It’s been a busy week. Here are a few things that caught our attention – as always, feel free to share relevant links in the comments so we can all catch up with the news on cities and what makes them great!
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This week on Greater Auckland
- We ran a guest post on Saturday, the end of Road Safety Week, from Vinetta Plummer of Healthy Families Waitākere, asking, are speed limit reversals taking us in the wrong direction?
- On Monday, in a guest post Patrick questioned whether AT directors are at risk from speed reversals?
- For Tuesday Jolisa noticed some of the strange cracks appearing as AT races to raise speed limits
- On Wednesday, in the light of Council discussions of Plan Change 78, Scott wondered, Will the Auckland city skyline ever change again?
- On Thursday Jolisa continued looking at (and sometimes squinting at) the finer details of AT’s headlong rush towards speed limit changes
A reminder that if the speed raises are hitting you where you live, you can sign the open letter to the Minister of Transport calling for a more reasonable approach in Auckland. (See more options for taking action here).
And, related to our coverage of road safety, did you know Auckland Transport has a dashboard of road safety data shown by Local Board area? Like any data-viz based on the Crash Analysis System, it doesn’t contain every crash ever (cycling crashes go heavily underreported, while near-hits are never registered). But even limited data can be useful.
Rail funding in the Budget
The budget was yesterday and there wasn’t a lot new announced in terms of transport. The one big one was announced a few days ago with the government providing over $600 million for rail maintenance, including $143.6 million for the Auckland and Wellington metro networks to continue the current works to bring those networks up a more modern standard.
Train commuters and businesses moving goods around the country will see more reliable rail services, thanks to the Government’s investment of $604.6 million for rail upgrades and renewals through Budget 2025, Rail Minister Winston Peters and Transport Minister Chris Bishop say.
“The funding provides $461 million to maintain and renew the rail freight network, and $143.6 million to replace and upgrade the Auckland and Wellington metropolitan rail networks, and will deliver a more productive, efficient and reliable rail network that supports economic growth and productivity,” Mr Peters says.
…..
“The Rail Network Investment Programme for 2024-2027 is now funded, meaning maintenance, network operations, asset renewals and modest improvements are funded.
“This programme replaces decades’ old bridges, culverts, and other assets with infrastructure to last for generations to come, and provides the bedrock for growth by the commercially-funded freight operations to move our goods.
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The Government is also funding critical network renewals in Auckland and Wellington.
“Metro rail investment in Auckland and Wellington will improve the level of service for passengers by addressing overdue and critical renewals work,” Mr Bishop says.
“A backlog of overdue renewals has made services less reliable, with commuters experiencing ongoing disruption in recent years. Piecemeal network maintenance has increased overall costs and has not delivered the high-performing metro rail service that our cities need to flourish.
“The poor state of our metro networks has flow-on impacts for performance. For example, temporary speed restrictions are often needed as a safety precaution, leading to increased travel times and disrupting service schedules.
“The Budget investment in metro rail will continue to support delivery of modern networks that are more reliable, can be efficiently maintained, ease congestion on the busiest parts of the network, and allow for increased future demand. It will also ensure a better experience for commuters who already make 24 million journeys on the networks each year.
“Auckland Council and Greater Wellington Regional Council will also need to meet their fair share of costs to deliver the services we want for metro rail.”
E-bikes for everyone
The Conversation takes a look at the results of research into e-bike schemes in New Zealand, highlighting how recent indepth trials show that people will indeed make the switch – with the right support:
Anyone who uses city roads will know e-bikes have become increasingly popular in Aotearoa New Zealand. But we also know rising e-bike sales have been predominantly driven by financially well-off households.
The question now is, can e-biking be accepted and embraced by people and communities where it is currently not happening? Three pilot programmes from around the country have now given us cause for optimism.
Understanding more about the barriers to e-bike access – especially in communities with low cycling levels or where income levels mean bikes are prohibitively expensive – has been one of the main gaps in our knowledge.
But over the past few years, we have been involved in projects designed to examine how e-bikes might work in such places. The three pilots were based in Mangere (South Auckland), Wainuiomata (Lower Hutt) and Sydenham (Christchurch).
These are all areas or communities with lower relative incomes and lower levels of cycling. The majority of individuals involved did not routinely cycle, and some hadn’t been on a bike for decades.
In all three pilots, the results were positive. In some cases, participants reported long-term, life-changing benefits.
Wellington’s vibe shift
The Spinoff’s Joel MacManus (who recently won a well-deserved Voyager Media Prize for his reporting!) takes a look at some of the major projects and amenities due for completion next year in Wellington, which “will give locals and visitors something to be excited about” (and will give the new Mayor much take credit for, even though much of it has been progressed under the auspices of the current Mayor).
In his roundup, Jole includes Te Ara Tupua, the seawall road-and-rail resilience project with a walking path and cycleway on top, the whole of which is funded out of the country’s limited budget for bike infrastructure (you’re welcome).
After flooding in 2013 and 2015, it became clear that Wellington needed a seawall to protect the railway line and highway between the city and the Hutt. The great bonus when you build a seawall is that you can put a shared cycling and walking path on top and add a great public amenity for minimal additional cost.
However, NZTA Waka Kotahi got cheeky with the numbers and funded the entire $348.7 million project through its cycling budget, even though it was primarily intended to protect the road and rail. This left little money for other cycling projects nationwide.
Despite the dodgy funding, the shared walking and cycling path will be truly remarkable. Named Te Ara Tupua and designed with mana whenua, the project will include five artificial gravel beaches providing access to the water for fishing and diving, and six new gathering spaces with planting, seating and bike stands. A rail overbridge is designed to honour Te Wharepouri, a significant rangatira who lived in the area.
The western coast of Wellington Harbour offers stunning views, but until now, they’ve only been accessible out of the window of a moving vehicle. Te Ara Tupua opens that area to people. For commuters, especially on e-bikes, the safe and scenic route will be a vast improvement over the current option, a terrifying ride along the shoulder of a busy highway.
For recreational bikers, it’s even more exciting. Te Ara Tupua will link up the Great Harbour Way, meaning there will be a protected, paved, coastal cycleway from Miramar to Days Bay (and eventually from Pencarrow to Owhiro Bay, a distance of 70km). It will become a must-do activity and tourist attraction. East by West ferries are already planning for a surge in traffic from people crossing to Days Bay with their bikes and riding back to the city (or vice versa).
What’s happening with rapid transit in Christchurch?
Stuff asks “Where Christchurch is at with mass rapid transit”
With towns such as Rolleston and Rangiora growing rapidly, the Greater Christchurch area is sprawling.
And without a strong public transport network in place, a transport engineer and planner says the key routes in and out of the city are headed for gridlock.
A plan to implement a “turn up and go” public transport system, so frequent and fast that travellers could turn up and go, rather than schedule their journeys, was initially set for 2031 to 2034, but delays and funding struggles have pushed it out even further.
So, where is Christchurch at with mass rapid transit?
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A preliminary business case – which went out to the public and was endorsed by councils in 2023 – found the system could cost between $3 billion and $4b.
“Nobody really wants to commit themselves financially,” Downard-Wilke said.
So, mass rapid transit is popular, but it’s pricey. And who will pay?
You know what’s even more expensive – a clogged inefficient city.
Low-traffic neighbourhoods still work, and keep working
From the Guardian, a timely reminder that reducing through-traffic is part of a comprehensive solution for cities that people actually enjoy living in.
In my experience, the substance of the backlash against LTNs is often not so much about the LTN itself, but a reaction against unreliable or nonexistent buses, high fares, poor accessibility or overcrowded roads – all of which need fixing, and none of which would be solved by scrapping LTNs. Priority bus lanes, wider pavements, clean air zones, 20mph limits, cycle lanes and phasing out diesel – as well as meaningful engagement with residents – could all help address these concerns, stop traffic or pollution from rising, and give people more choice in how they get around.
The universal appeal of great transport options
It’s always illuminating to get a peek at how other cities are doing it. Enjoy this video from Dakar about their electric buses (and bike network, and associated sustainable initiatives). It’s a great example of how to talk about interrelated urban projects, as well as just being a delightful glimpse of another city.
Visualising cities and comparing their transport balance
Speaking of taking a peek at other cities, this visualisation tool from Cities Moving triangulates the mode share (for travel to work) of various cities – driving (red) vs. public transport (blue) vs. walking and cycling (yellow) – and allows you to compare your city with others. Auckland is on the map, as are Wellington and Christchurch.
Before you click through and have a play with the visualiser, care to guess which corner of the triangle we’re huddling in?
That’s us for the week. Have a great weekend!
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The last of the SA/SD’s were removed from Tauramanui on Tuesday heading to the Hutt Workshops after someone set fire to one of them .
I still think the seats in these trains were more comfortable than the new trains.
I can’t believe someone didn’t set fire to them when Kiwirail dumped them in Taumaranui. The rail designation doesn’t allow them to use that town as a rubbish dump. Kiwirail should be ashamed.
Or we could, you know, put them into service so they could be taking people places. We like to complain about the cost of rail in this country, but we already have tracks and old spare carriages just sitting idle like this …put them to use!
The congestion in CHCH can be worse than Auckland some days! The serious lack of planning for growth is going to cripple the garden city. Great question to ask… where is the PT!?
One day, we will wake up, and start building apartments.
Now Christchurch has Auckland disease, and it is becoming obese with satellite towns.
Could we just stop with the houses, and build some goddamn buildings?
Then we could stop loitering in traffic watching our money go down the Interceptor?
bah humbug
So to get this straight we can spend $4 billion on a bypass of Wellsford but not on rapid transit in Christchurch!?
Have you ever considered how many Aucklanders head north and get stuck in traffic for a few mins. Their needs are greater than a few people in Christchurch remember this govt doesn’t do evidence based it’s Votes > Evidence.
Indeed; over 30,000 vehs a day come into Chch from Rolleston and likewise over 30,000 from Kaiapoi/Rangiora. But somehow the 20,000+ going to Warkworth and surrounds wasn’t enough; we also need to cater for the 10,000+ travelling on to Wellsford and beyond…
Don’t forget many in Wellsford will be voting for this expressway to get the traffic out of their town too. People are selfish and nothing can be done to stop it. The speed reversals prove that in more ways than one.
There’s 2000 people in Wellsford, I don’t think that will turn an election, it’s the decent portion of 1.7 million Aucklanders who travel this road a couple of times a year where the votes are coming from.
I support Wellsford getting a bypass, however it doesn’t need to be a highly specced motorway.
Yep you’re correct jezza, ah well it’s going to happen anyway whether we like it or not. The rest of the expressway isn’t guaranteed but I would say this section is especially as Labour admitted they were wrong about Puhoi 2 Warkworth. Tbh I’m not really against this section anyway as I don’t see an easy way to bypass Dome Valley may as well have the very safest road we can have I guess.
AT will soon be consulting on a $1,000,000 roundabout at the intersection of Grey St and Onehunga Mall. From what I’ve heard, it will be a great improvement to safety but the irony is that it’s only necessary because of the high volumes of traffic from Grey St. The Local Board would never have had to spend that money had they stuck with the LTN, because that traffic wouldn’t exist.
Hi out of town here. Is that the one someone drove a forklift into or a different one?
That’s the one, Christ Church – as covered here: https://www.greaterauckland.org.nz/2021/05/11/low-traffic-neighbourhoods-which-way-for-arthur-grey/
AK, is this the roundabout you’re talking about? https://at.govt.nz/about-us/have-your-say/central-auckland-consultations/mays-road-and-grey-street-onehunga-intersection-safety-improvements It’s had the planned raised tables removed from design – not merely for funding reasons but also, as per this response to a recent LGOIMA, because “headlines” and “politicians”:
“The use of raised devices across the network has been questioned significantly by elected members and has featured in a number of high-profile media stories.” More here: https://fyi.org.nz/request/30298-request-for-information-on-mays-road-and-grey-street-onehunga-intersection-safety-improvements
AK is refering to the other end of that particular rat-run, Grey/Onehunga Mall. The new roundabout for there was front page of the local freebie ‘paper’ last week.
I didn’t even know about that roundabout. I’m referring to Grey St/Onehunga Mall, I don’t think consultation is out yet but it’s coming soon. Apparently it will have cycle facilities!!
https://onehunga.co.nz/e-mags/#may-2025/1/
Ah thanks just noting I have lived in Auckland most of my life just didn’t know if there was some other one I didn’t know about. At least it was the residents who made the decision to take a forklift to it I suppose and not the rat runners. Rat running is prolific around Mt Smart rd towards Onehunga mall the congestion is just so bad, I think it would help if they made the “arterial” a 4 lane road as opposed to its current residential street with parked cars on both sides rubbish. Even I admit to blasting it down the back roads a few times (Oranga ave etc) it just takes so long otherwise. Any road designated an arterial should not have parked cars on it at least from 6-10 and 3-7. New North road was another classic when I was in town recently took ages because the stupid clearway only starts at 4pm. I do sometimes envy the people of the east being allowed a proper arterial 60-80k with no parked cars. Parked cars are ruining Auckland you should only be allowed as many cars as you can store on your property ( I suppose that’s a big issue now all these houses have not garages… sigh
I wonder how much of that price is down to the consulting involved?
“E-bikes can and should play an important role in expanding New Zealand’s transport options and improving the wellbeing of its people.”
“Anyone who uses city roads will know e-bikes have become increasingly popular in Aotearoa New Zealand. But we also know rising e-bike sales have been predominantly driven by financially well-off households…… unreliable or nonexistent buses, high fares, poor accessibility or overcrowded roads – all of which need fixing, and none of which would be solved by scrapping LTNs……and give people more choice in how they get around.”
Ok, but there are many other factors. Currently for reasons outside the users’ control many factors render use of micro-mobility and cycle use as a recreational toy. People living with less economic resources cannot afford this equipment at any price because they can’t afford the time or energy for such indulgences. Many will choose to move economic heaven and earth to maintain being a motorist in the face of the current urban traveling environment.
The primary reason for this is an overall administrative discouragement of the use of alternative transport technology for anything other than leisure purposes. Warning this is the short but less polite version of the message.
In Auckland the current road mass transit business model has been to focus service priority on “the perceived majority” in ways which effectively removes similar transport mode choices from other passengers who would benefit from small changes to the Mass transit service delivery model at comparatively minimum inconvenience to the existing administration and infrastructure.
Regarding the uptake of micro mobility devices as a utilitarian transport mode. Right now these modes are unattractive to many people because of the lack of infrastructure, and hostile user environments, fueled by soft-power based realities like the mostly imported moral panic initiated territorial wars between pedestrians, motorists and cyclists/micro mobility users, and the top level reluctance of NZ’s [Auckland’s in particular] Mass Road Transit to provide passenger services for cyclist/micro-mobility modes, or to allow these equipment users unchallenged use of public space. The current/proposed dangerous and stupidly utilized external bike racks tacked precariously onto buses is a ridiculous and unsafe service provision. Internal luggage carrying is the only safe option in this instance.
Most Auckland road mass transit vehicles have designated spaces capable of carrying this equipment-but Auckland’s mass road transit passenger services are refusing to allow it to be used effectively, using any excuse they can create. This means a micro-mobility and mobility scooter users in particular are forced to use their devices for whole of journey purposes on a sometimes dangerous and inadequate, circuitous riding infrastructure, or revert back to being a motorist. Maybe they can at least enlighten us as to why they persist with this policy. So far all Auckland’s road PT administrators have done is avoid discussion or deliver “word salad” explanations, which wastes everybody’s time and patience.
While administrative initiatives like the Super Gold Card, and Total Mobility schemes exist, the current road based mass transit service delivery effectively makes off peak passenger service delivery risky for many older and less able passengers, who comprise most of the holders of these traveling concessions.
Bus drivers also find the service delivery model difficult to process. This is expressed by their often unwillingness to offer services such as assistance in boarding as needed, and refusal to carry even small mobility assist units, bikes and other accessories for many passengers who travel during mostly at off peak times.
Much of this service refusal is enforced by claiming on the very outdated mobility assist equipment classification regulations in NZ, which are enforceable irrespective of the capabilities of the user. The result is a matter of disempowerment and discrimination against the majority of NZers who hold Total Mobility and Super Gold Card entitlements to PT road travel, and overburdens the existing specialist transport services which are rightly prioritized for Aucklanders who live with significant mobility challenges.
Often, Bus drivers, carry a stressful workplace load, but do themselves no favors by being unnecessarily harsh and disrespectful in their condemnation of a majority of this passenger group when this group of passengers struggle with the boarding or egress processes, or ask for assistance. I’ve also noticed that this driver response is reinforced often by an overly fawning response to assisting the small number of severely mobility challenged passengers who only occasionally use Auckland’s road mass transit, whom they seem to feel are more deserving of help. Unlike NZers living with less specified, but no less real mild to moderate mobility challenges.
This is a really unhelpful result. Pitching the needs of profoundly physically challenged NZers against the much larger number of NZers living with unspecified less critical mobility challenges is an unethical business service delivery management practice which impacts negatively on both front-line personnel and passengers. It is also not a matter of being incapable of services delivery for this group, but represents an administrative decision that classifies these passengers as a ‘service delivery liability’. The infrastructure design teams and PT delivery administration has little credibility in the face of other more advanced cities around the globe, to be whingeing about a lack of passenger uptake while they remain stuck in a self serving ‘moral panic’, zero-sum mode of service delivery. This would include the matter of “The “Liberate the Lane” campaign”. Anything it seems to avoid altering the status quo, and getting on with the job in hand.
The extra services entitlement from the Total Mobility, and Super Gold Card is not worth a lot if you risk ending up in hospital using the service! The majority of Total mobility and Super Gold Card passengers are eligible for these travel concessions because they live with less mobility than the current favored majority of PT services delivery targets, business commuters and students, and at the weekends young families, sports teams and special services for events.
My message is as a current VERY reluctant user of NZ PT road transport; get over your learned helplessness, and stop selectively utilizing the hostile administration processes for everybody who uses whatever mobility equipment to get around or needs extra assistance t use your services, and for whatever reason regarding them either as a “Lycra lout” or someone living with poor mental health! Consider for the benefit of bus drivers and passengers, putting that extra help onboard for bus drivers to support their health and safety, especially if they feel incapable of assisting people who need help boarding, even if this is rationed for use in selected off peak, and suburban services, allow passengers to board with their devices and cycles, even if only for selected times and suburban services, and provide an effective companion valet parking for larger mobility services and the parking and manual distribution of hired micro mobility devices. A suburban shop front in the vicinity of bus stops would provide this. Perhaps then the passenger uptake you are whinging about will increase and motorists will be enabled to leave their cars at home. You catch more flies with money than you do with vinegar! And.. notice I did not mention the cost of fares. Even if its free service, it’s avoided because it still sucs for many of the users of Super Gold and Total Mobility Cards, and ignoring this will ensure the off peak buses remain a transport choice of last resort.
Theres a word for this, and it isn’t ‘cheeky’
“However, NZTA Waka Kotahi got cheeky with the numbers and funded the entire $348.7 million project through its cycling budget, even though it was primarily intended to protect the road and rail. This left little money for other cycling projects nationwide.”
I can think of another ‘c’ word. They’re not fooling anyone…the agency heads have hated cycling and have wanted to see it defunded and wound back since the beginning. The whole circus around the Skypath and Northern Pathway in Auckland should be further proof of outright corruption in this regard. It’s not hard or expensive to design for bikes…the benefits are huge…pure mode bias is at play.
Interesting things happening.