In the third in my series of posts wrapping up the year I will look at what’s happened with roads this year.
Roads of National Significance
The RoNS have continued as they did last year with one notable exception.
Western Ring Route
The Western Ring Route works are in full flight now as will be evidenced to anyone who drives along SH16 with roadworks in place from east of Western Springs all the way through Northwest of Lincoln Rd from 5 separate projects.
- St Lukes Interchange
- Waterview Connection
- Causeway upgrade
- Te Atatu Interchange
- Lincoln Rd Interchange
The TBM working on the Waterview connection has broken through with the first tunnel and in December made a start on the second one. At the same time the most visible part of the project has been the large yellow gantry has been building towering ramps that will connect the tunnels to SH16 in each direction.
Over the next year we should finally see the Lincoln Rd section completed and I imagine significant progress on the other projects – although they are still a few years from completion.
Puhoi to Wellsford
In 2014 the NZTA were issued with consent to build the Puhoi to Warkworth motorway – a road even the NZTA’s analysis says is only really busy during holiday periods. Amazingly we’re still yet to see any real economic analysis for the project which is likely because it’s terrible based on the work we saw before the government named it a priority. The government of course continue to claim it’s all about the economic development of Northland despite the existing toll road – which saved more time than this motorway will – not making any difference.
Over 2015 we’re likely to see the NZTA working towards a PPP to get this project built however it’s not likely we’ll see any construction start.
Basin Reserve Flyover
Perhaps the biggest surprise of 2014 was the Board of Inquiry declining the NZTA’s application to build a flyover around the edge of the Basin Reserve. In the end the commissioners hearing the case concluded the impact on the local community from having a massive flyover was just too much after it was able to be shown that most of the benefits the NZTA claimed the road would provide were actually attributable to other projects. The decision was embarrassing for the NZTA and the government seeing as it was using the governments new fast track process which means the decision can only be appealed on points of law – which the NZTA are doing.
I’m not aware if a date has yet been set for the appeal but it is likely to be later next year.
Also in Wellington, the first transport PPP was signed in July for the construction and operation of Transmission Gully, another project with a horrific business case. Initial works should have started by now however won’t really ramp up till next year. The PPP will see the NZTA paying $125 million a year for 25 years once the project has been completed. Unlike many PPPs that failed overseas, for the consortium building the road there is little risk as all the demand risk sits with the NZTA, in other words we pay providing the road is open – and if it is damaged from a something like an earthquake we have to pay at least some of the costs of that too.
The other RoNS projects in the Waikato, Bay of Plenty and Christchurch have continued along. I’m not sure of the progress of all of them however the Tauranga Eastern Link is meant to be completed in 2015.
Auckland Motorway Projects
In 2013 the government announced a series of additional motorway projects for Auckland. The widening of the Northern Motorway between Upper Harbour and Greville Dr has just been completed and in November started consultation on ideas for further changes to that section including a motorway to motorway interchange between SH1 and SH18. Some of the ideas are absolutely massive in scale such as concept 3.
Of the other projects, works to grade separate Kirkbride Rd moved ahead and earlier this month the NZTA announced the contract had been signed with construction starting in January
We haven’t heard much about the other accelerated project which will see the southern motorway from Manukau to Papakura widened but I would expect we will do in 2015.
In addition to the accelerated projects the NZTA has now made a start on widening SH1 Northbound between Ellerslie-Panmure Highway and Greenlane – a project that’s been on the cards for a while and for which the Ellerslie Station platform was narrowed a few years ago to accommodate.
Accelerated Regional Roads
In addition to the RoNS, and to shore up their support from some rural communities, this year the government announced a spend up of over $200 million on a number of regional state highway projects that can’t get funding due to it being sucked up by the RoNS. The Funding for these projects is coming from the proceeds of asset sales the government has undertaken. Some of the projects appear to be of low value however not all are.
Auckland Transport started the year with the opening of the new Panmure station and in November they opened Te Horeta Rd which is the new road running alongside the rail line and Panmure station from Mt Wellington Highway to Morrin Rd.
In October both AT and the NZTA launched consultation on ideas for the East West Link after calling off a proposal for a motorway through Mangere right at the beginning of the year. They haven’t announced the results yet but I’m fairly certain either option C or D has been picked as the option they are proceeding with.
In November AT announced they have come up with a route for the Mill Rd corridor and will be working towards securing a designation for it. The most disappointing aspect for me about the project – other than some of the case for it has likely been destroyed by the fast tracking of the SH1 widening – is that even with a brand new corridor, AT are still designing a crap outcome with features like unprotected cycle lanes or shared paths and pedestrian/cycle unfriendly roundabouts.
We’re still driving less
One positive trend I have started to notice is our transport institutions are starting to take notice of is that we’re driving less. In the last few months in particular it’s started to be mentioned in publications such as the Briefing to the Incoming Minister and in research papers.
What have I missed?
With the year fast coming to a close this is the first in a series of posts wrapping up what happened this year. In this post I’m just going to look at the changes we’ve seen with Public Transport.
While 2013 was very much a lull year while many projects ticked on in the background, 2014 has arguably been one of the biggest years for PT in Auckland for some time. This has largely been thanks to two major projects seeing significant milestones.
The first trains arrived in 2013 but this year saw them carrying paying passengers for the first time starting with the Onehunga line at the end of April. Electric trains then started running to Manukau in August before a full timetable upgrade earlier this month that saw improved frequencies – especially off peak. We don’t yet know the impact the most recent change have made however the earlier changes have shown the sparks effect in action in Auckland with those two lines seeing massive growth compared to last year – in the case of Manukau patronage is up 50% on the same time last year.
The fantastic news about the electrification story is that the biggest impact is yet to come which will happen the Southern and Western lines go electric by the middle of next year.
After years of delays and issues, integrated ticketing was finally rolled out to all PT services meaning you can now use a single card to pay for any trip across Auckland, regardless of who operates it. That is especially useful for anyone who has multiple options for which service they catch or those who catch transfer between services. It’s hard to say for sure but integrated ticketing is likely to behind some of the spectacular growth we’ve seen this year as from memory, internationally it’s been credited with patronage increases of around 7%.
As with electrification the best is yet to come and in 2015 we will hear more about the real game changer of Integrated Fares. That should simplify the fare structure significantly and mean you pay a single fare for your trip regardless of how many services you catch to get to your destination. It makes transferring much much easier and is needed for the New Network to work. From what I understand Integrated Fares requires some significant changes the HOP system and as such is not likely to roll out till around this time next year so it won’t really start having an impact till 2016. In the meantime Auckland Transport have already started making some positive changes including increasing the HOP discount in July that meant if you were using a HOP card then for most trips (except ferries) fares actually got cheaper.
Other than the two key projects above there’s been a lot of improvement in the PT space. Here are some of the other things we’ve seen this year.
Patronage has grown very strongly this year and has been one of the best years we’ve seen. We’re obviously still waiting for the results for December however for the 12 months to the end of November patronage has increased by 5.685 million (8.2%) to be over 75 million trips. Within that the star performers have been the Rapid Transit Network which is made up of the rail network and the Northern Express which combined have grown by 17% (2.166 million) compared to the same time last year. 2.166 million trips. On the rail network Auckland achieved two milestones at the same time with patronage surpassing Wellington for the first time and also passing the 12 million trips mark. That occurred only occurred in September however growth has been so strong it’s possible we will pass 12.5 million in December. However the regular bus network hasn’t been standing still either with that seeing a 7% increase (3.485 million). By mode the changes are:
- Bus – 3.817 million (7.1%)
- Train – 1.835 million (17.8%)
- Ferry – 32,900 (0.6%)
Down in Wellington patronage has had a spurt of growth for the first time in a while with the total number of trips rising above 36 million for the first time.
This year for the first time in Auckland Transport’s four year history we saw them implement a new bus lane. It occurred on Fanshawe St after a great post from Luke highlighting why it was needed and while small has made a big difference to buses leaving the city towards the North Shore.
In November we learned of a lot more bus lanes that Auckland is planning over the next three years which should really help improve the customer experience for bus users and improve operational efficiency.
City Rail Link
It feels like news has been relatively quiet on the CRL this year although the project has definitely moved forward. Earlier this year the project received approval from the independent commissioners which means for the first time in the projects 90+ year history there is a designation in place. Some groups are challenging that aspects consent and they should be heard by the environment court in the first half of 2015 however that is unlikely to stop the whole project.
In the meantime Auckland Transport have been moving forward with the project and the first section – the enabling works which will see the tunnel dug from Britomart to Wyndham St – should kick off by the end of 2015. AT have already put out a tender for the works and that should be awarded in the next few months. Positively, while the council and government still debate over when to provide funding, it seems everyone is in agreement that the enabling works should kick off now as they are needed for Precinct Properties to build their redevelopment of the Downtown Mall site.
Perhaps the biggest news about the CRL was that AT have dropped the Newton station in favour of an upgraded Mt Eden station.
Just a few weeks ago AT launched a new brand for PT called AT Metro and to accompany it all buses will eventually have a unified livery rather than each operator having their own brand.
Three more consultations for the New Network occurred in 2014 following the South Auckland network in 2013. This year there were Hibiscus Coast/Warkworth, Pukekohe and Waiuku and West Auckland. One major issue that has emerged with the new network though is the lack of progress on interchanges with the West Auckland network suffering the most from this.
The first stage of AMETI which will eventually see a busway from Panmure all the way to Pakuranga and then Botany was completed at the beginning of the year with the opening of the new Panmure station and interchange. It is already having a significant impact with patronage at the station up as much as 100% in some months compared to 2013 and that is only likely to continue as more improvements are made.
The Manukau station opened back in 2012 however since then it has been a bit hidden away thanks to the construction of the MIT campus that sits above it – which was subject to delays thanks to the collapse of the construction company building it. Those issues are now over and in June the MIT campus opened providing a spectacular entrance to the station.
So what did I miss?
The big news that the Council will be pushing back its preferred start date for the main part of the City Rail Link was not a huge surprise – aside from the enabling works the project’s probably not practically ready to start so quickly, even if funding support was available from Central Government (which it’s not). However, this is hardly a “win” on any account, as reduced spending on CRL in the next few years doesn’t free up money for other projects – as we stressed last month. This is because CRL doesn’t have an impact on rates until it opens, and it apparently is the level of rates income that constrains the transport budget.
So what does the rest of the transport budget look like? Looking at the details, the result is quite a mess, particularly during the first five years. This will become a core part of the big LTP question around whether the public wants a much larger transport programme and if so, how we’d prefer to pay for it (rates & fuel tax increases or a motorway toll). Hidden away at page 252 and 253 of the November Budget Committee agenda (27MB PDF) is the 10 year transport programme (although this is from before yesterday’s decision to delay the CRL):
This reflects the list of projects “above the line” in Auckland Transport’s ranking of all projects and reflect’s what’s possible in the “Basic Transport Network”. I don’t have a huge concern about the project list itself, although there are a few pretty low value things in there like Mill Road. The issue is more about the timing and sequencing of the programme – especially in the first few years.
You’ll see a number of important projects in there that are based around supporting the new public transport network that Auckland Transport are implementing over the next few years. Projects like the Otahuhu, Te Atatu and Manukau interchanges. Or the necessary improvements to Wellesley Street so it can cope with becoming the main east-west bus route across the city centre. The big problem is that these projects don’t appear to be funded until 2021 or in some cases (like Wellesley Street) even later:
This is a pretty insane situation, especially for projects like the Otahuhu interchange which is utterly fundamental to any implementation of the new PT network in the south. AT have started on the project but it seems they only have enough money for early works and design. The other big issue is the walking and cycling programme – which appears to be the line item “W+C Programme Risk Management”, that doesn’t have any funding at all for the first five years of the budget period.
The numbers at the bottom of the table above tell a rather strange and difficult to understand story about the total amount of funding available for transport over each of the next 10 years, jumping all over the place from a low of $453 million in the 15/16 year up to a whopping $978 million in 20/21 before dropping back down again significantly. The CRL numbers will change a bit, but remember not the rest of the programme.
But even within the funding envelope available, it seems that Auckland Transport has made some strange decisions around the timing of projects. Why is Albany Highway such an extremely high priority that it sucks up nearly $40 million in the first couple of years? Why is there no funding for AMETI, then one year of funding, then no funding again? Some of the project costs raise questions too – how does a Te Atatu bus interchange cost $46 million? How can a Wynyard interchange cost $25 million and a Downtown one $24 million when a Learning Quarter interchange only costs $8 million? Should we really be spending $171 million on the Reeves Road flyover?
There seems to be an expectation that the “Basic Transport Network” is just an academic exercise, with the public supposedly hugely in favour of the motorway tolls scheme (or higher rates and fuel taxes) that will “save the day”. I’m a bit sceptical about this – the government has not greeted the tolls scheme warmly and the public seem to be screaming even about the proposed 3.5% rates increase. We could very well be stuck with the Basic Transport Network for the foreseeable future, which means it needs a hell of a lot of work to ensure the new public transport network doesn’t fail, to ensure momentum on the walking and cycling programme is not lost and to finally make some tough decisions around whether we should be spending $143 million on Mill Road, $171 million on the Reeves Road flyover or $135 million on the East West Connections project.
The currently proposed budget is just a sticky mess that seems almost designed to fail.
Auckland Transport have released this new video for AMETI
I really think AT have got the messaging and tone right with this video which is nice to see. Also I really like that they talk about the poor situation currently for buses meaning they aren’t a good option and how that is a key reason for low use of public transport in the East. Even better is AT picking up on the terminology of providing congestion free choices when talking about the busway improvements that will eventually link Panmure to Botany.
As far as I understand, one part that isn’t quite right is the suggestion that the South-eastern busway will carry more people than the Northern Busway. It is true when comparing patronage on the Northern Express however the Northern Busway also carries a large number of other buses that boost patronage on it substantially. Still the South-eastern busway will be a very good addition once built.
The Auckland Transport board meet today and other than the outstanding patronage results, here are the other items on the on the agenda or in the public reports of note. Firstly the closed session which once again contains quite a few interesting topics including:
- Newmarket Crossing – This is the Sarawia St level crossing issue.
- Penlink Designation – AT have been looking to make changes to the existing designation to Penlink although hopefully this doesn’t mean it is moving any closer to actually being built.
- CCFAS2 – AT are being very secretive about just what the second CCFAS is looking at.
- Integrated Fares Business Case
- Amendments to Statement of Intent 2014-17 – perhaps they’re correcting for the really low rail patronage targets.
- Parking Consultation Analysis – the feedback from the draft parking strategy consultation a few months ago.
- CBD/West Transport – I’m not sure what this is about but I was told it is confidential as involves property acquisitions (or the potential for them).
On to the items that are in the public session. From the board report:
AT are responsible for developing a region wide wayfinding system. Some of it has started to appear and they say the next stage will see precinct specific signage go through user testing and stakeholder feedback in January and February next year.
Construction of the Wolverton to Maioro cycle route will happen over the year end school holidays
AT say after reviewing feedback to the consultation on cycling routes through Wynyard they are now looking at alternative options. You may recall these are the cycling routes that many of the local marine businesses complained about claiming the loss of parking would destroy their businesses despite them having off street parking and the on-street parks being empty a large amount of the time.
AT are still working on the new Otahuhu Bus-Train interchange however they seem to be getting more vague about when it will be completed. This is important as the roll out of new network for South Auckland is reliant on the completion of this interchange and when announced at the end of last year was planned for mid-2015. In August they said the bus portion was targeted for completion in July 2015 with the rail upgrade completed by the December 2015. In September they said the target for completion was by the end September 2015 although this wasn’t specific to modes like August was. Now they are saying the interchange is scheduled for completion in the last quarter of 2015 and aligned to the new network. This suggests a delay both for the interchange and for the bus network rollout.
There are now 29 of a total 57 EMU’s now in Auckland with 24 unit’s with provisional acceptance (up from 20 in the September report). They say two more are due to arrive in November and another seven in December. Regular train users will have seen the EMUs start to be stabled at the old Auckland Railway station as Wiri only has the capacity to store 28 trains.
Strand Stabling Yard now in use, photo by Jonty
There is more detail about the upcoming timetable change which will be the first major one for a number of years. It will come in on the 8th December and as we found out last month all services from Pukekohe or Papakura will go via Newmarket and all services from Manukau will be via Glen Innes. The services on the Manukau line will increase to 10 minute frequencies and should also hopefully include some longer trains. Now AT are also stating that weekend trains to Onehunga will also see improvement moving to a 30 minute frequency (it would be good if they did 30 minute frequencies on weekdays too). Early testing of electric trains on the Western line has also commenced after Kiwirail finally finished in September, over a year late.
The first stage of AMETI is now effectively complete. The new road parallel to the rail line and which includes a 220m tunnel next to the station, named Te Horeta Rd, opens to traffic this Sunday 2nd November and there’s a public open day on Saturday 1st from 11am to 3pm. A separate paper to the board shows some before and after photos. AT say there is still expected to be some minor works on the project till early next year and that the final cost for this stage is expected to be $212 million compared to the project budget of $239 million. Here is a video from AT of the road.
HOP use as a percentage of all trips remained at 71% after jumping strongly in July and August following the change in fares from early July despite AT selling 15,000 new ones in September. AT say that now almost 420,000 have been sold with around 56% of them registered. The exact figures aren’t clear but it appears that HOP use for rail and bus is approximately 79% and 69% respectively. We’re now almost two years since HOP first started rolling out so this got me thinking about how the uptake of HOP compares to similar situations overseas. Back in May 2013 AT received this report from Deloitte doing just that. In the absence of the actual data behind the graphs, I’ve manually added approximately where HOP is and as you can see the result looks pretty good. I would suggest to AT staff that they might want to highlight this fact.
In a good move AT now have an agreement in place with Budgetary Agencies which allows them to give out a free HOP card as part of the assistance they give to clients.
Auckland Transport announced yesterday that $21 million had been approved, $11 million of which from the NZTA, to design the first stage in the AMETI busway which will run between Panmure and Pakuranga. A later stage will run from Pakuranga to Botany.
Funding has been approved to further develop plans for the South Eastern Busway from Panmure Station to Pakuranga.
The NZ Transport Agency has approved design funding of $20.9m, with it subsidising $11m, for the Panmure to Pakuranga section of the Auckland Manukau Eastern Transport Initiative (AMETI).
It will be the next stage after the current work in Panmure, which comprised the new Panmure Station and a new link road between Mt Wellington Highway and Morrin Rd.
Proposed Panmure to Pakuranga projects also include the Reeves Rd flyover in Pakuranga, replacing Panmure roundabout with an intersection with traffic lights, a second Panmure Bridge for the busway and a shared cycle/foot path.
Auckland Transport aims to begin construction in 2017, subject to approval of construction funding and consents.
Auckland Transport Chairman Dr Lester Levy says the popular Panmure Station and a new road, due to open soon, are just the start of major transport improvements for the area. “With the first stage in Panmure almost complete and delivering benefits already, we’re looking forward to the next stage. This funding will allow us to further develop the design of the busway and other major transport projects.
“Public transport is currently a poor option because buses get caught in the same congestion as cars, resulting in long travel times. Large numbers of passengers are expected to be attracted by quicker, frequent and more reliable buses on lanes separate to traffic.
“Buses will run every 5-10 minutes most of the day and travel times will be reliable. It will take about 27 minutes to get between Pakuranga and Britomart by bus and train, about 8 minutes quicker than currently. There will be bigger time savings when the busway is extended to Botany in the future. Together, the AMETI projects are aimed at improving people’s transport choices and better connecting the south eastern suburbs to each other and the rest of Auckland.”
The Transport Agency’s Regional Manager of Planning and Investment, Peter Casey, says support for Auckland projects like AMETI are a high priority for the Transport Agency. “AMETI ticks a lot of boxes for us in a very busy area of Auckland where there’s strong economic and population growth. Supporting Auckland Transport’s upgrades of a whole range of transport choices will improve safety, and make the time it takes to travel between destinations a lot more reliable for people.”
Mr Casey says the Transport Agency will contribute just over a 50% share of the total cost of AMETI – funding that comes from revenue gathered by the agency from the excise duty on fuel, road user charges and vehicle registration fees and is then reinvested in transport projects.
Auckland Transport will continue to consult with residents, businesses and the community in the project area before applying for a land designation in the second quarter of 2015. This would be followed by a publicly notified hearing.
So as a summary the design covers
- Replacing Panmure roundabout with an intersection with traffic lights and more direct pedestrian crossings
- Panmure to Pakuranga busway on lanes separate to traffic congestion
- Panmure to Pakuranga shared cycle/foot path separate to traffic
- Direct connection from Pakuranga Rd to Pakuranga Highway via Reeves Rd
- Pakuranga bus station
- Second Panmure Bridge for busway and shared path
Here’s an earlier image of how Lagoon Dr will look once completed.
It will be fantastic once this has been completed as the South East is so woefully under served by public transport and is the most car dependant area in all of Auckland as a result. The other thing is even with the services that exist we’re already hearing stories of huge numbers of people transferring of buses and on to trains. This trend will continue to grow with the new network and once the busway is built will be happening in huge numbers.
Auckland Transport officially opened the new Panmure transport interchange today. Here’s the press release:
Panmure’s new transport interchange will make life a lot easier for commuters with the walking time between buses and trains now taking less than a minute.
The new bus and train station has been opened today by Mayor Len Brown and Associate Transport Minister, Michael Woodhouse.
“This will be the gateway to Auckland’s newest high frequency busway and is a significant step towards better transport connections for Auckland’s eastern suburbs,” says Mr Brown.
“Our new fast, efficient electric trains start scheduled services within the next few months and I can’t wait to be on the first service to Panmure in August.
“And I know everybody in the east is waiting for the new busway with real anticipation. They’ve been waiting for better public transport links with the rest of Auckland for way too long.”
The $17.5 million interchange allows easy and direct transfers between rail and bus, benefiting those living and working in the area as well as those who travel through Panmure as part of their daily commute.
Associate Minister of Transport, Hon Michael Woodhouse says the opening of the new Panmure Station is an exciting milestone for the first phase of AMETI and builds on extensive Government and Auckland Council investment in the rail network.
“The Government is committed to ongoing improvements to Auckland’s transport network, and addressing issues in the AMETI area is a key focus.”
The interchange is part of the Auckland Manukau Eastern Transport Initiative (AMETI) and its completion marks the first stage of the Southeastern Busway between Panmure, Pakuranga and Botany. The next stage will see the creation of the busway lanes along Lagoon Drive and Pakuranga Road to a new bus station at Pakuranga town centre.
The busway will offer passengers faster and more reliable travel times by freeing buses from traffic congestion. It will better connect people in the area to trains to the city and the south.
Auckland Transport’s Chief Executive Dr David Warburton says the new interchange will become an important transport hub for Auckland and is a significant step towards improving Auckland’s public transport system.
“This is a good example of the progress we’re making in terms of connectivity and faster travel times” says Dr Warburton. “The interchange layout is designed for easy transfers which is also enhanced by the new AT HOP card allowing people to travel seamlessly between public transport modes and operators.”
The NZ Transport Agency is investing $152m in the total AMETI investment to 2015 of $290m, and as a co-funder of the project it says the Panmure Transport Interchange is an example of its strategy to give people with more travel choices.
“A great facility like this is one part of a much bigger transport picture for Auckland,” says the Transport Agency’s Regional Manager for Planning and Investment, Peter Casey. “Encouraging greater use of public transport – and other facilities for those who walk and cycle – provides more travel options and helps ease congestion on our busy motorways and roads so that journeys for people and freight become safer and more reliable.
Mr Casey says the Prime Minister last year identified AMETI as part of the Government’s programme of transport projects to be accelerated in Auckland.
“The Transport Agency invests hundreds of millions of transport dollars in Auckland and this new interchange and the AMETI project as a whole is a great example of where we team up to work co-operatively and successfully with Auckland Transport and Auckland Council to grow infrastructure that is a key to the city’s growth. “
Panmure is currently one of the busiest rail stations in the region with approximately 1700 passengers per day. It has grown rapidly since 2003 when it was used by less than 100 passengers per day.
Features include a new central pedestrian plaza linking both sides of the rail tracks, two lifts, escalators to both platforms and four sets of stairs at the main access points. Ticket machines have been installed on both platforms with a staffed ticket office on the ground floor.
AMETI is Auckland Transport’s largest construction project which on completion will see the delivery of the first major infrastructure in the area for a number of years. This major project will see an integrated approach to improving transport- with work on roads, public transport, walking and cycling infrastructure.
The next stage of the project will unlock further benefits for transport in the area once the Panmure roundabout is removed and a busway from Panmure to Pakuranga town centre is built.
The NZ Transport Agency and Auckland Council are major funders of AMETI.
I went along to see how the station was looking – and it was looking really good, far better than the earlier renders.
The main entrance to the station, the busway stations are just to the right of the image.
The station building from down on the platforms.
I like how wide the citybound platform is, clearly designed with the expectation that lots of people will be using it which is nice to see.
Inside the station the wood panelling you can see on the outside is carried through. I quite liked the artwork on the ceiling. The area inside was also quite spacious.
Soon buses will start using this dedicated piece of busway and these stops. The shelters weren’t quite finished but I’m sure they will be soon.
Lastly there were a couple of empty sites alongside the station like this one that were previously being used for construction yards. They would made great sites for some apartment buildings with ground floor retail (Unitary Plan allows for up to 6 storeys subject to view shafts of the mountain).
All up the station is an excellent addition to the network and the number of people passing through it should really take off once integrated fares and the new bus network is in place.
Note from Matt L: Please welcome Luke to the TransportBlog team. He has been a long time reader and commentator of the blog. He is half way through a Masters of Urban Planning Degree at Auckland University, and is also the Auckland Policy Director for Generation Zero.
As we have previously highlighted work is ongoing around Panmure as part of the first major stage of the AMETI project.
Panmure is an important node on the future frequent network as it links buses from Eastern Suburbs such as Pakuranga and beyond into the rail network.
The Howick and Eastern buses are timetabled at about 40 minutes from Panmure, while the trains take 20 minutes. This new interchange will allow very easy interchange between rail and bus, and this may mean that passengers bound for Britomart from the East will find it best to transfer to train if they are headed for the Britomart part of town. This will give further capacity to the buses down the line for passengers from Ellerslie – Panmure Highway and Great South Road.
This interchange also includes the first part of the Eastern Busway, which is planned to extend to Pakuranga by 2020, and Botany by 2030. Of course as part of the Congestion Free Network we would really like to see this fast-tracked, and generally complete by 2020.
Substantial progress has now been made on the new Panmure Station and Bus Interchange. I must say it looks very impressive and will allow the easiest rail-bus interchanges in Auckland, with the bus interchange being right on top of the station.
Panmure Station and Interchange from the slopes of Maungarei/Mount Wellington. This shows the relation to the Panmure town centre, the roundabout (soon to be removed), and the new roading connections around the station.
Interchange building from opposite side of Ellerslie-Panmure Highway. Note the white bus shelters to the right of the photo.
Close up of interchange building from the future busway. The lifts inside are already in use as disabled access. Managed a quick look inside and must say looks very impressive.
The project website does not give an update as to when this interchange will open, however I suspect it be in January, soon after the summer shut down. Should see a big boost to Panmure station patronage as a result, as well as helping renewal of this part of town.
A couple of months ago the government finally announced that they would support the City Rail Link, albeit with a later start date than the council are pushing for. A few days later they then went on to announce a massive road building binge including upgrades/additions to the areas around the interchange of SH1 and SH18, the Southern motorway south of Manukau and SH20A to the airport. Along with this they also agreed on major support for the AMETI project and the East West Link while pushing ahead with designation for an additional harbour crossing.
In each of the roading projects – perhaps with the exception of another harbour crossing – we feel that there are probably some key parts that are worthwhile while other bits that seem over the top. What we definitely don’t agree on is the suggestion that these projects will be moved ahead of the CRL which gives the package the definite feel of an asphaltaholic statement of “just one more road project then we can quit and build the PT”. Of course for these asphalt junkies there is always just one more road that needs to be built first.
One area where the government have been light on details is what the actual costs and benefits of each project are. Well looking through the parliaments questions for written answer section I found the questions from Julie Anne Genter asking about the costs and benefits of the various projects. The answers from Gerry Brownlee are help to shed a bit more light, and concern on the projects.
First the costs.
I have been advised that the most recent cost estimates for the named projects are as follows.
- Auckland City Rail Link – $2.86 billion. This figure is the revised number Auckland Council and Auckland Transport are now using for the project, and includes the additional rolling stock and track upgrades on the wider rail network needed to implement the project.
- Second Waitemata Harbour crossing – $4.7 billion for a tunnel crossing.
- Auckland Manukau Eastern Transport Initiative (AMETI) – $1.5 billion.
- East-West Link – indicative cost of $1 billion.
- Completing a motorway-to-motorway link between the Upper Harbour Highway and the Northern Motorway at Constellation Drive - $400 million for the current scope of works for the corridor which include:
- Upgrading State Highway 18 (Upper Harbour Highway) to motorway standard
- Motorway-to-motorway connections between State Highway 1 and State Highway 18 (both directions)
- South-facing ramps between State Highway 1 and State Highway 17 (Albany Expressway/Greville Road)
- Widening the Southern Motorway between Manukau and Papakura – the estimated cost of widening State Highway 1 between Manukau and Papakura, including a new interchange at Takanini, is $250 million.
- Upgrading State Highway 20A link to the airport to motorway standard - $110 million for the current scope of works for the corridor which include:
- Upgrading and widening of State Highway 20A
- Grade separation of Kirkbride Road.
There are a couple of interesting points in here.
- Auckland City Rail Link – It’s good to see them finally acknowledging that this isn’t just about a tunnel in the CBD but that the costs include a wider network upgrade
- East-West Link – This is much more than what was budget for in the Auckland Plan and the Integrated Transport Programme which suggested $600m. Does this suggest the thinking is for a more expensive motorway type solution like has been pushed by groups like the NZCID?
- Completing a motorway-to-motorway link between the Upper Harbour Highway and the Northern Motorway at Constellation Drive - No mention of extending the busway through this section like we thought may have been included making this piece of work appear to just be a roadfest
- Widening the Southern Motorway between Manukau and Papakura – The ITP projected this as $500m so this is half the price, still expensive though and I imagine most of it is in the Takanini interchange.
- Upgrading State Highway 20A link to the airport to motorway standard – Again this is cheaper than in the ITP which suggests $235m. I can understand the desire to grade separate Kirkbride Rd but not sure what the point of widening the road is.
Another key point is we don’t know if there are any particular details about the costs, for example we know that the CRL has had its costs inflated to the predicted year of spend but we don’t know if that has happened with the other projects. We also don’t know if the other projects have been though much more detailed costing’s like the CRL has, we know they certainly haven’t had the same level of scrutiny.
Moving on to the benefits the point above becomes even more relevant as the benefits are all listed in Net Present Value terms and that will have happened after taking into account issues like the assessment period and discount rate. This means we can’t do a straight calculation to work out the Benefit Cost Ratio (BCR). It’s worth noting that Julie Anne did ask for the BCR for the projects but was just referred to this table.
The thing that is really striking on here is the East-West link has been effectively been given a green light when its benefits have yet to be assessed. Even just last month Gerry Brownlee was suggesting a funding package for the project will being signed off soon. The whole thing has the stench of the RoNS approach all over it – agree to a project before actually working out if it is worthwhile.
Lastly regardless of what way you look at the numbers, the additional Waitemata harbour crossing project really does look like a dog. If it wasn’t being pushed by politicians (of almost all colours and ideology) then I suspect we wouldn’t even be hearing about it as the economic assessment would have buried it long ago.
While all of the physical works for AMETI are happening in Panmure at the moment, it’s the future stages that will be the most interesting as that is when a new busway is built that will connect the Panmure Train Station to the Eastern Suburbs. Auckland Transport are still working though many of the finer details however the overall idea seems to be fairly similar to what we have seen before. With that in mind I thought I would have a look at some of the new details that have come out which are primarily the result of an open day held two weeks ago. This primarily relates to what is known as Phase 2 which is the section from Panmure to Pakuranga and is shown below.
AT expect that by the end of the year they will have their preferred scheme sorted out allowing them to start the process of lodging the notice of requirement with construction likely to begin in 2015. For this post I will move south from Panmure to Pakuranga.
As you may have seen, the plan is for a busway to start at the Panmure station and head south on the Northern side of the road through a signalised intersection which would replace the Panmure Roundabout. It will then head down Lagoon Dr, still on the Northern side but one thing I wasn’t aware of is that while Lagoon Dr will be widened to accommodate the busway and a shared path, the plan is to narrow the general traffic lanes down to one each way.
Moving south there will be a new bridge built over the Tamaki River to carry the busway as well as a much improved walking and cycling path. It will remain on the northern side of the road all the way until Ti Rakau Dr and a number of the intersections from local streets will be closed. All up it should hopefully mean that buses will be able to get from Panmure to Ti Rakau Dr fairly quickly with little disruption. Further my understanding is that the council are already looking at what can be done with the left over land parcels after Auckland Transport have finished their work and that it is likely there will actually end up with more dwellings along the route than there are currently.
But it is at Pakuranga where things get interesting. Buses will have to cross Pakuranga Rd to access a new major bus station being planned for the town centre. On Campbell Live the other night we saw a design for the bus station that hadn’t been seen before. Since then Auckland Transport have uploaded the video which is below.
The station seems a fairly bit step up from what was previously suggested and one of the reasons for that is it is intended to that all buses in the area would use it whereas previously buses heading to Howick would still use stops on Pakuranga Rd forcing people transferring to cross the road. Based on the current road layout a single bus station would introduce a detour for buses heading up Pakuranga Rd towards Howick so to address that, a new bus-only link road is planned through what is currently the Pakuranga Mall carpark. In addition to the bus-only link road, a public plaza is also proposed and to compensate the owners for the lost surface parking, AT are planning on building a multi storey parking building. I’m guessing that is primarily aimed at stopping the mall owners from fighting the changes otherwise the arguments would likely drag on for years. In addition to all of this, Pakuranga Rd will be narrowed down to four lanes where it passes the town centre. Here are some maps and artists impressions of what is planned.
Of course no discussion of Pakuranga can be complete without the major piece of roading being planned in the form of the Reeves Rd Flyover. The intention is to get through traffic from the North East off Pakuranga Rd and whisked straight onto the Pakuranga Highway also avoiding the Pakruanga Highway/Reeves Rd/Ti Rakau intersection. I have also heard AT say that the grade separation is needed to get enough cars off the previously mentioned intersection to enable the busway not be substantially held up on its way south towards Botany. While the intent is understandable this flyover is going to have a massive impact the areas of the town centre surrounding it. Auckland Transport say the design could:
- potentially be a visual landmark and gateway to Pakuranga
- be an expression of art or architecture that reflects the area
However as we have seen in Wellington with the Basin Reserve Flyover, that is pretty much impossible to do (also the Basin Reserve Flyover is only two lanes whereas the Reeves Rd Flyover would be four)
All up this section is quite a mixed bag. There are some really really good aspects like the busway, much improved walking and cycling connections as well as even some reductions in the number of road lanes in places but then much of it is being used to justify the need of the flyover.