 further submissions. The hearings began in September 2014 and there have been 242 days of hearings and there were more than 10,000 pieces of evidence.

Between now and July they’ll be working on their final recommendations to the plan which will be voted on by the council. With elections coming up it’s anyone’s guess as to which way councillors will vote. One thing that does seem clear though is that pressure is increasing on them from the government, in particular Housing Minister Nick Smith.

On the weekend he told by both TVNZ’s Q&A and Newshub’s The Nation that he will be imminently releasing a National Policy Statement (NPS) under the RMA which will put pressure on the growing councils like Auckland to open up land.

“Next month I will be producing a national policy directive under the [Resource Management Act] that will put far tougher requirements on growing councils to ensure they are freeing up long-term the land that is required so that we don’t get into the sort of juggernaut that has been at the core of the unaffordable housing problems in Auckland.”

At first blush that sounds similar to the “throw open the gates” type statements he made when he was made housing minister however since that time he seems to have moderated some of his comments and gained a better understanding of some of the finer issues such as density restrictions that prevent intensification. As such I am hopeful that the NPS he’s developing will also address these constraints too.

I also hope the government consider the impacts on infrastructure as part of any policy. Just throwing open the land might sound like the immediate solution but that land also needs infrastructure to support it and that isn’t cheap. The Council, Auckland Transport and NZTA have been working on the Transport for Future Urban Growth which is planning for about 110,000 dwellings on greenfield land and just the major infrastructure is likely to cost around $8 billion.

Yesterday Smith also became a bit more personal calling Councillor Mike Lee a NIMBY, a hypocrite and part of the problem for opposing intensification in Herne Bay.

“Mike Lee is guilty of Nimbyism,” said Dr Smith.

The Government has designated the site of the old Gables pub a “special housing area”. That allows for fast-tracked development, with between four to seven of the apartments “affordable housing”. It’s about getting more housing into inner-Auckland’s “urban intensification”.

But neighbours don’t like it, and, local councillor Mr Lee is on their side. Mr Lee wrote earlier this year, saying the development was “overriding the civil rights of neighbouring property owners”.

Dr Smith responded, saying he found Mr Lee’s position “ironic”, “odd” and “part of the problem”.

“We cannot have that sort of Nimbyism. That’s at the core of where Auckland has gone wrong. That’s why I’ve politely written back to Mr Lee and said ‘actually, you are being a hypocrite’.”

Nick Smith on Housing

Unfortunately, in many ways Nick Smith is right, over the last few years Mike Lee has fairly consistently voted against rules that would enable more housing, especially in the in inner suburbs.

John Key is also threatening the council and at his weekly press conference yesterday said:

The Prime Minister also warned that the Government would not be able to “sit back” if Auckland councillors did not deliver enough houses in the city.

Asked to elaborate, Mr Key said ministers would make announcements in this area soon.

Could the government ultimately force the Unitary Plan through if the councillors don’t approve it or worse could they install commissioners?

While I don’t agree with everything they’ve said, one positive is that the government have made some better noises around some housing issues. In saying that they also remain very quick to blame the council for the current issues when they need to take a share of the blame too. The reality is the Unitary Plan process is one the government created and more so, some of the ideas like an NPS could have been pushed years ago. Other tools that they’ve implemented such as the Special Housing Areas have resulted in at least some developers using it as a tool for to increase the value of their land-banking.

The bad news is that even if the government and council’s all do their bits well, our housing issues are something that could take decades to resolve. We’ll now have to await with interest to see what comes out of the budget and out of the NPS the government are preparing.

Unitary Plan Fantasies

Introduction

In this post I discuss two related questions that concern common “fantasies” about the Unitary Plan, specifically:

  • Question #1: To what degree has Auckland’s density changed during the last few decades?
  • Question #2: To what degree does the balance of brownfields/greenfields development in the Unitary Plan differ from the past?

We might be able to agree on answers to these two questions. Why? Well, they are positive questions, insofar as they refer to attributes, i.e. density and brownfields/greenfields development, which are able to be subject to empirical measurement and testing.

Ideally people would agree on answers to important positive questions before moving onto normative questions, because the latter are not empirically testable. An example of a normative question would be: “How much weight should we place on the preferences of existing homeowners versus potential homeowners? I hope the difference is obvious; normative questions tend to be gnarlier.

It’s often helpful to separate positive from normative statements. People can often vehemently disagree on the answers to normative questions, while still agreeing on the answers to positive questions. Hence, in this post I will try to provide clear answers to two important positive questions that seem to be frequently misunderstood by those who oppose the Unitary Plan. Rest assured that I hope to tease out some of the important normative questions in more detail in a subsequent post.

Question #1: To what degree has Auckland’s density changed during the last few decades?

The answer to this question is simple: In the last 10-15 years the population density of Auckland has increased. In this working paper, Peter quantifies the density for various New Zealand cities, which are summarised in the following table. We see that Auckland’s population-weighted density (i.e. the density at which the average resident lives) has increased by around one-third (33%) in just over a decade.

As Peter discusses in this post, increased density is consistent with other empirical data. When we look at population growth in Auckland, we find that the population of central areas, especially the city centre, is growing faster than other places in the region. Waitemata (which covers most of what we refer to as the “Isthmus”) stands head and shoulders above the rest in terms of population growth, both in total and relative (%) terms, as shown below.

The increase in density observed in central areas doesn’t seem to be caused by regulations on urban expansion. Instead, Auckland seems to have grown denser primarily because there is increasing demand from people to live and work centrally, i.e. as a result of people’s preferences. Research by Arthur Grimes, for example, has found that Auckland’s central areas have become much more valuable relative to less central areas, as illustrated in the figure below.

This change is significant, and is mirrored in cities elsewhere, such as Amsterdam (NB: Amsterdam has always controlled urban expansion, providing further evidence to suggest that controls on urban expansion are not behind changes in the relative values attached to centrality). Increasing density in Auckland are also consistent with the experience in Sydney and Melbourne, as illustrated in the figure below (NB This figure is taken, incidentally, from the excellent ChartingTransport website). Here we see that density in both Sydney and Melbourne increased by a similar % to that observed in Auckland. 

So from where I’m sitting the answer to the first question is fairly clear: Over the last 10-15 years or so Auckland has become a much denser place, and it’s become denser because more people and firms want to locate in central areas. As far as I know the sky hasn’t fallen on our heads. Indeed, from what I can tell Auckland has been doing relatively well of late. 

In this context, the imposition of regulations preventing intensification would seem to have the following impacts:

  1. Reduced development and higher property prices;
  2. Fewer people and jobs being located in central areas;
  3. Increased urban expansion, with associated infrastructure, congestion, and energy costs; and
  4. Transfer of wealth from those who have less to those who have more (further reading).

The likes of Richard Burton, Dushko Bogunovich, and David Seymour may argue that the costs of regulations preventing intensification are outweighed by the benefits, e.g. maintaining the “character” of inner-city suburbs.

I know of no quantitative evidence to show this is the case. On this basis I think it’ fair to say that their claims are unsubstantiated, at least in quantitative sense. I note that recent changes to the RMA (passed, incidentally, with the support of the ACT Party) places a higher bar on the economic evidence needed to support restrictions on development. In the absence of such evidence, and given the large body of quantitative evidence that demonstrates the costs of regulations that prevent intensification, arguments against intensification would seem to be rather flimsy. I can only hope that the IHP agrees.

Question #2: To what degree does the balance of brownfields/greenfields development in the Unitary Plan differ from the past?

The answer to this question is hinted to in the previous discussion: In the last two decades most development has happened within the existing urban area, i.e. brownfields. More specifically, development has been split 71% and 29% between brownfields/greenfields respectively. Data supporting this analysis is summarised in the table below, which is extracted from the Development Strategy published by the Auckland Council (available here).

The historical percentage of brownfields/greenfields development is similar to that enabled by the Unitary Plan (60-70% and 30-40% for brownfields and greenfields respectively). At this point I think it’s worth highlighting a rather extraordinary exchange from Peter’s recent post on the linear city (source).

Capture2

To explain:

  • “Brian” asks Duskho Bogunovich (who works for Unitec and has publicly criticized many aspects of the Unitary Plan) what proportion of Auckland’s historical growth has been accommodated within the urban area (“brownfields”) and what proportion has been outside (“greenfields”); and
  • Duskho replies with “I don’t know” but then suggests a ratio of 1 part brownfields to 5-10 parts greenfields. Converting this into percentages would imply that Dushko believes 9-17% of historical development has been brownfields, with the balance in greenfields.

Dushko’s numbers are at odds with the data presented above. Indeed the data flips his percentages around completely. Now, in Dushko’s defense this particular question asked about the last *30* years whereas the data presented above goes back only *20* years. On the other hand I can’t see this ratio changing too dramatically though even if we went back one more decade.

The key takeaway message from this exchange is that 1) Dushko doesn’t know the actual brownfields/greenfields ratio and 2) the data which is available suggests a brownfields/greenfields ratio that is at odds with his intuition. I personally would expect that those who oppose the Unitary Plan, such as Dushko, would spend some time familiarizing themselves with the empirical evidence, especially when such evidence is crucial to the argument they are themselves advancing.

Keep this issue in mind when you consider another one of Dushko’s comments (source):

But forcing massive intensification inside Auckland cannot fix the housing crisis anyway … The city must grow both ways – up and out – to allow the land and housing market work properly. And getting the ‘up/out’ ratio right is crucial … this ratio for Auckland is probably 1:2. That is, 1/3 should be growth by intensification, and 2/3 by growing out (new suburbs; satellite towns; redistribution to the outer region – Waikato and Northland). Sadly, the council, in its ‘compact city’ ideological zeal, managed to get this ratio exactly the opposite – 2:1. The ‘70% fantasy’. This is PAUP’s fatal flaw. That’s why the Plan is a dud. And will never be implementable. Unless we use the North Korean approach.

In Dushko’s world, Council via the Unitary Plan is “forcing massive intensification” that is at odds with the “right ratio” for intensification. Dushko’s sees evidence of “ideological zeal” and “fantasy”, ultimately concluding that the PAUP is “fatally flawed” and a “dud”, which will not be able to be implemented unless we resort to North Korean style policies. Hyperbole much?

Especially when one considers the empirical data. Put simply, the Unitary Plan simply is proposing to continue long-established trends in Auckland’s urban development, which have resulted in steadily increasing density with a 70%/30% brownfields/greenfields split.

People like Dushko might argue that we would be better off if changing these trends. I’d disagree but, hey, let’s have that debate. It’s fair game.

What doesn’t seem fair game is for people like Dushko to criticize Council’s Unitary Plan and suggest it represents a “radical” change from the past, when in most respects it’s business-as-usual. Perhaps the only way the Unitary Plan can be described as “radical” is that it provides for only 80,000 new homes to be developed over coming decades, when official population projections suggest we will need approximately 400,000.

Conclusions

I started this post by posing two “positive” questions, to which I have since suggested the following answers:

  • Question #1: To what degree has Auckland’s density changed during the last few decades? Auckland has become 33% denser since 2001. This change appears to be driven more by the growing desire of people and firms to locate centrally, rather than regulatory controls on urban expansion. The increase in density observed in Auckland, and the increasing value placed on central locations, is consistent with trends observed in cities overseas, such as Sydney, Melbourne, and Amsterdam; and
  • Question #2: To what degree does the balance of brownfields/greenfields development in the Unitary Plan differ from the past? The last two decades of Auckland’s developent has seen a 71% to 29% split between brownfields/greenfields development respectively. This data seems to be at odds with the views of many people that oppose the Unitary Plan, who argue that Council is forcing “intensification” and a “compact city” on Aucklanders.

What do you think is fact or fantasy when it comes to the Unitary Plan? And on that note, what is your fantasy for Auckland. In 20 years time would you prefer to be 1) more dense; 2) less dense; or 3) about the same as now? Vote below.

Housing NZ’s Unitary Plan zoning

When the councillors voted to withdraw the councils Unitary Plan evidence three weeks ago, one of the arguments against doing so was that other parties – and Housing NZ in particular – were pushing for much greater density than what the council were proposing. It was said that the council should be involved and at the table to provide a more balanced viewpoint and councillor Alf Filipaina even highlighted the extent of intensification Housing NZ were calling for. While councillors had obviously seen or been briefed on the HNZ Submission, it wasn’t public, but that changed late last week and the level of changes they want in some areas is substantial. HNZ are important as they are the biggest land owner in Auckland with around 6.5% of all residential property.

Firstly, at a high level the images below show the level of change possible under the notified unitary plan, what was expected in the Auckland Plan and what is in the HNZ submission. What you can see is that under the notified plan there is almost no change to large swathes of Auckland and even where there is change, it is mostly in the some to moderate category. By comparison the HNZ submission is like the Notified version of has been put on steroids. They have also indicated that they’ll be calling the council’s expert witnesses for cross-examination to support their submission where needed.

PAUP - Notified vs HNZ submission PAUP - Notified vs HNZ submission - legend

There is also this version which shows how much the HNZ position has changed since their original submission.

Another way of showing the extend of change is the percentages of housing in each residential zone – this is based on housing stock identified in submissions. This is included in a presentation (55MB) to the Independent Hearings Panel (IHP) and is also broken down at a local board level – Rodney, Waiheke and Great Barrier boards are missing. As you can see in the areas where they’ve made submissions there is significantly less single house zoning and greater emphasis on the mixed housing zonings which allow for sections less than 500m². It’s interesting that even in this submission the Waitemata Local Board area remains as one of the areas with the highest levels of single house zoning.

PAUP - HNZ submission - zone changes - all

These figures are also backed up with map examples of some areas showing what was originally proposed in the notified plan, what was proposed in December in the now withdrawn changes, what it would be based on HNZ principles and what HNZ have actually submitted. Below are a few of the more dramatic examples, white is single house, cream is mixed house suburban, tan is mixed house urban and the strong yellow/gold is Terraced House and Apartment Buildings.

Grey Lynn/Westmere

You can see the HNZ plan would remove the single house zoning from the entire area.

PAUP - HNZ submission - Zones - Grey Lynn Notified

Grey Lynn/Westmere Notified Plan

PAUP - HNZ submission - Zones - Grey Lynn Jan Proposal

Grey Lynn/Westmere January Proposal

PAUP - HNZ submission - Zones - Grey Lynn HNZ

Grey Lynn/Westmere HNZ Submission

Pt Chevalier

Similar to Westmere you can see significant extension of the mixed housing Urban zoning and in addition also much greater use of the THAB zone around the town centre

PAUP - HNZ submission - Zones - PT Chev Notified

Pt Chev Notified Plan

PAUP - HNZ submission - Zones - PT Chev Jan Proposal

Pt Chev January Proposal

PAUP - HNZ submission - Zones - PT Chev HNZ

Pt Chev HNZ Submission

Mt Albert

In the notified Mt Albert map you can also see one reasons why the council proposed changes to the zonings. The notified version has many anomalies such as a single section with different zoning to all of its neighbours. This was tidied up in the now withdrawn proposal.

PAUP - HNZ submission - Zones - Mt Albert Notified

Mt Albert Notified Plan

PAUP - HNZ submission - Zones - Mt Albert Jan Proposal

Mt Albert January Proposal

PAUP - HNZ submission - Zones - Mt Albert HNZ

Mt Albert HNZ Submission

They don’t cover the entire city but there are many other examples shown in HNZs presentation who say the changes are enough to enable double the increase in capacity of the notified plan. It’s going to be interesting to see what comes out of the hearings and what the panel recommend. With the council out of the picture HNZ will have a much stronger chance of getting their desired changes though. In many ways what HNZ have suggested is much more in line with what the Unitary Plan should have been all along, perhaps creating a silver lining to decision of late February.

If a final plan more in line with what HNZ suggest ends up being recommended by the IHP it will be fascinating (probably quite frustrating) to see how groups like 2040 and the councillors who oppose the plan react.

While on the Unitary Plan there was also this piece on the recent debate by TV3s The Nation on Saturday. One of the most bizarre parts is where Auckland 2040 head Richard Burton claims the issue is all about young people trying to buy their first home as a villa in Ponsonby – I doubt many are trying that – and that instead suggests they’ll have to buy somewhere smaller or further out. Yet his organisation has been the one leading the fight to prevent smaller dwellings being built and further out in 2016 is quite different from what further out was when he was young.

 

Should council investment follow where growth occurs?

A couple of days ago Deputy Mayor Penny Hulse raised a point that I’ve suggested from time to time for years, that the council’s investment should match the areas experiencing the most growth. It was part of an article in which she also decried the argument used by some in the recent Unitary Plan debate that suburbs close to the city should not have any change as they are “aspirational suburbs”, something she calls distasteful.

“Not only is more money being spent in these suburbs closer to the CBD, there’s also an expectation that there is not going to be much growth in them,” Hulse says.

“And as someone who lives out west – that really strikes me as being fundamentally not right.”

Zoning along the main transport corridors and close to town centres should be equal “whether it’s Remuera or Glendowie or Glen Eden”, she says.

Hulse says the concept of “aspirational suburbs” has been a recurring theme over the past few months.

Residents of inner-city suburbs have espoused the view that their suburbs “should pretty much stay as they are because they are leafy and beautiful and that people out west and down south should simply accept that their suburbs aren’t as worthy of preservation”.

….

“And there’s a certain amount of prejudice creeping into this discussion, which I find distasteful.

“Their preference is that the west is probably of less importance, and to save some of the ‘lovely suburbs’ in their area, the west should just suck it up and grow more.

“Now if the south and the west were also going to accept the bulk of the expensive infrastructure investment, like light rail which is being promoted in places like Dominion Rd and through the Eden-Albert area, then maybe this would be a more equable discussion.”

It’s an interesting point and as mentioned above, one I’ve suggested before. Population growth across Auckland needs to be supported by a range of physical/social infrastructure and more services. Whether that be better public transport and bike lanes, improvements to our streets, water supply, parks, community centres or a range or other things, the growing population needs to be supported. And in an environment where there is a great desire to reduce rates or keep rises to a minimum that means we have to get better at prioritising what we invest in.

So let’s look at a few examples, below are the zoning maps in the Unitary Plan as it was when notified. If you had $400 million to spend would you do so on a single road to create an additional connection to a peninsula where almost no growth is allowed to occur or would you spend it the area/s that aren’t scared of change and as such have been zoned to allow a lot more people to live in them. In case you need a reminder the darker yellow/orange areas are Terraced House and Apartment zones while the dark peachy colour is the mixed housing urban zone. By comparison the Whangaparaoa Peninsula is almost exclusively a single house zone. That means unless someone is holding vacant sections, the look of the peninsula isn’t going to change much any time soon.

PAUP maps - West vs Whangapararoa

If local politicians knew there wouldn’t be any investment in improvements – or at least much more limited investment I wonder how that would change perceptions on the housing debate?

Of course as usual it would never quite be that simple. I suspect that whatever sense of entitlement that exists around housing will also exist around council investment too and there would be a lot of complaints about paying rates and “not getting anything in return”

There are also other complicating factors, such as where investment is needed due to the impact somewhere else. Auckland Transport’s plans for light rail are a good example of this. They have suggested up to four routes on the isthmus though some of the most hostile anti-change areas in Auckland. As I understand it, one of the key reasons for looking at light rail is the limited space within which buses are already struggling. In that case the primary beneficiary might be someone who lives on/near one of the four isthmus routes who would have better transport options but it may mean that city dwellers and visitors also have big benefits from reduced bus and car volume, noise, pollution, congestion etc.

All up it’s an interesting idea and one that might have merit in some form but it also isn’t likely to be practical for all situations. What do you think, should the focus as much investment as possible on the areas that allow for growth?

Unitary Plan Roosting Chickens

The council’s decision to withdraw their [not really] out of scope changes is already seeing it’s chickens starting to come home to roost. As Radio NZ’s Todd Niall reported yesterday

Auckland Council has withdrawn staff from crucial hearings on the city’s future, saying its hands are tied by political revolt.

Few of the council’s planning staff and expert witnesses are to appear at the Unitary Plan Independent Hearings Panel, which is set to begin considering future zonings tomorrow.

The withdrawal follows an unprecedented defeat for council leadership 10 days ago, when councillors overthrew some higher-density housing proposals already before the panel – by a vote of 13 to 8.

In legal advice prior to the vote, councillors were told they should not withdraw any evidence and that doing so would have significant legal consequences.

….

Auckland Council chief executive Stephen Town wrote to councillors and the chairs of the local boards, explaining the withdrawal.

Mr Town said the only exception would be if the panel itself called council staff, or if other submitters sought to cross-examine them.

While council staff would be unable to argue in person over the housing zonings that a majority of councillors opposed, the written arguments remained before the panel and could be argued by others.

On Thursday, Unitary Plan Independent Hearings Panel chair Judge David Kirkpatrick told a packed hearing room that it would not be removing any evidence already before it, nor would the panel refuse to call any witnesses.

Thanks to the decisions of councillors under the fake pretence of process, they’ve now turned the whole process into a farce and an even bigger process mess. Instead of representing the views of the city and its people, the council are now sitting on the side lines and not representing anyone. Those 13 councillors shot their own feet at point blank range.

Areas shown in red are those where the residential zone was “upzoned”

Areas shown in red are those where the residential zone was “upzoned”

Perhaps they might claim it was an unintended consequence but the outcome is exactly what they were warned would happen. Below is the independent legal advice Radio NZ reference that the council received over the matter. It is pretty unequivocal that the councillors should not have voted to withdraw evidence.

Despite this councillors like George Wood and mayoral candidates like Mark Thomas continue to believe that council staff should be able to merrily turn up and pretend the evidence, the panels interim guidance as well as other factors simply didn’t happen. Here’s George Wood on Morning Report yesterday.

or listen here.

While most of this recent Unitary Plan episode has been frustrating, one the positive in recent days has been MP David Shearer injecting himself into the debate. First with this comment

Then this excellent piece.

There’s an old saying that Auckland is great at planning – for yesterday’s needs.

So I was disappointed at last week’s decision by Auckland Council to reject the plan for greater housing density in Auckland City. It betrayed short-term thinking and a lack of vision by our city leaders, and will leave our city about 200,000 homes short of what we will need by 2040.

….

High density is nothing to fear. It’s bad design we need to guard against.

It’s bad design that has frightened some Aucklanders off the high-density living our city so desperately needs. Look at the Scene One, Scene Two and Scene Three apartments at the bottom of the city: they’re ugly, towering examples of where we’ve got it wrong.

…..

So the need for higher housing density in Auckland is clear. It’s obvious. Let’s get on with it.

And instead of fighting what Auckland so desperately needs, we should embrace density and henceforth put our energies into insisting on good planning, thoughtful rules about building envelopes and heights, robust restrictions that protect privacy and light and – always- quality materials that will further beautify our city and stand the test of time.

This is good to see from an MP whose electorate contains some of those most opposed to change. It’s a shame other MPs have been so silent about it – perhaps like their council colleagues out of fear of angry property owners resistant to change.

The linear city and other science fictions

Last week, urban designer lecturers Dushko Bogunovich and Matthew Bradbury published an article on their vision for transforming Auckland into a “linear city”:

Instead, we suggest a linear, city-region that follows the opportunities and respects the constraints in the landscape. Its central spine would connect many nodes of density, functioning as centres of commerce and production, with high-rise living. There could be 20-odd nodes between Whangarei and Hamilton.

This is what we call the “working city”. In contrast – the “lifestyle city” would be situated on the glorious east coast. We see it as part of the larger “NZ Riviera”, stretching from Whangarei to Whakatane. Here, the world-renowned qualities of Auckland’s superb suburban lifestyle would mature to the level where Auckland would truly become the “world’s lifestyle capital”.

New infrastructure technologies, such as localised sewerage and water systems, super-efficient solar panels, internet and electric cars, mean that any new urban settlement is not necessarily reliant on expensive centralised infrastructure systems. We no longer have to get our power from the South Island or by burning fossil fuel, and we don’t have to drive two hours to work.

If this sounds a bit like science fiction, that’s because it literally is science fiction. The ur-form for the linear city – and its most complete expression – is a 1975 utopian science fiction novel by Ernest Callenbach: Ecotopia.

Ecotopia imagined an environmental utopia in a future US West Coast that had seceded from the rest of the country. Urban space and economic life have been upended: the new nation has pursued radical decentralisation and sustainable living.

Bogunovich and Bradbury don’t go as far as Callenbach in calling for an end to investment capital, radical downsizing of central government, and a ban on all cars, but they do harp on many of the same themes when it comes to transport and urban form. In the book, for example, San Francisco has been downsized to a mere village, its population spread out into “minicities” on rapid transit lines:

the great concentrations of people in San Francisco, Oakland, Portland, Seattle, and even the smaller metropolitan areas began to disperse somewhat. New minicities sprung up in favorable locations, with their own linkage necklaces of transit lines: Napa, on its winding, Seine-like river, at last pollution-free; Carquinez-Martinez, stretching out along rolling hills dropping down to the Strait; and others throughout the country.

Bogunovich and Bradbury echo Callenbach’s language when they speak of a central transit spine connecting “many [small] nodes of density”. It’s a seductive idea. But, as public transport guru Jarrett Walker pointed out in his review of Ecotopia, it’s an intrinsically unworkable one from a transport perspective:

A gleaming high speed rail system delivers his hero through a transbay tube to an intimate, shrinking village called San Francisco. But real transbay tunnels and high speed rail require major cities to create the demand around their stations. Those cities need the big infrastructure of power and water and transit. That infrastructure may sometimes require cutting down some trees, accepting the impacts of a dam, building densely where somebody already lives, or creating space for efficient movement on a street that could otherwise have been a park, a creek, a kiosk, a gathering place.

The contradictory, fantastical nature of Bogunovich and Bradbury’s vision becomes even more apparent when we consider the real-world examples they cite for Auckland to follow. These places, they argue, combine a low-density linear form with highly efficient rapid transit and natural amenities:

Frankfurt is a famous example of a super-efficient city that consists of more than 70 local authorities. It prides itself on its inclusion of agriculture into the metropolitan fabric, its first class, evenly distributed, recreational green open spaces, and international airport amidst a forest, which serves three major cities.

Other famous models of successful, decentralised and polycentric development are metropolitan Munich and the urban region of the Ruhr. Both cover large areas, include plentiful open spaces, and have managed to contain urban sprawl in the form of a coherent polycentric pattern.

Let’s take a look at these places. Here’s a map of the Ruhr region. According to Wikipedia, the region is home to 8.5 million people – over five times as many as in Auckland. From end to end, the main urban corridor – from Duisberg to Dortmund – is around 80 kilometres long. That’s about the same as the distance from Pukekohe to Silverdale.

So if we wanted Auckland to be more like the Ruhr, we would have to increase the population of urban Auckland fivefold. That’s a level of intensification far, far beyond anything contemplated in the Unitary Plan.

Source: Wikipedia

Source: Wikipedia

We run into similar problems with Frankfurt and Munich, which are roughly comparable in population to Auckland but considerably denser. Charting Transport has helpfully published comparative data on population-weighted densities in Australian and European cities. (Population-weighted density is the most accurate measure of density – it measures the density of the neighbourhood the average resident lives in.) According to that data, Frankfurt is twice as dense as Melbourne, and Munich is almost three times as dense. (Auckland and Melbourne have pretty similar densities.)

For the visual learners, here’s a randomly selected neighbourhood several kilometres from the Frankfurt city centre. Observe how this kind of medium density would be totally illegal under existing Auckland planning rules:

Frankfurt neighbourhood

So rather than making the case for a sprawled “linear city”, Frankfurt, Munich, and the Ruhr illustrate Jarrett Walker’s point that population density is necessary to obtain efficiencies in infrastructure provision, including well-utilised rapid transit. Those cities have developed intensively where there is demand to do so, especially in inner-city suburbs. As data on infrastructure costs for low- and high-density developments in Auckland shows, this can save money:

CIE and Arup Auckland infrastructure costs by density

Bogunovich and Bradbury’s problems in distinguishing between science fiction and reality get worse when they start discussing Auckland’s existing urban form and infrastructure. They argue that:

Being located on a land-bridge, Auckland has mainly grown in the northern and southern directions. After 100 years of growth and amalgamation, it has grown into a linear conurbation some 70km long. By 2040 it could be 150km long. This is not bad news; linear cities are famously efficient.

Are they really? As Bogunovich and Bradbury concede, Auckland already has a relatively linear urban form. If this does indeed improve efficiency, shouldn’t we already be reaping the benefits in terms of lower house prices and more efficient transport outcomes?

Or, to put it another way, isn’t continuing to do the same thing and hoping for a different outcome the very definition of insanity?

In response to this concern, Bogunovich and Bradbury say that they want to continue doing the same thing – urban expansion into nodes up and down State Highway 1 – but differently in an unspecified way:

Growth is already happening along this corridor anyway – witness the boom in Te Rapa, Pokeno, Silverdale and Warkworth. However, this development is haphazard, exacerbating traditional urban sprawl and commuting distances. It also relies too much on expensive and vulnerable infrastructure.

This is also very problematic: they don’t provide any specific explanation of how their linear city would differ from the one that actually exists. This has serious cost implications. As Auckland Council found when devising a “Future Urban Land Supply Strategy” last year, urban expansion is expensive. They are expecting network infrastructure costs to rise to $100,000-$200,000 per dwelling for greenfield development.

In Bogunovich and Bradbury’s vision, “distributed, small scale, clean, green and smart infrastructure” would bring down these costs. This, again, echoes the science fiction world of Ecotopia. But without details – or better yet, costed and implementable plans – “technology will transform the way we live!” is an empty slogan. It means nothing.

Their discussion of the transport and labour market implications of a 150-kilometre long linear city “that extends at least from Wellsford and Helensville to Pokeno and Orere Point” is equally unsatisfying. They state that considerable horizontal expansion will lead to lower, not higher, transport costs: “we don’t have to drive two hours to work”.

For this to work, it would require people in the outer nodes to work locally, rather than commuting to other areas of the city. That would represent a significant change from the way that Auckland (and every other large city) works. At present, people who live further out commute longer distances, on average:

Trip Length residential 2013

Previous attempts to decentralise the city have not changed this pattern, because it is intrinsic to the way that urban labour markets work. As former World Bank urban researcher Alain Bertaud observes, normal cities involve people commuting between a lot of different points, which enables the agglomeration economies that make cities work. An “urban village” model, in which everybody commutes short distances to the nearest “node”, occurs in planners’ dreams but never in real life:

Bertaud urban structure graph

This isn’t to say that Bogunovich and Bradbury’s ideas are all bad. Given Auckland’s geographical constraints, there is a good case to build a better rapid transit network focused on key corridors with high demand. That’s exactly what Transportblog has proposed in its Congestion Free Network, and it’s what Auckland Transport is planning to build:

AT Rapid Transit Network 2015-2045

Enabling more housing in areas that have good transport accessibility is also a good idea. In fact, that is exactly what the Unitary Plan’s Regional Policy Statement says should happen:

2. Enable higher residential densities and the efficient use of land in neighbourhoods:

a. within and around centres and within moderate walking distances from the city, metropolitan, town and local centres

b. in areas close to the frequent public transport routes and facilities

c. in close proximity to existing or proposed large open spaces, community facilities, education and healthcare facilities

d. adequately serviced by existing physical infrastructure or where infrastructure can be efficiently upgraded.

But, as I’ve explained above, the vision of Auckland as an exclusively “linear city” simply isn’t grounded in reality. It may be fine as science fiction, but it would fail in practice.

In fact, the examples chosen by Bogunovich and Bradbury make that very clear. Auckland’s low-density, linear urban form has led to our current housing affordability and transport problems. The German cities, which are much more densely populated, have been more successful in avoiding those problems. Emulating them would mean allowing more mid-rise housing to be constructed near the centre, not less!

The consultation problem: Who submits on the plan? [Repost]

In light of the recent debate over whether the Unitary Plan hearings process is sufficiently democratic, this is an appropriate time to revisit a post I wrote last year on the demographics of consultation feedback. Essentially, local governments don’t hear from all their citizens equally – submissions are weighted towards older, whiter, and probably wealthier people. This is a critical issue for local democracy. As the Productivity Commission wrote last year:

Some existing residents – especially homeowners – benefit from restrictions on the supply of new housing, as these help keep up house values. The Commission has identified a “democratic deficit”, where homeowners have a disproportionate influence in local council processes, including elections and consultation. This creates a “wedge” between local and national interests.

On with the post.

Auckland Council is currently [in March 2015] consulting with residents on its 2015-2025 Long Term Plan (LTP). This is an important document, as it sets out the Council’s budget over the next ten years. This is a period in which Auckland has to make some tough choices, including whether it should raise more money to pay for an expanded transport plan. (The City Rail Link, a key project for the city, is expected to start regardless, but it’s going to be harder to pay for other public transport infrastructure without additional money.)

If you haven’t yet submitted, I’d encourage you to do so via the Council’s online submission form. Or, if you want a more straightforward way to submit Generation Zero has released their submission guide following up their alternative LTP. You can read their plan at fixourcity.co.nz. [Note: submissions closed a year ago; don’t bother!]

The other week, Matt put up a post summarising the data on who had submitted on the LTP as of 19 February. (More data was published on 1 March.) He highlighted a few interesting aspects of the feedback, including what submitters were highlighting as priorities for spending. There is a big desire for more spending on public transport and cycling, which is great to see.

The most striking data was on the demographics of the submitters. Simply put: Council isn’t getting feedback from a representative set of Aucklanders. Some groups are systematically underrepresented, while others are massively overrepresented.

To illustrate this point, I compared the demographics of LTP submitters with Auckland’s actual demographics from the 2013 Census. Here’s the summary table:

LTP submitter demographics vs Auckland demographics

As you can see, there are some groups that show up in large numbers to have their say:

  • Men – 49% of Auckland’s population, but 62% of LTP submitters to date
  • NZ Europeans – overrepresented in LTP submissions by 50%
  • People aged 55 or older – overrepresented by 80% or more in LTP submissions

Other groups are underrepresented by comparable margins:

  • Maori, Pasifika and Asian people – underrepresented by 62%, 81%, and 73%, respectively
  • People aged under 25 – underrepresented by 70% or more.

In other words, Auckland is a young, multicultural city where young people and non-European people don’t have much of a say in Council feedback.

Here’s another view of the data on the age of submitters versus the age of Aucklanders as a whole. The age profile of LTP submitters is almost the inverse of the age profile for the whole population!

LTP submitters and Auckland age structure chart

This poses some serious challenges for Auckland Council (and other local governments, probably). Councils rely heavily upon submission and consultation processes to help inform their decisions about what to build and how to write urban planning rules. It’s not the sole input to decisions – which sometimes causes some people to kvetch that Auckland Council’s not listening to them – but it is an important one.

If the demographics of submitters are biased, we can’t necessarily rely upon consultation feedback as a guide to what the public wants. If half of Auckland is under the age of 35, and almost half are Maori, Pasifika and Asian, while most submitters are middle aged to retired and disproportionately white, should we trust the data? And what could we do instead to gather more representative data?

Fortunately, Auckland Council does seem to be using a few alternative approaches to getting feedback on the LTP. This includes an independent phone survey of 4,200 Aucklanders selected to be demographically representative. Depending upon how they ask the questions, this may be a more valuable source of insight into actual Aucklanders’ preferences than the standard consultation forms.

The Council is also running a series of meetings, recognising that some people prefer to talk about the issues rather than fill in an online form. In a comment on Matt’s post, Ben Ross reported back on the discussion at an LTP meeting in the Otara-Papatoetoe local board:

the Otara-Papatoetoe Local Board Have Your Say Sessions in which the Pacific (and Maori) people were VERY vocal in making their thoughts known.

I was the sole white person there at the Otara-Papatoetoe LB session last night (didnt bother me one bit) and their views were consistent:
Low UAGC
Better east west transport links especially from Otara to Wiri and the Airport
Upgrade of Otara Town Centre
And socio-economics was a big concern as well

It is definitely good that Auckland Council’s using a few different mechanisms to get feedback on the LTP – provided that it’s all weighted up and reported together. But even if it puts the effort into getting a meaningfully representative set of views on the LTP, it probably isn’t doing the same thing in the multifarious consultations it does on smaller issues.

I don’t have a good solution to this – although I have a few ideas. What are your thoughts?