Auckland’s public transport patronage results for August are now available and there are some decent numbers on show. This was partially expected thanks to there being two extra business days in August this year compared to August last year but even accounting for that, numbers are up. August is traditionally a strong month for patronage with its 31-days and no school or public holidays, and the month didn’t disappoint clocking in with the third highest patronage behind March 2015 and 2016. The month was significant as halfway through we finally had integrated fares roll out, something that Auckland has needed for decades. Changes like we had normally don’t have an immediate impact though and so it will be some time for us to see the full extent of the new structure and for many, cheaper fares.
Overall patronage was up 8.7% for the month (normalised to 3.9% when taking account of the extra weekdays) and 7.9 million trips were taking on PT. Drilling down to the PT modes:
- Trains once again led the charge up 18.4% (normalised to 14.5%) and on a 12m rolling basis, we surpassed 17 million trips for the first time. Looking at the rail numbers we’re still seeing fantastic results but the percentage increases are slowly starting to reduce, guess we can’t grow at 20%+ per annum for ever. The next boost is likely to come from the roll out of the new network.
- Buses have been struggling lately despite some key routes such as the busway growing impressively. This month we’re still seeing that overall trend with this month the busway looking even more impressive after posting a 34.6% increase in August. On a 12m rolling basis, Busway usage could soon exceed usage on the Eastern Line. In fact, patronage growth has been so strong that AT say Ritchies will increase the number of double deckers on Northern Express services in October from 16 to 29 and there will only be two non-double decker buses used (all off peak services will be double deckers too). Other routes that have had double decker love are also said to be posting some good growth. But with stagnant patronage on buses overall, it means those routes seeing crazy growth are offsetting declines elsewhere and the two areas experiencing this the most are the south and the west. More on this later in the post.
- Ferries have continued to show relatively good and consistent growth over the last 18 months or so.
As part of some travel planning, AT conducted a survey of employees in a number of large office buildings in the CBD on how they travelled to work. From over 10k responses an impressive 51% said public transport.
In some analysis of bus patronage performance, AT have broken the results down by area and eventually route. As you can see from the last image, many of the routes in the south have been on a bit of downward trajectory. Hopefully the New Network launching at the end of next month will help address this.
Looking at some other results, farebox recovery was expected to take a bit of a hit, and it has, but not by too much. We really need to wait to see a few months with integrated fares to see just what impact it has but a promising start at least. Related to integrated fares, AT say 84% of all PT trips were taken by using a HOP card.
Last week we had two important announcements with the Government finally confirming they’ll pay for half of the City Rail Link (CRL) and the Auckland Transport Alignment Project (ATAP) finally seeing the council and government aligned on the future of transport in Auckland, including agreeing on the need in the future for a number of big PT investments. Also last week I was looking on Auckland Transport’s website and came across a lot of new images and drawings, one of which I used in the CRL post.
These three things got me thinking about one of the big disappointments about the CRL, the decision to not build the Beresford Square entrance for the K Rd station, having only an entrance at Mercury Lane. It originally seemed to stem from AT value engineering the station to try and cut costs but in the process engineering out much of the value – to the point that at one time there were rumors they were looking to not build the station at all. After the decision to go only with Mercury Lane, AT released a board paper in which they claimed:
- It would save $30-40 million – a tiny amount compared to the overall cost of the project.
- A single entrance would be enough to cope with the demand out to 2046 – but given how frequently transport models are wrong, this seems completely bogus.
- They only ever intended to build one entrance at first – despite having always shown the station as having two entrances prior to this point.
- It would be more difficult to dig the Mercury Lane entrance later compared to the Beresford Square one and the Mercury Lane entrance had more future development potential.
That last point is what I want to focus on because as the technical images show, they’re actually doing most of the work needed for the entrance but then leaving off the useful bit. The extent of the works is shown in some of the images below and on others on the AT website. As you can see the plans show an approximately seven storey building to be built under Pitt St to service the CRL but it skips the planned connection to the central concourse area and also across to Beresford Square. Here is the longitudinal section
This version shows the cross section.
With the government now on board with the project and obviously wanting it to be as successful as possible, it’s time to stop the penny pinching and build the station properly, especially as it will undoubtedly be much harder and more complex to build the connections at a later date.
As a reminder, this is what the entrance may look like if built.
Moving on to ATAP, while some were disappointed by more PT projects not being prioritised sooner, one of the key outcomes is the government has signed up to Auckland’s Rapid Transit Network (RTN) including new busways and their new favorite term ‘mass transit’. ATAP lists a ‘mass transit upgrade’ to the busway in the 3rd decade but at this stage we don’t even know what mode it might be or where it might go. Depending on the mode chosen, some options could see a line from the North Shore built under Wellesley St to connect perpendicularly to the Aotea Station the and then possibly travel elsewhere.
In the past Auckland Transport have said that they’re designing the Aotea Station for just this possibility, once such example is this from the CRL resource consent hearings where AT’s expert said this:
The Aotea Station concept design has been future proofed for potential platform level interchange between CRL and the potential North Shore Line (see table 1-2 of the CDR) by identifying space within the station box for the provision of two heavy duty metro style escalators and one 26 person lift, connecting passageways and additional structural works that would provide this connection.
Yet in recent times I’ve been hearing suggestions that the value engineering has gone a bit overboard again and at this time it may make future plans more difficult. While I don’t expect a North Shore line to be built quickly, designing and building the Aotea station to enable that kind of change is the future just makes sense.
My take on both of these issues is challenged by Finance Minister Bill English though, One such example is a few days ago on Paul Henry’s show where he talked about funding the project. Most concerning was this part.
“The big number that’s come out should pour a bit of cold water on some of the other dreams that have been expressed about what might happen in Auckland, because this is a large contribution from everyone outside Auckland to a critical piece of infrastructure there,” Mr English told Paul Henry on Monday.
Because the Government has essentially written a blank cheque, with the final cost still a mystery, Mr English says it’ll be taking a big role in the decision-making process from here. This he expects will ensure it comes under budget.
“In recent years our large roading projects have actually come in a bit under budget.”
Traffic in Auckland has gotten progressively worse in the past decade. More than 40,000 new cars hit the road every year, and the average rush-hour journey from Papakura to the CBD has gone from 46 minutes in 2013 to 67 now.
“We’re getting a more realistic view of how to deal with congestion and the need for more roading projects in Auckland,” says Mr English.
“They might just have to pull back on some of the big ambitions for [the CRL].”
This suggests even more cost cutting is on the blocks and therefore more key features of the project shelved. In a addition English says he expects the project to come in under the government’s revised budget of $2.8-3.4 billion – yet Len still says it will cost $2.5 billion +/- 20%, This makes me wonder if the government have deliberately inflated the cost of the project so that they can later claim they saved money.
Perhaps I’m just reading into it a bit much, what do you think?
For a long time I have been fascinated with Tilt trains, I have now decided to write a post about them. For those that don’t know a tilting train is a train that is designed to tilt with the curve as banking around it. Think of it this way, when you are riding a bike as you move into a corner you tilt inwards which allows you to take the corner better at a higher speed. By tilting the train combats the centripetal force which causes inertia e.g. when standing you losing balance as you come around a curve. So when the curve goes to the right, the train tilts right, making a more comfortable ride as well as allowing faster speeds.
In Queensland there are two regional lines that run tilt trains, an Electric tilt train entering service 1998 built by Walkers, who are now owned by Downer (Tilt Train) service between Brisbane to Rockhampton covering 638km in in 7h45min, & a Diesel tilt train entering service 2003 built by Downer (Spirit of Queensland) between Brisbane and Cairns covering 1680km in 12h20min. They both have revenue top speed of 160km/h, however the Electric Tilt train holds the Australian record in a speed run hitting nearly 210 km/h just north of Bundaberg. The yellow boxes in the first attached timetable are the tilt train times, while the blue is the standard diesel, notice the 1h5m-1h50m difference in times.
You are asking why does this matter, Australia has completely different infrastructure to New Zealand, we could never make those speeds. What if I told you these run on Queensland’s rail network, which is 1067mm Cape Gauge (Narrow Gauge) the exact same as us, as well as for the Electric Tilt Train using 25 kV AC Overhead lines the same used on Auckland Electrification, and the NIMT Te Rapa-Palmerston North Electrification.
So could tilt trains be used here, Britomart to Hamilton is over 138.7km, at current there is a 87.1 km electrification gap from Papakura to Te Rapa & 60km gap if electrification to Puke goes ahead. An estimate of the cost of electrifying the former was $433m, however this was 2008 and the actual report is hard to track down. There is also a single track section between Te Kauwhata & Amokura that should also realistically be duplicated.
Interestingly I looked into CAF, who built our Class AM EMU’s, they offer tilt train technology which they call SIBI, recently they have provided 8 Diesel tilt trains to Sardinia for $88m NZD, so they have experience in designing and building using this technology.
So we have a few options depending on the level of works you want to do, however I will simplify to two as examples
- Go all out, finish the electrification, upgrade a few stations Huntly, Te Rapa, Hamilton (There is a underground station that exists however is closed at current, double track Te Kauwhata & Amokura, complete the 3rd main (At the very least to Westfield), plus complete any other signal/track upgrades needed. These upgrades minus the stations would benefit freight speed/capacity as well, and many would argue are needed eventually regardless of intercity passenger services being introduced. This would be a quick, clean, modern comfortable service, if built with good windows (Because everyone loves a view), in train wifi, USB charging in the seats, as well as passenger trays for a laptop to watch a movie/catch up on emails, this service could be very competitive with driving.
- Start Small, procure from CAF, or another company some DMU tilt trains, upgrade a few Waikato stations, double track Te Kauwhata & Amokura while completing any track/signal upgrades necessary. Over time add upgrades depending on success.
So what do you think, have something like the below running to/from Hamilton, could technology like this give the Expressway a run for its money?
On Saturday a short but important and long awaited new connection was officially opened to the Mt Albert Train Station. A new bridge crosses the tracks and directly connects the concourse added when the station was upgraded in 2013 upgraded with the town centre, saving a detour out to Carrington Rd and back.
The connection was planned for when the station was first upgraded so s you’d expect the new bridge matches the design of the connection out to Carrington Rd, including the smart and distinctive pattern on the windows.
Here you can see the new bridge from Carrington Rd
At this stage the new connection is only for able bodied people though as it ends in stairs. Those, such as wheelchair users still need to use the Carrington Rd exit.
The exit also puts users out into the carpark that still exists and which I believe is subject to a long term lease, how long till we see someone ignoring the paint and parking over it.
Upgrading the carpark to a plaza for people is being considered as a future option though and it’s at that time it appears ramps may be provided for this exit.
Mt Albert is in a prime spot, served by both the train station and multiple bus routes as part of the new bus network coming next year. This will be further cemented after the CRL is completed which will have the effect of shifting the town centre much closer to town. Given this and its current urban form, it is more ripe than most for some serious urban regeneration – the row of buildings that back on to the station are looking particularly sad. This bridge is one small step in enabling that to happen.
Following it’s 2013 upgrade I’d say the station is arguably now one of the best stations in the city, a far cry from it looked like just over three years ago.
In case you missed it, the North Shore Rail campaign is holding a meeting tonight to draw out support from the public and Auckland Council candidates.
As the media release says, the campaign is really pushing for North Shore residents to turn up and demonstrate their support for a high capacity electric rail connection across the Waitemata, otherwise it might not happen at all. An online petition has so far garnered over 1,500 signatures from the general public.
If you aren’t familiar with the background, NZTA’s proposed road crossing has no economic business case and is likely to cause even more congestion in the central city and surrounding road networks unless further road widening takes place. The New Zealand Transport Agency are planning to lodge planning approvals with the Auckland Council for the road crossing some time early next year.
The free public meeting will feature Barb Cuthbert from Bike Auckland as MC, with speakers including:
- Cameron Pitches from Better Transport
- Patrick Reynolds from TransportBlog and Greater Auckland
- Chris Darby, currently a North Shore Councillor and standing again in this year’s election
- Richard Hills, current Kaipatiki Local Board Member and also standing this year for the Auckland Council North Shore electorate
To be held:
- Thursday 15th September, 7:30pm
- Onewa Netball Centre
- 44 Northcote Road, Takapuna
Another milestone was reached on the City Rail Link (CRL) yesterday with the government and the council signing their first official agreement to work together and jointly fund the project. The Heads of Agreement (HoA) sets out how the two parties will work together to come up with a more detailed ‘sponsors’ agreement which is likely to be signed off next year. It also gives some broad details on how the council and government will fund and oversee the project. One good thing is that Auckland Transport now seem to be filming events like this so you can watch the announcement below
The good news on funding is that the government has agreed to pay for 50% of the cost of the CRL including the work already underway – although given Auckland contributes an estimated 36% to the economy it actually means Auckland picks up about 68% of the overall cost. There is a small caveat that the crown doesn’t have to fund any financing costs including interest that are incurred before July this year but I suspect that’s not going to be major in the grand scheme of things. Although it does sound like it means that cost of the hundreds million+ of property purchases for the project will be fully borne by Auckland rather than shared by both parties.
The outcome is far better than some feared which would have seen the government only pay for 50% of the remaining costs after the early works or as indicated in January, they might allow the project to proceed but only provide funding from 2020 onwards. Much was made in the media yesterday about the cost of the project with most reporting it had blown out to $3.4 billion but as is often the case in these situations it is a bit alarmist. The government has stated they think it will cost somewhere in the range of $2.8-3.4 billion and reflects more detailed design work that has taken place. Len Brown’s comments were to remind that the project cost of $2.5 billion was always +/-20%. The cost the government and council will ultimately target to pay is something that will be worked out as part of the more detailed sponsors agreement. Of course a lot will depend on how the tender contracts go.
Below is the project scope showing what is expected from the project – being the CRL and stations in the city plus a few other small upgrades elsewhere on the network.
To oversee the project, they will separate out the CRL team from Auckland Transport and form a company called City Rail Link Ltd (CRLL) which will manage and deliver the project. The HoA states the government will have a 51% shareholding in the company vs 49% for the council and is very clear to point out that it won’t be a council controlled organisation. That makes me wonder if there was some legal or governance reason for the shareholding split.
The structure also means that both parties will benefit from ‘opportunities arising from the project’. As we know both the Wellesley St and Mercury Lane entrances have been designed for buildings to be built above the station entrances so those are likely to be some of the currently unbudgeted opportunities.
The signing of the agreement took place on on Victoria St where a 18m deep hole is being dug so a small tunneling machine can be launched as part of the task of moving the services. The hole is currently 13m deep so still has a little way to go. The photo below is from EmergingAuckland and there are more in the galleries – plus of many other projects.
While on the topic of the CRL, I came across this image from Auckland Transport showing the layout of Karangahape Rd Station
And in another piece of CRL news, Auckland Transport announced yesterday that the Albert St tunnels contract had won a sustainability award
The City Rail Link (CRL) has been awarded a ‘Leading’ Infrastructure Sustainability (IS) Design rating by the Infrastructure Sustainability Council of Australia (ISCA), the highest possible achievement in the IS scheme.
The rating to Auckland Transport is for the design and construction planning (with Connectus) of Contract 2 – Albert Street tunnels and a stormwater diversion.
To award a rating, ISCA considers project performance across six themes: Management & Governance; Using Resources; Emissions, Pollution & Waste; Ecology; People & Place; and Innovation. The process the CRL has undertaken to engage and partner with Mana Whenua to embed cultural values into an industry recognised sustainability framework has been acknowledged as a ‘world first’ innovation.
We’d like to welcome Harriet as our newest and first female permanent contributor to the blog. She has written a number of guest posts in recent months and has indicated she’s keen to contribute a lot more so we decided it was best to add her to the team – plus it’s always nice to have some diversity.
We often talk about the big projects, networks, as well as game changing best practice regulations. For a while I have wanted to create a small campaign about the small things, low hanging fruit where for cheaply i.e. not for hundred of millions of dollars, we can achieve with a “Small Step” a “Great Leap” for the people the project and area it effects. My first post was on expanding access to Sylvia Park Station, the next one targets one of the bigger gripes of the current network, Western transfers at Newmarket i.e. the “Why don’t Northbound trains open on Platform 2 not P3.”
At current many people including myself commute South from out West, in the morning the transfer is easy, most of the time you arrive on P3, with the Southern/Onehunga bound trains likely to be either P4 or on occasion P3. In the afternoon however the story is a different one. Northbound trains open the doors to P3, this means to transfer West you have to go to P1, this requires walking up the platform, up the escalators/stairs, across the lobby and then back down another set of stairs and escalators.
I know what many of your city commuters are thinking, get over it fatty, you need the steps. Personally I don’t mind, I usually take the stairs rather the escalator, and walk about 30min to/from Ellerslie to/from work everyday (Not Bragging or Anything :D). However for many people this is an annoyance, especially when they miss the connection. It’s also not great when you see people with mobility issues scrambling to get to P1 on time. Also many people rush bumping into people at the platforms, when wet the bottom by the escalator is a slip hazard I have seen many of a person nearly go.
So in summary it causes some people to slip when wet, is awful for people with mobility issues, and is annoying to many commuters potentially putting them off using the train. So why can’t Northbound trains use Platform 2, it’s on the same track as P3 just requires a other side to be opened.
I have emailed AT, which forwarded onto Transdev that gave a vague HSE answer, have asked Transdev/AT staff at Newmarket whose opinions range from “Don’t know ask AT”, “Yeah we have asked about this, still don’t get why we can’t” & “Yes we get this all the time, AT just tells us we can’t. So I had a think was it
a) Platform Gap – Nope looks fine & no worse than some stations out in the suburbs.
b) Lack of a signal box to tag (If you watch the TM’s tag a box at Newmarket which indicates to the signallers which way they want to go) – Nope on Platform 2 has them.
c) Don’t want to open doors due to safety on both sides – Fine but that doesn’t answer why we can’t open just on P2 for Northbound.
d) Confusion for Passengers – Maybe but people would get used to it, and this isn’t 2008 we live in the world of AT App’s & Station Real Time Boards by the Escalators & Platforms.
e) Confusion for Drivers – Again maybe but surely they would get used to it.
f) It is impossible to do so – I have seen them open the door onto P2, and have heard of accounts of this happening, however this is a rarity.
Maybe there is a genuine reason, and that’s fine could you please just let us know 🙂
However I am a big believer of “Don’t come to me with a problem, come to me with a solution” so here is mine. Currently the Platform Arrangement generally is (If services are running to schedule)
P1 – Westbound trains.
P2 – Closed
P3 – Northbound & Eastbound Trains with occasional Southbound
P4 – Southbound Trains with occasional Northbound
I would change to
P1 – Westbound Trains + occasional Northbound
P2 – Northbound Trains – Allows easy transfer West on P1, and no difference to users alighting/boarding at Newmarket.
P3 – Occasional Southbound + Eastbound Trains – Allows easy transfer South on P3/P4
P4 – Southbound Train
Here’s a diagram of what to explain, from here.
So what do you think?
On the weekend I was out near Otahuhu so I took a quick diversion to take a look at progress on the new Otahuhu Interchange which is on track to open on October 29 before bus services start using it a day later when the New Network in South Auckland goes live.
One thing that surprised me and that I didn’t really get from the artist impressions was just how big this station will be. The concourse building is around 80m in length
In the image below you can see the rail side of the station with the existing platform complete with new, longer shelter. You can also see the platform edge and backfilling underway for the third platform which is needed for train operations after the CRL but is being built now while all of the other works are happening, perhaps a rare bit of future proofing for Auckland. Not to be missed in the Background is the new station building/concourse. To the left of the image you can see the old signal box and the back of the bus shelters.
This is the bus side of the station. As you can see the stops appear to be well advanced and aspects like planting are starting to happen. You can also see the carpark/kiss & ride area full of cars with people hard at work on a Saturday, presumably to ensure it is finished on time.
Out on Walmsley Rd the new footpath/shared path includes some concrete detailing as was suggested in the artist impressions. Just behind me the pedestrian crossing to Station Rd also includes a bike crossing and hopefully in time cycle infrastructure can be improved in the area to allow locals to make use of it.
As a reminder, this is what the station is expected to look like when finished.
The main entrance to the station can’t be seen in the photos as it is covered in shrink wrap. Here is what it is expected to look like.
All up it will be an impressive station and seems like things are well on track to be completed in time to open at the end of October.
There was huge transport disruption this morning for train users after Britomart was closed following a tsunami warning. I wanted to quickly share a few thoughts I’ve had about the incident.
I want to start by making clear that I’m not criticising the decision to close Britomart. I’m sure it was done based on someone following a pre-defined safety process. Whether that process needs to be reassessed I’ll leave up to others to discuss/assess.
What the incident really highlighted to me was how differently we treat different modes. For example, if the incident was considered serious enough to close Britomart then why weren’t low lying roads also closed? Roads like Tamaki Dr and SH1 either side of the Harbour Bridge are only barely above sea level at high tides while the Victoria Park Tunnel is below that. A tsunami hitting Auckland, and especially during the morning peak, would be devastating for people in vehicles on those roads and yet it appears authorities seem consider that perfectly acceptable. Surely we should treat all of transport the same.
I guess it many ways this mirrors how we deal with transport in general. Even seemingly minor incidents on the rail network get thoroughly investigated by independent bodies and often result in policy and procedure changes. There are also systems in place (such as the ECTS signalling system) that are designed to do as much as possible to actively prevent human error issues from occurring. Yet on the roads we seem to accept that every year over 300 people will die on our roads and in transport assessments, often safety is weighted up against travel time savings.
The other main thought about this morning was once again the terrible communications from Auckland Transport. The first I heard about any issues via a text message from AT at 7:07 claiming there was a track fault. At 7:20 another text claimed it was an emergency services incident (which usually is used to mean that someone has been hit by a train. It wasn’t until 7:57 that a third text said there was a Civil Defence Warning.
But even that was good compared to other forms of communication AT have at their disposal. I’m told messages at train stations were severely lacking, the real time boards weren’t working, exactly at the times you need them the most. On social media their messages on twitter were equally pointless and their finally existent Facebook page was completely silent. After so many years of experiencing this kind of crap when things go wrong it still amazes me that it still happens.
This is a guest post by Harriet.
We often talk about the big projects, networks, as well as game changing best practice regulations. For a while I have wanted to create a small campaign about the small things, low hanging fruit where for cheaply i.e. not for hundred of millions of dollars, we can achieve with a “Small Step” a “Great Leap” for the people the project and area it effects. I have often spoken to people of the weakness at Sylvia Park, that because it only has access to the shopping centre side, this greatly limits the stations potential. I thought it fitting then that the first project then should be this. Now onto the facts.
The catchment of Sylvia Park train station is currently severely limited. This is because there is no viable access to the east of the NIMT (Eastern Line), this limits catchment to the shopping centre, and as a result the station fails to serve important industrial/commercial areas east of the station on Carbine Road, and the surrounding streets. In this area are many homes, as well as businesses such as Bunnings, and educational campuses, and the NZMA Sylvia Park Campus.
By providing a link to east of the station to the Carbine Road area, the reach of the station will increase significantly, connecting people to an important educational area, to current/future homes, as well as commercial/industrial jobs all right next to, but currently not accessible to an RTN. The Unitary Plan has the area as a mix of mainly Light Industrial, Mixed Use and THAB.
Unitary Plan Zoning, Orange = THAB, Light Purple = Light Industrial, Dark Purple = Heavy Industrial, Pink = Mixed Use
As it stands for people to use public transport, this realistically requires a transfer onto a bus at Panmure, this is not as frequent (every 30 mins), as the train (every 10 mins) and is an unnecessary transfer. While the introduction of Integrated Fares has removed the transfer penalty, the time penalties, as well as the inconvenience of transferring means that many who would catch the train, instead may potentially drive or not access the area reducing opportunities. The New Central Bus Network has zero bus routes moving through the upper half of the area. The 323 in the New Network from Sylvia Park brings you over the Eastern Line, but will only have a maximum frequency of 30 minutes, so no real time advantage is gained.
New Network Routes
Map prepared for AT by MRCagney shows the realistic walking catchment of the station (Highlighted Area, 1km, 10-15min) which shows the catchment east of the NIMT is very low. The current overpass shows the difficult accessibility of the route.
Sylvia Park Station Catchment
GI Station Catchment
Panmure Station Catchment
As a result this puts Sylvia Park station in an interesting situation, where for relatively low one off CAPEX cost, the reach of Eastern Line RTN can be extended. A Low Hanging Fruit Opportunity presents itself to maximise our RTN’s.
1. Access to the Station is provided from the South-Eastern Highway Flyover. The Highway sits relatively close to the station and has footpaths in place. A signalised intersection is at Carbine road which allows relatively safe crossing.
2. Access to Carbine Rd via the use of the carpark currently east of the NIMT. The footpath would use a very small amount of land, however private property would be affected which would require the loss of some car parks.
Land East of NIMT towards Carbine
3. Elevated walkway access to Carbine Rd. This would use a similar route to #2. However, it would not affect the car parks to the same degree. This option may have higher costs.
Mt Eden Station Elevated Walkway
4. Underpass access to Carbine Road. This option would use a similar route to #2/3 but would be an underpass. Above ground property would therefore be unaffected. This however, may be extremely expensive and pedestrians don’t tend to rate underpasses highly due to safety concerns.
Red Arrows indicate on Map Location
Ellerslie Train Station Underpass
In conclusion providing better access east of the NIMT will drastically increase the reach of the Eastern Line RTN, connecting people better to jobs in the Carbine Rd area, enabling the higher density residential development of the area in the Mixed Use and THAB zones, as well as significantly improving access to people studying at NZMA. Lastly it will allow better access to people in the area who wish to cross the Eastern Line, reducing severance.