Category: Hot Discussion

An issue causing hot discussion either here in the blog or in the wider community

Rates Movement

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Which Way Are Your Rates Due to Move

 

Yesterday buried at the bottom of my Annual Plan post I had a chart on rates movements for the 2013/2014 Council financial year per Local Board area. I thought I might repost it here along with the percentages of the movements on rates increases and decreased spread over the Auckland Area to see how many got an increase, and how many got a decrease – so lets take a look:

 

Rates Movement by Local Board – 2013/2014

 

By percentage

 

I’ll let you figure out if the majority are facing increases or decreases – and by how much 😉

 

 

Annual Plan Submissions Due

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Have Your Say on the Auckland Council Draft 2013/2014 Annual Plan

 

Auckland Council have called for submissions to the Draft 2013/2014 Annual Plan – the main budgetary document for Auckland Council for the next 12 months. All revenue and expected expenses (including capital outlay for proposed capital projects) over this twelve month period are laid out in the Annual Plan documents which I shall link and embed below.

 

I am still working through the Draft Annual Plan at the moment before compiling a submission (submissions close 4pm – 25 February 2013) but will upload my submission to BR:AKL as soon as it is done.

 

Amendment to the 2012-2022 Long Term Plan

It is of note that Council has asked for our feedback via the submissions on the “Regional Facilities Auckland grant towards development of the TelstraClear Pacific Events Centre” – which is building this White Water Rafting Facility at a cost to the ratepayer of $32m as well as taking on some financial risk if the project fails. In order for this development to happen (and as stated in the Draft Annual Plan) there will have to be an amendment to the 2012-2022 Long Term Plan which is already in operation. This would be because this particular development is calling on for extra funds made outside what has been allocated already in the existing and current Long Term Plan.

As a result I will be submitting in strong opposition to this as it creates precedent for every other Tom, Dick and Harry project with dubious actual economic merit to come before Council and thus allowing an existing LTP to be butchered to cater for it – when if needed, it should be kicked over to the next Long Term Plan which is the 2015-2025 LTP.

This is not how we budget for things anywhere – and I expect Council to follow the same standard. Besides I can think of better used to go and sink $32m such as cleaning up Otara Creek which is a toxic site or to our struggling Local Boards to fund local community facilities or events.

 

However I will run further commentary on this as I draw up my submission

 

In the mean time some links and documents

 

Web Links to Council Annual Plan

Draft annual plan 2013/2014 – Home Page

Draft annual plan 2013/2014 – Documents

Draft annual plan 2013/2014 – Key topics and events

Draft annual plan 2013/2014 – Draft Annual Plan 2013/2014: Have your say

 

The Annual Plan Documents

VolumeOne of the Draft Annual Plan

Volume Two of the Draft Annual Plan

Volume Three of the Draft Annual Plan

 

And the movements in Rates per Local Board Areas:

(Yep another rates decrease coming my way)

 

Alcohol and Local Community

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Auckland Council Begins Work on Alcohol Control Measures

 

Central Government last year passed the Sale and Supply Alcohol Act which gives Council and Local Board increased authority and delegation on how alcohol (a demerit good) is sold and supplied in local communities.

Councillor George Wood has been made chairman of a working party (as noted in his Facebook status below) of members Auckland Council and Local Board to begin the slow and long process in getting ready to set up a Local Alcohol Policy or LAP:

George Wood shared a link.
Yesterday near Auckland
Auckland Council starts long process to prepare local alcohol policy. I’m chairman of the working party along w/ 7 Crs and 7 LB members.

 

George also Scribd‘ed a fact sheet on Part One in developing such a LAP:

 

So as alluded to Part One is developing a Draft Local Alcohol Policy before step two kicks off which is: consultation

 

BR:AKL will keep an eye on Councillor Wood’s working party as it begins drawing up a Draft LAP and see where this new direction in alcohol policy goes for Auckland and its Local Boards

 

 

 

An Auckland Housing Redux

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Battle on Housing Goes On

 

BR:AKL Has Viable Alternative Urban Land Use “Policy” Already

 

 

And I bet we are all sick of the Housing Affordability Debate swinging from one extreme to the other and back again; both at central and local government levels, both by the centre-left (social authoritarian section) and centre-right (neo-conservatism). The conservatives from both sides of the political spectrum are basically bashing each over the heads trying to score “up-man” points on one another with housing, yet really don’t offer what WE really want in housing (it is what THEY want in housing and telling US how and where to live). Interestingly Social Liberals (from the left), Neo Liberals (centre right) and even the libertarians (down the bottom of the political compass) have gone extremely quiet on housing and urban land use policy.

 

This is rather a shame as the liberals could very well offer some viable alternatives that we (the residents and businesses) could be very well-looking for. You know “US” making our own choices and working in a collaborative  manner and shape OUR CITY, OUR WAY (not the Government (Local and Central’s) way). Now before I post the “redux” on a social liberal‘s view for “housing” just a quick differentiation between how a social liberal and neo liberal would achieve similar goals.

 

What Social and Neo Libs share the same in housing:

  • Planning: Liberalising the planning rules and requirements (like ditching minimum parking requirements, setbacks, landscaping, etc. – basically getting planners out of the road)
  • No monopolies on construction goods (Fletchers would be “broken”)
  • Zoning: basically zone and let the people and developers do the rest (apart from Master Plans)

 

What Social and Neo Libs do not share the same in housing:

  • Provision of social housing provided by The State (not councils). Social Libs would allow it, Neo Libs not
  • Community Master Plans. Social Libs would allow a strict prescription based plan and development to occur in some areas (Town Centres), Neo Libs would still do the zone and let the people and developer do the rest right across the board

 

As for the “Redux” here it is; my social liberal (and well read) Submission to the (then) Draft Auckland Plan where extensive mention of land use was made out:

 

Unfortunately though despite the hearings and constant lobbying, this extensive submission gathers (digital and actual) dust sitting in the draw. So while the conservatives bludgeon each other and boring us with no actual solutions, this liberal document waits for some brave political soul to bring it into the light and see it through in execution.

 

The CRL and North Shore Line Redux

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A (re)Look at Two Particular Heavy Rail Projects

 

Over the last year advancements have been made on Auckland‘s heavy rail system (for both passengers and freight). BR:AKL has been following developments as Auckland’s rail continue to grow and evolve through the 21st Century. With the next step of the City Rail Link under way – that is the Notice of Requirements (protecting the land route for the CRL); BR:AKL takes a quick look back at some rail posts, in particular the operational model post CRL but pre North Shore Line, and The North Shore Line herself.

 

The Redux

Operational Models – An Alternative Proposal Post CRL, but pre North Shore Line (thus far)

CRL TIMETABLE AND OPERATION PLAN

THE PROPOSAL After seeing one or two particular proposals for CRL Timetable and/or Operations (that is how passenger trains would run along the Auckland Rail Metro Network) I thought to myself if I could come up with my own proposal.

 

CRL TIMETABLE AND OPERATION PLAN – PART TWO

THE CRL TIMETABLE/OPERATION FREQUENCY PLAN

 With the baseline operation plan laid out (so basically one train an hour on each of the three lines in each direction) it was time to ramp the frequencies up to acceptable standards

 

CRL TIMETABLE AND OPERATION PLAN – PART THREE

POTENTIAL PASSENGER CAPACITY ON POST CRL RAIL NETWORK So far in my City Rail Link Timetable and Operation Plan Proposal I have covered the foundation of my proposal on passenger train operations and frequencies once the $3.6b (Rail Fallacy applying of course)  CRL was opened and under way. You can get a full recap at my CRL TIMETABLE AND OPERATION PLAN – PART TWO post. In this post I build upon the proposed frequencies from Part Two and apply what potential capacity the Auckland Passenger Rail network could have post CRL. Now remember as of current in my proposals I have three lines of operation – they are: …

 

Parts Four and Five have been in the pipeline since Part Three and should be up for “publishing” sometime in February (Part Five as soon as the RPTP is finalised). Part Four would look at a Manukau to New Lynn “shuttle” via Glen Innes and Britomart as well as preparing for the Manukau (Rail) South Link) with Part Five looking at a dummy timetable post CRL but factoring in any changes with the Regional Public Transport Plan.   The CRL Timetable and Operational Plan series will be used in lobbying and advocacy once Auckland Transport starts drawing up proposed operation plans for the trains once the CRL is operational.

As for the North Shore Line two posts were dedicated to this crucial project as well as mentions in submissions to The Auckland Plan:

NORTH SHORE RAIL FOR $2.5B?

Could We See Rail on The North Shore?

 

A QUESTION FOR THE CRL – Is the CRL Future Proofed for The North Shore Line?

…one thing has struck me – well two actually:

  1. No mention of The North Shore Line (which crosses the City Rail Link at Aotea Station)
  2. No apparent future proofing of Aotea Station for The North Shore Line when it gets built (that is when not if folks)

…

 

Including aspects of The North Shore Line are crucial as part of connecting “all” of  (metro) Auckland to the rail system. Both North Shore Line posts spell out the importance of the CRL as well as The North Shore Line. As time goes on I will write-up a Timetable and Operation Plan – Post North Shore Line with all the lines built and what such a timetable could look like for Auckland.

So interesting and exciting times ahead as advancements in one aspect of Auckland’s Fully Integrated Transport System (or Suite) continue slowly but surely.

 

[All City Rail Link posts can be found by typing “City Rail Link Debate” into blog search box]

The Reality of Parking in the CBD

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Even a Parking Operation Admits on Public Transport

 

And

 

The Logic I Use When Travelling into The CBD

 

This morning while reading the morning Facebook comments (politicians and councillors are usually online making their statements for the start of the day) I saw this from Councillor Cameron Brewer in regards to CBD parking:

Cameron Brewer shared a link.
Don’t ever say I’m never nice nor helpful: ‘Mr Brewer, chairman of the Business Advisory Panel, said the council had “done well” to reduce its charges in its three main parking buildings in the central city.’
My friend Alex Swney in the CBD is hoping the private car parking providers will follow suit. In the meantime it’s much cheaper to use council’s Civic, Downtown, and Victoria Street car-parks. That’s my public service announcement for the day…

The article in question from the NZ Herald was this one: Big cities mean big parking bills

As a result I packed the following quip:

Mr Ryan has hit it right on the money – and it is the truth – not that Transport Blog would ever recognise it:
“”The reality is that until Auckland’s public transport services are improved, motor vehicles shall still pour into the city each morning at increasing rates, and these commuters do need to be catered for – and that’s where the private parking companies have a significant role to play.”

 

That spawned off a few questions in Twitter and Facebook while I was away in Manukau however in reply I posted the following over at ATB’s “The cost of parking:”

 

Devils advocate time 😀

Popping my head in here after my Twitter and Facebook remarks I would have to be somewhat “brave.” However while I shall reply to my remarks sometime today (or tomorrow) – actually no I can answer it right here below and it seems to (in my eyes) reinforce the point I made that caught the attention of a few here.

I have noticed the quotes quoted above but the most prominent one has been missed – which was a statement from Mr Ryan which gives further weight to the argument of his quoted above:

“”The reality is that until Auckland’s public transport services are improved, motor vehicles shall still pour into the city each morning at increasing rates, and these commuters do need to be catered for – and that’s where the private parking companies have a significant role to play.”

Whether increasing rates or not is playing around with statistics and something I am not interested in for this part of the debate. Mr Ryan has stated (could be that it is an admission) what is basically the truth of the current situation we face in the CBD. Heck I can vouch for that on more than one occasion both when working for a public transport company (now self-employed) or having to go to the CBD for say the Unitary Plan forums last year.

With work in a particular transport company, the position I was in often required me to start or finish outside of public transport hours, so that meant having my parking paid for and a trip in and out of the CBD from Papakura.

The other case was The Unitary Plan forums last year at Town Hall. I had a choice; train or car. I took the car from Papakura to the CBD, parked, attended the forums and went back home again. Why? Because I am a liberal and “operate” in a way that is sensitive to price and time considerations against me. That means I will choose an option that is the least expensive, the most efficient, the easiest to complete, and most efficient in relation to time spent travelling – when about to undertake my travels.

And so all costs (including time and money) considered it was the car that was used as it filled the criteria above when making my travels (and no I don’t like being coerced either into one option when it is more expensive than the other)

So that meant travelling up and down State Highway One and parking in the AT Civic Parking Building – because to use the train took double the time and 1.3x the cost as it would have by car (and also I think the main forum was on a Saturday which drops the trains to Papakura every half hour to boot)
So I can clearly hear what Mr Ryan is saying in his: “”The reality is that until Auckland’s public transport services are improved, motor vehicles shall still pour into the city each morning at increasing rates, and these commuters do need to be catered for – and that’s where the private parking companies have a significant role to play.” remarks.

He knows and I know that until P/T is improved (and yes I would assume safely that he knows it is being improved constantly) this is the reality of the situation.

So basically I re-highlighted Mr Ryan’s statement on P/T and parking buildings as well as the “logic” I use when deciding to make trips in this case the CBD but also when travelling through wider Auckland. The logic was simple; price and time and which was better when choosing between private and public transport.

 

After that I went for the full comprehensive argument in regards to the transit situation:

If you want me to extend this argument to a more fuller comprehensive situation then lets look at a few comments in Facebook

Again in regards to Cameron Brewers remarks and link to THAT Herald article

We paid $24 for just over an hour, at the parking building across from the gallery. Yes, we could have taken the train in – but the Orakei car park is full by 0800. Incidentally, one of the reason’s Liability Len’s inner city loop will fail to achieve the necessary patronage is the lack of suburban car parks.
Yep – can vouch for that when the Papakura Park and Ride is full.

However this comment lead me to this which has obviously caught the attention of a few here via Twitter and Facebook

That is correct —-. The rail situation is compounded by the following (and excuse me if I am repeating)
1) Lack of Park and Rides especially at the big stations
2) Lack of feeder buses
3) Lack of cycle lockers
4) Stations in the wrong place

Now all this I am trying to bring to AT’s attention next week at the RPTP hearings (wish me luck there) but until then what Mr Ryan said is true and absolute reality

Mr Ryan has hit it right on the money – and it is the truth – not that Transport Blog would ever recognise it:
“”The reality is that until Auckland’s public transport services are improved, motor vehicles shall still pour into the city each morning at increasing rates, and these commuters do need to be catered for – and that’s where the private parking companies have a significant role to play.”

The article can be found here: http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10861778
You can figure out what would have caught the attention from the above remark (which was made before the post here went up).

If you are trying to understand the “logic” in the quip then sorry not going to explain here – catch up over a coffee, soy latte or an iced drink if you want to understand me and it.

However to me and others I share conversations with it shows the situation which Mr Ryan has stated but Transport Blog did not pick up on (and if so not well enough). This is especially that one could interpret Mr Ryan’s remarks on a read between the lines support in getting p/t to be better (and most likely (if fleshed out fully) as part of a fully integrated transport system – public and private)

Look I would love for the CBD to be free of parking buildings but our P/T system has a very long way to go before that could either be viable. So for now and to me – CBD parking buildings – the necessary “evil”

 

So basically we have the following:

  1. A basic admission of truth from a private parking operator in the CBD
  2. The logic I use when travelling
  3. The Reality on the CBD and Parking

 

And I will use a car if it is more efficient in time and money compared to the nearest public transport option okay? As I said I am a (social) liberal and am sensitive to time, price and efficiency considerations; thus if private transport meets my travelling criteria OVER public transport – then so be it. This is why (and said above) I advocate for a fully integrated transport system catering to both public and private transport options – because I know and experience the reality of the situation and sympathise with other citizens in the same boat as me (which might be the bulk of Auckland).

 

However some (as I do use and will advocate for private transport (as well as public transport)) case me off as the villain due to that (private transport) use and advocacy. As if I care about them. My care is to the citizens and visitors of Auckland and having the full suite of private and public transport options available to them. It is why I advocate the split and private/public integration. And as am example all things considered with Port of Auckland staying put for now I advocate for: The Eastern Highway but; in the same regard advocate for the North Shore, Botany, Airport and South West (Rail) Lines as part of the full integrated transport suite. Oh and as for the Second Harbour Crossing, that would be heavy rail only tunnels – for now.

Also working with politicians on both sides is a must and something I strive to do – both at Central and Local Government Level as it is also a must in getting Auckland moving (forward).

And so this blog will continue to push on

 

BR:AKL’s full integrated transport suite: starting to turn a good transport system into an advanced integrated transport system – one step at a time 😀 

The Issue with Auckland Rail

· 1 Comment ·

Advancing a Good System to a First Class System

 

Note: It has been brought to my attention that BR:AKL focuses heavy on rail in public transport commentary. That would be true having worked in the industry (passenger metro rail). However the lines are “open” for a bus “person” to contribute to the blog, contact me at view.of.auckland@gmail.com

 

After watching some proverbial spankings being handed out (mainly one way) after WO’s Rail Patronage post, I sifted through the comments and plucked out a common trend that came from the comments. Now I conveyed these comments to an academic and he told me we do (which I know) have an anomaly in our public transport system that gives rise to the common trend. Now how this ties in with Good System and First Class System is a good question. The answer is it “does” because while we have a “good” basic passenger metro rail system in position, this anomaly which is caused by ideology (and nothing else) causes people to lose confidence in the rail system – thus further investment into turning a good system into a first class system.

Now with Auckland Council and Auckland Transport releasing the notification for the City Rail Link; this is where confidence building in the existing good system needs to happen if we wish to advance to a first class system.

 

So where is this confidence loss happening with our Good System (and also the reason why someone got a proverbial spanking that night). Well I summed up that loss with the current situation:

In short thanks to a recent ticketing change this is the situation if you want to take your family to say Santa Parade

2 Adults, 3 kids from Papakura to Britomart and back again

Cost by rail (if you did not get the inaccessible Family Pass before you travel): $53.30

Cost by car (including gas, parking and everything else) around $25 (parking sucked up most of that cost)

https://voakl.net/2012/11/23/ge…

So those here arguing on cost grounds – yep can understand your reasoning.

And for an example I have a meeting in Henderson today. So from Papakura to Henderson these are my costs:

Rail: Time to Henderson (and taking into account a transfer at Newmarket): Departs Papakura at 11:25am, arrives at Henderson (after transfer at Newmarket) at 1:07pm (I have to wait at Newmarket for the transfer is 23 mins) – so total travel time is 1:44 hours. Cost one way is $12.40 + $1 in gas as I would drive the Papakura Station park and ride.

To do this back to Papakura: Cost is the same so $12.40 + $1. As for travel time: Leaves Henderson at 3:45pm and will arrive in Papakura at 5:14pm (this includes a 9 minute wait at Newmarket while transferring trains) – so total travel time of 1:31 hours

Total cost for rail is $26.80. Travel time total: Varies each way but total time is 3:15hours

Car: Using State Highway 20 – 80km there and back. Parking: Free. Fuel at 14km/l =5.71l. 5.71/l at $1.959/l for 91 = $13 (take into account some low-speed and idling). Travel Time: 42 minutes each way. Maintenance and other car costs (WoF, Rego) $2.

Total for car is $15 (for all travel) at a travel time of 42mins one way (1:26 total)

So on crude terms it costs and takes me double to go by train to where I need get to (and out of luck I live near a station and my place of meeting is AT HQ right on Henderson station) compared to by car. So yeah I can see major issues here folks

 

Double time by train, around 1.75x the cost; and this I have not even included the time to drive to and from the Papakura Station Park and Ride and waiting time I might face at both Papakura and Henderson stations for the train.

And this was the trend that kept coming up and up again constantly (there were others but one step at a time) when the mention of rail patronage slippage happened. Usually it would be the other way around with a well-greased mass-transit system in time and cost however, ideology which has set the current policy leading to the current situation we have here in Auckland is currently in the way and not doing confidence building any favours right now.

 

Now in fairness to the rail system as a stand-alone (the infrastructure and operations currently in place (not I did not say fares or customer service) is basic but good. It has for the most part since 2003 when Britomart opened and with the current Project DART work happening carried out its basic purpose and function despite all sorts of problems. This is apparent with the back to back patronage growth month upon month, year upon year until the July 2012 peak to which afterwards we have now started seeing this prolonged slip. The current system is good because it has the three basic foundation backbones (The Southern, Eastern and Western Lines) with two spur lines (Onehunga and Manukau Lines) that allow for straight forward investment and expansion of the network into new areas of Auckland (The City Rail Link, The Airport Line, The North Shore Line, The Botany Line and The South West Line) without much difficulty (as you would get starting an entirely new system from scratch).

 

So we have a good system, and it can and will be a first class system. That will require investment as we know and are seeing coming through the pipeline and as I have noted which on the infrastructure side will bring our good basic system into a First Class Comprehensive System.

However “The Issue With Rail” still is apparent and is knocking confidence around with the current good system and getting investment for the First Class System.

 

Now that issue I mentioned above can basically be only dealt with by Central Government changing its mindset and ideological hell-bent. Once that bent is removed then confidence (through P/T being actually cheaper and relatively more easy to move around than the car) can be restored along with enabling our good system to become First Class System

 

For more on BR:AKL and the push for a fully integrated and comprehensive transport system that includes private and public transport – search this blog or ask me a question in the comments below.