- Sets out the strategic direction for transport in Auckland including how AT proposes to give effect to the transport components of the Auckland Plan and AT’s strategic themes within the fiscal constraints of the funding provided in the LTP.
- Is consistent with the Government Policy Statement on Land Transport.
- Brings together objectives, policies and performance measures for each mode of transport.
- Sets out a programme of activities to contribute to this strategic direction. It outlines both the Basic Transport Network and the Auckland Plan Transport Network.
- Includes transport activities to be delivered by NZTA, KiwiRail, the NZ Police, AC and AT.
The draft RLTP will be open for public submission from 23 January – 16 March 2015 which is the same time as the council’s Long Term Plan (LTP). We already know much of the detail about what the RLTP holds as it has come out as part the discussion of the LTP over the last few weeks. In particular that there are two transport networks proposed, what’s known as the Basic Transport Programme – a severely constrained network that will see many critical projects such as new transport interchanges put on hold – or what’s known as the Auckland Plan Transport Programme which is the everything including the kitchen sink approach. We’ve discussed the plans before including the sticky mess the basic plan produces.
What’s interesting about the draft RTLP is some of the language used and even more so some of the suggestions for Auckland’s future and it’s some of these aspects I’ll cover in this post. Perhaps most importantly is the document suggests that Auckland Transport are starting to realise that yesterday’s thinking will not solve tomorrow’s problems and AT’s Chairman Lester Levy’s says exactly that in his introduction. He also makes a few other bold statements including that Aucklanders deserve better than choosing between poor transport outcomes or paying an extra $300 million a year.
That language carries on through the document and some parts feel like they could have been written by us. While I’m quite cognisant of the fact that these words need to be backed up by actions, the change in the discussion isn’t an isolated case as we’ve started to see similar comments from other agencies such as the Ministry of Transport and the NZTA. That gives me hope that in coming years we’ll see some real improvements in transport planning in Auckland and across the country.
Some of this comes through particularly strongly in the problem definition section of the document – page 30 in the PDF – which lists the four key problems that need to be addressed. The first one identifies that limited transport options are having a negative impact.
1. Limited quality transport options and network inefficiencies undermine resilience, liveability and economic prosperity
Underdeveloped public transport, walking and cycling networks mean that Auckland continues to have high reliance on private vehicle travel and low levels of public transport use, walking and cycling. Private vehicles account for 78% of trips in urban Auckland.
This high dependency on private vehicles means not only that there are long traffic delays but that many people have no choice other than to travel by car. Cars take up space that could otherwise be used to address Auckland’s housing shortage, improve environmental outcomes, improve economic performance, reduce social inequalities, improve health and safety and improve transport affordability. It also increases the risk to the economy from future oil price shocks.
Investments in the rail network and the Northern Busway are already making a difference, and Aucklanders have been taking up these new choices in numbers that exceed all forecasts. Annual surveys of travel to Auckland’s city centre confirm that the growth in public transport travel is already making more capacity available on key links for freight and business trips.
While the fourth problem recognises that we’re basically at the end of the era of being able to build cheap roads to expand the transport network. It also notes that expectations of congestion free driving should be a thing of the past
4. Meeting all transport expectations is increasingly unaffordable and will deliver poor value for money
Providing new or expanded transport infrastructure to respond to growth is becoming increasingly expensive and inefficient. Land corridors designated in the past for transport purposes have now been used, and constructing transport infrastructure on land already used for housing or as open space is expensive and unpopular. The Victoria Park Tunnel and the Waterview Tunnel are two examples of roading projects that have been constructed as tunnels to minimise adverse environmental and community impacts, at significant additional cost.
It is clear that expecting a high level of performance from the transport network for all modes in all locations at all times and for all types of trips is increasingly unaffordable and will not provide value for money. The level of performance can appropriately be expected to vary according to location, time of day, type of trip and mode of travel.
And it is carried on into the sections about specific modes/projects. Section 6 (page 41) is all about public transport
Everyone benefits from good public transport, including road freight businesses and car drivers. As more roads are built, more people choose to travel by car and soon traffic congestion is at the same level as before the new road was built. However it is possible to build our way out of traffic congestion by building a public transport system that is good enough to attract people out of cars (16).
Not everyone who uses public transport has a choice. For people who cannot drive, or cannot afford a car, public transport opens up opportunities for education, work and a social life. A public transport system that works well for the young, the old and the mobility impaired, and serves the whole community including low income neighbourhoods, builds a stronger, more inclusive society.
And on the City Rail Link they say:
As more and more people want to live in Auckland, more efficient transport is needed. Cars simply take up too much space, and successful cities around the world have each had to solve the problem of how to get ever more people into and around the city as land and space become more valuable.
More people catching the train and bus to and through the city centre will free up parking and traffic space which can be reallocated to make room for the growing numbers of pedestrians. Projects like the Victoria St Linear Park will replace sterile tarmac with spaces which encourage people to linger and enjoy being in the centre of a world class city. The successful transformations of the Viaduct, Wynyard Quarter and Britomart are a model for how vibrant and lively the heart of our city can become.
Can you imagine the Auckland Transport of a few years ago describing a road as sterile tarmac?
There are numerous other statements that surprised me in my skim though but perhaps the most significant was this about the future of access to the city centre
While the CCFAS was designed to address regional needs it also highlighted residual city centre access issues, particularly from the central and southern isthmus not served by the rail network including:
- Key arterials with major bus routes are already near capacity will be significantly over capacity in the future even with the CRL and surface bus improvements
- If not addressed now, there will be area-specific problems, including the impact of a high number of buses on urban amenity, in the medium term and acute issues on key corridors in the longer term
To address these issues, work is currently underway to provide an effective public transport solution for those parts of inner Auckland and the City Centre that cannot be served by the heavy rail network, with CRL; that supports growth requirements in a way that maintains or enhances the quality and capacity of the City Centre streets. A range of options are being explored including light rail.
Re-implementing light rail in Auckland would surely be a mammoth task but there could certainly be some benefits to such an idea. This is especially true on some of the central isthmus routes which already have high frequencies, high patronage and a local road network which supports a good walk up catchment. Of course Auckland Transport would need to show just how they could pay for such a thing when funding is so constrained but if it possible it would certainly be one way for them to highlight that they have been thinking differently about transport than they have in the past. Could this be what the secretive CCFAS2 has been about?
And let’s not forget we’ve suggested a Dominion Rd tram as part of our Congestion Free Network.