The existing central city Shared Streets are clearly an overwhelming success, particularly on the east side where they are starting to form a coherent network. The most recent addition, O’Connell St, has the advantage of connecting to the long-pedestrianised Vulcan Lane. In fact it appears that the reverse might be more accurate: the newly vibrant O’Connell St looks like it is dragging life and trade up into the top half of Vulcan, the part that has long been much quieter than the section between High and Queen.
To the north the Fort Lane/Fort St/Jean Batten Pl network has been completely transformative; drawing a new flow of people up from the Bus, Train, and Ferry Stations and new attractions of Britomart – only for the Shortland St/High St traffic barrier to interrupt this natural movement.
However the novelty of the Shared Streets in a city that has spent half a century building itself on an auto-priority model is still too much for some drivers, and getting it through to this group that it’s time to change away from an expectation of a parking space right outside their destination in the central city still requires work. This is true especially as this expectation is already illusory, and simply leads to pointless circling hoping for that dream parking space: a poor outcome multiplied.
To really reinforce that these key city streets are not appropriate for the same level of private vehicle access as suburban ones, in my view, it is necessary is to spread the typology further, and to join it up into a natural network of Shared and Pedestrian-only streets of high civility. My hunch is that the ‘network effect’, where the value of a thing is multiplied by its connection to more of its kind, the sum being more powerful than the parts, is just as applicable here as in say a Transit system or a road network. This is hardly surprising as even though the driver may experience these streets as a restriction, to that same person once out of their vehicle, they are a liberation. Therefore the understanding of this being an especially privileged place for people will be reinforced through its completeness; and it will both attract more pedestrians and encourage those over-optimistic drivers to just park a little sooner and join the walkers. As of course the only way to enter the buildings on these Victorian streets and to shop, consult, or socialise is on foot, as a pedestrian. So here I’m co-opting the motorway boosters’ slogan: It’s time to complete the network.
This observation is all the more powerful when we consider that the beginning is the hardest time for these places: the small number of scattered examples have to live in a world still totally drenched in vehicles, where drivers are used to virtually complete access to any horizontal surface as a matter of course, and with a natural right to dominate all other uses. Join these these examples up and watch their success multiply off the scale.
First a simple tweak: To optimise the functionality of the new O’Connell St Shared Street, all that is probably needed is a reversal of the one way flow on Courthouse Lane to uphill, and make the western section of Chancery St one way towards Courthouse Lane. This maintains the same vehicle access to the street network here for deliveries and the Metropolis Building, while no longer pouring vehicles into the top of O’Connell St which simply incentivises its use as a rat run. Additionally, the planned pedestrianisation of the little Freyberg Pl Shared Space can’t come soon enough.
Clearly now High St is overdue to be added to the existing Shared Street network [see images to follow]. With that then comes the obvious move to join up these Shared Streets with Jean Batten and Fort St by adding lower Shortland St from just below Fields Lane to Queen St to the network. Currently lower Shortland St is part of the unnecessary Queen St rat-run for far too many vehicles, in particular private vehicles; in other words, drivers with no destination on these busy streets but rather using this very core of our city – our busiest and most valuable pedestrian streets – as a vehicle short cut.
And to really make all this work, Centre City Integration must grasp the moment and remove general traffic on Queen St from Customs St to Wellesley St. Leaving it for pedestrians and Transit, just like Bourke St in Melbourne. As is promised to us in the City Centre Master Plan with this seductive image:
But do we really have to wait for Light Rail for this to happen, can’t it work with buses first? In fact if we’re going to be digging up some part of the street for the tracks wouldn’t it make sense to get the traffic out first? Certainly the City Link would operate much more efficiently, and imagine the improvements to cross town traffic and pedestrians through the removal of those turning cycles at each intersection? It would probably in fact improve East/West traffic flow on Customs, Victoria, Wellesley, and Mayoral. The few vehicle entrances on Shortland St are all at the top of the hill and there should be no encouragement for drivers using these to go down the hill to enter the Queen St valley street network. And the best way to achieve this is simply to remove Queen St from the general traffic network. There is, after all, not a single vehicle entrance off this spine, only pedestrian ones. It will still be needed for Transit and delivery and emergency access; but no private car ever needs to be there.
The control [specified times?] of delivery and trade vehicles [too easy for these to get general parking wavers- even without specific projects] and the rights of taxis are interesting issues in which I can see value of various positions. But one thing I think is absolutely obvious; the rights of the private car user to these streets is the lowest priority because they are the source of least benefit and the greatest dis-benefit. It is their numbers that squeeze out people, delay service and emergency vehicles, and occupy valuable space that otherwise can be better used for transactions both economic and social.
There are literally dozens of parking buildings just away from these streets up either side of the valley and the richest abundance of public transport options anywhere in the entire nation. Furthermore very few fridges are sold here, and indeed any purchase that is bulkier than a book, a frock, or a belly-full can surely be delivered. Most transactions appear to be inter-human, and many sales consumed on the spot, or at least are not much more difficult to carry than a suit or a pair of shoes.
Like the other recent improvements to our city – better train, bus, and ferry services, and new cycleways – these Shared Spaces will only continue to improve, to add more value, as their improvements are embedded and extended. Or, to express this idea negatively, the Shared Streets will never be more traffic afflicted and compromised than they are now, while they are more surrounded by auto-priority ones. The same as the core Rapid Transit network will only continue to improve as more services and connections with other layers of the system develop. The Network Effect.
Now that looks like a real shoppers’ and diners’ paradise; an actual Heart of the City, a zone that can be marketed as having a real point of difference from either suburban big box retail or the motorised strips of Newmarket and Ponsonby. But still, those notoriously conservative creatures, retailers, probably won’t get it till it’s done.
O’Connell v High, Feb 2015:
Earlier posts on High St:
On the Victoria Street end; how to deal with the parking building traffic.
On some retailers’ determination that their only customers are cars.
The great intensive street pattern of the area so damaged in the 1980s and the previous debate about O’Connell St.