Along with the important issue of local point to point access of new cycling and walking infrastructure, as discussed in this cross-post with Bike Auckland [remember to submit by Thursday, especially if you are local] there is also the issue of increasing access to important Transit stops, especially RTN Stations, to improve their value. Below is a screen grab from MR Cagney’s excellent ‘Catchies’ work on Auckland’s existing RTN Station catchments. The shaded circles describe a 1km ‘as the crow flies’ diameter from each station, the coloured blobs show the actual 1km reach once street and walkway patterns are added. These then are a sort of visual description the difference between catchment theory and practice on the Auckland RTN.
Both Meadowbank and Orakei Stations exhibit some of the most limited catchments on the whole network [comparable to ferry wharves, which are by nature only half a circle] both are particularly severed from their potential local catchments by natural and artificial phenomena. In Orakei’s case development immediately around the station, much better and more frequent bus services, and increasing local road suitability for cycling and walking, are the answer to increasing its reach. For Meadowbank however, only one of those options is available; it will never have a major bus service because it is in a secluded valley away from the road network, and nor is the surrounding land able to be developed. The only way to improve its performance is to improve its walking and cycling connections, and here with the GI to Tamaki cycleway there is surely the opportunity to do just that.
Especially to reach across the valley to Selwyn College in particular.
The new shared path does offer potential connections up the valley and even though they will be beyond the classic Station 800-1000m catchment range, I have little doubt they would be used as the experience of starting and ending the work or school day with a walk or ride through the verdant Pourewa Valley is pretty attractive. Additionally the bus or driving alternative can be subject to congestion especially through the natural pinch points of our folded topography. The utility of network will of course increase dramatically once the CRL is open too; what a great way for people in this neighbourhood to get to Eden Park for example.
The Eastern Line is a tremendously fast and competitive option as shown by the modal comparison chart for Panmure below, but the reach of its stations certainly need work. Panmure itself has now got great bus connection and Glen Innes is currently in a walking and cycling improvement work programme.
Sylvia Park pretty much only serves the mall and desperately needs new connections to the east:
With work all these stations could add even greater value to the network, now that the train service, at least at the peaks, is frequent and high quality. The Eastern Line has been a star improver since electrification, but it still has capacity for more of its stations to push up the leader board. This can only be achieved with detailed work to remove the very real barriers to entry all along the network. Even a secluded and arguably poorly placed station like Meadowbank can be improved when an opportunity like this Shared Path comes along.