There seems to be growing interest rail to the North Shore, perhaps mainly driven by the fact that one of the project’s biggest benefits would be putting off spending $5 billion on the stupidest transport project ever, another motorway crossing of the Waitemata Harbour. However there still seems to be relatively little discussion and agreement over how it might link in with the rest of the rail network. The Integrated Transport Programme costed the rail crossing at around $1 billion, but seemed to show it finishing tantalisingly close to the rail network at Wynyard, but not actually linking in (suggesting that NZTA and Auckland Transport have included it for show more than serious consideration) or perhaps it’s just hidden behind the words “city centre”.The Auckland Plan was a bit more definitive, showing that North Shore rail should link into the rail system at Aotea Station:Presumably Aotea Station’s is being future-proofed for a connection to a future North Shore Line in its design (something to submit on in regards to the City Rail Link notice of requirement). Previous options of connecting in at Britomart seem to have been abandoned – most probably because Aotea is more central and it’s not possible anyway to hook the North Shore line into the CRL as you’d end up with far too many conflicting train movements. Patrick outlined in a post a few months back how an extended Aotea Station might work to serve both the CRL and the North Shore Line. A further station would obviously be provided at Wynyard Quarter.
But what next? Should the railway line just be an independent line (maybe Vancouver Skytrain style light-metro to keep Peter M happy?) or could it link through to the Southern or Eastern Lines? Exploring each option further highlights advantages and disadvantages for every option, and perhaps not a particularly obvious preferred candidate.
Starting off with linking it through to the Southern Line, which would most easily be done by continuing the tunnel under Wellesley Street, probably bridging over Grafton Gully and then linking in with the Southern Line just north of Parnell. Something like this:The line could then extend to either the Airport or to the Southern Line, or conceivably both (especially if on the North Shore you had one service pattern commencing at Takapuna and another commencing at Albany). The end result of this approach is probably something similar to what Matt and Patrick developed last year – known as “the cross”:Advantages of this approach include the creation of a pretty legible and easily understood network – basically a north-south line and an east-west line, with a few variations and branches further out. You get a direct link from the North Shore to the Airport, you provide a heap of capacity to the city centre by running the two lines completely independent of each other and you remove the need to use that slow bit of the rail network around Vector Arena. Disadvantages perhaps include the enormous strain on Aotea Station as the transfer station between the two main lines, the requirement that North Shore rail be built to heavy rail standard (rather than the likely much cheaper Light Metro). It also effectively requires the construction of a second CRL – this time in an east-west direction. As we’re struggling to find the funding for the first CRL it does appear slightly premature to be planning what’s effectively a second, somewhat similar, tunnel.
The next option is to look at linking the North Shore Line up with the Eastern Line, via a route that takes a little bit of imagination but isn’t too impossible – leading to something like this:
Once again this option appears to have a number of advantages and disadvantages. Advantages include perhaps a slightly shorter and simpler link with the rail network that doesn’t involve bridging Grafton Gully and perhaps utilises some of the trackwork at the old Auckland Railway Station area to link into the Eastern Line. Trains heading further east could travel on to either Manukau via the existing Eastern Line or to Botany (or beyond?) via a new southeast line (as previously discussed here). Splitting the trains across two destinations in the east would balance well with trains originating at Takapuna and Albany on the North Shore – creating something like this:
- Albany-Manukau via City Centre, Panmure and Otahuhu
- Takapuna-Manukau via City Centre, Glen Innes and Highland Park
- Swanson to Papakura/Pukekohe via CRL, Newmarket and Southern Line
- Mt Roskill to Airport via CRL, Newmarket and Penrose
Mapped it looks something like this:Now before you go and yell at me for being too city centre focused I’m not necessarily suggesting that what’s shown above is Auckland’s ideal future rail network, but rather that it’s one way of showing how a North Shore Line could be “linked in” with Auckland’s existing rail network.
The big flaw with both “the cross” option and the one shown above is that they leave no role for Grafton Station, other than potentially on some sort of shuttle between Newmarket and Kingsland (would have to be Kingland now the Inner West Interchange station is gone). Both options also require significant expense east of Aotea Station to “link” the tracks coming into the city from the west with either the Southern or Eastern lines at Parnell or a bit north of that at the old railway station. Both options also seem to relegate the role of the City Rail Link by pulling either Southern Line or Eastern Line trains out of the tunnel and effectively giving both lines only one city centre station (plus Wynyard). Finally, both options also require the North Shore Line to be built as heavy rail, which is likely to be quite a bit more expensive than a light-metro option – although still barely half the cost of a road crossing of the Harbour.
The final option is to just terminate the trains at Aotea Station – running trains from both Albany and Takapuna to Aotea and then back again. This option is completely independent of the existing rail network:Advantages include relatively low cost (compared to other options), the potential to do driverless light-metro and the fact that the rest of the rail network’s balance isn’t stuffed up in the ways that caused problems with the other options (such as it being difficult to serve Grafton Station). Disadvantages include quite a lot more transfers, creating another independent system and the challenges with where you’d maintain the train fleet.
As I noted at the start of my post, there’s no clear winner when it comes to options to connect North Shore Rail into the existing system – but there sure are a whole heap of interesting options. Which is your favourite? Why? Have I missed another option or two that might work even better?