Issue No. 108 December 2005
Urban Design—the theme for the future
The Newsletter of the IPENZ Transportation Group
Roundabout No. 108 December 2005
Table of Contents
Branch Secretaries 3
Chairman’s Chat 4
Management Committee Feedback 6
Farewell to Mike Gadd 7
Fraser Island 9
Regional Roundup 10
New Members 11
2005/2006 Budget 12
Situations Vacant 14
Urban Design—What’s This All About? 15
Urbanism Down Under Conference 16
Is There a Traffic Engineer in the House? 20
The Sharp End 21
The Village in the City:Transit and the Original Urban Suburban Idea 22
Liveable Streets 24
The Light Stuff 27
Signs of the Times 28
Suggested Readings From TRB 30
IPENZ Conference Feedback 33
Fundamentals of Traffic Engineering Course 13-17 February 2006 34
Master of Engineering in Transportation 35
Conference Calendar 38
Management Committee 39
Application for Membership 40
Roundabout No. 108 2 December 2005
Sinclair Knight Merz
PO Box 9806
Fax: 913 8901
Waikato / BOP Branch
Senior Transport Planner
PO Box 4010
Ph: 07 856 0555 x8815
Fax: 07 856 0551
C/- TDG Ltd
PO Box 30-721
Ph: 04 569 8498 Fax: 04 569 2398
Canterbury/West Coast Branch
Land Transport New Zealand
PO Box`13 364
Ph: 0-3-9642 8474 Fax 0-3-9642855
Dunedin City Council
P O Box 5045
Ph 03 474 3585 Editor
Fax 03 474 3451
Dhill@dcc.govt.nz Yvonne Warnaar
Land Transport New Zealand
PO Box 13 364
Ph 03 964 2842
Fax: 03 9642855
Roundabout No. 108 3 December 2005
The end of another year is rapidly been advanced for the reduction in urban design issues. I believe that
approaching. It has certainly been a the status of Professional Engi- by doing this, and interacting with
busy year for me; being Head of neers, including the small propor- other professions (e.g. planners
Civil Engineering at Canterbury, as tion of Engineering and Technology and architects) and the community,
well as Group Chairman, does not graduates compared with lawyers we will be making an important first
leave a lot of free time for other and accountants in NZ, relative to step towards raising the profile of
things. Nevertheless, the Group many other countries. I wonder the Transportation profession. We
has made substantial progress dur- about the role of the Engineering will, however, need to be sensitive
ing the year, largely thanks to the and Technology degree curricula, to the technical and non-technical
efforts of the rest of the Manage- which have generally tended to be- concerns of the other professions
ment Committee. One issue which come more focused on technical and the community.
has been under discussion for a matters, until fairly recently. I have
few years now, namely whether the told my students for many years As a protocol signatory, we are ex-
Management Committee should that technical competence is neces- pected to prepare an ‘action plan’.
continue to rotate around the main sary but not sufficient to be a good Please consider helping with this
centres at three year intervals or Transportation Engineer; one task and participating in the group’s
should be located in one city and needs to be aware of the social/ Urban Design Special Interest
comprise members from around the economic/political context of trans- Group (details are explained else-
country, has been resolved. The portation, and to be willing and able where in this edition of Round-
recent AGM in Auckland decided in to have a dialogue with interested about, which has as its theme Ur-
favour of the former arrangement, parties who will very often not have ban Design). I hope that you will
with Branch Chairs being members a knowledge of the technical as- read the articles on urban design in
ex officio. Names and contacts of pects of transportation engineering. this edition, and will take up the
all Management Committee mem- Failure to do so is likely to result in challenge to raise the profile of the
bers are shown on page 39. our input being discounted or re- Transportation Group by engaging
jected. with the other professions and the
There has in recent years been a community in a sensitive and re-
lot of discussion about the need to Many of you will have heard of the spectful manner, so we may play
raise the profile of the Transporta- Urban Design Protocol developed an important role in resolving urban
tion profession, so that our exper- by the Ministry for the Environment. design issues.
tise is taken into account during the The discussion of the Urban Design
development of transport policies, Protocol in the news media seems Finally, on behalf of the Manage-
at the national, regional and local to be focused on the quality and ment Committee, I wish you all an
levels. It should be noted that appearance of new buildings in our enjoyable festive season and a
IPENZ has been grappling with the urban areas. This is undoubtedly good year in 2006.
problem of the reduced status of all important, but it is just as important
types of Professional Engineer in that the role of the land-use and Alan Nicholson
NZ. Some of us can remember the transport systems in achieving an
time when organisations such as urban environment that is both sus- (Note: the comments expressed
City Councils were run by the City tainable and pleasant is recog- here, and in the articles supplied by
Engineers and Town Clerks, but it nised. The Management Committee individuals within the magazine, are
is becoming increasingly difficult to decided that we should become a not necessarily those of the Transpor-
find Professional Engineers in the signatory to the Urban Design Pro- tation Group. In particular, if you dis-
top echelons of such organisations. tocol, and to take an active role in agree with any, please feel free to
ensuring transport matters are write in and tell us!!) (Ed).
A wide range of explanations have given due weight in the debate on
Roundabout No. 108 4 December 2005
Firstly, I’d like to give a very big thank somewhere else, and if we want high-rise apartment, you wanted to
you to those who contributed to this people to want to live in new high- live in a ‘terrace-style’ home, what we
magazine, my regular suppliers of density urban developments we would call flats. If you lived in a ter-
info for this magazine, Ian Appleton need to meet their other needs as race home, you could only afford a
and David Scarlet; those who pro- well as mobility. That may mean free-standing home by either being a
vided articles on urban design, and higher quality construction. The millionaire, shifting to a small village,
especially to Tony Francis for his trib- Christchurch Press recently re- or emigrating. Certainly many of our
ute to Mike Gadd. Christmas is a ported on the huge problem that is European and British immigrants
time we hopefully spend with our noise pollution in British buildings— come here for more space, not nec-
loved ones, and for those who have being able to hear the neighbours’ essarily to reproduce their home envi-
lost a friend or family member in the arguments, television, even their ronment. I don’t disagree that some-
past years, this is a time to remember plumbing. Sure, it’s great to be thing has to be done to control urban
the good times you had together. close to what’s happening, but sprawl, and deal with our environ-
sometimes after a hard day’s work mental and transport issues, but we
I went to Melbourne a few weeks ago, you want peace and privacy in your need to make sure we are not just
and had the experience of being own home, and that’s easier on a foisting ideologies on the general
driven around in a car with satellite 1/4 acre section, or 10 acre lifestyle public without carefully considering
navigation. Once we had got over the block, unless our building standards how they will accept these changes.
teething troubles of humans not un- are good enough. We have the chance here to take the
derstanding how the smart systems best from both worlds, let’s make the
worked (still required the paper street And just because something is inex- most of it.
directory to decide which suburb we pensive to build, doesn’t mean it
were going to), and excepting the needs to be unimaginative. It would It certainly was interesting to see how
temporary diversions such as no en- be good to see more innovative con- much enthusiasm the issue of urban
design raised, and hopefully some of
try into certain streets at peak time, struction to complement the improve-
you will feel inspired to write to the
we certainly benefited enormously by ments the roading professionals have Editor.
this technology. The system was introduced over the years, and it will
very patient when we got lost and be great seeing the roading and con- Finally, if you’re travelling this Christ-
overshot our turn-offs (“at the next struction practitioners getting together mas, remember, everyone else on the
possible opportunity, do a u-turn, at to really meet the needs of their cli- road is an idiot. You don’t want to
the next possible opportunity...”), and ents, the general public. end up like the poor sods below.
for the directionally challenged is a Take care, have a wonderful Xmas
wonderful assistance. I look forward When I lived in Holland there was a and New Year, catch you in ‘06.
to the day when I get a car of my own certain level of aspiration for your Cheers
with one of these systems in it. home environment. If you lived in a Yvonne Warnaar (Editor)
This issue of Roundabout focuses
on urban design, and we have a
series of interesting articles on this
topical subject, starting on page 15.
Naturally as transportation profes-
sionals, we focus on roading and
related land-use problems. How-
ever, we also need to remember
that for most people the roads are
only a means to get from home to
Roundabout No. 108 5 December 2005
• Chris Freke has recently taken Year award Partnerships & Programmes to
up the position of Director of En- Peter Croft’s Networks Team in
• Ian Clark (ex Opus), David Horn
vironment Management at Policy & Planning Group.
(ex TDG) and Peter Theiler (ex
Manukau City with Leigh Auton TDG) have joined Flow Trans- • John Bolland has just left
The CEO designate. portation Specialists Limited, Booz Allen after 6+ years and
• Jeremy Hosking has recently with Ian becoming a third Direc- set up on his own.
joined SKM as a Senior Trans- tor alongside Bronwyn Coomer- • After 18 years combined service,
portation Engineer from Transit Smit and Angie Crafer. Axel Wilke and Warren Lloyd
New Zealand • Ian Appleton from Land Trans- have left Christchurch City Coun-
port NZ has moved from the Per- cil to set up a traffic engineering
• Matthew Ensor is one of 3 final-
formance Monitoring Team in consultancy ‘Traffix’.
ists for Young Engineer of the
A few snaps from the 2005 conference More pics of the
conference on the Transportation Group website
3M Award winner Graham Do- “Ahoy, me hearties”
herty (on left) receives his prize
from Greg Brown, Managing
Director 3M NZ Ltd
“Good tucker, eh!”
Management Committee Feedback
• October’s meeting recommended, and November’s preview in future Roundabouts.
confirmed, that branch chairs be put on the national • Don McKenzie to formally invite the Southern Branch
committee mailing list. Also suggested they be in- to take up the next rotation of the Management Com-
vited to join in with group meetings, by telephone or mittee.
• Michael Russell to prepare presentation on his time
• Discussion on Central Branch western corridor sub- in Bhutan, and present to the Auckland Branch, plus
mission, agreed that local matters should be handled write a full report on the experience.
by local branches, and national committee just sub-
mit on nationally relevant issues. • Good progress is being made on the next IPENZ
Transportation Conference, to be held in Queens-
• 2005/2006 budget accepted. town.
• The group history (by Malcolm Douglass) is proceed- • Wayne Osmers presented a draft Policy manual, to
ing well, hopefully will be able to give some sneak be discussed at the next committee meeting.
Roundabout No. 108 6 December 2005
Farewell to Mike Gadd
which assisted the region in develop-
ing the Master Transportation Plan
and under the guidance of City Engi-
neer Peter Scoular produced the
'Red Book ' covering an outline
'Christchurch Development' plan
which overall was well received. This
led in turn to the second review of
the City Planning Scheme.
To assist it make some difficult deci-
sions the Council invited the then
leading British traffic and planning
consultant Colin Buchanan to visit. In
1966 he pronounced that the con-
cepts underlying the transport plan
were sound and the one-way streets
in the centre city were essential. With
this assurance the Council adopted
its roading policy and Mike was a
very committed member of the team
to implement these difficult and fre-
quently unpopular, projects. This
also included the 1970 re-design of
In the development of the new arte-
rial network Mike influenced, along
Mike Gadd – A Pioneer Traffic Engi- tingham England on 25 July 1932. with John Ince the later City Engi-
neer When Mike first arrived in New Zea- neer, the major reconstruction, wid-
land, he worked for the Ministry of ening and landscaping of essential
When you drive along the one-way Works as the concrete engineer on routes such as Brougham/Jerrold St/
streets in Christchurch, perhaps not- the Benmore power project. He Opawa Road, Ensors/Aldwyns Road
ing how the lights usually turn green joined the Christchurch City Council divided carriageways and many oth-
as you approach them, think of Mike in January 1962. ers.
Gadd, a pioneer Christchurch traffic In 1969 he became the City’s Traffic
Mike was the design engineer for the
engineer. Mike was the Christchurch Engineer and later the Traffic Man-
twin bridges over the Avon River on
City Council traffic engineer from ager. For over twenty years he led
Fitzgerald Avenue and the curving
1969 until he retired in 1994 and was and enthused his staff, as he led the
four lane road alongside the river,
responsible for many of the traffic country with new traffic engineering
the Ferry Road roundabout (at the
improvements in Christchurch during ideas. He had a major influence on
bottom of the Tunnel Road), the
that time. Mike died in Methven, the pedestrianisation of the city cen-
Opawa Road and Beckford Road
South Canterbury on 11 August tre, both in Cathedral Square and in
bridges over the Heathcote River.
2005. the City Mall (in Cashel Street / High
In 1964-69 Mike was a lead member
Michael Laurence Gadd born in Not- Streets). His influence made the city
of the City Council's planning group
Roundabout No. 108 7 December 2005
centre a better place for pedestri- Safety Co-ordinating Committees in Mike was a member of the Execu-
ans and the one-way street system almost every council in the country tive of the Local Authority Traffic
allowed motorists to go around it. and every Council has a Road Institute (Trafinz) for over 15 years,
Safety Co-ordinator. Mike was the and was made a Life Member when
After the first pair of one-way
main instigator of community road he retired from the City Council. He
streets was introduced in 1968,
safety in New Zealand, but, as so helped shape and form transport
more followed in 1970, 1971 and
often in his life, he was happy to set legislation in New Zealand, appear-
1973. During the early 1970s, un-
something up, see it adopted and ing before Select Committees. He
der Mike’s leadership, Christchurch
let others carry it on. The fact that made submissions to a parliamen-
developed an Area Traffic Control
Mike thought of the idea first has tary select committee in 1989,
System, which was highly regarded
often been lost in history. which had an influence on the pre-
around Australasia and served the
sent land transport legislative
city very well, until it was replaced Some of the first ‘black spot’ engi-
framework. He also wrote the initial
in the early 1990s by ‘SCATS’ neering in New Zealand was under-
NZ Guide to Pedestrian Crossing
which was developed in Sydney. taken in Christchurch. This in-
Facilities, which was published by
volved investigating the sites of fre-
Mike also persuaded the Council to Trafinz.
quent road crashes and then under-
introduce traffic calming in the sub-
taking remedial work. He was also Mike was active in the Institution of
urbs to secure greater safety and
involved in the introduction of road Professional Engineers, New Zea-
improved environments for these
safety audits. They are now part of land (IPENZ), being made a Fellow
project development on major road- of the institution in1983. He served
Mike was always on the lookout for ing projects in New Zealand. on the management committee of
ways to do things differently and the Transportation Group of IPENZ
Mike had a major influence on plan-
better – he was a true pioneer. He from 1984-86.
ning for cyclists in Christchurch. He
enthused his staff and then left
led a team which produced ‘A re- Mike had this wonderful way of
them to get on with the job. He
port on cycling in metropolitan dealing with people who did not
worked in the same job for well
Christchurch, past, present and agree with him. He laughed with a
over twenty years, retiring in March
future’ in 1979. twinkle in his eye, perhaps
1993. He was well respected by
shrugged his shoulders. He
elected members as well as his One further lasting legacy to Mike’s
strongly believed in working with
colleagues and staff. innovative thinking and enthusiasm
people, getting them all to work to-
is the Christchurch Tramway which
His concern for the Christchurch’s gether.
returned to the central city in 1995.
high crash rate led to Mike working
Mike was a member of the Coun- He will be remembered for his
with John Densem to produce
cil’s Tourist Transport sub- cheerful manner, his ability to wan-
Roadshow, an innovative road
committee which from the late der around the office motivating his
safety multi-media stage show for
1980’s had investigated a number staff, his way of enthusing those he
high school students. It played in
of options for tourist related trans- worked with, his creative ideas and
Christchurch in 1982, then toured
port initiatives. He co-chaired the his ability to discuss philosophical
the country, playing to 250,000 high
Council staff project team that de- ideas in a way that everybody could
school students in 1983. It was the
veloped the proposal for the tram understand. Mike will be missed by
largest theatrical show to tour New
route and system which operates traffic engineers in New Zealand
Zealand and a world first in road
today. and around the world as well as by
safety education. This led to the
After Mike retired from the City his family and those privileged to be
establishment of the first Road
Council, he continued to work as a his friends.
Safety Co-ordinating Committee in
traffic engineering consultant, de-
Christchurch and to the appoint- Tony Francis, 26 August 2005
spite his worsening health, until
ment of the first Road Safety Co-
shortly before he died.
ordinator. There are now Road
Roundabout No. 108 8 December 2005
Tripping about on Fraser are massive ferns, and palm trees. beaches, which is OK when the
Island (or What I did on my The rainforest have trees like giant tide is out but tricky with an incom-
brush box, satinay and kauri. ing tide. I noticed that the drivers
There are wetlands and wildflow- avoided dry sand and travelled
Ian Appleton ers. How could all this grow on an close to the water’s edge, though
island of sand? they avoided the incoming waves.
After the ITE Annual Meeting in
Melbourne in August, my wife & I The lakes are quite acid – on the
had a holiday at Coolum on the ph scale they are about 4. That
Sunshine Coast, north of Brisbane. doesn’t mean much to me but we
One day we took a trip to Fraser were told it was safe for swimming.
Island, it was the highlight of the I tried it and it was a little on the
holiday. cool side. After the swim my skin
felt smooth – I guess the acid had
Fraser Island is one of the world’s stripped a layer of dead skin off.
last remaining subtropical rainfor-
ests and the largest sand island in We saw many species of birds. I’m
the world. Sand is the main feature no expert on birds but I’m told they I have never driven on 90 Mile
of this World Heritage listed island. were ospreys, falcons, kites, Beach but I imagine it is much the
It is about 125km long and covers oystercatchers and many more. same. The beaches are treated as
an area of about 160,00 hectares. We saw a kingfisher and some roads and had regular speed limits.
The island has developed over pelicans up close. The Police did a “roadside” check,
millions of years from sand washed what a great place for duties. Driv-
down to the sea from the east Fraser Island is famous for dingos. ing here is not for the faint hearted
coast of Australia. Unfortunately they have attacked and is pretty tough on vehicles.
humans. We didn’t see any. We Our tour guide says their trucks
did see some wallabies. last 3 years.
Aboriginal tribes lived on the island If you ever have a holiday on the
for over 5,000 years. Their Dream- Sunshine Coast, Fraser Island is
time legends named the island worth the early wake-up call.
K’gari meaning “Paradise”. The
island was later discovered
(which I think is a curious use
of the word) by Captain Cook
and named after Eliza Fraser
who was shipwrecked there in
There is a transport compo-
nent of this story. Transport to
and on the island is 4WD terri-
As it is a sand island I was sur-
tory. We travelled on a 15
prised to find water flowing through
seater bus/truck in a convoy of
clear streams and dozens of crys-
three. Much of the route is along
tal clear fresh water lakes. There
Roundabout No. 108 9 December 2005
Regional Roundup -News From the Branches
Auckland/Northland and then get to them on-time every
day. Most of the focus of the UK's
Auckland Group’s main item for the Social Exclusion Unit has been on
next month is their Christmas Func- public transport, trying to remove bar-
tion which will be held at the riers to entering the workforce and
Voyager Restaurant and Bar at the everyday society.
Waipuna Hotel and Conference Cen- Canterbury/West Coast
tre in Mt Wellington on 22 November
The Canterbury / West Coast
Branch had a presentation on 28th
October from Troels Andersen,
from Odense in Denmark, on cy-
Tony Brennand of Greater Wellington cling facilities, concepts and how
Regional Council spoke to the Central cycling is promoted in Den- "A big corporation recently hired sev-
branch in September about the West- mark. Commuter cycling was eral cannibals.
ern Corridor Study. Tony's talk pro- clearly more engrained in their na-
vided an interesting insight into how tional culture than it is here in New "You are all part of our team now",
the Western Corridor Study fits in with Zealand. The branch held its An- said the hr rep during the welcoming
the National and Wellington Regional nual General Meeting on 10th No- briefing.
Land Transport Strategies. Much vember followed by a presentation
publicity has been given to the study's from Jill Atkinson of Environment "You get all the usual benefits and
conclusion that the 'coastal route' of Canterbury on the topic of "Public you can go to the cafeteria for some-
SH1 should be upgraded rather than Transport in greater Christchurch - thing to eat, but please don't eat any
building the Transmission Gully Mo- Key success factors and future of the other employees".
torway. This conclusion has gener- challenges". The existing commit-
ally been well received by engineers tee was re-elected, with two new The cannibals promised they would
and the Central Branch are currently committee members, Nigel Williams not.
preparing a submission along those and James Park..
Four weeks later their boss remarked,
Southern "you're all working very hard, and I'm
In October, Dr Karen Lucas of the
quite satisfied with you. However,
University of Westminster spoke to
one of our engineers has disap-
the group about Accessibility Plan- The September meeting was held on
peared. Do any of you know what
ning in the UK. Her talk described Wednesday 21 September at 5.30pm
happened to him?"
some of the ways that planning and in the Clifford Skeggs Gallery. Ron
operating the transport system can Minnema gave feedback on the re-
The cannibals all shook their heads
contribute to social exclusion. Com- cent Transportation Group Confer-
no. After the boss had left, the leader
bating this involves stepping back ence and key matters raised. The
of the cannibals said to the others,
from overall net economic analysis normal refreshments were provided.
"which one of you idiots ate the engi-
and considering whether the same
marginalised groups are always the In October Mike O'Cain of Transit and
'losers' in the overall scheme. Some Wayne Curran of Works Infrastructure
A hand raised hesitantly, to which
examples included indirect or unreli- presented on "Snow and Avalanche
the leader of the cannibals continued,
able bus services between low cost Programme State Highway 94.
"you fool !!! For four weeks we've
housing areas and industrial areas
been eating managers and no one
making it hard for people to find jobs
Roundabout No. 108 10 December 2005
Welcome to New Members of the IPENZ Transporta-
Mr Mike Tottman, Transit NZ, Christchurch
The Management Committee of the group at recent meet-
Mr Nigel Downing, Transit NZ, Auckland
ings (September, October and November 2005) approved
Mr Paul Potter, MWH NZ Ltd, Whangarei
membership applications from the following 23 people.
Mr Peter Bathgate, Transit NZ, Auckland
Welcome to the group!
Mr Richard Firth, Transfield Services, Auckland
Mr Robert Douglas-Jones, North Shore City Council
Mr Andrew Fleming, Transit NZ, Auckland
Mr Rob Napier, MWH NZ Ltd, Christchurch
Mr Asish Kumar, Opus International Consultants, Auck-
Ms Sarah Fitzgerald, Beca, Tauranga
Mr Tim Mueller, Opus International Consultants, Auck-
Mr Craig Moriarty, Manukau City Council
Miss Donna Liu, Beca, Auckland
Mr Tony Clayton, Opus International Consultants, Puke-
Mr Helmut Marko, Tauranga City Council
Mr Jit Fen Tock, Beca, Auckland
Mr Joe Metcalfe, Sinclair Knight Merz, Wellington
Know someone who might want to join the Group? Give
Mr John Culliford, Wellington City Council
them a copy of the membership form found on the back
Miss Karlene Craig, Beca Infrastructure Ltd, Auckland
cover of any Roundabout.
Mrs Kathryn Musgrave, Transit NZ, Auckland
Mr Lance Wright, Coastline Markers, Auckland
Miss Linda Irwin, Opus International Consultants, Puke-
IPENZ Transportation Group Membership Secretary
c/o MWH New Zealand Ltd,
Mrs Melanie Parsons, Opus International Consultants,
PO Box 13-249, Christchurch
Phone (03) 343-8756
Roundabout No. 108 11 December 2005
Opposite is the budget for the current under the professional development An increased allowance has been
financial year ending 30 September category. made for submission honoraria, re-
2006. For comparison, the 2003/04 flecting the increased activity in this
In practice, the Management Commit-
and 2004/05 final accounts are also area.
tee has not been meeting the set
shown. Note that the 2004/05 ac-
level of expenditure in the past. The Group has since October 2004
count includes income and expendi-
been paying a quarterly honorarium
ture for the Wellington workshop, On the income side, most Traffic
of $500 (incl. GST) to the Group Ad-
whilst the Transportation Conference Management Workshops (now Trans-
ministrator due to the high workload
does not form part of this year’s portation Conference) performed fi-
of that position.
budget. nancially better than budgeted.
Membership has been increasing
As a consequence, Group funds have
The following notes explain aspects steadily and stands at about 750 at
doubled from September 1997
of the budget: the moment, with income increasing
($73,000) to 2005 (ca $150,000).
from this source. No changes are
The budgeted loss for the coming The Management Committee has proposed to the TG membership fees.
financial year is $10,000 (like last accepted increased costs for the The IPENZ service fee payable by
year). This reflects the desire of pro- Group history project. members is not part of our budget.
viding more services for members
How to tell if you’re driving too fast
Roundabout No. 108 12 December 2005
IPENZ TRANSPORTATION GROUP Account Account BUDGET
Budget 2005/06 2003/2004 2004/2005 2005/2006
Year to Year to Year to
Item 30-Sep-04 30-Sep-05 30-Sep-06
Member subscriptions $ 15,615 $ 17,150 $ 17,600
2003 TMW surplus $ 12,305
2004 TMW income $ 102,559
2005 TC surplus $ 6,200
2006 TC repayment of float $ 9,000
Interest $ 6,594 $ 9,474 $ 6,500
Advertising & Sundry $ 365
TOTAL INCOME $ 34,514 $ 129,548 $ 39,300
Travel, meeting expenses $ 49 $ 1,120 $ 900
Branch grants $ 1,500 $ 1,200 $ 1,300
Focus Group grants $ 600 $ 550
Group Administrator honorarium $ 2,000 $ 1,800
Visiting speakers, seminars $ 1,500 $ 1,800
Study grants, awards $ 750 $ 5,300
Tertiary study: student support $ 2,700
Career Promotion $ 4,000
Award & Prizes - members $ 2,382 $ 1,000
Education - members $ 525 $ 1,800
Roundabout print & post $ 4,893 $ 5,947 $ 6,600
Roundabout honoraria $ 1,406 $ 1,201 $ 1,500
Tech. Paper assistance $ 500 $ 1,000
Website $ 200
Newsletters, circulars $ 200
Submissions honoraria $ 1,445 $ 1,700 $ 3,500
History project (writing, editing) $ 4,000
Conferences and workshops:
2003 TMW and Conference expenditure $ 1,146
2004 TMW and Conference expenditure $ 851 $ 88,103
2005 TC expenditure -$ 3,100 $ 1,300
2005 Conference Honorarium $ 500
2006 TC payment of float $ 9,000
Transfer to investment $ 15,000 $ 40,000
Contingency / unspecified $ 300
Sundry expenditure $ 672
TOTAL EXPENSES $ 29,812 $ 141,578 $ 49,250
opening balance $ 5,736 $ 10,438 -$ 1,592
income $ 34,514 $ 129,548 $ 39,300
expenditure -$ 29,812 -$ 141,578 -$ 49,250
closing balance $ 10,438 -$ 1,592 -$ 11,542
short term deposits $ 120,000 $ 160,000 $ 160,000
total TG funds $130,438 $ 158,408 $ 148,458
Notes: Up to 2004/05 including GST. 2005/06 excluding GST.
2004/05 includes conference turnover
Roundabout No. 108 13 December 2005
Help find the solutions to Auckland’s traffic problems….
Auckland needs you!! We need your skills, your expertise, to solve the traffic problem will ease. Help us
design a way out!
You will need…
A BE Civil or similar
2+ years relevant experience in a traffic/transportation engineering role, preferably within the private sec-
To have design and investigation experience (modelling and analysis experience favourable)
To be currently working towards Chartership or have CPEng professional status
To have proven experience in resolving technical problems in traffic engineering projects
Be involved in large projects involving redesign/development and new design. You will work on investiga-
tion and design solutions to existing traffic projects, as well as future designs. You will provide specialist
technical advice on road safety and traffic engineering throughout New Zealand. You will also need to un-
dertake traffic impact assessments, traffic calming and traffic management studies, and be involved in a
variety of traffic engineering projects.
Play your part in shaping New Zea-
land's transportation for the better and
engineer your own road to success!
Traffic and Transportation Professionals
Beca are currently on the lookout for new staff, not only with engineering qualifications but also
those with other multi-disciplinary skills, for positions throughout Australasia and the Asia-Pacific.
If you are interested, apply via the website now!
For queries about the roles contact Lucy McIntyre, email@example.com and see
www.beca.com for further details.
Roundabout No. 108 14 December 2005
Urban Design – What’s This All About?
Urban design is the theme of this edition of “Roundabout”. As noted in the Government’s Urban Design Protocol
(Ministry for the Environment 2005), “urban design seeks to ensure that the design of buildings, places, spaces and
networks that make up our towns and cities, work for all of us, both now and in the future.”
In December last year the Transportation Group made a submission to the Ministry for the Environment (MfE) sup-
porting the draft Urban Design Protocol. We identified a number of areas in the protocol where the role of transporta-
tion should have been identified or highlighted and some of these concerns were addressed in the final protocol,
which was published in March this year. The Transportation Group was one of 78 founding signatories to the proto-
col, which currently has over 100 signatories as shown in the table below.
Type of Number of Sample of Organisations with a Transportation Focus or Interest
Central Government 17 Land Transport NZ, Ministry of Transport, NZ Police, Transit NZ
Local Government 24 All of these. Some of the larger ones are: Auckland City, Auckland Regional,
Christchurch City, Dunedin City, Environment Canterbury, Environment Wai-
kato, Hamilton City, Local Government NZ, Manukau City, North Shore City,
Timaru District, Waitakere City, Wellington City
Developers, Investors 7
Consultants 27 Beca, MWH, Opus, Roger Boulter Consulting, Wes Edwards Consulting
Professional Insti- 7 IPENZ, IPENZ Transportation Group, NZ Institute of Architects, NZ Institute of
tutes Surveyors, NZ Planning Institute
Educational Institutes 6
Sector Organisations 15 Christchurch Civic Trust, Committee for Auckland, Cycling Advocates’ Network,
Living Streets Aotearoa, Sustainable Cities Trust, Town Centres Association of
There are several articles in this edition of Roundabout on urban design. Take the time to read these, and check out
the new urban design section of our website. You will find there our December 2004 submission, our draft Urban
Design Action Plan (currently open for comment from members), a link to the MfE Urban Design website and various
other urban design resources.
There are two mandatory actions required of protocol signatories. They must prepare an Urban Design Action Plan.
In addition, signatories must appoint an Urban Design Champion – “someone influential at a senior level who can
promote and champion urban design, and who can challenge existing approaches throughout the organisation.”
The Management Committee will be appointing an Urban Design Champion before the end of 2005, so please con-
sider nominating someone for this role, or volunteering yourself. I have accepted the role of interim urban design
champion (to satisfy MfE) while we go through a more robust selection process, but will be happy to have someone
more appropriate take on this leadership role within the group. Nominations should be sent to Don McKenzie, Ad-
ministrator of the Transportation Group.
We have also established an Urban Design Special Interest Group (UDSIG) to help implement our action plan and to
contribute to discussion about urban design issues within the Transportation Group. If you’re interested in learning
more about urban design or want to be involved, contact me.
Roundabout No. 108 15 December 2005
Urbanism Down Under Conference
August 2005, Wellington.
I am naturally suspicious of any the design of buildings, places, in other words.)
label that ends in “ism”. The ex- spaces and networks that make up
pression suggests “dogma”. I went our towns and cities, and the way Growth issues include:
with some apprehension into this people use them. It ranges in scale “How to design better suburbs on
alien world of architects and plan- from a metropolitan region, city or the edge of towns and cities, how to
ners, with its own theory, concepts, town down to a street, public space successfully intensify in our inner
language and suspicion of traffic or even a single building. Urban suburbs” and avoid existing prob-
engineers. Then I noticed the con- design is concerned not just with lems of:
ference was to be opened by the appearances and built form but with “Traffic congestion, unsustainable
Minster of Foreign Affairs. But it the environmental, economic, social energy use, overloaded urban infra-
wasn’t so bad. The Minister was and cultural consequences of de- structure, a lack of distinctive iden-
really there in his capacity as Minis- sign. It is an approach that draws tity, social isolation, and reduced
ter of Justice, championing new together many different sectors and physical activity with its associated
draft guidelines for Crime Preven- profession, and it includes both the problems such as obesity, diabetes
tion through Environmental Design process of decision making as well and heart disease.
(CPTED). There was also one as the outcomes of design.”
other traffic engineer present plus a Key Urban Design Qualities – the
handful of transport planners. Why urban design? seven “C”s. (antonyms for “sin -
There was one speaker from MOT bad”?)
“Quality urban design is important
on Transport Policy. Speakers The urban design protocol identifies
for everybody because our lives are
agreed that getting the transport seven essential design qualities
connected through a common built
system right is key to successful that together create quality urban
environment. We all live and work
urban design. design:
in buildings, and use streets, public
spaces, transport systems, and
The Urban Design Protocol.
other forms of urban infrastructure. •Context: seeing buildings, places
Quality urban design creates and spaces, as part of whole towns
The protocol recognises the impor- and cities.
places that work and places we
tance of transport in urban design.
use and value”
Credit must be given to Simon •Character: reflecting and enhanc-
Whiteley and his former Transfund ing the distinctive character, heri-
“Quality urban design produces
NZ staff for representing the trans- tage and identity of our urban envi-
benefits at a city-wide level as well
port issues on the advisory group. ronment.
as at the scale of neighbourhoods
The IPENZ Transportation Group
and individual buildings or spaces. •Choice: ensuring diversity and
has signed up to the Urban Design
For example, a well designed trans- choice for people.
Protocol as has the MOT, Land
port network integrated with land
Transport NZ, and Transit NZ. Our
use improves accessibility and mo- •Connections: enhancing how
profession needs to remain fully different networks link together for
bility, contributes to a better quality
of life, encourages healthier life-
What is Urban Design? The pro-
styles, uses less non-renewable •Creativity: encouraging innova-
energy, and contributes to im-
tocol expresses it this way: tion and imaginative solutions.
proved economic perform-
“Urban design is concerned with
ance.” (The NZ Transport Strategy •Custodianship: ensuring design
Roundabout No. 108 16 December 2005
is environmentally sustainable, safe rate due to the way traffic dispersed would be tempted to apply main
and healthy collaboration: com- over many roads and conflicted at street treatments to routes that in
municating and sharing knowledge the crossroads. I was also aware my opinion are too far up the road
across sector, professions and with that by spreading traffic across hierarchy.
communities. many roads they spread the result-
ing environmental conflicts between Joined up thinking
land use and traffic. It is important
Urbanism Down Under This fine sentiment was an oft re-
that when we look back with nostal-
peated theme, but how do we get
The conference consisted of the gia to the rectangular grid, that we
communication across the profes-
usual plenary sessions, featuring don’t forget the reasons why we
sional divides? If transport papers
an impressive line up of overseas forsook it, and address them in our
are presented at a planning confer-
experts. Parallel sessions were designs. So I made sure to discuss
ence, planners don’t attend, (for a
used for local papers and case this issue with the speakers in pri-
similar reason we stopped having a
studies, and two workshops cov- vate before raising it at the conclud-
transport stream at the IPENZ con-
ered “Crime Prevention through ing forum. Most of these ference). The year of the built envi-
Environmental Design” and the Flat
speakers indicated that the ronment is run by architects and is
Bush greenfields development in
safety problem had not to solely about buildings. The two traf-
Manukau city. There were no pa-
their knowledge been stud- fic engineers at the conference
pers published at the conference
were there only because they have
but it is intended to publish them in ied in the evaluations of the
picked up some responsibilities to
due course. case studies, and generally support the urban design champion
agreed that networks could be at Land Transport NZ. The IPENZ
Key issues from the conference:
made too permeable to traffic. We transportation group urban design
It is not possible to do justice to a also agreed that the pedestrian net- champion, Andrew Macbeth could
three day conference in a few work needs to be much better con- not justify the commitment of three
pages, so I will just mention some nected than the traffic network. I days, though he did get to the
themes and issues that resonated suggested that the safest system champions workshop on the follow-
with me. would involve highly connected pe- ing Monday.
destrian networks and a generally
Joined up networks. distributed traffic network. One way Traffic engineer “neanderthals”
of ensuring a rectangular grid net-
This was alluded to in a previous The architects and planning profes-
work is safe, is to control every
roundabout article by Roger Boulter sions were as fond of slinging off
crossroad within a neighbourhood
who was also at this conference. about traffic engineers we are
with a roundabout of effective traffic
There were several international known as we are of them. We were
calming design. In my view this
gurus presenting at the conference told that some of us are progressive
should be a requirement for all
who put up diagrams showing im- and enlightened, but others are
crossroads in our subdivision codes
permeable neighbourhood street “neanderthals”. In response at the
with corner splays to suit. It was
networks fed from external arterial final forum I quoted Earl Blu-
agreed that their needs to be more
roads by a few collectors that di- menauer, the US congressman for
dialogue and study of this issue.
verged into local streets and termi- Oregon who was the driving force
nated in culs de sac. These were behind the Portland experiment. In
It should be noted that the concept
inherently “bad”. By way of ex- his closing address at the Walk 21
of road hierarchy was supported
treme contrast, were rectangular conference, he said as best as I
and not under challenge. The
grids. These were highly con- can recall it: ““Don’t blame the traf-
rooms and corridors approach
nected and permeable and inher- fic engineers – we were asking
seems largely intact with the focus
ently “good”. I have seen these them the wrong questions. If we
on the circulation within neighbour-
grid networks all over New Zealand ask them and empower them to
hood rooms and the design of the
in my road safety studies and they provide modal choice and to tame
lesser corridors, though many
were invariably areas of high crash traffic they will do it.” We are good
Roundabout No. 108 17 December 2005
at solving problems - that is what bad development to the ex- sities and less urban sprawl, and
engineers do. Society
has now tent that the rules have antici- this is now being promoted in urban
tasked us with different growth strategies. These strategies
pated the problems and are
identify locations around transport
problems to solve and we enforced. They do not ensure nodes as locations for high density
need to adapt our thinking good outcomes. The fundamen- redevelopment. They also place
to the new paradigms, or tal problem is that only a small and urban growth boundary restrictions
we risk extinction of the re- often unrecognised part of the with design standards for peripheral
spect we need to effectively benefits of good design accrue to greenfield developments. However
the developer, so they persist with developers are reluctant to build to
do our jobs.
existing low risk practice. Waitakere higher densities, despite district
was held up as an example where plans permitting or even mandating
in some locations they have moved it.
Another challenge for joined up to minimum building heights (4 sto-
thinking is the RMA process. The ries) with quality design assured by
Selling good design
whole process depends on the building performance standards.
identification, assessment and But they still rely on developers de- While many are now committed to
management of environmental ef- ciding to seize the opportunity this the “motherhood and apple pie”
fects. We have not been particularly provides by proposing quality out- objectives of the Urban Design Pro-
successful in providing joined up comes. tocol, and the conference was
guidance to our own profession in largely a symposium for the con-
this area. The assessment of the Government as developer verted, much of society remains to
urban design and transport sustain- be convinced that higher density
There was much discussion at the
ability implications of District and less sprawl will be any better
conference about the need for pub-
Scheme provisions and resource than what we have now. Percep-
lic sector leadership supported by
consents is a difficult matter requir- tions based on past examples of
funding that can lead by its own
ing expert support. It is not efficient poor social outcomes for higher
development activities and leverage
for instance for individual local au- density welfare housing need to be
others to invest in better outcomes.
thorities to perform their own RMA overcome. Most of the public with
For some developments a public
section 32 analysis of their trans- whom we consult cannot even un-
authority may act as developer. For
port and urban design require- derstand plans of their existing en-
others it may facilitate joint venture
ments. There should be a central vironment. An example was given
with modest contribution that lever-
pool of expertise available to assist of a display where few of those who
ages public benefits, e.g. road con-
with research and advice that will attended could identify the location
trolling authorities in Australia enter
withstand environment court scru- of their own house on the plans of
into joint ventures to redevelop land
tiny. Britain has a national urban the existing situation. They cannot
alongside road corridors to land
design advisory group that can be convert our abstract words and jar-
uses that are compatible with the
called in to independently assess gon to visualise a better future.
road hierarchy. Incentives can also
proposals. I understand Auckland They need pictures, models or ride
be used such as relaxed require-
now has an advisory committee on through computer animations.
ments for parking, height and bulk
etc. For heritage buildings the
Public Transport investment
model used in Christchurch was
Regulating developers While it may seem obvious, there is
recommended, where a trust has
We need joined up thinking with funds to buy, develop appropriately a “chicken and egg” which comes
those who commission, and fund and on-sell heritage buildings prof- first, problem with transit oriented
changes to the urban fabric. Regu- itably. development. Developers won’t
lation, while necessary, is not suffi- commit to providing high density
cient to ensure good urban design. Sprawl and Density development, without a quality pub-
RMA controls only prevent lic transport service already in
Most speakers promote higher den-
Roundabout No. 108 18 December 2005
place, but funding commitment to rating the quality of public spaces motor traffic movement in a “predict
the transport corridor and service is and the environmental footprint of and provide roads” world. Some of
hard to achieve prior to the demand buildings - including the CO2 gener- our clients don’t understand this
being established. A commitment to ated by travel to and from them. new framework and we need to
transport infrastructure is prerequi- This may link in with proposed work patiently sell the benefits and val-
site to planning for good urban for tools to rate the walkability of ues of quality urban design.
form. pedestrian environments. We also
need to develop indicators that will Other actions that would support
Several speakers suggested an measure progress in providing for the protocol are suggested below.
incremental approach for public urban sustainable transport. Some could be done directly by the
transport provision and that we Transportation Group, some in part-
should concentrate on good service Tools nership with others, and for others
levels rather than technology. For we could advocate for and support
Urban design planning uses trans-
instance as demand builds, begin our members working in their vari-
port models. These were developed
with smaller commuter buses, aim- ous professional capacities.
when the questions we were asking
ing to get frequency to ten minutes
related to predicting and providing
or below, then increase the capac- Suggestions for action include:
roads for motor vehicles given vari-
ity of the vehicles e.g. double deck
ous land use scenarios. We now •Develop quality education mate-
or articulated buses, then bus rapid
need them to answer different rial, tools, technical guidelines for
transit and rail. This requires plan-
questions in relation to modal share transport professionals, including
ning to reserve the right of way for
such as walking and cycling, travel transport effects assessment.
the later options.
demand management, travel be-
•Review existing curriculum for pro-
haviour change effects and the way
Parking fessional education at all levels.
land use changes in response to
Parking provision is often at the transport provision. Perhaps the •Conduct forums, seminars and
centre of conflicts over the applica- tools are not appropriate for these workshops in collaboration with
tion of urban design and sustain- new questions. other disciplines.
able transport. For high density
•Support demonstration projects
residential developments some pre- The challenge for IPENZ Trans-
senters advocated removing re- portation Group and the profes- •Develop an award scheme ( like
quirements for off street parking, sion the 3M awards) aimed at quality
and leaving all parking on street. urban design
For shops, some advocated against
The only commitment required by •Develop appropriate planning in-
requiring shops to be set back be-
us as signatories of the Urban De- struments and tools such as proc-
hind parking areas. This reminded
sign Protocol is to appoint a cham- esses for assessing the quality of
me of the old conundrum about re-
pion, and Andrew Macbeth has al- development proposals and streets
quirements for parking at pubs. The
ready been appointed (for now for all their users.
old MOT policy took the approach
that until we devise a way of pre- •Integrate quality urban design into
Developing a broad professional
venting people from driving from all our technical guidelines.
licensed premises they will need to •Set up a special interest email
provide parking. Parking provisions We need to have a clear and united
is obviously a difficult issue that view of how we can best contribute
requires dialogue. to urban design objectives as part
of the altered NZTS objectives to
Assessing quality which we all now work. Some parts
of the profession are slow to adapt
If you can’t measure it you won’t
and still give the impression we still
manage it. Perhaps an overstate-
live to provide for safe and efficient
ment, but there is effort going into
Roundabout No. 108 19 December 2005
“Is there a traffic engineer in the house?”
Reflections on the Urbanism Down Under conference
Wellington, 17 – 19 August 2005.
“Is there a traffic engineer in the IPENZ Transportation Conference) more between an “origin” and a
house?” call urban designers “tree-huggers”, “destination”. For one, the quality of
and similarly muse why they have to the experience of the space is of
muck up traffic efficiency and safety primary importance; for the other,
What is “Urbanism”? Not much with raised tables and visibility- the efficiency of movement through
different from what I studied in my blocking, non-frangible planters and the space.
UK “Urban and Regional Planning” trees? On both sides, there’s more
degree course back in the ‘70s – mystification than negativity. The “grids versus cul-de-sacs” old
except in NZ it seems to be domi- chestnut reared its head at the con-
nates by architects and landscape Pondering why we had such a di- ference. If you walk, a grid works
architects. This, along with “urban vide, I gorged myself on a surfeit of best because of your distance limita-
design”, have become amazingly erudite presentations, and after a tion, so we hear a lot about
“trendy” in the last few years. while I thought I might be onto “connectivity” and “permeability”.
something. We can’t simply say (as They have a point – cities with a lot
At a pinch, I could (and sometimes sometimes supposed) that urban of “footfall” tend to have high com-
do) style myself an “urban designer” designers consider land use and mercial turnover, and people do
– having studied design methodol- engineers transport – both in fact business there largely because it’s a
ogy, devised “enhancement aim to be holistic. No, it’s to do with nice place to do business.
schemes” for “character areas”, and scale.
more recently signed up to the Gov- Grids, however, turn classic
ernment’s “Urban Design Protocol”, An engineer will start at the macro “corridors and rooms” and
and shaken Prince Charles’s hand level, with arterial route networks. “segregation by function” concepts
at the launch last March. They may talk of “completing the on their head. Maximising interac-
motorway network” or if a bit tion opportunities on the street –
“Urbanism Down Under” was the “greener” about providing metropoli- people in contact and dialogue with
Australia – New Zealand gathering tan rail systems and plentiful bus people – may be a prime goal of
of “the great and the good” in this lanes – but always work from a urban designers, but for engineers
field. Traffic engineers are few and macro level downwards. “Architect- it’s “side friction” and an impediment
far between here, but thought I’d types” on the other hand, will start to both “safety” and “efficiency”.
find more than Tim Hughes and Lyn- with buildings, interaction between
don Hammond. Where were the them, and the quality of life in public Classic theory – in documents such
engineers? spaces (streets, parks, vistas, etc) – as the 1963 Traffic in Towns study –
local level upwards. did want foot-based spaces (the
Poor architects – why, oh why, they “environmental areas”), but only with
mused in presentations, did “the Ask an architect about a street, and the through movement taken out of
engineers” (spoken of as an alien they will talk of the “quality of life” it and put onto arterial networks –
breed) have to impose this or that within the space (often experienced and based on the premise that
big road through otherwise lovely, on foot). Ask an engineer, and they there’d be a lot more movement in
intimate, people-friendly CBDs? I’ve will talk about the level of service of the (then) future (our present) to
heard engineers at our own Traffic the movement (usually motorised) cope with. Urban designers tend to
Management Workshop (now the not so much within the space, but want the two brought back together
Roundabout No. 108 20 December 2005
again (and it’s not only them – the roading in terms of land take, and would) a city with a lot less cars, and
commercial sector has for decades impact on local, human-scale activ- more walking, cycling and public
fought the through/ local movement ity. Although the freedom to drive is transport, we must move from the
distinction, out of concern about los- sometimes seen as a basic right, present to that future carefully so as
ing “passing trade”). would you rather live in a Copenha- not to jolt the city with a strangling
gen or a Los Angeles? If “peak oil” gridlock.
Classic “corridors and rooms” theory really does start to bite, we may
has a trip starting on a local road (in wish we hadn’t saddled ourselves Grids might work, safety-wise, if all
a “room”), progressing via a collec- with car dependency and long, mo- the traffic moved slowly (the reason
tor to an arterial (a “corridor”), mak- torway-borne, travelling distances. why speed tables, although seen by
ing the main part of the journey, and some as “accidents waiting to hap-
then going back down the hierarchy However, imagine plonking a grid- pen”, actually work) – but this
again. To urban designers, moving based street layout on cities which means accepting a major drop in the
up and then down a roading hierar- we have built, over the past four amount of traffic (less mobility, al-
chy in this way is simply bothersome decades, around “corridors and though not necessarily less accessi-
if you’re essentially focusing from rooms” principles. We have built our bility – if we make fewer trips, com-
the local area “upwards”. cities around forecast mass car use, bine trips, walk and cycle a lot more,
and no doubt by providing for it and meet our needs over shorter
Urban designers, on a metropolitan we’ve helped fuel its growth, but we distances). But this is a very funda-
scale, tend to think of public trans- can’t just reverse this because some mental change, and a big “ask” for
port for transport beyond walking architect-type tells us it is good for many.
distance – not surprisingly, as it is us to do so. We’d get gridlock over-
arguably more efficient than arterial night. Even if we would prefer (as I
The Sharp End
By Nigel Williams
It is encouraging to see Govern- ment doesn't stack up in dollar we can stand around waving the
ment, Regions, Local Authorities terms, then that money simply flags of Policy, Design Guides and
and all the relevant professions goes and plays somewhere else. Professional Training until we are
putting their collective shoulders to As it should. blue in the face. Until a Developer
the wheel of Sustainable Urban who has already Done the Sums
Development [SUD]. Yet once the sketch plan of the comes and asks us to facilitate her
development is on the back of an dream, SUD ain't going anywhere
From my perspective in a plan- envelope and the numbers look anytime soon.
ning+surveying+traffic (me) OK, the ability of the planning proc-
+engineering company that devel- ess and professional skills to So our challenge is to paint a truly
ops thousands of urban and rural- change the format is very limited inspiring picture of genuine Sus-
residential lots a year, I am well indeed. tainable Development that will ex-
aware of the Golden Rule of Devel- cite not the politicians but the
opment, viz.:- Its the Developer's The issues of Societal Form, mums and dads of suburbia, for it
Gold that makes the Rules. Strong Sustainability and (as a ser- is their views that swing the Mar-
vant to the previous two) Accessi- keting equation, and that will in
And I don't mean that in any sort of bility are all addressed within the turn allow us to shape a better and
disparaging way. The process that developer's Marketability compo- mores sustainable future.
leads to SUD outcomes is driven nent of the development equation.
by conventional and responsible So in spite of our growing profes-
fiscal calculations. If a develop- sional awareness of SUD issues,
Roundabout No. 108 21 December 2005
The Village in the City: Transit and the Original
to older suburbs with narrow works of Howard are the origin of
A COMMON RESPONSE to the crooked lanes like Ponsonby, as the town planning as we know it. How-
sprawl, congestion, monotony and sort of thing we should get back to. ard’s ideas were particularly influen-
pollution of the car-oriented suburbs Nor is the wider concept a new one tial in Europe. But if this is so, then
that have grown up since the 1950s either. A diagram in State Housing in we have to ask why these ideas
has been to propose a more New Zealand (1949) shows a tran- have not been translated so easily
‘villagey’ suburban form, in which sit-oriented town centre for Glen In- from the page to practice in English-
housing would be clustered near rail- nes, complete with pedestrianisa- speaking countries. Or to put it an-
way and busway stations. Known to tion, apartments and a parkland other way, why Howard was some-
its supporters as ‘smart growth’, this strip. Around 1950, just as today, thing of a prophet without honour in
type of growth would make the car Auckland had an urban growth his own country.
less of a necessity for suburbanites boundary, that in those days limited One problem for English-speaking
and would also increase the space development outside the central town planning is that it has focused
available for parkland between the isthmus to coastal strips. The 1951 too much on ideal physical forms
urban villages. Also called ‘transit Outline Development Plan for Auck- and not enough on the institutions
oriented development’ (TOD) after land was highly critical of what it required to make things happen. We
the American term for public trans- called “sprawl” and “permissive zon- are all familiar with the plans and
port, this type of proposal should be ing.” reports that go nowhere, because of
familiar enough to need little further a lack of commitment to address
introduction. In fact the concept of suburban vil- fragmented ownership and other
lages linked by transit constitutes institutional obstacles to planning.
A number of myths have grown up the original recipe for suburbanisa- So important were the institutional
about smart growth, however. One tion, pursued in the days when the preconditions of planning that How-
is that it is all about ‘intensification’. train was the only option. The princi- ard drew only a few diagrams, and
In fact, smart growth is not ples of smart growth were first laid referred to his scheme as an
‘intensification’ but an alternative out over a century ago, in Ebenezer “absence of plan.” By this he meant
vision of suburbia. Instead of three- Howard’s two great works To- if the institutions were got right, the
bedroom detached houses accessi- Morrow: A Peaceful Path to Real results would follow. Howard’s insti-
ble only by car or the very occa- Reform and Garden Cities of To- tutional recipe was for the municipal-
sional bus, there are a range of den- morrow. Howard sketched a network ity to buy up the land at rural values
sities and housing types focusing on of railway lines with town centres at and build new satellite towns from
town centres linked directly by excel- the intersections of the lines, which scratch. Land would be leased to
lent public transport. The town cen- he called a “railway system and not suburbanites for a “rate-rent,” virtu-
tres are pedestrianised, rather than a railway chaos.” As much as the ally all of which would be spent on
sacrificed to car parking. Off road plans themselves, Howard empha- public amenities rather than on the
cycling is made easier via the park sised the need for planning powers, enrichment of speculators. Other
networks. not only to define the railway routes, early planners argued that a similar
areas of intensification and parkland result could be achieved by a strong
Another myth is that these ideas are for all time but also to recapture the system of capital gains taxation for
new and radical. In fact they are not. increase in land value near the rail- ‘betterment’. In a betterment system,
Some smart growth advocates point way stations. In many ways the capital gains resulting from nearby
Roundabout No. 108 22 December 2005
public improvements are clawed along the Tawa line and in the Hutt for Auckland. They had less impact
back by the municipality to pay for Valley, was subdivided. This work on Wellington, a slower growing city
the improvements. Those who can- was done by the same government where a large amount of money had
not pay the tax are bought out at the department, until 1943 the Railways already been spent on the railways
value that applied before the im- Department and after 1943 the Min- by 1953.
provements were made. istry of Works. In Auckland, an east- Today we are trying to get back to
ern railway semicircle was also built the transit-oriented town planning
In continental European countries between the two World Wars and that applied everywhere before the
such as Sweden and Germany, land surrounded by large areas of state 1950s. Ironically, this work is pro-
banking in the public domain was housing development, in Orakei, ceeding most rapidly in Auckland in
already widely practiced for a variety Glen Innes and Panmure. This was some of the old State Housing ar-
of historical reasons, and so it was the first stage of a circular rail route eas, such as Panmure and Glen
easy to put plans like Howard’s into that was ultimately supposed to go Innes. In effect this is taking up
practice. In English speaking coun- through Mount Roskill, Mount Albert where New Zealand left off in 1953.
tries the ownership of land on the and Grey Lynn as well, collecting all However, precisely because of the
urban fringe was often more frag- inward commuters from the west, overwhelming historical association
mented, and the owners were also north and south and distributing of transit oriented development with
loath to give up potential capital them between the CBD and Pen- land tenure issues, at some point
gains. Interestingly enough, early rose. these will have to be confronted
New Zealand was receptive to the more explicitly than urbanists have
idea of recapturing rising land values However, post-War America devised done to date. Although 1940s New
within the planned settlements to an alternative method of suburbani- Zealand went down the State Hous-
pay for railways and other amenities, sation in which car registration and ing route, in Europe, a middle way
in spite of widespread private owner- fuel taxes were recycled to pay for has often been pursued between the
ship of land. As with Howard, and urban roads. This allowed suburbs individual and the state, so that there
also with the Europeans, the rea- to be developed without having to is a complete spectrum of tenure
sons for this combined idealism and worry about focusing development possibilities. The local municipality is
practicality. onto railway stations, taxing capital often far more influential a housing
gains or consolidating land titles. provider than in New Zealand, or
New Zealand’s first Town Planning New Zealand would adopt this even in the UK. Building societies in
Act of 1926 featured a betterment method of suburbanising in the which the tenants own shares are
capital gains tax, levied at a rate of 1950s, with 1953 the critical year of also major players in Sweden and
50% of increased land value due to decision The 1926 betterment tax the Netherlands. A recent govern-
planning schemes such as railway was abolished in 1953 while in the ment report has warned of the need
construction. Half of all the capital same year a highway fund, the Na- for 100,000 new rental properties in
gains on the land value of a property tional Roads Fund, was set up. From Auckland by 2016. Should we set up
from rezoning for more intensive 1953 onward the government also something along European lines, to
development under the Act had to shifted the focus of its housing effort develop this number of transit-
be repaid immediately, or over the from State Housing to Group Hous- oriented units in Auckland’s trans-
next twenty years at 4.5% interest. ing, a system of guarantees to pri- port corridors? I suspect that How-
vate builders and purchasers. In the- ard would think that was rather a
During the 1930s and 1940s, large ory, road tax could still have been good idea.
amounts of private land would also diverted to rail and other forms of
be bought up at rural values, with public transport, but lobbying by Notes
cheap Reserve Bank finance, for road users appears to have pre- Robert Cervero (1998), The Transit
new State Housing settlements. vented this both in the USA and in Metropolis (Island Press).
Wellington’s electrified suburban countries that adopted its policies, Frank Rogers (1963), The influence
railways were installed at the same such as New Zealand. The effects of of political theories in the Liberal
time as the farmland around them, this policy shift were very significant period, 1891-1912; Henry George
Roundabout No. 108 23 December 2005
and John Stuart Mill, in R Chapman phy on URL: http:// (Wellington: Centre for Housing Re-
and I. Sinclair (eds) Studies of a www.dnzb.govt.nz . search New Zealand).
Small Democracy: Essays in Hon- The Shape of Things to Come, NZ
our of Willis Airey (Pauls Book Ar- Ministry of Works, 1946
cade, for the University of Auck- Chris Harris (2005) Slow train com-
land), pp. 153-174. ing: The New Zealand state
Graham Bush (1995) Local Govern- changes its mind about Auckland
ment and Politics in New Zealand Transit, 1949-56, Urban Policy and
(2nd edn) (Auckland University Research 23(1), pp. 37-55.
Press), p. 30. See Russell’s biogra- DTZ New Zealand (2005), Housing
Tenure Aspirations and Attainment,
Over recent years there has been increasing inter-
national interest in improving the residential street envi-
ronment for a variety of reasons. Locally the recent
publication of the NZ Urban Design Protocol and the
Crime Prevention through Environmental Design pro-
ject (Ministry of Justice) are beginning to influence sub-
division and street design.
Residential areas based on liveable neighbourhood
principles provide street forms with a high degree of
inter-connectivity that are more amenable to walking
and cycling encouraging alternate transport modes.
Other research has found that pedestrians have a sig-
Through careful attention to street cross-section, street
nificantly higher chance of surviving a collision with a
layout, and features such as small reserves, liveable
vehicle at lower speeds. According to a 1992 survey by
neighbourhoods encourage community interaction be-
Durkin and Pheby published in Traffic Management and
tween residents improving security and liveability.
Road Safety, the chances of a pedestrian surviving a
traffic accident increase from 60% at 50 km/hr to 95%
These roading forms generally have narrower carriage-
ways with shorter block lengths and features such as
sharp bends that naturally reduce vehicle speeds to the
level appropriate for the environment. Vehicle move-
A key aspect of producing liveable neighbourhoods is
ment must still be provided for, but this provision is bet-
the overall street layout in an area. Speeds must be
ter balanced with the need for walking, cycling, and
kept low through appropriate layout design but it is im-
engendering a community.
portant to not overly hinder movement and accessibility.
Liveable neighbourhood principles have also been
shown to significantly improve road safety. A UK study
It is generally desirable to avoid cul de sacs in favour of
found that traffic calming schemes can reduce child-
looped crescents or through roads as these provide
hood injuries from road accidents by up to 15%1
more flexibility of movement, reduce the need to turn
service vehicles, and provide better options for move-
A United States study2 found that crash rates are highly
ment when exceptional events such as road mainte-
correlated to carriageway width, with narrower slow
nance or emergencies occur.
streets being safer.
Roundabout No. 108 24 December 2005
This form of roading also provides far better connec-
tivity for pedestrians and cyclists with increased secu-
rity. The provision of services such as refuse collection
and public transport is also far better on a series of con-
nected through and loop roads than in a number of cul
The second key aspect of producing liveable
neighbourhoods is paying close attention to carriage-
way width. In low-volume streets the aim should be to
reduce the carriageway width as far as practicable.
It is also important to realise that carriageway width and
street layout are intrinsically linked and only two as-
pects of the subdivision design proc
The street shown in Photograph 1 is a residential street
typical of many streets in New Zealand serving a mod-
est number of properties. The street has a carriageway
width of 11m with parking permitted on both sides of
the carriageway. This street provides little incentive for
motorists to travel at an appropriate speed, and repre-
sents a significant distance for pedestrians to cross.
At the lowest end of the roading hierarchy it is possible Photograph 2
to provide Shared Surface Streets where the carriage-
way is shared by cars, pedestrians and cyclists. The
most common example of a Shared Surface Street is a
common driveway serving a few houses. As long as
vehicle speeds and volumes are low and a few key pa-
rameters are met these streets can operate very well.
Carriageway widths can be in the 2.4 to 3.5m range for
short distances and as long as Fire Service access re-
quirements can be met.
The street in Photograph 2 provides access to sixteen
properties in a loop around a common reserve. No
footpaths are provided. Pedestrians can step into a
driveway to allow cars to pass.
The street in Photograph 3 is a private way serving nine Photograph 4 shows a small cul de sac serving 14 prop-
dwellings. Communal parking is provided in angled erties. This street has a 5.5m wide carriageway with no
parking bays located in small groups along the street. footpaths.
The way is double-ended and runs between two minor
public streets, and has a 5.0m carriageway.
When traffic volumes increase it is necessary to provide
Roundabout No. 108 25 December 2005
a little more carriageway width and a footpath for pedes-
trians. By placing parking in indented bays the perceived
width is kept narrow to influence traffic speeds and the
crossing distance for pedestrians is reduced.
Carriageway widths of 5.5m or less (excluding parking)
are common for these streets.
Photographs 5, 6, and 7 all show minor residential streets
in Auckland. All of these streets are through streets serv-
ing a number of houses. Each street has a footpath on
one side of the street.
The streets in Photographs 5 and 6 have a 4.8m or 5.0m
carriageway with indented parking bays on one side.
Parking is also permitted against the kerb on the side of
the street opposite the indented bays.
Two good references for street layout and cross-section
Other streets have a 5.5m carriageway and are intended
design are the United Kingdom Design Bulletin 32 from
to have kerbside parking on one side only.
the UK Dept of the Environment, Transport and the Re-
gions, and the Western Australia Liveable Neighbour-
hoods Traffic Management Guidelines from the Western
Australian Planning Commission.
1. Liabo, K. and Curtis, K. Traffic calming schemes to
reduce childhood injuries from road accidents. What
Works for Children Group, April 2003.
2. Report by Peter Swift, Swift and Associates. New Ur-
ban News June 2003
Phone: (9) 820-9273
Roundabout No. 108 26 December 2005
The Light Stuff
The caption? “When fleas go unchecked” I liked the image of even the fleas into high density de-
Or “New ways for cars to bring out the worst in people”
How do we get it down?...
The Kiwis made the international news when 3
New Zealanders were reported in World Highways
as setting their car on fire while trying to steal fuel
from a farm. The men siphoned diesel fuel into
their petrol driven car and when it refused to start
decided to inspect the fuel pipe using a cigarette
… And how do we bring it back up?
Roundabout No. 108 27 December 2005
Signs of the Times
Roundabout No. 108 28 December 2005
Roundabout No. 108 29 December 2005
Suggested Readings From TRB
A quick trawl through the latest TRB newsletter contains the following links which might be of interest to folks here.
I’ve particularly highlighted the second, “incorporating TDM into the land development process”. It’s 142 pages, but
my glance through suggested a fair bit of interesting reading, and a possible complement to the urban design we are
promoting—what comes first, changing environment will change behaviour, or will a change in behaviour lead to a
desire for a changed environment?
HEAVY VEHICLE SPEED COMPLIANCE: REVIEW
IMPROVED FRAMEWORK AND TOOLS FOR HIGH- OF REGULATORY APPROACHES
WAY PRICING DECISIONS -> http://trb.org/news/blurb_detail.asp?id=5553
PROPOSALS DUE DECEMBER 15, 2005
-> http://trb.org/news/blurb_detail.asp?id=5545 Australia’s National Transport Commission has re-
leased a report that reviews a range of regulatory
TRB’s National Cooperative Highway Research Pro- measures that could be undertaken in order to in-
gram (NCHRP) has issued a request for proposals to crease compliance of heavy vehicles with roadway
develop a decision-making framework that includes speed limits. The report provides background informa-
descriptions and evaluation of methods and analytical tion on heavy vehicle speeding, reviews the current
tools for establishing pricing policies and practices and regulatory approach on speed compliance of heavy
for predicting their impacts on travel behaviour and vehicles in Australia, and presents a range of potential
congestion. policy options that can help to address this issue.
INCORPORATING TDM INTO THE LAND DEVELOP- RESULTS OF RAILWAY PRIVATIZATION IN AF-
MENT PROCESS RICA
-> http://trb.org/news/blurb_detail.asp?id=5558 -> http://trb.org/news/blurb_detail.asp?id=5555
The University of South Florida has released a re- The World Bank's Transport and Urban Development
port that examines how to incorporate transporta- Department has released a report on the results of
tion demand management (TDM) strategies into the rail privatization in Africa. The report examines the
land development process. The report documents impact of privatization on operational efficiency, ser-
efforts to secure TDM strategies as part of develop- vices, investments, impacts on the poor, and more.
ment approvals, summarizes the long-range plan- The report is one of a series of independent reviews
ning groundwork that frames the land development of rail privatization experience commissioned by the
process, provides several case study examples World Bank.
from Florida and nationwide, and identifies institu-
tional barriers to the use of TDM as part of the land OECD IN FIGURES 2005: FACTS ON MEMBER
development process. COUNTRIES
[I only skimmed through this, but saw enough to want
me to go back and have a more in-depth look at all 142 The Organization for Economic Cooperation and De-
pages. Would appreciate a comment from any urban velopment (OECD) has released the latest issue of its
design gurus—is TDM as important as urban design, figures brochure that includes data on OECD coun-
does it complement it, or does one assist the other to tries in the areas of transport, energy, environment,
happen?] and more.
Roundabout No. 108 30 December 2005
IMPACTS OF TRANSIT-ORIENTED DEVELOP- TEXAS TRANSPORTATION RESEARCHER: VOL-
MENT ON PUBLIC TRANSPORTATION RIDERSHIP UME 41, NUMBER 3
The Florida Department of Transportation has re- 'Tackling Midsize City Congestion' is the theme for
leased a report that examines how transit-oriented the latest issue of the Texas Transportation Institute's
development affects travel behaviour in terms of Texas Transportation Researcher.
mode share, number of vehicle trips (VT), and vehicle
miles of travel (VMT). The report suggests that land AUSTRALIAN AND NEW ZEALAND ROADFACTS
use may be less important than other factors in af- 2005
fecting mode choice, VT, and VMT. According to the http://trb.org/news/blurb_detail.asp?id=5530
report, income, attitudes and preferences, and auto
ownership are among potentially more important fac- Austroads has released the latest issue of Road-
tors. Facts, which includes information on the Australian
and New Zealand road systems and their use.
RED-LIGHT RUNNING AND LIMITED VISIBILITY Austroads is the association of Australian and New
DUE TO LTVS, USING THE UNIVERSITY Zealand road transport and traffic authorities.
OF CENTRAL FLORIDA DRIVING SIMULATOR
http://trb.org/news/blurb_detail.asp?id=5523 VOICE OF THE EUROPEAN ROAD: OCTOBER
The Florida Department of Transportation has re- http://trb.org/news/blurb_detail.asp?id=5537
leased a report that examines the utility of a driving
simulator to address select traffic engineering opera- The European Road Federation has released the
tions and safety issues. Using the driving simulator, latest issue of its electronic quarterly newsletter that
the report evaluates the effect of a new pavement addresses European road transport issues.
marking design on red-light running at signalized in-
tersections; and assesses how light truck vehicles
(LTVs) affect horizontal visibility from the passenger
cars that follow them, and estimate the potential for
rear-end collisions. The report also estimates the
potential for red-light running of passenger cars that
follow large-size vehicles.
The person who sent me this article said it had his nomination for the most obscure, dense and incomprehensible
transportation paper in 2005. However, if anyone wants a copy I will be happy to send them one.
Mulitobjective Entropy Transportation Model with Trapezoidal Fuzzy Number Penalties,
Sources and Destinations.
Abstract: In this paper, we have considered a mulitobjective transportation problem with an additional entropy objec-
tive function. Here the cost coefficients of objective functions, the source, and destination parameters are trapezoidal
fuzzy numbers. Entropy objective function in transportation problem is used by Shannon’s measure of entropy and
this multiobjective transportation problem has been solved by the fuzzy programming technique.
Roundabout No. 108 31 December 2005
Radical New Tire design by Michelin
Look, Ma, No air! Check these out.
Thought you might like to see the next generation of tires. They had a pair at the Philadelphia Car show. Attached
are pictures of the new Michelin tires.
These tires are airless and are scheduled to be out on the market very soon.
The bad news for law enforcement is that spike strips will not work on these tires.
Roundabout No. 108 32 December 2005
Conferences, Workshops, Courses etc
IPENZ Transportation and bronze rules that make traffic is managed in the Auck-
bridging the gap easier. land region and to see the opera-
tion of the moveable lane barrier
The “Pirates of the Caribbean” on the Auckland Harbour Bridge.
The IPENZ Transportation Con-
themed conference dinner on the The final tour saw some of the
ference was held at the Hyatt
Monday night was held at the current roading and passenger
Regency in Auckland on 4 – 7
Floating Pavilion in the Viaduct. transport projects in the Auckland
September 2005. The theme for
The wonderful costumes, singing region including the Dominion
this year’s conference was
and games made it a night to re- Road Bus Lane, the Real Time
“Bridging the Gap” and encour-
member! Passenger Information System
aged knowledge sharing be-
and the Upper Harbour Duplicate
tween organisations in the Trans-
The 3M Traffic Safety Innovation Bridge.
portation industry. More than
Award 2005 was won by Graham
220 people attended the Confer-
Doherty (MWH NZ Ltd), Stanley The Technical Conference con-
ence as delegates, speakers,
Chesterfield and Kevin Locke sisted of a number of high quality
sponsors or exhibitors.
(Transit New Zealand), Julian technical papers and notes. The
Chisnall (Land Transport New award winners were Tim Brown,
Dick Hubbard, Mayor of Auck-
Zealand), and Howard Lang Ian Clark, Peter Evans, and Leon
land City gave the opening ad-
(RSL) for the “Coast Road Me- Wee for the New Zealand Auto-
dress for the Conference. He
dian Barrier” which involved the mobile Association Award for
spoke about the transport chal-
provision of a Wire Rope Barrier Best Paper, Matt Ensor for the
lenges facing the country and the
on a crash prone section of Cen- Chairman’s Prize for best Techni-
important role transportation en-
tennial Highway (SH1 north of cal Note, and Aaron Roozenburg
gineers have to change “the way
Wellington). The runners up for for both the Management Com-
we approach transport”. Mayor
the award were John Smith mittee’s prize for Best Presenta-
Hubbard also discussed the need
(Fulton Hogan), Ray Edwards tion and the Young Authors
to develop sustainable integrated
(Higgins Contractors Ltd), Sean Award for those 35 years and
transport solutions and recog-
O’Neill (Works Infrastructure), under.
nised the need for vision, leader-
and Marcin Goluchowski
ship, and co-operation.
(University of Auckland) for the The Auckland/Northland Branch
“Best Practice for the Use of Committee passes on our special
Roly Frost, General Manager
Truck Mounted Attenuators”. thanks to all presenters, atten-
Network Operations for Transit
dees, sponsors and exhibitors for
New Zealand and President of
There were three quite varied helping to make the Conference
IPENZ gave the keynote address
technical tours on the Tuesday successful.
on the Monday morning. He
afternoon of the conference.
spoke about bridging the gap be-
There was a tour to the Central We look forward to next year’s
tween clients and consultants in
Motorway Junction (CMJ) site to Conference in Queenstown.
his presentation on “what every
see the construction of the new
consultant should know about
motorway links, and a trip to the Liz Angell, on behalf of the
their client”. In summarising,
Auckland Regional Traffic Man- IPENZ Transportation Confer-
Roly spoke about the gold, silver
agement Unit (TMU) to see how ence 2005 Committee.
Roundabout No. 108 33 December 2005
Conferences, Workshops, Courses continued
Fundamentals of Traffic Engineering Course
13-17 February 2006
The University of Canterbury and the University of Auckland are pleased to jointly offer a five-day course covering the
Fundamentals of Traffic Engineering. This will be the 11th time this course had been offered, the previous one was
held in Auckland in February 2005. The same format will be followed as in 2005, and will include material on Trans-
port Policy, Transport Sustainability and Travel Demand Management.
The objectives of the course are to:
• provide participants with a solid grounding in the fundamentals of traffic engineering
• develop participants’ practical skills and knowledge of how and when they should be applied
• cover the theory of good traffic engineering practice
• enable participants to recognise and deal effectively with situations where standard methods are unlikely to
• provide an overseas perspective on alternatives to current practice in New Zealand.
The course is to be presented by:
Alan Nicholson, University of Canterbury
Roger Dunn, University of Auckland
Wolf Homburger, formerly University of California Berkeley, USA,Editor of the textbook ‘Fundamentals of Traffic
Engineering’, (15th Ed.)
Who Should Attend?
The course will benefit practicing engineers, technicians, planners and designers with little or no formal training in
traffic engineering and planning.
Previous participants have been from a range of occupations such as
• Transport Analysts
• Road Safety Analysts
• Resource Planners
• Engineering Consultants
• Design Engineers & Technicians
In addition to handout notes for each lecture, all participants will be given a copy of: “Traffic Engineering & Manage-
ment” (Institute of Transport Studies, Department of Civil Engineering, Monash University, Australia), Volumes 1 and
School of Engineering
University of Canterbury
Fee: $1800 + GST .
To register Interest contact:
Professional Short Courses Programme
University of Canterbury
Private Bag 4800, Christchurch
Phone: 03 364 2082
Fax: 03 364 2057
Enrolment can be done on-line at www.ucshortcourses.ac.nz
Roundabout No. 108 34 December 2005
UNIVERSITY OF CANTERBURY
MASTER OF ENGINEERING IN TRANSPORTATION (MET) PROGRAMME
FIRST SEMESTER COURSES 2006 (Feb-Jun)
ENTR604 (Pavement Management Systems)
Contact for further info: Mofreh Saleh
Block 1: Mon 20 Feb - Wed 22 Feb (incl. Dr Seósamh Costello, Auckland)
Block 2: Mon 3 Apr - Wed 5 Apr (incl. Prof Martin Snaith, Birmingham)
Content: Pavement management concepts, levels and functions; data requirements; evaluation of functional and
structural performance; intervention criteria; deterioration models; rehabilitation and maintenance strategies and pri-
ENTR602 (Accident Reduction & Prevention)
Contact for further info: Glen Koorey
Block 1: Mon 27 Feb - Wed 1 Mar (incl. Prof Bhagwant Persaud, Toronto)
Block 2: Mon 8 May - Wed 10 May
Content: Impact on society; data analysis and interpretation; hazardous location identification; road environment fac-
tors; problem diagnosis; treatment options; treatment selection; economic appraisal; evaluation and monitoring;
ENTR601 (Traffic Management)
Contact for further info: Andre Dantas
Block 1: Mon 13 Mar - Wed 15 Mar
Block 2: Mon 22 May - Wed 24 May (incl. Prof Mike Taylor, Adelaide)
Content: Transport economics; travel demand and supply management; congestion pricing; transport policy formula-
tion; policy instruments and effects; traffic management modelling.
SECOND SEMESTER COURSES (Jul-Oct, dates still to be finalised):
ENTR603 (Advanced Pavement Design)
Contact for further info: Mofreh Saleh
Content: Stresses, strains and deflections in flexible and rigid pavements; pavement materials characterization;
mechanistic and mechanistic-empirical design methods; pavement performance and evaluation.
ENTR605 (Transport Planning and Modelling)
Contact for further info: Andre Dantas
Content: Planning legislation; land use planning models; travel demand modelling and prediction; economic ap-
praisal; environmental impact assessment; public transport planning and operation.
ENTR606 (Advanced Traffic Engineering)
Contact for further info: Glen Koorey
Content: Traffic flow modelling; queuing theory and its application; network analysis; network reliability analysis; ad-
vanced traffic information and control systems; designing for cyclists and pedestrians.
For further information:
Roundabout No. 108 35 December 2005
UNIVERSITY OF AUCKLAND
MASTER OF ENGINEERING IN TRANSPORTATION (MET) PROGRAMME
FIRST SEMESTER COURSES
Civil 661 – Highway and Pavement Engineering
Course Co-ordinator and lecturer: Dr. Seósamh Costello. Other lecturer: Mr Doug Wilson .
Extended lecture mode, probably on Mondays, 8.00am - 11.00am, in Rm3.502.
Course Outline: Primarily a condensed course with extensive reading.
A range of selected topics in highway and pavement engineering, which will provide a basis for extension into further
Restricted: not possible with Civil360 and/or Civil461.
Civil 761 – Traffic Safety and Planning
Course Co-ordinator and lecturer : Associate Professor Roger Dunn
Guest Lecturers from industry
Extended mode, day of week and times to be determined
Course Outline: A course, which complements Civil 760 with emphasis on safety and planning : traffic signals and
operations, two lane highways, arterial roads and their management .
Prerequisite CIVIL460 or CIVIL660 (or equivalent).
Civil 766 – Road Management Systems
Course Co-ordinator: Dr. Seósamh Costello
Guest lecturer: Professor Martin Snaith University of Birmingham, UK
Lectures: Block mode, 14th-16th March and 11th-13th April in Eng1.307 from 9am to 5pm.
Course Outline: The planning, administration and management of the construction and maintenance of roads. An
understanding of maintenance management systems, including the principles, methods and techniques of pavement
deterioration modelling and the multi-year programming of works with reference to RAMM, HDM and dTIMS.
Prerequisite CIVIL360 or CIVIL661 (or equivalent).
Civil 768 – Studies in Transportation 1 – Accident Reduction and Prevention
Course Co-ordinator and Lecturer: Mr. Doug Wilson
Guest lecturers: Professor Bhagwant Persaud, Toronto, Canada and Glen Koorey, University of Canterbury.
Lectures: Block mode, dates to be determined
Course Outline: Road safety and crash analysis, accidents, exposure and risk, accidents and stochastic processes,
accident reduction and prevention, data analysis and interpretation, hazardous location identification, road environ-
ment factors, evaluation studies, road surface characteristics and surface friction and road safety auditing.
Civil 770 – Transport Systems Economics
Course Co-ordinator and lecturer: Dr. Judith Wang
Lectures: Extended mode, probably on Thursdays, 2.00pm – 5.00pm.
Course Outline: A course of selected topics on transport economics. It begins with an overview of travel demand
and travel costs, followed by various topics including efficient pricing of transport services; policy measures to allevi-
ate traffic congestion and other transport-generated externalities.
SECOND SEMESTER COURSES
Civil 660 – Traffic Engineering and Planning
Course Co-ordinator and lecturer: Dr. Judith Wang Other lecturer: Associate Professor Roger Dunn
Lectures: Extended mode, probably on Thursdays, 3.00pm – 6.00pm.
Roundabout No. 108 36 December 2005
Course Outline: Primarily a condensed course with extensive reading.
A range of selected topics in traffic engineering and transportation planning which will provide a basis for extension
into further studies.
Restricted: not possible with Civil361 and/or Civil460.
Civil 762 – Transportation Planning
Course Co-ordinator: Dr. Judith Wang Other lecturer: Associate Professor Roger Dunn
Lectures: Extended mode, probably on Tuesdays, 2.00pm – 5.00pm.
Course Outline: Selected topics from: Land use, transport and travel. Land transport strategies, polices and tech-
niques. Trip generation and parking demand. Public transport usage and other modes. Data surveys. Forecasting
techniques. Analytical models for trip generation and attraction, distribution, assignment and modal split. Model and
network tests. Operational, economic and social evaluations and assessment of environmental effects.
Prerequisite CIVIL460 or CIVIL660 (or equivalent).
Civil 765 – Infrastructure Asset Management
Course Co-ordinator: Mr. Doug Wilson. Guest lecturers from industry
Lectures: Extended mode, day of week and times to be determined
Course Outline: Integration of Planning and Infrastructure Asset Management, Resource Management, Institutional
issues and Legal requirements. The process of undertaking Asset Management Plans and specific Asset Manage-
ment techniques across all infrastructural assets using the 'International Infrastructure Asset Management Manual '.
IPENZ Transportation Group Website
Just a quick reminder of our website, and some of the things you can find there.
• IPENZ Workshop—Presentations, abstracts, technical papers, photos etc
• Up and coming conferences
• Group Submissions
• Old Roundabouts
• Who’s Who
Roundabout No. 108 37 December 2005
Title Location Dates More Info
2nd week of October 2006, dates to be con-
IPENZ Transportation Conference Queenstown
Title Location Dates More Info
2006 Annual Meeting of the Association of Savannah, Georgia, USA 27-29 March 2006 Contact: Association of Asphalt Paving
Asphalt Paving Technologists (AAPT) Technologists, 4711 Clark Ave Suite G,
White Bear Lake, MN 551110, USA
12th International Winter Road Congress Turin, Itlay 27-30 March 2006 firstname.lastname@example.org
3rd Conference on Future Urban Transport Gothenburg, Sweden 2-5 April 2006 email@example.com
International Seminar on Maintenance of Ru- Rabat, Morocco 20-21 April 2006 firstname.lastname@example.org
ral Roads: Stakes and Perspectives
9th International Symposium on Heavy Vehi- The Pennsylvania State 18-22 June 2006 www.outreach.psu.edu/C&I/9ishvwd
cle Weights and Dimensions University in University 9ISHVWD@psu.edu
Urban Transport 2006: Urban Transport and Prague, Czech Republic 12-14 July 2006 email@example.com
the Environment in the 21st Century
IABMAS'06 - International Conference on Porto, Portugal 16-19 July 2006 firstname.lastname@example.org
Bridge Maintenance, Safety & Management
ICAP Quebec 2006: 10th International Confer- Quebec, Canada 12-17 August 2006 Contact: International Society for Asphalt
ence on Asphalt Pavements Pavements, 4711 Clark Ave, Suite G, White
Bear Lake, MN, USA 55110 - Phone: +1-
651-2222-1128 - Fax: +1-651-293-9193
International Conference on Short and Me- Montreal, Quebec, Can- 23-25 August 2006 email@example.com
dium Span Bridges ada
3rd IRF/SARF Regional Conference For Africa ICC Durban, KwaZulu- 11-13 September Contact the Secretariat - Cilla Taylor Confer-
Natal, South Africa 2006 ences --- PO Box 82, IRENE, 0062 South
Africa --- Tel: +27 (0)12 667-3681 - Fax: +27
(0)12 667-3680 - Email:
Austroads 6th Bridge Conference - Bridging Perth, Western Australia 12-15 September http://www.impcom.com.au/
the Gap 2006 austroadsbridgeconference/index.html
3rd World Congress on Emulsions Lyon, France 3-6 October 2006 http://www.cme-
3rd International Symposium Networks for Stuttgart, Germany 5-6 October 2006 http://www.uni-stuttgart.de/fovus/symposium
22nd ARRB Transport Research Conference Canberra, Australia 22-26 Oct; 29 Oct - 2 firstname.lastname@example.org http://
Nov 2006 www.arrb.com.au/
2007 Annual Meeting of the Association of San Antonio, Texas, 12-14 March 2007 Contact: Association of Asphalt Paving
Asphalt Paving Technologists (AAPT) USA Technologists, 4711 Clark Ave Suite G,
White Bear Lake, MN 551110, USA
9th International Conference on Low-Volume Austin, Texas, USA 24-27 June 2007 email@example.com
Roundabout No. 108 38 December 2005
Fax 03 332 8885
Dr Alan Nicholson
firstname.lastname@example.org Yvonne Warnaar
Department of Civil Engineering
Dave Gamble Land Transport New Zealand
University of Canterbury
TrafficPlan Ltd P.O. Box 13-364, Christchurch
Private Bag 4800, Christchurch
PO Box 5140, Dunedin
Ph 03 467 5285 (wk) Ph 03 964 2842 (wk)
Ph 03 364 2233 (wk)
Fax 03 467 5284 Fax 03 964 2855
Fax 03 364 2758
Don McKenzie Andrew Macbeth
(Administrator) Also co-opted onto the committees
are the branch chairs
Traffic Design Group MWH New Zealand
PO Box 13-835, Christchurch PO Box 13-249, Christchurch
Auckland/Northland : Bruce Cona-
Ph 03 379 2404 (wk) Ph 03 343 8756 (wk) ghan
Fax 03 379 3406 Fax 03 343 8738 (BConagha@manukau.govt.nz);
email@example.com Waikato/Bay of Plenty : Ian Cox
Wayne Osmers Central : Glen Prince
PO Box 25297, Christchurch
(Submissions Co-ordinator) (firstname.lastname@example.org);
Ph 027 77 44 73
Land Transport New Zealand
P.O. Box 13-364, Christchurch Canterbury/West Coast : Paul Kane
Mike Blyleven Ph 03 964 2840 (wk)
(Focus Group Liaison) Fax 03 064 2855
Transit NZ Wayne.email@example.com.
PO Box 1479, Christchurch nz
Ph 03 366 4455 (wk)
Fax 03 365 6576 Tony Spowart
firstname.lastname@example.org (Special Project – Group Fund-
PO Box 1479, Christchurch
Francis and Cambridge
Ph 03 366 4455 (wk)
PO Box 12-255, Christchurch
Fax 03 365 6576
Ph 03 332 2722 (wk)
Fax 03 332 8885
Christchurch City Council
PO Box 237, Christchurch
Ph 03 941 861 (wk)
Francis and Cambridge
Fax 03 941 8864
PO Box 12-255, Christchurch
Ph 03 332 2722 (wk)
Roundabout No. 108 39 December 2005
IPENZ Transportation Group
APPLICATION FOR MEMBERSHIP
APPLICANT’S FULL NAME (please print):
( Mr / Mrs / Miss / Ms / Dr ) .............................................................................................................................................................................
Preferred First Name: ................................................................... Date of Birth – for office use only:....................................
TELEPHONE (Work): ................................................................... (Home – optional):...............................................................
FAX: ....................................................... E-MAIL: ............................................................................................ Home / Work (delete one)
EMPLOYER & ADDRESS: .............................................................................................................................................................................
CURRENT POSITION: .............................................................................................................................................................................
HOME ADDRESS: ............................................................................................................................................................................
Prefer mail sent to: Home / Work (delete one)
ACADEMIC QUALIFICATIONS and recent work experience (briefly): ...........................................................................................................
Are you now, or have you ever been, a member of IPENZ? No / Yes (If yes, please provide IPENZ number): ...............................................
Are you now, or have you ever been, a member of affiliated IPENZ groups No / Yes (If yes, please list): ......................................................
PLEASE SELECT A MEMBERSHIP CLASS:
Membership Class Annual Fee Please select ( ) one class
1. Member $25.00
You will be invoiced separately by IPENZ –
2. Unemployed member $12.50
send no payment now.
3. Retired member $12.50
4. Full time student member $00.00
Notes: All members except full time students to pay IPENZ service fee of $26.67 if not already a member of IPENZ or another affiliated
IPENZ group; all fees exclusive of GST.
PRIVACY: Please advise whether you are willing to have your name, position, organisation and Transportation Group branch listed on the
members’ only part of the Transportation Group website: Agree / Disagree (delete one)
Applicant’s Signature: Date:
REFERENCE – Please nominate an existing Transportation Group member to act as a referee for your membership application.
REFEREE’S NAME: ( Mr / Mrs / Miss / Ms / Dr ) ....................................................................................................................... (please print)
Referee’s Signature: ........................................................................................
Contact Phone: ................................................................................................ Date: ....................................................
SEND APPLICATION TO: Andrew Macbeth Enquiries: Phone
Membership Secretary, IPENZ Transportation Group
c/o MWH New Zealand Ltd
PO Box 13-249, CHRISTCHURCH
Roundabout No. 108 40 December 2005