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‘Honoured guests ladies and gentlemen, I wish to endorse our Chief Executive’s welcome to you all. A special welcome to the Mayor of Auckland City and to district councillors, Management of Watercare Services, trustees of the Auckland Energy Consumer Trust and to the board members of Auckland Regional Holdings and Auckland Regional Transport Authority.
To my fellow councillors I thank you for the great honour and great responsibility with which you have entrusted me. And on behalf of all the elected members my thanks also to the people of the Auckland region for your confidence in us – we will not let you down.
It is appropriate at this time to acknowledge my predecessors in this office especially the Council chairs I knew and served with over the last 13 years during my time as a regional councillor, Mr Colin Kay, the late Phil Warren and my immediate predecessor Gwen Bull.
Now that the government has restored the Auckland Regional Council’s assets and it has assumed, in broadest terms many of the responsibilities of the old ARA, it is also appropriate to acknowledge at this time, those early Auckland Regional Authority chairmen Sir Dove-Myer Robinson, Tom Pearce, and Lee Murdoch in particular, for it was they and their fellow members of the ARA who built modern Auckland.
I was first elected to the ARC in February 1992 – a time when amidst much public alienation and dissension the bulk of the ARC’s assets were being divested with objective of privatisation. I recall my first significant political act as a newly-elected member of this council was to co-sponsor a notice of motion along with the late Bruce Jesson which effectively halted the privatisation of the Ports of Auckland.
That notice of motion was supported by a coalition of veteran members like the late Keith Hay and the late Allan Brewster and by younger members like Ruth Norman and cr Paul Walbran who is here today. And I also acknowledge them.
Now that those assets have been returned to the ARC, the regional community can be assured that the new ARC intends to ensure, through the excellent board of Auckland Regional Holdings, that those assets will continue to be managed prudently and efficiently for the long term benefit of the people of Auckland.
At the same time we recognise that Auckland’s greatest challenge of our time is to solve the problem of transport and we intend to work as supportively as possible with the new board of the Auckland Regional Transport Authority. Because of the Government’s enlightened December 12 initiative the ARC and its organisations ARH and ARTA have now been given the tools to do the job – and do the job we will.
Much has been said in recent weeks about public attitudes to local government and to local body elections – local government is sometimes criticised for being irrelevant to people’s lives (which is quite untrue and for being out of touch (which is sometimes true). Over the last two years in particular the ARC, mainly over the vexed question of rates, has come in for more than its share of public criticism.
All of us would agree that is of the highest importance for the new ARC to rebuild its relationship with the people of the Auckland region.
I and, I the majority of members here would like to see that this council actively encourages the attendance and participation at our meetings by ordinary members of the public. To this end I will recommend that we set aside a period at the start of ARC monthly meetings for a public forum to enable better interaction and communication with the public. I also believe that we need to move the starting time of the meetings from 4pm to 6pm to enable working people to more easily attend our meetings.
The local body elections and its results are very much on our mind today. We as individual candidates were elected on the basis of certain policies, of political programmes if you will.
Without overstating the case, from what I have seen there is a significant degree of commonality with the policies of all the successful candidates – from across the political spectrum. Most salient I believe is the question of rates increases – the voters have made their feelings clear on this issue and I believe the newly elected members of the ARC can say to the public “we have heard you”.
Ratepayers can be sure that their concerns will be taken seriously.
In regard to the recent election I will be proposing therefore that we councillors join in a workshop process as soon as possible in an endeavour to formulate a political consensus around an agreed set of basic principles and policies – which would then inform the policy direction of this council over the next three years. It would be unrealistic to expect that total agreement on policies can be achieved in any political organisation, but let us work together on what we can agree on – in the interests of democracy and for the good of the region.
In that light let us as councillors resolve to work more closely with our fellow elected representatives of the City and District Councils of the Auckland region. I would like to see this council chamber used as place of idea exchange and of debate, in which all the elected councillors of the region would be invited to this chamber for regular briefings and discussions on regional directions and regional strategies.
The relationship between the ARC and the TLAs is a vital one – most especially our relationship with Auckland City. While relationships between our two organisations could have been better over the last three years, I am confident that there is strong desire on behalf of both councils that our relationship is strengthened and that we work closely together – the presence of the Mayor Dick Hubbard and the likely deputy Mayor Bruce Hucker and Cr Glenda Fryer is very much appreciated.
With regard to our relationship with central government – we acknowledge with thanks the substantial commitment and support that the Government is now giving to the Auckland region. The Prime Minister’s historic December 12 package provided a way forward for Auckland to solve its transport and infrastructural problems.
The new ARC and its organisations Auckland Regional Holdings and Auckland Regional Transport Authority will work closely with the government and the Auckland mayors and TLAs to ensure that this initiative succeeds. This process has already begun and I wish to acknowledge the substantial progress in this area achieved by our former ARC chair Gwen Bull and by our Chief Executive Jo Brosnahan.
We want to engage with central government on other issues – protection of the Waitakere Ranges by legislation is a priority and we wish to work closely with the Minister of Conservation, the Department of Conservation and the Hauraki Gulf Forum to breath life into the Hauraki Gulf Marine Park.
Finally in regard to the question of Auckland’s extraordinary growth and its relationship with the rest of New Zealand. 13 years after the signing into law of the Resource Management Act, practical experience suggests that sustainable management of our natural and physical resources can not be managed merely by the regulatory instruments of district plans at city and district council level, or even by regional plans and policy statements at regional council level – sustainable development of New Zealand must also take place at a national level – by national policy statements under s42 of the RMA and government policies to enable sustainable development of New Zealand in the 21st century.
Disproportionate development and population pressures on the Auckland region and consequent ongoing urban sprawl and traffic congestion is not necessarily good for Auckland nor indeed for the rest of New Zealand.
The Auckland region wants to work collaboratively with the rest of New Zealand in our common national interests for the sustainable management of our greatest treasure – New Zealand’s natural environment.
Finally More than one observer has commented that this set of regional councillors is the best qualified and most experienced for many years. We are all determined to meet the challenges before us. We have been given the tools now let us get on with the job.’
Regional Councillors also elected for 2004-2007 – Christine Rose, Sandra Coney, Judith Bassett, Paul Walbran, Bill Burrell, Dianne Glenn, Michael Barnett, Wyn Hoadley, Joel Cayford, David Hay, Craig Little, Robyn Hughes.
I have had quite a long association with the Ponsonby during my time in politics, first with the Auckland Regional Council (I was first elected to the ARC ‘Auckland Central’ electorate in February 1992) and then as Auckland councillor for Waitemata & Gulf. While I grew up in Wellington and came to Auckland aged 21, my mother was an Auckland girl and her family also had a connection with Ponsonby. I was reminded of this recently when I came across a letter given to me by my sister Peggy who in turn was given it by our Aunt before she died. It was written by my grandfather. My grandfather William Rose was in turn the grandson of a ‘Fencible’, James Donnelly. The ‘Royal NZ Fencible Corps’ as we know were British Army veterans (Donnelly had served in Afghanistan), many of them Irish, who were brought out by Governor Grey to defend the new colony. My grandfather’s mother, Rosanna Donnelly, later Rosanna Rose, was born at sea in the Southern Ocean in April 1852 on the sailing ship Inchinnan bound for Auckland where the family arrived in late May that year. Rosanna, the youngest of a large family, married a William Rose in Howick in 1871 and the family went off to the Thames to work in the gold fields where my grandfather was born in in 1872. (Most Auckland families seem to have a Thames connection).
William started out as a schoolteacher but was soon working in the mines and then on the railway. In 1905 aged 33, he married an Irish girl Johanna Kavanagh who was 10 years younger and fresh from Kerry where Irish was still the first language. The couple had four children, two boys and two girls, born at railway townships up and down the Main Trunk Line. The youngest, my mother Eileen was born in Onehunga where William got a job on the wharf (unfortunately just in time for the Great Maritime Strike of 1913). Sadly William and Johanna did not enjoy a great deal of luck and by all accounts, like a lot of working class people in the early years of the 20th century their life was a constant struggle to make ends meet. The situation was not helped by Johanna’s frail health. She eventually contracted tuberculosis and died 1918, aged 35, leaving her husband and four young children. This was a calamity that cast a long shadow over the family. My mother Eileen and her older sister Kathleen were sent to the Monte Cecelia Home (‘the Pah’) at Hillsborough where William secured a job as a groundsman to be near them. The two boys William and Laurence were brought up in the St Joseph’s orphanage at Takapuna. Kathleen (no doubt much to her father’s pride) entered the convent of the Sisters of Mercy to become Sister Mary Clare for the rest of her life (it was Sister Clare who gave my sister the letter, presumably given to her by Mother Francis). The two boys would go on to serve in the NZ Army in World War II.
In 1935, then in his early 60s, William came to work as a groundsman/handyman for the Little Sisters of the Poor at the St Joseph’s Home at Herne Bay. He also drove the truck for Little Sisters on their begging runs down Queen Street where kindly Auckland business people would donate food and clothes for the inmates. Twenty years after the death of his wife William sat down to write this letter:
“October 16th 1938.
St Joseph’s Home,
Herne Bay Ponsonby,
Shelly Beach Road.
Dear Mother M. Francis,
I cannot let this opportunity pass by, the one of your Golden Jubilee without writing to you my dear and best friend. You came to my wife and children with God’s wonderful grace and compassion at a time when we needed such a good friend as you to comfort & console us. I can never forget you dear Mother Francis for all you have done for us. You are always in my prayers. I sincerely hope you are in good health for this Glorious occasion & pray that God’s blessings may be poured down on you. I have been here a little over three years now. I had a vote here for the last two elections. I am well satisfied with the result which we were listening in to. I was up late last night, being 11 o’clock when I turned the radio off, but we heard enough today to know how the two parties stand in Parliament. I am pleased that the Labour Party were returned with such a good majority. I am feeling very well at the present, wishing you and your Good Sisters health, joy and happiness for your Golden Jubilee & that you may long be spared to us. Say a little prayer for me.
From yours faithfully,
Unfortunately I never knew my grandfather; (when I lived in Shelly Beach Road in 1991 I had the uncanny feeling one night, walking home from the university up College Hill, that I was walking in his footsteps]; William died seven months after he wrote the letter, in May 1939. He was buried with Johanna at Hillsborough cemetery. My mother married my father Emmett Lee exactly one year later. I believe her middle name Frances was given in honour of Mother Francis.
Published in Ponsonby News May 2016 edition
Good things in politics never come easy and unfortunately the converse also is true. Nothing illustrates this maxim better than the protracted saga of the Parnell Station. First proposed by ARTA transport planners in 2005 it suddenly assumed political sensitivity with plans to build a major new station at Newmarket. Ontrack and ARTA (predecessors of KiwiRail and Auckland Transport) argued they first needed to demolish the splendid old Newmarket station building. Auckland Regional Councillors objected to that. Built in 1908 and designed by the architect George Troup (known as ‘Ginger Bread’ Troup who designed the famous Dunedin Station). It was only one of five historic station buildings still on site on the Auckland commuter network. In other words it was a heritage building. So we opposed its demolition and sought ways to integrate it into the new station complex. Early in 2006 I received a series of briefings on the Newmarket project from the CEO of Ontrack, William Peet. The problem with keeping the old station building in situ as he explained, was the lack of room for the extra track (three tracks instead of two) needed to enhance network resilience. The adjacent former rail land had been short-sightedly privatised only a few years before.
Early in March 2006, as the chairman of the ARC, I attended Parliament’s select committee on Transport & Labour Relations dealing with a petition from Campaign for Better Transport calling for restoration of rail services to Onehunga. I had earlier presented the petition on behalf of CBT to the local Onehunga MP and former transport minister Mark Gosche who chaired the select committee. Mark was supportive of reopening the Onehunga Line and it was his idea to hold hearings on the issue. I presented along with the chairs of Ontrack and the chair of ARTA; the three of us side-by-side. The only trouble was my submission, which strongly supported restoring Onehunga services was at odds with those of my two colleagues. I even had to (politely) correct my colleagues during questioning. This rather bemused the MPs. At that point the chair of ARTA (Brian Roche now CEO of NZ Post), living up to his reputation as a problem-fixer suggested that the three chairs ‘go away and talk about it.’ This we did.
The discussions were held in the splendid art deco boardroom of the Wellington Railway Station. There William Peet made a proposal. Ontrack would recommission the Onehunga Branch Line provided the ARC lifted its objections to the removal of the Newmarket station building. I agreed but added a condition that the station building be preserved and relocated to a suitable nearby site i.e. the historic Waipapa Valley in Parnell. This was agreed and I took the deal back to my colleagues at the ARC. Peet was good as his word. In late March a press release from the office of the Deputy PM, Michael Cullen announced provision in the forthcoming budget of $9m for rebuilding the Onehunga Branch Line and $5m for the storage and relocation of the Newmarket Station building. Construction then got underway and the brand new Newmarket Station complex was opened in January 2010. For its part the Onehunga Branch Line was reopened before a massive crowd in September 2010.
Onehunga services have proved to be very popular, with well over 1 million trips per year, far exceeding projections. Interestingly Onehunga was the first line to be electrified. Then in November 2010, after Ontrack was reorganised into KiwiRail, the ARC disappeared and Auckland Transport became the new mega transport agency in Auckland.
Despite these changes late in 2011 enabling work started on lowering the track gradient at Parnell. There had been some debate about the location of the actual station. Ontrack had wanted it further down the hill next to the rail bridge, being closer to the University, but I argued with the support of the Parnell community, this would not serve the Parnell Village, nor the Museum, ‘a Museum station’ always an important consideration in my mind (besides a 100 year old heritage building would look out of place in overlooking Stanley Street). Despite the track enabling work being completed in 2012, and a strong business case, (it is projected to be the 4th busiest station on the network), Auckland Transport management have postponed completing and opening the station from 2013 to, to 2014, to 2015, to 2016 .
In March 2015 work finally began by AT on building the two platforms, access road and turnaround and a new underpass to the Domain and Museum. This has been completed and KiwiRail, after some argey-bargey, have relocated the Cullen funding to restore the station building which has been in storage these last seven years at Swanson.
But late in 2015 Auckland Transport management advised that the opening the Parnell station to services scheduled for 2016 would be postponed indefinitely until the building of a road bridge at Cowie Street to replace the Sarawia Street level crossing near Newmarket. The overbridge is hotly disputed by local residents who backed by engineers have proposed instead a more inexpensive, less environmentally intrusive underpass. This dispute is going to the Environment Court and is another story. Auckland Transport’s position seems to many Parnell people suspiciously like holding the whole Parnell community to ransom for technically dubious reasons. I have challenged management over this and AT is reconsidering its position. Meanwhile KiwiRail intends to have the heritage station building on site and restored ‘before the end of the year’. The Waitemata Local Board has offered to contribute funding for a pedestrian access via a Carlaw Park link to the University. As noted Parnell Station when it opens is predicted to be the 4th busiest on the network – with over 2000 passengers alighting there on a week day morning. ‘When’ being the operative word. The local business association Parnell Inc and the Parnell Community Committee fed up with continual delays are fully engaged. The battle is not yet over but be in no doubt we are going to win it. It goes to prove the point– good things in politics never come easy.
A version of this article appears in the April edition of Ponsonby News
After years of disruptive change, rates and user charge increases, and various scandals, Auckland really did need a period of political stability and civic calm. But no. Last November, the Council’s Unitary Plan committee, in secret meetings led by deputy mayor Penny Hulse and committee chair Alf Filipaina, supported by three other councillors and an unelected Independent Maori Statutory Board member, pushed through massive changes to the Proposed Auckland Unitary Plan. In a series of narrow votes, two on the casting vote of the chair, nearly 30,000 properties (more than in the original Unitary Plan) were ‘up-zoned’ across Auckland. Most of these are on the isthmus, including parts of the Waitemata & Gulf Ward, notably Westmere and to a lesser extent Parnell. In 2013, supported by Shale Chambers and Waitemata local board members I successfully battled to protect these single house townscapes (along with most of Grey Lynn) from intensification in the first version of the Unitary Plan.
This time there was no notice, no warning, no right for affected property owners to be heard or make submissions. The principal target for council planners was the single house zone – one or two storey homes on traditional lawn and garden sections. Thousands of householders who believed themselves safe from the original notified Unitary Plan changes, and who therefore did not make a submission, found that their homes and neighbourhood zonings had been suddenly changed ‘out-of-scope’ to allow for mixed-use, town houses and apartment buildings. Thousands of other single house owners whose properties escaped the planners’ latest attentions suddenly found themselves living very close to future high-rise buildings, often with possible loss of cherished views and even sunlight. On top of this – schools and their playing fields across central Auckland have also been zoned for intensification, incentivising the development of even these islands of open space (and therefore putting more pressure on public parks).
Once the full implications of the changes filtered out there were widespread outpourings of public anger. The interests and civil rights of Auckland ratepayers, betrayed by their own council, were taken up by a group of concerned citizens, ‘Auckland 2040’, whose indefatigable chair Richard Burton is a public hero. ‘Auckland 2040’ experts maintain there is already sufficient capacity in the Unitary Plan to cater for major population growth. Indeed, as an example there are 54 apartment developments currently underway in central Auckland.
The council’s massive un-notified change to zonings is essentially another example of business deregulation, which would make Auckland even more of a free-for-all for the development lobby. Interestingly some young ‘climate change’ activists lined up with big business to support the changes. ‘Generation Zero’ argues that the all-out assault on the historic garden suburbs of Auckland is a good for young people, taking as an article of faith vague promises from the developers of ‘affordable housing’ close to the desirable city centre. They also believe a further round of intensification will force more people to use public transport. Sadly they have bought into the endless growth ideology and are not too bothered about the wider environmental impacts of overcrowding (sewage disposal for instance) nor indeed, as they freely admit, about the loss of people’s democratic rights and due process.
The weird assumption that unsustainable growth and urban overcrowding is the formula for quality of life and better public transport ignores the fact that in 1956 when Auckland’s population was below 300,000, incidentally a time when nearly all Aucklanders lived in single houses, public transport patronage was over 100 million trips per year. 80 million of those trips were on Auckland’s electric tram system built in 1904 when the population was less than 100,000. Now Auckland’s population is 1.5 million and despite the injection of massive amounts of ratepayer/taxpayer cash, public transport patronage is still only 80 million trips per year. However this assault on due process and property-owners’ rights cannot be blamed on a handful of bloggers and misguided activists.
The real pressure for the un-notified changes is coming from the powerful vested interests led by the NZ Property Council – the arch lobbyist for big developers, supported by the board of Housing New Zealand and foreign-owned Fletchers. Awkwardly in 2011 the Auckland Council which is meant to be the statutory planner and regulator, decided to become a member of the NZ Property Council. With its CCO’s it is now the biggest fee-paying member. For a regulator this is a massive conflict of interest.
Mayor Len Brown claims the Unitary Plan changes had the full backing of the government. As a matter of fact this government has had a most unusual degree of influence over the Unitary Plan and the detested SHAs. In other parts of New Zealand and in Auckland prior to the Super City, regional and district planning was solely a regional council and city/district council responsibility. But in the case of the Auckland Unitary Plan, the government put it in place special fast-tracking legislation and government ministers appointed key members of the ‘Independent Hearing Panel’. Ministers also appointed the private sector directors on the board of Housing New Zealand, whose tax-payer funded lawyers are hard-line allies of the NZ Property Council before the hearing panel. That being said, what Len Brown seems to have forgotten is what John Key personally told him at a joint meeting between the Governing Body and cabinet ministers last July at which I was present. At that meeting the prime minister advised the council to exercise restraint in imposing more intensification and high-rise on what he called the ‘leafy suburbs’ of Auckland. The council chose not to take this sensible political advice and pushed ahead with its secret plans.
This is another case of council arrogance but this time it over-reached itself. The public outrage set off a councillors’ revolt. Last Wednesday at a marathon extraordinary meeting of the council’s Governing Body, before a packed and vocal public audience, a majority of councillors overruled the unconvincing advice of senior planners and lawyers, swept aside the protestations of Mayor Brown and deputy mayor Hulse and voted to dump the undemocratic changes. I was proud to be among them.
This article appears in the Ponsonby News March 2016 edition
Readers who’ve followed my political career will be aware that I am a long time advocate for ‘light rail’ – by that I mean trams, sleek high-tech versions of which are rolling out on city streets across Europe and North America – and of course Australia. (In this article I will use the American term ‘light rail’ and European word ‘trams’ interchangeably]. I also support heritage trams – as the chairman of the Auckland Regional Council I was responsible for getting the popular ‘place shaping’ heritage tramway built in the Wynyard Quarter. The trouble is – the Wynyard tramway was never meant to stay in the Wynyard Quarter – it was to be extended along the waterfront to the Britomart Transport Centre using both heritage trams and state-of-the-art modern trams to pick up cruise ship visitors on Princes and Queens Wharf while shuttling weekday commuters from Britomart to their new Wynyard Quarter offices. Despite overwhelming public support for this idea in public submissions to the Waterfront Plan in 2012 (43% of public submissions responded with ‘do now’, 30% said ‘do soon’, 13% said ‘do later’, 13% said ‘don’t do’ – that is 73% or even 86% support) – the waterfront extension has been blocked, essentially due to opposition within the Super City bureaucracies. Whatever the real reason behind this, what has become clear is that the bureaucrats don’t appear to fully appreciate the ‘city building’ benefits of trams, which go together with people and civic spaces much better than buses (or indeed for that matter trains). Blocking future trams on Quay Street and insisting they run on Customs Street along with the North Shore buses and the rest of the heavier traffic planned for this corridor misses a unique opportunity to showcase both light rail and Auckland’s waterfront while servicing the growing number of cruise ship visitors ferry users, waterfront hotels, apartments and entertainment areas.
Its been just on 60 years since the Auckland’s highly successful 72 km electric tramway which carried over 80 million passengers per year – when Auckland’s population was less than 300,000 was terminated, trams bulldozed, lines pulled down and tracks dug up. Aucklanders have been paying dearly for that blunder ever since. Today with a population of 1.5 million Auckland’s total public transport patronage is still less than that what it was in 1956. The long 60 year interregnum also means today’s transport managers despite being recent converts to light rail are still coming to terms with the mode – both its strengths and for that matter its limitations.
Recently a debate has broken out involving trams (the future use of) to the airport. In this case officialdom (Auckland Transport management) is pushing hard for trams as our future rapid transit option between the downtown CBD and Auckland International Airport. Up until recently there was an agreement between the parties (Auckland Council, Auckland Transport, NZTA, KiwiRail and Auckland International Airport) reached in 2011 to extend electric trains from the Onehunga to the airport and then eventually southeast to the main trunk line at Puhinui. Work to start some time in the 2020s.
However a business case has recently been produced by Auckland Transport indicating a tramway extending from the end of Dominion Road to the airport would be significantly cheaper than the rail option from Onehunga. I have serious reservations about the figures used and some of the assumptions. Without going into detail, probably the most glaring weakness in the ‘business case’ is that electric rail to Onehunga (only 10 km from the airport) actually exists – unlike the Dominion Road tramway which at this stage exists only in the imagination. My concern is that just as with the Quay Street situation where officialdom doesn’t appear to ‘get’ the potential benefits of light rail – the airport debate suggests it also may not understand its limitations.
So lets briefly some up the case for and against trams and trains to the airport. Trams have the benefit of being a flexible and very efficient form of public transport. Modern electric trams can service busy city streets, like buses, (‘street car’ mode), but can carry much more people (12,000 per hour) and in greater comfort (and more quietly) than diesel buses which can carry 2,500 per hour. Trams can also perform like trains on their own dedicated corridors. But electric trains (commuter rail) carry even more people (48,000 per hour) and go even faster. This is not just due to the superior power of EMUs, train stations tend to be spaced between one to three kilometres apart whereas tram stops are spaced only 350 to 800m apart. Trams on Dominion Road I am sure will be a great boon in the future for people and businesses in the Dominion Road area, but looking at it from the passengers point of view (often overlooked) for weary travellers and their baggage, keen on getting to the central city, multiple tram stops are not something one imagines many will appreciate. Even less so in the case of anxious travellers wanting to get to the airport. When I visited the Gold Coast last year to inspect their brand new tramway, the managers emphasised to me not to forget a key point – light rail mean ‘mass transit’ – not ‘rapid transit’.
Its an intriguing debate but it will need to be settled by next June when Auckland International Airport will be making key decisions regarding its second runway and new terminals. The stakeholder steering group of the multi-party airport rail planning process (which carries the hopeful acronym SMART) which I chair has recommended that a working party made up of technical experts from the key agencies and the airport company, work together to come up with the best option for Auckland and our vitally important international airport. I will keep you posted.
Mike Lee is the Auckland Councillor for Waitemata & Gulf Ward and the council appointed chair of the SMART (Southwestern Multi-modal Airport Rapid Transit) Stakeholders Steering Group
This article is featured in the February 2016 edition of Ponsonby News.
Late on Friday afternoon, 13 November, a thick document landed on my desk – marked in bold red capitals ‘Embargoed until 10am Friday 13 November’. (!) I knew exactly what the EY (Ernst & Young) report was going to say, so to avoid ruining my Friday evening and the whole weekend – I stuck it in my briefcase without opening it.
As it happens it turned out to be a horrid weekend anyway – because the next morning, the dreadful terrorist attacks took place in Paris. Ponsonby has a strong cultural connection with France – and we have a small but vibrant French community – as anyone reading ‘Ponsonby News’ would know. These connections go back to the very beginnings of Auckland and have much to do with the legacy of Bishop Jean-Baptiste Pompallier who lived here and gave St Mary’s Bay its name. To the French members of our community I extend my condolences and solidarity. An attack on Paris is an attack on civilisation itself.
On Sunday evening, still depressed by the weekend’s events I finally dealt with the EY report. There were two reports actually – the second report was from Cameron Partners. (Dear reader Auckland Council does not stint ratepayers’ money on these sorts of things – the two reports together cost nearly half a million dollars.) Despite the costs the quality of the reports is unimpressive and unashamedly biased towards the same old neo-liberal agenda – privatisation of public assets.
Having pushed rates increases and the level of borrowing as high as it dares Auckland Council management, rather than dealing with costs is casting about for more money. EY’s key recommendations are the partial or full sell down of council shares in Auckland International Airport; partial or full sell down of the Diversified Financial Assets portfolio (global shares and bonds inherited from the ARC); partial of full sell down of Auckland Energy Consumer Trust (not legal); commercialising Watercare ie increasing householder charges in order to privatise); and finally a ‘long term lease’ of Ports of Auckland – in effect a full sell-down of the company.
The Cameron Partners report is more oblique and couched with euphemisms such as ‘asset recycling’. Essentially its conclusions are similar to EY’s – with somewhat more emphasis on selling off ‘community assets’ eg golf courses and prime areas of regional parks.
There is a deep irony here and apart from the costs of these reports. The Council has spent a huge amount of money on consultants in its continuing quest to come up with more funds. The previous big spend was on the three-year process to find alternative funding for transport eg. road tolls, motorway charges etc. As it turned out none were feasible – or more to the point, legal. In the end ratepayers simply got slammed with a $110 plus gst ‘transport levy’). Despite my urging, council management has refused to have its own administration costs reviewed to identify savings.
Three egregious examples of over-the-top council spending on itself come to mind.
The first is IT. Over half a billion dollars has now been spent so far on a system that still does not work properly.
Staff costs. The Auckland Council 2015 Annual Report indicated Council staff numbers (including CCOs) increased from 11,122 to 11,380. At the same time, officers earning more than $100,000 increased from 1,720 to 1,912, including 146 now earning over $200,000 and 36 earning over $300,000. The Annual Report also revealed total staff costs for 2014/15 were budgeted at $729m but they came in at $792m – $63m over budget and $62m more than the previous year.
Accommodation. A couple of years ago the Council bought the former ASB Bank office tower for $104m and then proceeded to spend another $53m to bring it up to its high standards. The Council then evicted rent-paying commercial tenants and moved in en masse. The perfectly functional 18-storey, 14,000 sq m Civic Building has been left standing empty for over 12 months, meanwhile CCOs and Independent Maori Statutory Board pay millions every year to rent swank, mainly waterfront offices.
This council seems to be only interested in getting its hands on more income not controlling its costs. Like a congenital spendthrift it refuses to face up to the fact that it has a serious spending problem. It is now, with a little help from the finance sector attempting to hawk-off the family silver left to it by its more responsible predecessors.
The deep irony is that while the council professes to be looking for ‘alternative funding’ – that is alternative to rates and user charges – the Airport Company dividends ($39m in 2015), the offshore Diversified Investment Asset earnings ($23m in 2015) and the dividends from the Ports of Auckland ($41.7m in 2015) constitute the one source of alternative funding that does not come from Auckland ratepayers. There will be a showdown early next year but be aware and on guard. Rust never sleeps.
A similar article has been published in the Ponsonby News December 2015 issue.
It was predictable but still disappointing that Auckland Council has revealed there is no heritage merit in thousands of houses and buildings across the garden suburbs of Auckland – effectively leaving them open for demolition. The protective net temporarily cast over large parts of the older city has now been hauled in and only 18% of the housing stock within has been found to merit protection. One could argue about the assessment criteria but let us put that to one side for the moment because it is fair to point out that the news is not all bad. Fortunately for much of the inner city, the historic quarters of Ponsonby, Herne Bay, Grey Lynn, and Parnell etc, retain their existing ‘residential 1 zone’ (soon to become ‘historic character zone’) protection. Many of these zones have actually been expanded though several blocks of art deco apartments in Herne Bay inexplicably have missed out. However thanks to the hard work of the Council heritage department some extra 9000 houses across the city, previously unprotected, have been found to merit protection. It should be pointed out that in the ‘Super City’ the difference between protection and destruction can often be a slim one. Despite their historic and aesthetic merit, buildings, some of them dating back to the 19th century, have been demolished or removed on a regular basis. The recent ‘disappearing’ of the beautiful Erewan villa in Jervois Road comes to mind.
This brings me to the controversial ‘pre-1944 demolition control overlay’ that lies at the centre of the council’s present heritage protection strategy.
This has been both vaunted and criticised, as a ‘blanket control’ similar to Brisbane’s ‘pre-1940’ heritage building protection rules. I had much to do with the adoption of this measure by the Auckland Council after meeting a heritage architect from Brisbane, Peter Marquis-Kyle, after a radio interview with Chris Laidlaw. In Brisbane, as Peter told Radio NZ listeners, planning rules absolutely prohibit the demolition of any building in the inner city in existence up to 1940 (unless there are compelling grounds, like safety). Inspired by what I learned about Brisbane, I lobbied hard for a similar approach in Auckland. In this I was firmly supported by heritage advocates like Sally Hughes, Sandra Coney, Allan Matson, Shale Chambers, the Character Coalition, and the Heritage Advisory Panel backed by a public angered by the Council’s poor performance on heritage protection. What Auckland actually got however, while superficially similar to Brisbane’s – is something quite different. Unlike the Brisbane rules, all that Auckland’s so-called ‘blanket protection’ means is that before demolishing a building within the ‘pre-1944 overlay’, the owner has to obtain a resource consent. Given citizens are obliged to obtain resource consents for a whole range of routine activities, this is really no big deal. Despite this, the pre-1944 overlay has drawn heated criticism from the developer lobby led by the NZ Property Council and the other usual suspects. While pressure from vested interests is to be expected, what is really worrying is that the Auckland Unitary Plan Independent Hearings Panel, which is currently adjudicating on Auckland’s future planning rules, joined the developers’ chorus. In July the Unitary Plan Panel issued an ‘interim guidance’ to the Council warning it to drop the overlay protection. The Council has quite properly chosen to ignore this advice. To abandon the overlay process at this late stage, would have been completely farcical. All the Unitary Plan Panel has achieved, in my view, is to signal to the public that the panel is dominated by a group of deregulatory zealots. Panel members apparently believe that requiring a consent to smash down a building with prima facie evidence of heritage value places, ‘unnecessary constraints and burdens on landowners seeking to develop their property’. In the world of the Unitary Plan Independent Hearing Panel, apparently ‘property rights’ (of developers not neighbours), and money-making trump public good and Auckland’s civic responsibility to protect its unique built heritage handed down by our ancestors.
That is not I suggest the formula for a sustainable civilization – let alone a liveable city. So where do we go from here?
Auckland’s pre-1944 overlay, while a pale shadow compared to Brisbane’s straight-out ban on demolition, is at least a good start. It is proving to be coherent and robust – so far.
The next step is to ensure that those historic buildings that have been left out are put back in, and those areas and buildings that have cleared the Council’s very high assessment bar are given meaningful protection. A genuine Brisbane approach making demolition of buildings in the ‘historic character’ zones non-complying or even prohibited activity under RMA, is what we should be demanding. This is not the end of the matter because in another twist to the story, the council has informed the Unitary Plan Panel that it intends to review the previously agreed ‘single-house zones’ with the intent to reduce them from 32% of Auckland’s housing stock to just 10%. If this happens, thousands more single-house sites across the city will be opened up for mixed use, infill and high-rise. But these single-house zones also are the basis of our ‘historic character’ townscapes. There seems to be a mixed message coming from the Council. However the hardline views of the Unitary Plan Panel are quite clear and mean our historic townscapes are still under threat. The upshot of all this means that Aucklanders can not rely on what comes out of the Unitary Plan Hearing Panel to safeguard our built heritage. If we want to keep it, we may have to fight for it, quarter by quarter, street-by-street, house by house.
This story was published in the Ponsonby News November issue.
For some three years now the Council has been contemplating the best way to formally commemorate the centenary of the Great War. In November last year I was appointed the chairman of the World War One Centenary Memorial Working Party and tasked to come up with an answer. The working party included Colin Davis, Greg Moyle and Sandra Coney, from the Orakei, Waitemata and Waitakere Local Boards respectively, and my Governing Body colleague Cr Chris Fletcher. After careful thought and debate we decided not to embark on a separate new monument, be it a traditional heroic sculpture or something more contemporary. The Auckland War Memorial Museum in its matchless setting must be one of the most superb war monuments ever built, so anything new should compliment and not distract from this much-loved cultural treasure.
Auckland’s War Memorial Museum designed by Auckland architects Grierson, Aimer and Draffin, and cenotaph were completed in 1929. The unique idea of a museum being at the same time a war memorial was quite inspired. Both the neo-classical museum building and the cenotaph, the empty tomb, (modeled on the cenotaph in White Hall brilliantly designed by architect Sir Edwin Luytens), were constructed of imported Portland stone. This is the same radiant sandstone from which were quarried the 580,000 Imperial (now Commonwealth) gravestones and many of the Great War monuments erected across northern France and Belgium.
So mindful of this history we looked for something modest and functional, to be of practical use for everyday visitors to the Auckland Domain but that would be at the same time an aesthetically worthy enhancement to the present War Memorial Museum, the consecrated ground of the Court of Honour and Cenotaph – and moreover something that could be seamlessly integrated with that complex.
Our recommendations then was to construct what is best described as a ‘processional way’, aligned on the Museum’s central axis, down the northern grassy slopes before the Museum to the Domain Drive, where it is envisaged there will be an entrance ‘contemplative feature’, including a stair case, connected to the pathway. (Across Domain Drive there is another walkway directly linked to the new Parnell train station.) This proposed pedestrian way and contemplative entrance would enable both casual and formal ceremonial access to and from the Museum. (This is a broadly similar concept to that first proposed by City Engineer James Tyler in 1932.)
The proposed centenary memorial is to honour not just the fallen and those soldiers who did return but also their families and all those generations of Aucklanders personally affected by the consequences of the Great War – and all wars.
On Anzac Day the Mayor made the first public announcement that Auckland Council, hopefully with the help of the Government, would create a centenary memorial in the Auckland Domain and that the memorial would be in place by 2018.
The Council’s Governing Body backed up that commitment by including in the Long Term Plan the first $1 million to begin what we estimate to be a $3m project. Additional funding options, including a public subscription, will be considered to cover the possible balance required.
Over the last few months a design brief has been prepared and a progress announcement made by myself on behalf of the Council at the Chunuk Bair service at the War Memorial Museum on 8 August.
On 14 September at a meeting of key stakeholders gathered in the Town Hall council chamber, I announced the next stage of the project – a request for expressions of interest (REOI) – the Council’s formal invitation to multi-disciplinary teams of designers to register their interest to design this memorial. The REOI period closes on 9 October, tender details are available on the following website link: https://www.gets.govt.nz/AC/ExternalTenderDetails.htm?id=16587682
The Council will then go through a process of selecting a short list of multi-disciplinary teams who will then be invited to submit a final set of designs to be put before the public early in the New Year.
Within the guidelines set out in the brief, the final design and aesthetic details have been left with room for some creativity. Albeit we are requiring, as the people of Auckland would expect, that the proposed memorial must respect, harmonise with and compliment the Auckland War Memorial Museum building and Cenotaph.
This project we believe will be of deep public interest to the people of Auckland. The working party is striving to achieve a balance of encouraging design excellence from expert professionals while at the same time being inclusive of the public in selecting the final design.
I am very proud to be associated with this project. I hope it will be a tribute of 21st century Aucklanders to the vision and commitment of that generation of soldiers and civilians and their civic leaders, who inspired by collective grief and reverence for the fallen, who first raised up the great monuments which today are our Museum and Cenotaph. Now with the young soldiers in foreign fields, all of the Aucklanders of those times lie united in death. What better way to express our gratitude for what they bequeathed to us than to fulfill their uncompleted vision.
Mike Lee is the Councillor for Waitemata & Gulf and the chairman of the Auckland Council World War One Centenary Memorial Working Party.
This article was published in the Ponsonby News October 2015 issue.
A couple of weeks ago I took the train out to Henderson to attend a Council meeting. Riding the brand new EMU as it powered quietly and smoothly along a corridor now amazingly free of graffiti and weeds, past attractive modern stations (the opening ceremonies of each I recalled attending over the past 10 years), I mused on the long struggle to get where we are today. I confess readers to feeling felt a momentary glow of pride. But enough of that. The recollection that 90% of the complaints I receive about Auckland’s public transport are about rail services soon brought me back to earth. The truth is there is still much to do before we achieve world class rail services in Auckland. Despite the brand new EMUs, on-time performance is definitely non-world class. For instance punctuality on the Eastern Line in June was a hopeless 60.9%! – and with new electric trains. This is not some technical teething problem, electric trains had been running the Eastern Line for many months at that point. And passengers and train staff complain of unacceptable levels of anti-social behaviour and fare evasion (the two go hand-in-hand). The evasion problem is largely due to the lack of station gates outside of Britomart and Newmarket to go with the ‘Hop’ smart cards. The lack of these gates over most of the network means in effect we are operating a voluntary payment system on our trains.
Disconcertingly, after recent time-tabling changes, rail services on the western line are running slower than they did back when Britomart first opened. We didn’t really spend $1 billion on electrification to have slower services, did we? And despite strenuous public objections, passenger services to Waitakere have been withdrawn (for the first time in over 100 years) and planned extensions to Kumeu despite the enormous growth in that area have been put on the never-never. I was recently told by a disgruntled Pukekohe train commuter of a widespread belief among her fellow passengers that the Pukekohe shuttle services have become so unreliable that Auckland Transport management must be trying to drive away customers (as some critics claimed happened with Waitakere), thus removing the need to electrify the line to Pukekohe. The conspiracy theory is baseless but sadly that’s what these customers believe. Even more serious for the long term financial sustainability and expansion of Auckland’s rail services is the disproportionately high operational costs of running the network. This year ended June it was a staggering $159m. For the previous year, June 2014 when Auckland and Wellington rail services carried almost an identical amount of people (11.5 million trips), not counting the large NZTA subsidy, Auckland ratepayers coughed up $43.3m for train services whereas Wellington ratepayers paid only $18.8m for theirs. At the same time Wellington Metro collected $43.26m in fares whereas AT managed to recover only $30.63m. This year ended June, Auckland ratepayers’ contribution increased to $52m and while patronage went up by 22% to 13.9 million trips per year, revenue increased only by 16%. Auckland Councillors under pressure from the public fed up with rates increases, have called for an investigation into this, which is now underway. A contributing factor may lay in the fact that in Wellington services are a matter between the Wellington Regional Council and KiwiRail. In contrast the Super City’s rail services management system is a complex, unwieldy ‘too many cooks’ arrangement of Transdev, KiwiRail, and of course Auckland Transport (AT) – which is demonstrably too expensive, inefficient, and allows too much room for dodging accountability. Auckland’s long-suffering rail passengers and ratepayers deserve better than this. Along with the brand new electric trains, which AT promotes as ‘quieter, better, smarter’, we need a similar level of improvement to the way we manage our rail services, if Aucklanders are indeed to get world class public transport.
Mike Lee is the local councillor for Waitemata & Gulf ward, the chair of the Council’s Infrastructure Committee and a director of Auckland Transport. He is also a member of the Public Transport Users Association. He writes in his role as a councillor.
A variation of this article appears in the September issue of Ponsonby News and a short version is on the NZ Herald website.