This is AT’s official future vision for the Rapid Transit Network in Auckland. I feel the need to show this again in the context of a number of uninformed views about the CRL popping up again, as one of the chief misunderstandings is to treat the City Rail Link as a single route outside of the network it serves.
All successful transport systems are designed through network thinking and not just as a bunch of individual routes, this is true of our existing and extensive motorway network just as it is true for our rapidly growing Rapid Transit one. The Waterview tunnel is not being built just so people can drive from Mt Roskill to Pt Chev, and nor is the CRL just to connect Mt Eden to downtown.
The CRL is but one project on the way to a whole city-wide network, as is clearly shown below, and as such it doesn’t do everything on its own.
But then having said that because it is at the heart of the current and future city-wide network it is the most crucial and valuable point of the whole system. That is true today and will continue to true for as long as there is a city on this Isthmus. In fact it is hard to overstate the value of the CRL as by through-routing the current rail system it is as if it gives Auckland a full 100km Metro system for the cost of a pair of 3.4km tunnels and a couple of stations. This is simply the best bargain going in infrastructure in probably any city of Auckland’s size anywhere in the world and is certainly the best value transport project of scale in New Zealand. Because it is transformational* for the city and complementary to all our existing systems, especially the near complete urban motorway network.
Additionally the capacity it adds to the region’s whole travel supply is immense: taking up to 48 trains an hour this can move the equivalent of 12 motorway lanes of car traffic. All without flattening any place nor need to park or circulate those vehicles on local roads and streets. And all powered by our own renewably generated electricity. This is how the city grows both in scale and quality without also growing traffic congestion.
This map will evolve over time as each addition is examined in detail. For example I expect the cost-effectiveness and efficiency a rail system over the harbour, up the busway and to Takapuna to become increasingly apparent well before this time period. In fact as the next harbour crossing, so we are likely to see that in the next decade, otherwise this is that pattern that both the physical and social geography of Auckland calls for. Additionally Light Rail on high quality right-of-ways, although not true Rapid Transit, will also likely be added in the near term.
Welcome to Auckland: City.
* = transformational because it substantially changes not only our movement options, the quality of accessibility between places throughout the city and without the use of a car, but also Auckland’s very idea of itself; we have not been a Metro city before: It is doing things differently.
Matt suggested adding this more recent version. I agree this is a good idea, it shows just how quickly ideas are changing in Auckland right now. This is a very fluid and exciting time for the city as the new possibilities are becoming acknowledged by all sorts of significant players. It remains my view that extending our existing rail system is better for Mangere and the Airport, but that taking AT’s proposed LR across the harbour in its own new crossing is a really good option:
And just this morning we get wind of these very big changes for those making plans for Auckland. It looks like the funding roadblocks [pun intended] for the necessary urban infrastructure that the growing and shifting Auckland needs may be melting away….?
I’ve just spent a couple of days on the Gold Coast after tagging along to a work trip by my wife. Other than taking a few days off one of the things I was keen to do was to check out their new light rail system given it’s likely to be very similar to what Auckland Transport are proposing for the isthmus routes like Dominion Rd. I was very impressed by the system and the experience highlighted a number of areas where Auckland Transport could be doing better with our current rail system – there were a few areas where AT is ahead too though.
The system known as G:link is 13km long on a dedicated right of way, has 16 stations and was opened just over a year ago. It was built as a PPP at a cost of about $1.2 billion but that also includes 15 years of operational costs. The change in Prime Minister to Malcolm Turnbull almost two months ago as already seen changed attitude towards PT infrastructure and a second stage has been approved that will see the route extended 7.3km to the northwest linking the system into the heavy rail system that serves Brisbane and the travels through to the Brisbane airport. The cost for the extension hasn’t been announced yet as it’s in the middle of the tender process right now. As a comparison in Auckland, a route from Customs St, up Queen St and then down Ian McKinnon Dr and Dominion Rd to Denbigh Ave is approximately 7.7km.
The system uses 43.5m long trams that have 80 seats and are said to be able to carry 309 passengers. Auckland Transport are actually proposing light rail vehicles almost 50% longer (66m) carrying up to 450 passengers. They can travel up to about 70km/h but in the denser part of the urban area would only travel 30-40km/h. One thing that helped is they seem to have a lot of signal priority so only very rarely did they get held up at lights.
About the only disappointment I had with the trams themselves – and an area where Auckland Transport is heading in the right direction over – is that some had been wrapped completely in advertising. This is the same stuff that is used on buses with little holes so you can kind of see out the window but not quite.
Below is a shot of the interior which had a lot of poles for people standing to be able to hold on to – oh and the doors opened within a second of stopping – like Aucklands trains should be doing.
The rubber pads on the floor are to hold a surfboard in place
The digital screens you can see alternate between showing travel times for the remainder of the route and connecting bus services. Digital screens like these are a requirement for new buses and I understand will likely be installed on the trains too.
The timetable for services is impressive, they run frequently all week and even late into night. This is shown below and as you can see due to frequency it becomes very easy to communicate.
With the exception of the University/Hospital station which is underground, the stations all use a common design with a distinctive orange canopy. Some of the stations also had a coffee shack built in.
A few other aspects of stations – they had at least two ticket machines or in many cases where there were side platforms like above two machines per platform. In addition, those ticket machines sold smartcards – something ATs HOP machines strangely don’t do. Another aspect that was useful and that has long been a bugbear of mine in Auckland is that there were multiple tag posts (the yellow box) all along platforms including right next to the ticket machines Some stations had up to 6 posts per platform. In Auckland if you wanted to top up your card at most stations you have to go to the middle of the platform, top up the card then walk back to the end of the platform to tag on. Stations also had PT network and local destination maps plus one thing you can’t quite see from the photo was a drinking fountain for water.
At the southern end the line ends at Broadbeach South which is opposite the large Pacific Fair mall. This also happens to be a large bus interchange and it has clearly been designed to make transfers easy. The LRT tracks/platform are in effectively an island which is surrounded by bus stops. When the tram arrives doors on both sides can be opened making it easy to get to a bus you may be transferring to so transferring is as simple as walking across the platform. You can see this in the image below with the tram on the right and the buses on the left and this is repeated on the opposite side of the tram.
You may also notice from the image above that the platform you can see isn’t covered by the canopy. That’s because the intention is to eventually extend the line further south. The tracks are already in the ground however until the extension happens they’ve just widened the platform over the top of them.
All up it’s a fairly impressive system and already getting decent use. As a result of it public transport use on the Gold Coast is said to have risen by around 25% after just one year. In the first year there were 6.6 million trips on the system and so far is tracking to be over 7.5 million trips for the second year. That outstrips any of the individual lines in Auckland.
Lastly there was one additional outcome from the project and one that wasn’t included in any business case. The construction meant that a lot of the utilities had to be shifted which of course means they had to build new ones. Because of that the new infrastructure was of a higher quality and they’ve found has actually enabled more development to occur than was possible beforehand, in other words it wasn’t just the transport infrastructure that benefited from the project but all infrastructure in the corridor. This is perhaps a lesson for the planners and economists out there.
A light rail system like what has been built on the Gold Coast would be a fantastic addition to the central isthmus and there’s a lot from the system that AT could learn from to make the PT experience for all modes better.
The AT board meet next week and here are what I think are the highlights from the reports.
As always the items in the closed session. This time there isn’t too much interesting on the agenda with only the following items (non bold are my comments)
- LRT – Approval to appoint technical advisor – Hopefully this means we’re going to start seeing some more progress on this project soon
- CRL update – not cutting any more station entrances I hope
- Deep Dive – Major BT Infrastructure – This is just an item for noting to do with Business Technology.
On to the main report. Items are in the order they appear in the report.
AT have a prospective purchaser for the old diesel trains and have sent them a Heads of Agreement. All of the old diesel stock has been moved to Taumaranui to reduce vandalism incidents and they’ve containerised all of the spare parts. There is no information about how much they will sell them for although NZ First claim they’ve being sold to Mozambique for just $5 million.
AT worked with Environment Canterbury on a training video for bus operators on how to better serve those with disabilities with different sections focusing on different disabilities. They say they’re also going to produce another corporate video to promote other areas they’re working on to improve the PT experience for those with disabilities.
AT and the NZTA are working together to work out what transport infrastructure will be needed over the next 30 years to support the greenfield development planned. This includes new/upgraded roads, PT and cycling infrastructure and all sounds suspiciously like forward planning – something that has been missing more often than not over many decades. Interestingly they also say that work on a business case for the Northwestern Busway and assessment for a new Northern Busway station as part of the busway extension to Albany has started. Both of these are good news.
On specific projects
- Waterview Shared Path – Site investigations for the bridges have begun and construction is expected to begin in January 2016. This will see a shared path added through the current green space near Unitec.
- Newmarket Crossing – The council have told AT that a decision is due in May 2016 which is roughly 4 months sooner than anticipated.
- Parnell Station – The works on the platforms are nearly complete – as many train users may have seen. Kiwirail are working to get the old station restored and all up they anticipate the station will be open in June 2016.
AT are trying to improve their journey planning programme and as part of that they’re doing analysis so they can target areas that will enable them to be more successful. They want to focus on the areas where people are most likely to use PT which is showing in the image below. As you can see those in the inner west are far more likely to use PT – which isn’t a great surprise.
There’s a chart and discussion in the report about rail punctuality which as I mentioned yesterday in the patronage post achieved an Auckland record 94.9% of trains arriving on time. One interesting fact to emerge from the business report is that more trains turned up on time in September than were run across the entire network prior to July. Later in the report it also mentions that the best ever day was on Monday 7 September when they had only 4 services cancelled out of 500 that were scheduled and of those that ran, 97.6% were on time.
An update on some of the PT initiatives underway.
- Integrated fares development continues and is due to roll out in July next year.
- AT are still evaluating the tenders for the new bus network in South Auckland. They also say the tender will go out for West Auckland services by the end of the year and the other areas early to mid next year. Implementation of the South Auckland network will be mid-2016 with the rest in either late 2016 or in 2017.
- The last of the new electric trains has completed its routine testing and they say it will be ready to carry passengers this month.
- The new platform canopy’s in Ellerslie and the upgrade to Puhinui station are both due to finish this month.
- A concept design for the Manukau bus station has been completed.
- On the plans to improve the performance of the rail network (the increase in frequency to the Western line can’t come soon enough).
- Resilience initiatives have been agreed with KiwiRail and Transdev and are currently undergoing assessment for time and cost benefits, however, some resilience
initiatives may take longer to implement to align to scheduling of track works and to minimise rail closures. The Middlemore extension (freight relief road) was
commissioned on 31 August and is operational. A review on whether this is electrified in preference to Tamaki and Southdown sidings is now being assessed.
- Roster optimisation was conducted for 20 July timetable which resulted in 10 less drivers being required than originally planned. Driver availability for a service increase
subject to timetable modelling of the Western Line to 6 trains per hour peak and 3 trains per hour inter-peak will follow driver school completion in April / May 2016.
- Run time reviews are currently being conducted for the Western and Southern Lines and any benefits targeted for an optimised timetable that may be delivered early
March 2016 or as part of any service level increase in April/May 2016.
- ETCS reliability improvements have been progressed with ETCS filters now fitted to 14 EMU Units, with further Units to be fitted in October.
- AT are investigating a number of ideas to improve the first and last leg of PT journeys, this includes car sharing and retail development at Metro stations (I assume this means the large stations like New Lynn).
- A New Lynn wayfinding trial will start in November and include a trial of “enhanced Metro information for stations and stops” – whatever that means. They say it will help inform their strategy for rolling out information as part of the deployment of the New Network.
- Also as part of the wayfinding project platform markers are being trialled at four stations (New Lynn, Fruitvale Rd, Avondale and Sylvia Park) and includes markings to show where the low floor carriages will be.
- The road travel signs on the motorway at Oteha Valley Rd now also show a comparison with the Northern Express. They’ve also been doing this on twitter
If anyone is interested there’s also a paper in the open session on ATs IT Security Risks and Mitigation Strategies.
Thoughts of Sydney are inseparable from images of its harbour:
It’s naturally beautiful, but also much of what has been added around the harbour increases its appeal, particularly the Opera House and the Bridge:
The bridge is not only beautiful, and massively over-engineered, but also is an impressive multitasker; trains, buses, general traffic, pedestrians, people on bikes. All catered for.
Despite that when looking at the bridge its mostly covered with cars in terms of moving people the general traffic lanes are the least impressive of the three main modes, as shown below in the am peak hour:
It is its multi-modality that makes it truly impressive, some 73% of the people entering Sydney on the Bridge from the Shore at this time are doing so on just one of the train lines and one bus lane; a fraction of the width of the whole structure. So not only does it shame our Harbour bridge aesthetically it completely kills it for efficiency too.
The Bridge has always been impressively multi-modal as the first toll tariff shows, and it carried trains and trams from the start:
In 1992 it was supplemented by a pair of two lane road tunnels that up the cross harbour tally for this mode to match the number coming over by train [bridge plus tunnels = 12 traffic lanes], but that wasn’t done until the population of the city had hit 3.7 million. The high capacity systems on the bridge saved the people of Sydney and Australia from spending huge sums on additional crossings and delayed the date they were deemed necessary by many decades. But anyway, because the additional crossing is just road lanes it only adds around 10% extra capacity to the bridge. To think that the government here and NZTA are seriously proposing to spend multiple billions in building a third Harbour Crossing in Auckland with the population only at 1.5m, but not only that but they are planning to build more capacity for the least efficient mode; more traffic lanes.
The evidence from Sydney shows that what we need to add next are the missing high capacity modes. And that we clearly aren’t using the existing bridge well enough. Our bridge was never designed to carry trains, but it does carry buses, and currently these could be given the opportunity to carry even more people more efficiently. And that very opportunity is just around the corner. In 2017 or maybe even next year the alternative Western Ring Route opens, described by NZTA like this:
The Western Ring Route comprises the SH20, 16 and 18 motorway corridors. When complete it will consist of 48km of high quality motorway linking Manukau, Auckland, Waitakere and North Shore Cities. It will provide a high quality alternative route to SH1 and the Auckland Harbour Bridge, and take unnecessary traffic away from Auckland’s CBD.
Excellent, always great to invest in systems that take unnecessary traffic away. And there is no better way to achieve this than to make the alternatives to driving so much quicker and more reliable with dedicated right-of-ways. Here is the perfect opportunity to achieve that, the opening of the WRR should be paralleled by the addition of bus lanes right across the Bridge in order to lift its overall capacity. And at the same time perhaps truck priority lanes on the sturdier central lanes should also be considered, so the most important roles of highways, moving people and freight efficiently, can be more certainly achieved. Although the need for that depends on exactly how much freight traffic shifts to the new route [as well as the rail line and trans-shipping via Northland’s new cranes: ‘New crane means fewer trucks on the highway’]. Outside of the temporary blip caused by the building of Puhoi to Warkworth [much which will be able to use the WRR] heavy traffic growth on the bridge looks like it is predominantly buses.
Meanwhile our transport agencies should be planning the next new crossing as the missing and much more efficient Rapid Transit route. Cheaper narrower tunnels to finally bring rail to the Shore; twin tracks that have the people moving capacity of 12 motorway lanes. Here: Light Rail or super efficient driverless Light Metro are clearly both great options that should be explored:
But before all of this there are of course those two much more humble modes that can add their invigorating contribution to the utility of the Bridge, walking and cycling, Skypath:
The famous cycle steps on the northern side, there are around 2000 bike trips a day over the bridge [despite the steps]:
And there they were right at the beginning:
First Crossing of Sydney Harbour Bridge. Photo by Sam Hood.
Around a month ago Auckland Transport gave a presentation to the Campaign for Better Transport on their Light Rail plans. I wasn’t there however I was provided with a copy of the presentation and it contains some new information not shown before – and not all about light rail.
As a reminder of the background, AT say that even with all the improvements planned – including the CRL – the number of buses on many city centre corridors will need to be greatly increased however many of those routes are already at, or near capacity in terms of actual bus numbers. To handle the number of buses (including double deckers) they will need significant extra land for more bus lanes and infrastructure to handle the number of buses that would be required, an example would be at Wynyard where a lot of buses would need to turn around. The map below shows the bus routes through the city with the new network. Most of those bus lines will be running in the peak at least every 15 minutes with some routes such as Dominion Rd much higher resulting in over 180 buses an hour on Symonds and Wellesley Streets.
By 2046 the number of buses needed would be around double the desired capacity of bus lanes and as such buses will likely be very unreliable. Improved PT speed and reliability has been a big part in the fact that now around 50% of all people arriving in the city centre in the morning peak do so on PT. Some of the improved reliability is highlighted in these two charts showing the variability of travel times by mode at different times of the day. As you can see roads suffer from wide variability while the Northern Busway and rail lines – which have accounted for most of the PT growth to the city over the last 15 years – have fairly reliable times. The Panmure result will partly explain why patronage has grown at that station by a massive 71% in the last year.
AT say they’ve looked at a number of options and that Light Rail on the southern isthmus routes – which are some of the busiest bus routes in Auckland – allows them to significantly reduce the number of buses in the city which will be critical in achieving goals such as making the city centre more people friendly. That would change the map above to what you see below. Some parts of Symonds St would go from 180 buses an hour down to just 16 Light Rail vehicles. This is because AT are looking at large 66m long light rail vehicles capable of carrying 450 people each. Interestingly the map below also seems to suggest light rail across the viaduct whereas previous versions had it going via Fanshawe St. I remember a few board meetings ago an item in the closed session was titled LRT Fanshawe/Customs St Alignment so presumably a lot more work is happening in this area.
The presentation also included a number of new images along with some we’ve already seen. The new ones suggest some other significant aspects to the proposal. We know that stage one is to effectively replace the current City Link bus by getting light rail to Ian McKinnon Dr where there would be an initial depot. That was highlighted back in June within this document which AT have now published is now online. The presentation gives this as a view of what the depot which I assume this is on the patch of land between Ian McKinnon Dr and the motorway. I’m not sure where the NW Cycleway connects through here – let’s hope AT don’t forget that in their planning.
Just around the corner they show that at least in that section they haven’t forgotten the cycleway as part of very multi-modal street.
Where things get even more interesting is just a bit further north. The image below shows the intersection of Queen St and K Rd.
You may notice there is an absence of tracks and some odd things on the side of the road. That’s because it appears Auckland Transport are planning on sending light rail tracks through an underpass which is probably about easing the steep grade coming up Queen St. You can see the underpass emerging in this next image.
From there light rail would carry on down Queen St like in the images we’ve seen so far. Below are a few more images showing light rail past the front of Britomart, on Quay St and Lower Hobson St.
Lastly this next image shows what Fanshawe St could look like – obviously from a different version of the plan to the earlier map. It shows light rail in on a dedicated route on the northern side of the road. If it was installed on Fanshawe St I presume it would share that with buses from the North Shore that travel to Britomart.
Overall some interesting aspects, especially around K Rd. The last information about the project was that AT was looking to appoint a technical adviser to support further investigation of light rail. Of course there’s also the matter of how exactly it will be paid for which AT remain quiet about.
The NZTA have recently published information on the Additional Waitemata Harbour Crossing on their website, including all of their technical reports, which are mostly from around 2010. These reports have been available elsewhere, however most people wouldn’t know they existed so it is good that NZTA have pulled them all together on the main NZTA site.
New to me are the timeframes for the project, which the NZTA have indicated are:
|2015||The Transport Minister asked the Transport Agency to take immediate steps to further develop the project. The Transport Agency will engage professional advisers to help prepare to help future proof the route.
|Mid 2016||NZ Transport Agency to serve Notices of Requirement for land required.
|2017 to 2018||Detailed business case investigations including funding options and design. Application and hearings for resource consents.
|2019 to 2022||Procurement stage including contract award, detailed design, land acquisition and preparation for works.
|2022||Estimated start of construction.
|2027 to 2030||Additional Waitematā Harbour Crossing opens.
This is a much more aggressive timeline than the NZTA indicated at their recent briefing on the National Land Transport Programme, where it was suggested that the tunnel was unlikely to progress beyond the designation point for at least a decade.
The project website claims that the Auckland Plan identifies the AWHC will be required between 2025 and 2030 however, as we covered in this post, there isn’t any rational justification for this based on the Preliminary Business Case, which calculated a BCR of just 0.4.
The project website mentions the “bigger picture”, emphasising that more than “55% of NZ’s freight travels through the Northland, Auckland, Waikato and Bay of Plenty regions”. As Matt covered in this post though, there really is only a tiny proportion of freight originating from Northland that is destined for points south, and vice-versa. It is quite misleading to include Northland in this statistic and it is certainly no justification for the AWHC . In any case, the website doesn’t mention the Western Ring Route, which is a continuous motorway linking Manukau and Albany and is due to be completed in phases in the next few years.
I haven’t reviewed all of the technical documents, but there are a couple of things about the transport modelling report that stand out. The emphasis in the snippet below is contained in the report – it isn’t mine:
The transport model also has this table of car parking costs as an input assumption for the BCR, on p.42 of the report:
I asked the NZTA what the highlighted text meant, and if the parking costs were daily or hourly rates, and they had this to say:
- The Transport and Traffic Model Report (2010) analysis used costs that are 50th percentile costs which was appropriate for that stage of the investigation.
- This report was one of the outputs of the Preliminary Business Case which was developed to assess the bridge and tunnel options. The focus was a fair “like for like comparison” between these two options, and as such the BCRs were tailored to the level of assessment appropriate to the decisions that were required to be made at that stage.
- Currently, no further benefit cost analysis has been completed since 2010. Several years have passed since the benefit cost analysis was completed and we anticipate the BCR will be higher now.
- Should a designation be secured for the Additional Waitematā Harbour Crossing, the Transport Agency will move forward with a Detailed Business Case in approximately 2017-2018. This will include further investigation to evaluate the preferred option and a detailed analysis of current costs and benefits.
- The parking costs referred to in the report reflect average daily costs and were accurate at the time the modelling was undertaken.
So it looks like the mysterious Appendix M doesn’t actually exist, and any further analysis of costs and benefits won’t take place until the six lane tunnel for general traffic has been designated. The BCR of a rail only crossing to the North Shore, which will be billions of dollars cheaper than a road crossing primarily for single occupant cars, has not been calculated. The modelled costs of parking for the CBD seem woefully underestimated, compared to current earlybird rates of $24 a day.
This is completely the wrong way to go about a project which the Minister of Transport estimates will cost between $4 billion and $6 billion. Public consultation has been pretty much non-existent. I doubt many North Shore residents realise that if the new crossing is tolled, it is likely to be a toll on both the existing bridge and the new crossing.
There has been a complete lack of analysis of the impact of the fire-hose of single occupant cars which will flood the CBD as a result of the project, and neither has the full cost of increasing the capacity of the CMJ and approaches been considered. The NZTA already have in the scope of the designation work widening the motorway from Esmonde to Northcote, but it is likely that the motorway will have to be widened further north as well. The space required for this motorway widening work will undoubtedly take precedence over any future design for mass rapid transit.
Luke did a post last year on the environmental impacts of the toll road tunnel, including ventilation stacks for exhaust fumes that will be up to 35m (10 storeys) high on both sides of the crossing and the massive amounts of reclamation required. I’m not sure why the residents of Northcote Point haven’t formed an action group yet over the impending loss of Sulphur Beach and the marina. They seem oblivious to their neighbourhood becoming a construction site for at least five years too.
And of course the fact that the tunnels might be “future-proofed” for rail means nothing in practice. The designation process should not be going ahead without a clear understanding of what the mass transit network will look like on the North Shore.
There is no urgency for the crossing either – actual traffic volumes are well below the trend envisaged in the 2010 reports:
I wrote to Auckland City Councillors and asked them to stand up for what Aucklanders actually want, rather than simply acquiesce to this ill thought-out plan. The only response I got was from Cllr George Wood, who said that “I must say that Simon Bridges is committed to the AWHC” and “people north of the Waitemata want the additional crossing. We certainly don’t want wish it to be stalled.”
Does George speak for everyone on the North Shore? Does Simon Bridges? What do you think?
Last week I had some work in Sydney and while there I was able to grab a quick look at some aspects of that beautiful city. I want to start with Light Rail because Sydney has one line in operation, and is about to start another much bigger project next month, and one that is strikingly similar to what AT is proposing for Auckland. Similar in that it upgrades at capacity bus routes, links significant residential and commercial areas with the heart of the city from areas not covered by other Rapid Transit, links event locations with a major transport hub, serves some big tertiary institutions, and most importantly that it will be the catalyst for pedestrianising the main city street. For like AT’s Light Rail plan for Queen St Sydney’s also comes with the opening up of George St for pedestrians.
Below are some shots from my quick ride on the somewhat curious Dulwich Hill Line. This is mostly on the route of the old Metropolitan Goods Line, extended past the old docks of Darling Harbour for the tourist trade and terminating at the city end at at the busy Central Station. This is where I got on on a weekday morning, so heading against the flow, you’d think.
It arrives at Central on one-way loop to an elevated stop at the main concourse level of the Victorian train, Sydney’s largest. I assumed this was a built originally for Sydney’s previous trams, and so it was. The earlier system was largely about distributing into the city centre from this terminus station, but as Sydney grew a number of previously terminating lines were extended through to new underground stations in the central city and through to the bridge and across to the North Shore. The logical and very successful upgrade for a terminating city edge station, just like Britomart. In addition to the new Light Rail line they are also now planning the third underground city rail route and second rail harbour crossing: the new Sydney Metro.
The lovely CAF Urbos 3 arrived full and left full. On this evidence it looks like it could do with additional frequency.
It runs on city streets till Darling harbour then uses the impressive cuttings of the old Metropolitan Goods Line. So the route was not selected because it is necessarily the best place to run Light Rail, but because it was available. Very much like Auckland’s passenger rail network, and many new or revived urban rail systems globally [See Manchester Light Rail, and the London Overground for example].
This business of running services where there happens to be an existing route can of course lead to poor results if there isn’t a match with the surrounding land use, and this line at first did not perform as well as hoped. But that all changed with a the extension to a good anchor; Dulwich Hill rail station [opening 2014], and intensification along the route. It is now booming.
John Street Square Station with apartments and very urban open space above.
Heading back, and full again; mid morning on a week day.
Approaching Central on Hay St, crossing Pitt. Smart bit of kit.
There are obvious parallels with Auckland everywhere you look in Sydney, it is after all, pretty much just a bigger better version of a similar urban typology: a new world anglophone Pacific harbour city. It can be argued that Auckland is at a comparable point of development that Sydney was at decades ago, and while that doesn’t for a moment mean we should slavishly follow what happened there, there is much that can be learned from this city. There are a number of interesting projects underway in Sydney now, like the new Metro, which is introducing a new separate and fully automated rail system to complement the existing network. This is certainly an option for Auckland in the future, especially for upgrading Rapid Transit to our North Shore. The same universal urban forces are in play here as there, as can be seen with Light Rail in Sydney now: It is is working well simply because it delivers on the classic necessary conditions for this mode:
- Good land-use match: intensification around stations
- High quality right-of-way: mostly grade separate or has signal priority
- Strong anchors at each end of the route: train stations in each case, and destinations along the way.
- High standard of vehicle and service [sufficient frequency yet?]
The key lesson here is that if any of these conditions are missing steps must be taken to change them, as they did here. And that it is possible to exploit existing rights of way so long as there aren’t other barriers to change, especially to more intense urban land use around stations. Now that in Auckland we are well on the way to fixing the major vehicle and frequency standards on the rail network it is the development around stations that needs work. Especially as we only need to look at the improved performance of stations like Manukau City and Sylvia Park to see, yet again, how closely linked landuse and transport always are.
Looking ahead to the next Light Rail route in Sydney it is pretty certain that this will perform even better because it is designed around need not just route availability. It is hard to disagree with Alan Davies here when he writes:
There are literally hundreds of existing light rail systems in the world. The value of some is questionable, but Sydney’s proposed CBD and South East Light Rail line looks like it’ll be among the best.
And Davies, the Melburbanist, is often skeptical about high capex Transit systems, often questioning the value of ones in his own city.
I reckon that this is probably true for the proposed Auckland Light Rail programme too, with two provisos: That land around the stops is zoned for more intense use, and like in Sydney, that the through-routing of the current terminus station is at least funded and underway first. That’s the first fix.
On Monday the Auckland Transport board hold their next board meeting and as I normally do, I’ve gone through the reports to see what’s being discussed. Starting with the closed session we have a number of topics that could be quite interesting. These include:
Items for Approval/Decision
- Regional Passenger Transport Plan (RPTP) – I assume discussing the changes based on the updated RPTP consultation they conducted recently
- Media Advertising – Given it’s coming from the PT team it seems to be about how AT advertise PT in the media.
- CRL Business Case Summary – This should be interesting. I wonder if it is something new that will soon be released to the public or is a rehash of the old business cases.
Items for Noting
- Infringement Revenue – I assume this will be discussing what happens with infringement revenue
- LRT Stakeholder Engagement Plans – AT are continuing to progress their LRT plans (and a tender closes today for a Technical Advisor for the project) and so engagement with stakeholders is bound to increase. This appears to be information on how they’ll do that engagement.
On to the main report and first up are the project updates.
Te Atatu Road Upgrade – It appears that since the report was written the contract for this $30 million project has been awarded to Higgens Contractors and work starts 4 August. The project effectively widened to provide a flush median and sporadic on road unprotected cycle lanes and shared paths as well as replaces the roundabout at the intersection with Edmonton and Flanshaw Roads with signals.
K Road Cycleway – Around a year after we last heard anything there’s finally a mention in the board paper. Unfortunately it doesn’t give us info on when it might actually start being built.
An artist impression from last year. I believe the design has evolved a lot since this
Eastern Rail Cycleway (Glen Innes to Tamaki Drive) – The report says the NZTA should be awarding the contract to construct the first stage from Glen Innes to St Johns Rd by the end of this month while design and consent works continue on the rest of the project.
Onehunga Mall Streetscape – Construction starts mid-August on an upgrade of Onehunga Mall. The first improvements will be to the footpaths.
Mission Bay Street Upgrade – An upgrade of Tamaki Dr in front of the block of shops to the east of Patterson Ave in Mission Bay is also planned. The report just says they will be widening of a section of Mission Bay’s town centre and I can only assume they mean of the footpaths. Consultation will happen this year but construction won’t start till next year after the Christmas season. This is what a local board report says
The proposal is to widen the footpath, by removing the car parks along that stretch of Tamaki Drive. There will be a new mobility park installed in Patterson Ave, as a result of removing the existing mobility car park. Parking on Patterson Ave will remain as it is, with exception of the allocation of the mobility park. This will require the use of two existing car parks.
Ōtāhuhu Bus-Train Interchange – The detailed design is complete. There is currently a tender out for construction which closes mid-August and be awarded in September. Completion is now not till June 2016 and the new network for South Auckland continues to be on hold till this project is finished.
AMETI – Movement appears to be happening with the extension of the busway from Panmure to Pakuranga along with discussions of how it travels through Pakuranga
Lodgement of the Stage 2A NoR for the busway from Panmure to Pakuranga (Ti Rakau Drive) is pending resolution of the cultural mitigation process; this is expected by late July to permit on-going dialogue between lead iwi Ngati Paoa and other relevant iwi.
A joint review of the AMETI delivery strategy with regards to the timing of the Reeves Road flyover and Stage 2B (busway between Pakuranga and Botany) components has been carried out between AT, Council and the NZ Transport Agency, with final dialogue scheduled for July.
Newmarket Crossing (Sarawia St Level Crossing) – AT say in August they will be seeking approval to lodge a notice of requirement for the project however that means it will still have to go through a considerable process before it is built. This is important as AT claim it’s the one thing that’s stopping them from being able to increase the frequency on the Western Line.
On to other areas
Some new ads for the benefits of bus lanes. This is an area I think AT have been doing very well in lately.
Moving on to the projects and initiates that make up AT’s key strategic priorities.
Ticketing and Fares – AT have giving some a high level summary of the response to the integrated fares consultation a few months ago. All up 1556 submissions were received and the broad results are below.
- Do you think the proposed zone boundaries are about right? Yes 60% No 20%
- Do you think the proposed products are about right? Yes 51% No 37%
We won’t know the final outcome and any changes that would be made till later this year.
Electric trains – In total 54 trains are in the country and of those 47 have been accepted for carrying passengers. The last three sets arrive early August and all trains will be on the network by the end of the year
New Network – at the time of writing the report there were over 1000 submissions on the network for the North Shore. Consultation for the Isthmus and East Auckland is being targeted for September/October. The first area to go live will be Hibiscus Coas in October this year.
Capacity – The first two of Howick & Eastern’s 15 double deckers have come off the production line in Scotland. They will arrive for testing in October and then the remaining ones will be built in Tauranga. Ritchies have 18 double deckers on order and I’m aware one is already on the network.
Infrastructure – There are a number of bus priority improvements that are due to start or be completed this month
- Onewa Road T3 lane (city bound) – construction progressing and due to be completed in July
- Park Road bus lane (hospital to Carlton Gore Road) – consultation completed; construction due to commence in July
- Parnell Road bus lane (St Stephens to Sarawia Street – outbound) – consultation completed; construction due to commence in July
- Manukau Road/Pah Road transit lanes – internal consultation completed – external consultation commenced
- Great North Road bus lanes (New Lynn to Ash Street) – final concept plans completed – consultation underway
- Totara Avenue signal removal – improvements to New Lynn bus interchange; construction due to be completed in July
- Esmonde Road bus lane – construction to commence July
Customer Experience – Some more things for bus users not to look forward to
AT’s partner for bus shelters, Adshel, are launching 35 digital screens at prominent Auckland bus shelter locations, in a move that will offer advertisers unrivalled impact and targeting opportunities and in line with global leaders like London, San Francisco and Stockholm, where roadside digital advertising has seen large demand. Spanning sites across the Auckland CBD and key fringe suburbs such as Ponsonby and Mission Bay, the new format provide more opportunities for advertisers, and this will increase the revenue share available for AT.
Prompted by the news that the NZTA is tendering work for route protection of the Additional Waitemata Harbour Crossing (AWHC), I initiated an OIA request to the NZTA which has now been responded to.
I requested, on behalf of the Campaign for Better Transport:
1. A statement defining the land transport problem or issue that the proposed AWHC solution is attempting to address.
2. The studies and comparative assessments of alternative solutions that the NZTA has conducted, including, but not restricted to, an electrified rail only crossing of the Waitemata Harbour between the Auckland isthmus and the North Shore.
The NZTA responded with the following PDF documents:
- Attachment A: Additional Waitemata Harbour Crossing Preliminary Business Case, January 2011. The business case includes a statement outlining the problem which the Additional Waitemata Harbour Crossing project is attempting to address (refer to ‘Description of Service Need’ on page 9)
- Attachment B: Waitemata Harbour Crossing Study Phase 1: summary report option short listing, November 2007
- Attachment C: Waitemata Harbour Crossing Study 2008: Study Summary Report, April 2008
Question 1: What Problem Are We Trying to Solve?
The Description of Service Need is this:
What stands out here is the statement that the “AHB currently provides the only direct, cross-harbour vehicle link between the CBD and the North Shore.” Resiliency seems to be a major driver behind a solution which supports six lanes of general traffic in a tunnel, with the possibility of rail at some indeterminate point in the future. What is odd is that there is no mention in any of the supplied documents of the Western Ring Route, a $2bn project adding resiliency and reducing demand on the existing Harbour Bridge which, in the NZTA’s own words, will “create a seamless motorway between Manukau and Albany”. This is due for completion in phases in the next few years.
There are also the usual predictions of increasing traffic volumes, which threaten to “adversely impact on the length and reliability of travel times”. Quite why it is vital to minimise the travel times of single occupant cars isn’t explained. Regardless, the Business Case uses traffic volumes in 2008 as the basis of forecasting, before the Northern Busway had a chance to make much of an impact.
However, as Matt pointed out in this post, traffic volumes across the bridge have stubbornly stayed at 2008 levels, at least up until 2014.
And that pretty much sums up the statement of need. As far as analysis of the need for mass rapid transit goes, there’s this analysis of the Busway:
Forecast demand for the Busway indicates that the morning peak hour flows into the CBD could increase to 250 buses per hour in 2041, representing a 138% increase over the 2009 volumes. This figure is the recommended target capacity for the Busway system, representing 12,000 passenger movements per hour6. However, achieving the target capacity is currently hindered by capacity constraints close to the CBD where the provision of dedicated bus facilities is more expensive and bus volumes are at their highest. One of the advantages of a new crossing would be the ability to have dedicated bus lanes across the AHB which would maintain a high level of trip reliability for passenger transport users.
On rail, the Business Case assumes a rail link between Gaunt Street Station in the Wynyard Quarter (underground) and Akoranga Station (at grade). The basis for modelling the tunnel is this diagram:
Construction cost alone of the combined tunnel is $4.6bn in 2010 dollars, with a total nominal cost over a 30 year period calculated as $12bn for the tunnel, including all capital expenditure and operating costs, with a risk factor as well:
The Business Case document comes up with a BCR of 0.4 for the combined tunnel option, including wider economic benefits and not including tolling. Not so much a Business Case for the proposed AWHC then, but more a massive red flag suggesting that not building the proposed tunnel is actually more economically beneficial for Auckland. Even more worryingly, even though there is an assumption that the motorway will be widened to four lanes between Esmonde and Northcote road, there doesn’t seem to be any explanation of how the capacity of the Central Motorway Junction will be increased to cope with the additional three lanes of traffic each way that a new tunnel crossing will provide for.
Incidentally, transport modelling and the Cost Benefit Analysis excluded rail (p.25)
A parallel work stream to this study — The Network Plan — undertook an assessment of the longterm capacity of the existing Busway and concluded that a rail crossing was not required within the timeframes considered for the CBA. As such, the transport modelling excluded the modelling of rail, and the CBA includes costs for the roading component of the crossings only (i.e. the cost for the rail tunnel is excluded).
There is an interesting discussion on tolling (up to $8 each way modelled), but perhaps that is best left for another post.
Question 2: What alternatives have been evaluated?
The Business Case takes it as a given that capacity for additional vehicles is required. This stems from the earlier options papers, which do indeed include an examination of a rail only crossing, which is the second question of the OIA request. Attachment C covers three short-listed options, with variations for each:
The study concludes (p.43) that a combined road / rail tunnel option is best – Option 2C.
So although a rail tunnel was the best passenger transport option, the study recommends a combined road / rail tunnel. The option evaluation process appears not to have used a CBA / Economic Evaluation Manual approach, and it is difficult to tell exactly why option 2C is favoured over a rail only crossing. There is no comparison of BCRs between the rail only and combined tunnel options. Presumably there is a strong weighting for resilience, but again discussion about the Western Ring Route is non-existent. However, the study also carries this warning on p.45:
Limited spare capacity on the strategic and regional arterial networks on both sides of the Harbour, together with the need to move towards a more sustainable transport system, mean it will be neither practical nor desirable to provide sufficient cross harbour road capacity to match demand. Any additional connectivity should therefore be provided to the best practicable standard, that is, in balance with the remainder of the Auckland road network, and in a cost effective manner.
And cost should probably be one of the most important factors. Page 36 has a table of costs for the different options.
A rail only tunnel was costed at about a quarter of the cost of a road / rail tunnel.
In summary, I don’t really think NZTA’s solution is going to work. By design, it will increase the number of single occupant cars in the CBD and surrounding motorway networks and, according to their own analysis, make the economy of Auckland worse than if the project doesn’t proceed. (And that isn’t even considering the impact of tolls on the economy.)
I don’t accept claims that the tunnel will be “future proofed” for rail either. You only need to look at the history of future-proofing in Auckland (think Te Iririrangi Drive or the Manukau Harbour Crossing) to know that most likely it will never happen.
The taxation and expenditure of over $4bn dollars could make a real difference to Auckland if it was spent on the right things. I think Aucklanders should get a say on this. Allowing the AWHC route protection to proceed in its current form, at a cost of tens of millions, is the thin edge of the wedge. If planning starts for a tunnel for single occupant cars, then that is what we’ll end up with.
This isn’t urgent. We’ve got time to get it right.
Regular readers will be well aware that we strongly believe our transport agencies need to rethink the Additional Waitemata Harbour Crossing. It appears to us that the price tag of $4-$6 billion is way out of proportion to the benefits another road crossing would provide. This view only strengthens the more we see the changes that are occurring, for example just last week we learned that the NZTA’s own post implementation reviews highlighted that traffic volumes weren’t living up to projections on a number of motorway projects. We also found out that one again that vehicle kilometres travelled in Auckland had fallen in both real and per capita measures despite strong population growth.
In Patrick’s letter to the NZTA he said:
It is our view that both a driverless Light Metro system, or a continuation of AT’s proposed Light Rail network across the Harbour, to Takapuna and up the Busway, need to be properly explored as the next possible crossing over the harbour. As they are likely to achieve all of the aims NZTA and AT are charged with delivering for the city much more completely and at a lower cost than any additional traffic lanes and without any of the disbenefits.
– the economic benefits of true spatially efficient urban transport system linking the Shore to city and the isthmus RTN
– make a massive transformational shift to public transport
– real carbon and other pollution reductions of scale from a 100% electric system
– huge place benefits, including a real reduction in city car and bus numbers
– no additional massive costs on approach roads
– resilience of additional systems as well as route
With this post I want to look at the idea of extending AT’s proposed light rail (LRT) across the harbour. So far we know that AT are looking at very high capacity LRT vehicles – up to 66m long and capable of holding around 450 people.
They would run on at four LRT routes on the isthmus on Sandringham Rd, Dominion Rd, Mt Eden Rd and Manukau Rd, combining into two corridors through the CBD – Queen St and Symonds St – before terminating at Wynyard. These are shown below.
So what if we didn’t terminate them in Wynyard and instead extended them via a new crossing to the North Shore. As we know one of the features of LRT is that it can run at street level allowing for the network to reach past the expensive grade separated infrastructure like we see on the busway. Of course that can also be a curse if it is run mixed in with general traffic. Outside of the busway a good compromise is like what appears to be proposed for the isthmus with dedicated lanes and signal priority.
We know that the busiest bus routes on the North Shore are the Northern Busway, to Takapuna and up Onewa Rd. Those areas/routes also happen to be where some of the highest levels of development is allowed for on the North Shore as part of the proposed Unitary Plan – although I think a lot more should be allowed.
Combining the routes for the Isthmus with those corridors on the shore could deliver us something like the network below. You can see it features one route to Takapuna, one to Glenfield and two routes combine to serve the Northern Busway – one of which goes via the Universities, the Hospital and Newmarket
The immediate question many of you might have is about capacity and whether LRT would have enough to serve the shore. Assuming a frequency on each route of roughly one service every 5 minutes that would combine for a capacity across the harbour of over 21,000 people per hour. To put that in perspective, currently over the two hour morning peak around 9,000 people cross the harbour bridge on buses. As such LRT would allow for more than a fourfold increase compared to what we have now and assuming they could do around 80km/h – which is the speed of the busway and seems fairly common on many overseas LRT systems – it would remain time competitive with driving at most times.
The biggest issue with any proposal will always be the cost however this is where LRT could prove a winner. In the last harbour crossing study a rail only tunnel was estimated at ~$1.6 billion – far cheaper than a road crossing. Add in converting the busway and the routes to Takapuna and Glenfield and I suspect we’d be looking at $3-3.5 billion. It’s worth noting that a high level study in 2012 estimated a similar network – but with the Takapuna branch extending all the way up East Coast Rd and to Browns Bay at around $4.5 billion.
Of all of it, it seems that the biggest challenge would end up being the section on the city side from the crossing to where the Queen St and Symonds St routes separate as that would have a high frequency of LRT vehicles through an area with a lot of intersections and conflicting movements. In saying that I’m sure it’s something our talented engineers are capable of solving.
Overall the thing I like the most about the idea is that it allows for through routed connections, removing any need for large terminals from the CBD/Wynyard which is what we would have with the current LRT proposal and/or if we decided to do a light metro or heavy rail option. Compared to other options that have been presented in the past it is also the only one that also looks at serving the western North Shore. Both the western and eastern routes could also be extended if needed. The biggest downside compared to the other rail based options is that LRT would still need a driver which would have an impact on the operational costs.
Lastly it’s worth noting that I’m fully aware that this may not be the best solution. A different solution might turn out to be better however the point of the post is to highlight that options other than the default of a new motorway tunnel exist. We want to see the NZTA and others assess any future crossing from a fresh perspective – much like what happened with the City Centre Future Access Study.