The topic of rail to the airport has been getting an airing in the last few weeks after the Herald finally published some information we originally posted back in August – that AT are considering using light rail to connect the airport with the city rather than extending the heavy rail network. The need for a decision on what mode to eventually use is being hastened as the airport company need it by the middle of the year so they can finalise their future development plans. We’ve got an exclusive video showing what the heavy and light rail options.
Before diving into the details I want to make a couple of comments.
- Unfortunately much of discussion I’ve seen in the wake of the articles has fallen into the trap of being too focused on the technology rather than the outcome and despite the focus there appears to be a general misunderstanding of the technology involved. By that I mean there seems to be an assumption that light rail is a low strength version of heavy rail, a bit like light beer vs normal beer. In reality it all depends on how each technology is implemented. There are light rail systems that are faster and have greater capacity than what our heavy rail system will have even with the CRL.
- I’ll state upfront that my preference remains that the connection be by heavy rail. I think the time competitiveness it offers is probably being undervalued by AT compared to the other factors. I also see it as a nice balance to the operating patterns proposed post CRL. In effect I see it as completing the heavy rail network.
- AT have already decided that the connection to the airport will be from Onehunga linking in Mangere Bridge and Mangere. Onehunga is also important is has been chosen by Panuku Development Auckland as one of the key areas they’ll be focusing on and so improving connections from their in either direction makes a lot of sense. The alternatives of connecting via Otahuhu have been ruled out due to the amount of property purchase that would be needed and the Puhinui option would require difficult (i.e. expensive) connections and would be a challenge operationally.
So why are AT even thinking about light rail. The simple answer is the cost. AT say that they now believe it would cost around $2 billion to build a heavy rail line to the Airport. Light rail is cheaper and easier to build with AT have estimating it at around $1 billion – but importantly that is from the end of the proposed line down Dominion Rd. AT seem pretty confident they’ll get that line signed off but whether that turns into a reality remains to be seen. However even if you take the $1 billion cost for a light rail line down Dominion Rd into account you’re still looking at a $2 billion heavy rail line serving just the southwest or a $2 billion light rail line that serves the southwest and the central isthmus. As such, on a cost/benefit comparison the latter is going to look stronger and why AT is interested.
To help show some of the differences between the two options AT have put together a fairly detailed video of them which is at the end of the post. I first saw this over a month ago and AT have now let me post show it. It was included as a part of the presentation that inspired this post. There is no narration to explain what is going on so I’ve explained it below. I understand AT are working on a narrated version for wider public use.
The video starts off showing the potential travel times between the city and the airport. Along with the time it takes is the potential variability and in that regard the rail options offer more reliable trip times than buses and much more reliability than driving. As I understand it the reason light rail is more reliable than buses is that it will have effectively an exclusive right of way down Dominion Rd combined with signal pre-emption meaning it will rarely need to stop at lights. That it might need to stop has been an issue raised against using light rail and is a case of perhaps AT not explaining clearly enough just how high the quality is that they’re proposing.
It’s also worth noting that the travel times suggested are more in line with what we’ve posted before and not as close as the herald has suggested, around 35 minutes for heavy rail and 47 minutes for light rail (herald suggested 39 and 44 respectively).
The video shows the heavy rail option. It involves double tracking the Onehunga Line and as I understand, grade separating many of the crossings. It then follow SH2o and 20A with stations at Mangere Bridge and Mangere and then crucially it would loop away from SH20 before getting to the airport itself. This is important later in the post.
Light rail would travel from Dominion Rd alongside SH20 to Onehunga and then on the same route to the airport with the exception of it staying with SH20 the entire way. In addition to what’s proposed above there would be stations at Hillsborough, Favona, Ascot and the Airport’s growing office park. From the end of Dominion Rd the 15km line to the airport would be almost completely grade separated and so would have similar performance to heavy rail. That makes the line roughly 1/3 on street and 2/3rds off street. I’m not quite sure why there couldn’t be heavy rail stations at Favona and Ascot but there definitely couldn’t be at the airport business park as the route avoids that area. The extra stations help increase the catchment in favour of light rail.
The video gets more interesting once it zooms in to show how the lines would look. Between Onehunga and the SH20/A motorway junction both heavy and light rail have virtually identical infrastructure. A bridge would span the proposed East-West Link that then passes under the motorway bridges to the western side of the motorway. From there it travels alongside the motorway rising over the Walmsley Rd/Corronation Dr interchange before rising again above SH2o. It’s from here that the differences really begin.
After crossing above the motorway the grades required for heavy rail mean there isn’t enough space to get back to ground level before reaching Bader Dr so the Heavy Rail option is elevated above it to the Mangere Station.
The same issue then occurs with Kirkbride Rd and the trench currently being built meaning the line then has to pass over Kirkbride Rd. I understand the trench is about two times too steep for heavy rail.
South of Kirkbride Rd the line returns to ground level but has to divert away from the road before reaching the airport. As I understand it all transport options will need to drop below the second runway that is proposed and again the grades mean the rail line can’t follow the road.
Lastly for some reason it’s been decided that the heavy rail line and the station has to be underground at the Airport, this obviously pushes up the cost of building the line. I also understand it has been proposed to be located a little further away from the terminal than the light rail stop at street level and the extra walking time has even been factored into the travel time calculations. Given the airport is planning a fairly blank slate redo of the road network all around the airport and building an new terminal extension, it seems strange that a heavy rail route and station at ground level couldn’t be easily integrated into masterplan.
Light rail is able to handle steeper grades and sharper curves than heavy rail is and as such is able to get back to ground level and go under Bader Dr. This means a light rail station would be located within the median of the motorway – and hopefully with some good noise protection. You may notice the station planned is much less glamorous than its heavy rail counterpart – presumably making it much cheaper.
South of the line is able to stay within the motorway median and pass through the trench currently being built and for which AT have paid $29 million to make 3.5m wider so it can accommodate rail. I’m sure visually for locals and from a consenting perspective this will be an easier sell than the elevated heavy rail option. Light rail is then able to stay with road all the way to the terminal again helping to keep it cheaper. It seems the main benefit of LRT is it’s just that much easier to bend around existing infrastructure.
AT then give a comparison between the two modes showing what they think is best. This is similar but not exactly the same as one shown in the August post. For one thing it lists the benefit cost ratio of each option suggesting that some likely early economic evaluation has already taken place. As you can see the light rail option is quite a bit higher than the heavy rail option although it is only hovering around 1 – much like many of the RoNS.
Here is the video.
The two biggest arguments against light rail seem to be the speed and capacity. I think the speed one is warranted to a large degree as I suspect offering a rail option that was almost always faster than any road option would have a huge impact on what mode people choose to use.
As for capacity I suspect that one is a bit less valid – although not completely. AT are suggesting some very heavy duty light rail vehicles capable of carrying up to 450 people each and on a route like Dominion Rd they would be running fairly frequently, potentially every few minutes if places like Melbourne are anything to go by. That is a considerable step up the capacity of buses along there now, although looking at the comparison table above they seem to be underselling it as 1,630 passengers an hour works out to only four vehicles an hour each way. The question is whether the additional patronage generated by a southwest line would then result in issues along Dominion Rd which is busy enough as it is. It would be good for AT to cover that issue in more detail.
If the figures above are accurate it’s easy to see why AT are so interested in light rail. In the current political climate it would be impossible to every get a heavy rail option over the line, it’s just too expensive. Light rail appears to be far from completely terrible and actually has a chance. A case of don’t let perfect be the enemy of good? In saying that I do get the feeling that there’s a little bias going on. For example why aren’t there extra heavy rail stations at Favona and Ascot.
What do you think of the options?
Lastly regardless of the mode, if drivers are anything like the ones in the video I think rail will be a huge success – although perhaps that just represents reality.
With the year rapidly drawing to a close it’s a good time to look back at all the important events that have occurred over the year. There is too much to squeeze into one post so this is the first of four posts reviewing the year – one each day – and will be followed on New Year’s Day with a look at the year ahead.
2015 has been a huge year for PT. While there haven’t been any major infrastructure changes, we’ve seen the completion and roll-out of a few projects but the important story is how people have responded to those changes. We’ve also seen significant progress on plans for the future.
Overall PT patronage for the year to the end of November was 81.1 million trips which is up over 6 million (8.1%) on the same point last year.
By far the biggest story though has to be how people have been flocking to the use the trains in the wake of the roll out of electric trains. Patronage on trains has jumped from 12.3 million trips in November 2014 to 15.1 million in November 2015, an increase of 2.8 million trips or staggering 22.6% increase. We had already started to see patronage rising strongly at the end of last year and the question was how long it would continue. I had thought we might at 14-14.5 million trips by the end of the year but it looks like I under estimated by about a million trips. The thing that has surprised me the most about rail patronage has been just how consistently strong it has been, sustaining 20%+ increases all year. Just how long it can keep doing that will remain a question in 2016.
The growth is so strong that if trends continue we’ll hit the government’s target for the CRL in 2017, around three years early.
Of course buses still carry the majority of PT trips in Auckland and bus patronage for the year to the end of November was 60.4 million trips, an increase of 4.9% or 2.8 million the same as the increase on rail. Given we haven’t seen too much change with buses this year the result isn’t too surprising. The strongest areas of growth on buses remain the busway and frequent routes which is unsurprising and highlights the importance of the changes the new network will introduce. As such I expect we’ll see much stronger growth on buses in a year or two once the new network rolls out – something I’ll cover later in this piece.
Lastly the ferries have been shown some decent growth in 2015 with patronage up 10.5% to the end of November to 5.7 million trips. During the year AT changed the way they reported ferry patronage, splitting out exempt and contracted services. Exempt services are run fully commercially with no subsidy and are Devonport, Stanley Bay and Waiheke and these routes carry over ¾ of ferry patronage. Interestingly the strongest growth has been on the contracted services where AT have started to make a number service improvements and in November they had increased by 15.9% for the year.
AT completed the roll out of electric trains in July when the Western Line was the last to go fully electric. This was a little sooner than they had expected but was needed as the reliability of the diesel trains became a major issue – in June over 6% of all services were cancelled and over ¼ of those that did run were more than 5 minutes late. Since going all electric reliability has soared to record highs and in November 99% of services ran and over 95% of those arrived within 5 minutes of the timetable. The impact can be shown below.
The final train arrived in August and was celebrated at an event at the Wiri depot that included the Prime Minister.
Not everything with the electric trains has been smooth sailing though. The earlier roll out left many services without enough capacity and severe crowding – although that eased a little as more units came on stream. There have also been a number of issues that have meant the trains aren’t operating as well as they should do – such as hugely excessive dwell times. Despite a timeline to address the issues it doesn’t feel like a great deal has been done.
The first part of AT’s action plan to improve rail performance
Electrification to Pukekohe
Not much progress appears to have happened on extending the wires from Papakura to Pukekohe which is expected to cost over $100 million but AT have said they are looking at an interim solution of buying some new trains that include a battery to power them for the distance. At this stage all they’re saying is that the idea is looking promising.
This year has seen progress on a number of areas of the new network – although also repeated push back of when we’ll see key parts of it rolled out – South Auckland is now not likely to be rolled out till October 2016.
In March we had the outcome for the consultation for the network in West Auckland – which has been severely limited by the lack of priority on building interchanges at Lincoln Rd and Te Atatu – and in the Franklin area.
In June AT launched consultation for the North Shore network
In October they launched the last major consultation and the biggest of the lot covering the Isthmus and East Auckland.
We will hear the outcome of these consultations in 2016.
For South Auckland AT finally started the tender process for the South Auckland network and their requirements for buses going forward will see the quality improve over time. We will hear about the outcome of the tenders in 2016 and so far all AT will say is they are happy with the level of response they’ve had.
Lastly the first of the new network rolled out a few months ago on the Hibiscus Coast. Part of that was also the extension of the Northern Express service to Silverdale. So far AT have reported that patronage is up about 10% in the area which is a promising start and should only improve once integrated fares roll out.
One of the issues in 2015 has been that many key bus routes have struggled with capacity. We frequently heard stories of people on some routes (such as Mt Eden Rd) watching multiple buses sail past them completely full. In September AT announced that bus operators were buying 53 new double deckers for use in Auckland, many of them being built in Tauranga. Including the original from a few years ago there are already three on the Northern Express with many more due in January and one being used by Howick & Eastern. Unfortunately, most of the ones for NZ Bus and Howick & Eastern are not likely to arrive till after the rush in March.
AT continue to work on integrated fares with the latest go-live date being July 2016. AT consulted on a zonal system including expected prices. This was confirmed in August although they say they are still working in more detail about some of the boundary issues identified. The changes indicated will see the cost of PT travel reduce for most people although there are some exceptions.
The year kicked off with a huge surprise from Auckland Transport – they’ve been seriously looking at building a light rail network on the isthmus. It stems from the realisation that even with the CRL, the number of buses in the city centre from areas not served by rail will be too much for the streets to cope with. As such they’ve been looking at ways to deliver more capacity and have decided that light rail on the isthmus is the best option. Over time it could see tracks laid down Dominion Rd, Sandringham Rd, Mt Eden Rd and Manukau Rd – some of Auckland’s original tram routes.
One of the interesting aspects of this proposal is just how fast AT are talking about moving, they’re suggesting the first tracks could start being laid in the next year or two.
Given the reasons for it’s also hard not to see increased pressure coming on ways to address the huge number of buses coming from the North Shore.
Northern Busway Extension
One positive piece of news was that the NZTA will now be including an extension to the Northern Busway to Albany in their massive motorway works planned for the area. When the government announced their accelerated motorway package back in 2013 they specifically left busway extension out of the programme despite advice from the NZTA to build it. It’s still some years away from construction but it’s great that it’s back on the agenda.
Not a great deal seems to have happened with the AMETI busway in public this year. AT had been set to go for resource consent but as far as I’m aware they’re still finalising some details. Early in the year they announced they would delay the Reeves Rd Flyover and use the money to accelerate the next stage of the busway to get it to Botany sooner. Unfortunately, a few months later they announced the original announcement was not correct and delaying the flyover was just one option being considered. I’ll talk more about the flyover saga in a separate post.
Lastly I of course have to mention the CRL. The project has progressed this year and the project officially started a few days ago with early works beginning on Albert St to move services in advance of tunnelling work. We also learnt a lot more about the project including station designs.
The one major disappointment with the project has been that AT cut the Beresford Square entrance for the K Rd station from the current plans in a bid to save $30 million. Work will still be done in the area to enable it to be opened later but we feel it should be done at the same time.
We hear that the government is close to committing to an earlier start to the project which would be a welcome piece of news.
Overall it’s been a big year for PT in Auckland and the future looks promising. Anything you think I’ve missed from my round up?
The more I look at the events and data of 2015 the clearer it becomes that this has been a profoundly significant year for Auckland. It is my contention that this year the city reached a critical turning point in its multi-year evolution back to true city pattern. I have discussed this change many times before on this forum, most notably here, as it is, I believe, an observable process that has been building for years. Generally it has been gradual enough, like the growth of a familiar tree, as to easily pass unobserved, but now I think it has passed a into a new phase of higher visibility. The group who see it most clearly are people returning from a few years overseas. Many ex-pats express surprise and wonderment at the myriad of changes in quantity and quality they find here on returning.
Changing City: New apartments with views over the city and harbour, a Victorian school and park, 20thC motorways, and the new LigthPath.
Below is a summary of evidence for 2015 being the year Auckland returned as a city, in fact the year it crossed the Rubicon onto an unstoppable properly re-urbanising path. Later I will add another post on how 2016 and beyond is certain to see the city double-down on these trends, and why this is very good news. This transformation is observable in all five keys areas:
DEMOGRAPHICS. New Zealanders returning in big numbers are one of the key metrics of 2015. Along with new migrants and natural growth, the other change driving Auckland’s demographic strength is fewer people leaving, all of which, of course, are a vote of confidence in the city as a place to want to live and to likely fulfil people’s hopes for a better future. Population growth for the year was at 2.9%, the strongest rate since 2003, the strongest in the nation, and biggest raw number on record. See here for Matt’s [Population Growth in 2015] and Peter’s [Why is Auckland Growing?] posts on these issues.
And importantly for my thesis many more people are moving into the centre, particularly into new apartments. This is a evidence that the The Great Inversion is happening in Auckland as it is all over the developed world; the return of vitality to centre cities all over. Auckland’s urban form is reverting to a centred pattern; with proximity to a dense centre as a key determinant of value.
TRANSPORT. The huge and sustained boom in rail ridership way in advance of population growth is the headline transport news of 2015, and is the result of the upgrade in quality, frequency, and reliability of the service brought by the new electric trains. Sustained growth of over 20% is very strong; this year every four months an additional million trips have been added to the running annual total; 13 million in March, 14 million in July, 15 million in November. I am not overstating it to say that these numbers change a great deal: They change the argument for further investment in rail systems in Auckland, and significantly they change growth and development patterns across the city:
Elsewhere on our Public Transport systems the news is great too; The New Bus Network is just beginning, and is already showing huge growth in the few areas it is in effect. This year we have also seen new ferry services, including a new private Waiheke service that means there is much more like a real turn-up-and-go service there [started late 2014]. Ferry modeshare is holding its own at 7% which is a strong showing given the explosion in rail and bus numbers.
Importantly AT is now routinely rolling out long overdue bus lanes across the city. And now that they are doing this confidently and more consistently, surprise and anguish about this more efficient re-purposing of roadspace by car drivers has fallen away to nothing- there surely is a lesson there.
So total PT ridership cleared 80 million annual trips this year, for an overall growth of 8.1%, a rate running at nearly 3x population growth, evidence of a strong shift to public transport at the margin. Growth that is certain to continue despite capacity issues becoming pressing at peak times on both buses and trains.
HOP card use also became strongly embedded this year [except on the ferries] which is another sign of a maturing system.
More population and a growing economy of course means more vehicles and more driving on our roads, [see: What’s Happening to VKT?] but because of the powerful trend to Transit outlined above the per capita number is flat to falling. This is a historic shift from last century when the two tended to move strongly in lockstep.
Another discontinuity from last century is that GDP and employment growth have also separated from driving VKT, as shown in the following chart from Matt’s post linked to above. Another sign that the economy too is shifting on the back of public transport, and not driving as much as it was last century:
So whereas investment in the rail network has been answered by an extraordinary boom in uptake the multi-year many billion dollar sustained investment in driving amenity has not led to massive uptake. It is hard to not conclude from this that 1. We are far from discovering the latent demand ceiling for quality Transit; only the degree of investment will limit it. And 2. Driving demand in Auckland is saturated; this mode is mature, well served and not the area to invest in for new efficiencies or growth.
2015 also saw the launch of the Urban Cycleways programme; a multiyear government led investment in infrastructure for walking and cycling. This, like the Transit boom is another shape changing departure from the past. Although the active modes are not well counted [what a culture counts shows what it values] it is clear that the shift back to the centre is also accompanied by a growth in active mode transport. This is one of the great powers of Proximity; the best trip is the one that isn’t need because the potential traveller is already there, or near enough to use their own steam:
DEVELOPMENT. All over the city investment is going into building projects of various kinds, the retirement sector is particularly strong, as is terrace house and apartment buildings, all three at levels not seen for a decade and together support the argument that Auckland is not just growing but also changing shape into a more more city-like pattern, as John Polkinghorn has kept us up to speed on all year on the Development Tracker:
Significantly there is also renewed investment into commercial projects especially in the City Centre, led by Precinct Property’s 600 million plus Downtown rebuild and tower, and Sky City’s massive Convention Centre and Hotel project between Hobson and Nelson. Additionally Wynyard Quarter is also moving to a new level soon with a mix of Hotel, Residential, and Commercial buildings. Somewhere in the region of 10 billion dollars of projects are underway or close to be in the City Centre. And as Peter clearly illustrated recently this is in no small part due to improved regulatory conditions [The High Cost of Free Parking].
ECONOMY. Cities exist simply because of the advantages for humans to be in close proximity to each other for transactions of all kinds; financial, cultural, social, sexual. And Auckland is beginning to show real possibility of opening up an agglomeration advantage over the rest of the country now that it is really intensifying. The latest data on Auckland’s performance shows a fairly consistent improvement over the last five years
POLITICS. Two major political programmes begun this year will have profound impacts on Auckland for decades to come. The first is the Auckland Transport Alignment Process. Something we haven’t discussed on the blog because we are involved in it and are awaiting the first public release of information which will be soon. Then we will certainly be discussing the details of this ongoing work. But the importance of this process is already clear; it is a reflection of a new found acceptance but the government that Auckland’s economic performance matters hugely to the nation and that transport infrastructure investment is, in turn, critical to that performance. We are of course striving to make the case for a change in the balance of that investment in Auckland away from a near total commitment to urban highways now that motorway network approaches completion [post Waterview and Western Ring Route] and that the evidence of success from recent Transit improvements, particularly to the Rapid Transit Network, is so compelling. There are hurdles here in the momentum and habits of our institutions and politics but also huge opportunities to really accelerate our cities’ performance across a range of metrics through changing how they are treated.
The other political shift is another we are yet to cover in depth but soon will, and that’s the agreement in Paris on Climate Change. This does indeed change a great deal. The city and the nation will have to ask the question of all decisions around urban form and transport how they fit with the new commitment to reduce our carbon intensity. This will clearly lead to a further push for higher density and greater emphasis on Public and Active Transport, as these are current technology and long term fixes to this global challenge. Unleashing further the urban power of proximity and agglomeration economies. So much of the conversation around New Zealand’s carbon intensity is around the agricultural issue and this tends to ignore the opportunities our cities offer, particularly Auckland, and particularly the Auckland transport systems, to this problem.
Cities are emerging as the key organising level that are most able to react to this problem as discussed here in The Urban Planner’s Guide to a Pst-COP21 World:
In many ways, Melbourne’s experience represents a coming-of-age of the urban sustainability movement. The private sector is listening to cities and responding. Now it’s up to cities and national governments to continue the conversations that began at COP21 and continue the evolution.
“The commentary for a long time has been ‘nations talk and cities act.’ We’ve been part of that dialogue too. That’s changing now,” said Seth Schultz [director of research at C40 Cities]. “National governments are coming to organizations like ours and saying ‘help us. We get it.’ I want to change the trajectory of the conversation. Cities are a vehicle and everyone should be getting in that vehicle and joining in for the ride.”
So in summary 2015 has seen:
- Completion of Electrification of the Rail Network and the New Trains
- The start of the New Network
- New Interchange Stations
- New Buslanes
- Improvements to Ferry services
- Start of the Urban Cycleways Programme
- CRL start
- Paris COP 21
I will follow this post with another looking ahead to what is going to be a huge 2016/17. Here’s a short list to start with:
- Fare Integration
- Further Interchange Stations
- Western Line frequency upgrade
- New Network rollouts
- Queen St Buslanes [so overdue]
- More Cycleways
- SkyPath underway
- CRL seriously underway
- Huge city developments begin
- ATAP concludes
- Council elections
- Progress on Light Rail [it could be closer that many expect]
For all the frustrations and compromises that we’ve highlighted over the year I think it’s very clear that there are many very hard working and dedicated people in AC, AT, NZTA, and MoT and their private sector partners and it is their collective efforts in a very fast moving and changing field go a long to making Auckland the dynamic and exciting city it is fast becoming. I am keen to acknowledge their efforts. Onward.
I also want to personally thank my colleagues here at the blog, as it has been another big year for us, Matt, Peter, Stu, Kent and John, from whom I continue to learn so much, it doesn’t look like we are going to be able to give this up anytime soon…
Also I would like to shout out to colleagues over at Bike Auckland, our sister site, they’ve had a fantastic year, so cheers to Barb, Jolisa, Max, Paul, Kirsten, Ben, Bruce and the rest.
And of course to y’all, the reader, you are what really makes this thing work, so if what we do here makes any kind of difference, ultimately that’s because of you.
Kia ora tatou…
Around two weeks ago AT gave a presentation to the Council’s Infrastructure committee which contained a lot of very interesting information about some of the major projects they’re working on. I also heard a segment of the presentation at a talk last week. I won’t cover everything in the presentation as much of the charts and maps are ones we’ve seen before that I found interesting.
The presentation starts by looking at Auckland’s expected population growth in comparison to the growth happening in the rest of NZ using some charts most will probably be familiar with. Just in case you aren’t they highlight that using the medium growth projections out to 2043 that more than half of all population growth will be in Auckland and that growth alone will equal be greater than the current population of Christchurch and its expected growth. What was interesting though was the chart below showing how Auckland has grown compared to the previous population projections and as you can see the projections keep being revised upwards. The 1996 projection estimated Auckland would hit 2 million people in 2063 but the 2013 one suggests it will now be 2033.
As mentioned the growth is comparable to the expected population in Christchurch and the image below shows the land area of all of the greenfield growth (blue) and Special Housing Areas (Orange) from across the region combined into one Christchurch sized mass – I’ve also seen a version comparing it to Hamilton with roughly a Hamilton sized growth occurring in the South, about a 2/3rds Hamilton in the North West and half a Hamilton in the North.
On the topic of growth this chart highlights just how much is expected to occur in the city centre – which is the CBD and fringe suburbs such as Grafton, Newmarket Parnell, Ponsonby etc. – compared to other parts of Auckland. I’m not quite sure where the boundaries for the other areas are but it’s also interesting to see the second biggest expected employment growth area is in the North West.
Moving on to some of the more interesting aspects of the presentation, there is a series of maps showing how the Rapid Transit Network will develop over the next 30 years. Now what does that presentation format remind you of? It’s great that AT are now starting to present the information this way as personally I think it makes it much easier for the general public to understand what’s proposed for their city.
One aspect you will notice is the access to the Airport. The map shows both heavy and light rail options as it has yet to be decided which one will be built. Accompanying the presentation was an animated video that showed the options in much more detail including what they would look like between Onehunga and Kirkbride Rd. This hasn’t yet been published so I’ve asked AT when that will happen as it was very interesting. I’ll discuss a little more about this later in the post. Also the more I look at it the more I think it seems natural for light rail to be extended over to the North Shore where it can then spread out again to provide greater coverage.
On light rail the presentation moved on to AT’s proposal for it on the isthmus. A lot of the justification for it is to reduce the number of buses in the city centre as some corridors like Wellesley St will have over 180 per hour in the peak direction based on current plans. We’ve shown these maps before but they’re worth repeating.s
And with LRT in place bus numbers reduce dramatically. One thing I am aware of is that the map below is not be entirely correct as I know the board have decided not to send LRT down to Quay St, instead it will stay on Customs St (and presumably travel down Fanshawe St).
It still leaves Wellesley St as a very busy bus corridor but allows more buses from other parts of the city not served by heavy or light rail. Thee impact of not building Light Rail is highlighted in this map showing that bus congestion in the city slows buses down reducing the number of people within a 45 minute trip of the city centre. Interestingly some of the worst affected areas are the North Shore which again suggests it’s probably worth looking at something like LRT to the shore to reduce the reliance on buses.
Note: the map shows that many of the ferry routes don’t seem to be counted. My guess is this the map is based on a combination of walking time and average wait time for a service plus the travel time to a set point in the city centre.
The next map shows a great representation of how people will access the city centre by mode in the future if current plans are built. As you can see the existing rail network plus the CRL serve the South, East and West through connections with feeder buses. The central Isthmus is served by light rail, many of the coastal communities are served by ferry and the rest of the city by bus.
As mentioned earlier, there was some information on the options for rail to the airport. The three images below show how far you would get from the airport on public transport now, with heavy rail and with light rail. As a basis it seems to assume that the isthmus light rail routes have been completed and like the accessibility maps will likely be based on some average wait time and possibly only using normal PT options so no Skybus.
With Heavy Rail you can definitely get much further
And the light rail version which connect to the isthmus routes via a connection from Onehunga to Dominion Rd on a route alongside SH20.
There are some odd things with these maps, for example as I understand it the idea with the light rail option is only the Dominion Rd route would go to the airport which means a transfer for those using the other lines. Why then can you get further up Manukau Rd on LRT when Heavy Rail is much faster to get to Onehunga.
There is more info in there in the interests of time and space I might leave some aspects to another post.
All up a very interesting presentation.
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?