Urban Form and Density Planning

The density of a city determines how close to urban activities most people can be. (Newman, P. 2009). High density development in city centres is an effective means of reducing peoples reliance on private vehicles, as most destination are generally within walking distance, are accessible for cyclists and can be accessed my effective public transport.

Low density suburban cities on the other hand require development to be based around cars as they allow people to reach a destination in a reasonable amount of time. For public transportation, it is difficult to compete with this as there is simply not enough people to utilize these services effectively. Essentially, if we are to reduce our dependency on private vehicles, desired destinations must be easy to access by foot, cycle or public transport.

Low Density Suburban Development in KAEC. (Emaar The Economic City. 2009).

Density is an effective planning instrument and is best utilized by a system of transit orientated development. While this will effectively reduce people’s reliance on private cars, it will also help to reduce the city’s ecological footprint and debilitate car-based sprawl that eats away at its surrounding green areas. In the U.S. according to a 2007 study by Reid Ewing, shifting 60 percent of new growth to compact patterns would save 85 million metric tons of CO2 annually by 2030. (Gillman, J. 2007).

Transit Orientated Development in China (Leach, J. 2006).

However, high density can also result in much greater congestion if private vehicles maintain their reputation as a primary means of travel. The problem with this is that too much traffic can cause dysfunctional public transport systems to develop. If this is case, then why not simply make Auckland City’s CBD car free? If people are not willing to give up their cars, they may need a bit of a push to do so.

Ideas from:http://blog.islandpress.org/author/peternewman
http://www.livablecommunitiescoalition.org/news/pressRelease.cfm?key=Less-auto-dependent-development-is-key-

'Why I ride'

Cycling in New Zealand is popular, and has the potential to be a safe, healthy and enjoyable means of travel. It also reduces greenhouse gas emissions when it replaces other forms of transport. Cycling can even be a much way to commute, especially over shorter distances and in Auckland's city centre. Communities that encourage cycling are vibrant, prosperous and a pleasure to live in. Cycle-friendly initiatives show that combining walking with cycling improves quality of life in local businesses and communities. Why you might ask? Because high levels of foot traffic support business and social networks.


Then why is it that less than 1% of New Zealand's annual spend on road transport goes to cycling? While cycling has some support in transport policy, cycling and walking initiatives are inhibited by a decent amount resistance. In addition, many motorists are against cycling initiatives. Why? Because New Zealanders rely heavily on their private motor vehicles and often regard cyclists are a nuisance. Econation. (2011) http://www.econation.co.nz/cycling.html, Cycling, (Accessed: 29/05/2011).


If any of you caught the 60 minutes segment on cyclist a year or so ago, you would have been introduced to Susan who is a lifelong Kiwi and cyclist. Susan has lived most of her life in Auckland and has been riding her bike for almost as long as she can remember. She grew up in a family of eleven; even before she knew how to ride on two wheels, she recalls riding her tricycle with her siblings along the coast in Mission Bay.


Today she works as a housekeeper and rides her bike to her various jobs around Auckland. She says the bike is a little heavy, but she loves it. “I like the exercise. It makes the legs strong, and helps me breathe better.” What does she not like? “The 18-wheelers. Those aren’t so nice.” She feels safer in the new bike lanes in Mission Bay, but states that the shared "bus/cycle lanes in Auckland's CBD are constantly occupied by motorists who think they own the place."


And it turns out that for Susan, biking is more than just a cheap way to get to work. “Even when I’m not working, sometimes I ride for hours, just for exercise.” These rides often take her into the Michael Joseph Memorial Park, and even down to Saint Heliers. While Susans dedication to cycling means that there is one less car on the road, it also means that she knows all the surrounding neighborhoods really well. “You always see interesting  things around you on a bike." More of us need to be like Susan in order to counter Auckland growing congestion issues.

Susan on her way to work. (Gudkov, D. 2010).

This video can be accessed at http://www.3news.co.nz/Vicious%20Cycle/tabid/1258/articleID/127450/Default.aspx

Ideas from:
http://www.econation.co.nz/cycling.html

Bus Rapit Transit - "an efficient, modern and relatively speaking, inexpensive way of moving 1.3 million people per day.”

Want a better understanding of Bus Rapid Transit? Watch this video and see for yourself how Bus Rapit Transit works in Bogotá, Colombia. This is an example of "an efficient, modern and relatively speaking, inexpensive way of moving 1.3 million people per day. (Eckerson, C. 2008).

Bus Rapid Transit (BRT) existed in just a few cities a few decades ago but has quickly turned into a viable solution for addressing Auckland's growing congestions issues. With approximately 35% of kiwi's now living in Auckland and its population expected to reach 2 million by 2031, perhaps Auckland should be looking at how to include BRT, a relatively cheap, sustainable, and flexible transportation option in comparison with more highway overpasses.

Dr. Hidalgo is the manager of EMBARQ and its Network’s international team of transport engineers and environmental scientists. He acknowledges the fact that there are now 200 bus corridors running over 4,000 kilometres worldwide, and consist of 7,000 stations providing more than 30,000 bus stops. Each day about 1% of the worlds urban population is now using Bus Rapid Transit and both China and India are experiencing significant increases in demand for these services. (World Resources Institute, 2011). The video below illustrates the success of BRT in China.

  

North Shore City’s Northern Busway at
 peak hour. (Searle, M. 2010).



In addition, more cities are catching on as 15 more bus corridors were established throughout the world in 2010. The North Shores Northern Busway was opened in 2008 and has become the spine of an enterprising bus-based public transport system. As of 2010, 80 buses were running per hour at peak times and facilitated reductions in travel times of up to an hour. There is no wonder that the Northern Busway has removed the equivalent of 5,100 cars from the road. (North Shore Council, 2011).

Perhaps the benefits of BRT should not simply be confined to Auckland’s North Shore. A Southern Busway connecting Auckland City to Mount Wellington, and even Manukau could significantly reduce congestion on Auckland’s Southern Motorway, and also result in fewer vehicles occupying the CDB. A busway could even be established linking Auckland City with West Auckland.


Ideas from:
http://sustainablecitiescollective.com/dirt/20074/explosive-growth-bus-rapid-transit-brt
http://wn.com/North_Shore_Busway