We often deride traffic engineers for the road dominant nature of Auckland. Sometimes this can be a bit unfair as we know not all engineers are bad and the term is often be a bit of a catch all phrase for those involved in the road design process. So when I refer to traffic engineers I’m referring perhaps more to the people and processes that sees the focus on movement and storage of vehicles over a public realm that focuses on people, the type that an urban planner might try to deliver. This post from Greater Greater Washington highlights these opposing ideas perfectly. A freeway was closed along a section of the Anacostia River in Washington DC after a new and updated freeway bridge was built over the river and the old freeway bridge turned into a local road.
DDOT then conducted a 2014 study of options to replace the freeway segment. The study devised xis options, but all of them basically looked like near-freeways. While pedestrians and cyclists could cross to access the waterfront, and cars could turn on and off to nearby streets in some options, all of the options turned a huge expanse of pavement and empty grass into other huge expanses of pavement and empty grass, sometimes also with tour bus parking.
DDOT’s options still primarily focused around moving cars fast, and would all have created big empty spaces that would not create any actual sense of place and would be, at best, unpleasant to cross on foot.
So basically a road and a few cycle lanes surrounded by likely a lot of not very useful green space (the option above even included underground parking under the road for almost the entire length). The other options were all variations of the same theme and this is exactly the same type of thing we would see here in Auckland – and are seeing with proposals to upgrade local roads e.g. Lincoln Rd.
Residents, led by Advisory Neighborhood Commissioner Brian Flahaven, were not happy with the narrowness of DDOT’s analysis. Instead, at Councilmember Tommy Wells’ urging, the Office of Planning stepped in to do a more open-minded study of how to use the space.
OP’s options still look at four-lane boulevards and even four-lane parkways, but with much more appealing designs like a big park next to and partly on top of the road:
These are just some of the options they came up with and include various versions of parks, and development options.
What’s worth noting is that the planners options contained just as many traffic lanes as the traffic engineers options did due to the transport engineers making it a requirement. The post questions the need for it to be four lanes but what is clear is that there are some quite different thinking going on between those just responsible for the movement of vehicles and those who also consider people and the city as a whole.
In Auckland if we could get more of the latter and less of the former then we could end up with a fantastic city that still allows for a wide range of movement even for those that want to drive.