Auckland Transport Flattery

They say that imitation is the sincerest form of flattery so we were extremely flattered to see Auckland Transport today start using the images below to advertise some of the benefits of the City Rail Link.

CRL - Western Line saving

CRL - Southern Line saving

CRL - Eastern Line saving

CRL - Onehunga Line saving

I guess my biggest criticism is I think the colours are too washed out and dull, they could do with being brighter. I’d also like to see a version showing the whole network in one image and versions showing some of the new trips more easily possible with the CRL e.g. Glen Innes to Newmarket. In showing some of those new options it would be good to include the NEX too to show some of the ways the project benefits the North Shore.

At the start I mentioned thatn this was an imitation of what we’ve done before. Below is the version we and Generation Zero created last year. We had planned to do the other lines too but haven’t for lack of time.

CRL Times Western Line

Overall well done AT and let’s hope they start putting more information out about how it benefits the whole region.

Are we ready for March Madness

We’re now in March and for public transport that means one thing – March Madness. It’s called that because a number of factors combine to see usage of buses, trains surge. Those factors include but are not limited to:

  • It’s a 31 day month with normally no public holidays – next year will be a big exception with Easter falling entirely within March.
  • Decent weather still so people are less likely to be put off walking/waiting for services.
  • Universities are back and students are often keen to start the year well so attendance is likely higher.
  • There are normally no school holidays.
  • I suspect there are less people taking leave in March due to no school holidays and many having taken leave over Christmas/New Year or in January or February.
  • There are likely to be less people taking sick leave
  • More people trying out PT as a way to avoid congestion also caused by the previous points.

The surge normally starts in late Feb and runs through to at least Easter before people start settling down into more established travel patterns – which may include travelling earlier or later to avoid the worst of the peak.

From a patronage perspective March is almost always the month with the highest patronage in any given year – and May is usually second. This is shown on the graph below where March has been highlighted in red.

AKL March Madness Patronage

There are a couple of exceptions to this, on the rail network the last couple of years has seen patronage in May slightly higher than March while on the ferries January is usually the highest month as a result of more people visiting places like Devonport and Waiheke Island.

One of the problems Auckland Transport and the operators face with March Madness is that a lot of the extra trips occur at the height of the peak which is exactly where it is the hardest and most expensive to add new services. This is one of the reasons why it’s so important that AT put a lot of effort into making the buses we have go faster by:

  • Reducing dwell times:
    • getting more people on HOP – it’s not uncommon to see 5 or more people be able to board with HOP in the same time it takes someone paying by cash.
    • in some places possibly allowing rear door boarding – currently the only place I’m aware that this happens on the NEX at Britomart in the afternoons.
    • encouraging bus operators to buy buses with larger doors – and bigger buses in general.
  • Getting buses out of congestion and therefore moving quicker with more bus lanes and other bus priority measures.

Speeding up buses means that the same number of them can deliver more services for no extra cost. That’s good for passengers and for city as it means we’re spending money more efficiently and getting better outcomes.

I personally think we’re in for a huge month for patronage. The last few weeks in particular have been extremely busy on almost all services I’ve caught – much more so than I can remember seeing before. For example even the buses I use which travel opposite to the peak direction have been standing room only while on some parts of the rail network the new electric trains are driving huge growth.

On top of the factors driving growth in PT, just due to the way the calendar falls this year it means there’s an extra business day means the total results should be even better. Below are a couple of images hopefully highlighting just how busy services have been of late.

This Northern Express bus heading to the city in the afternoon was so full that a number of people (myself included) couldn’t get on. Another one two minutes later was almost as full.

NEX Full

A frequent sight on morning buses to Takapuna and afternoon buses to the city

Takapuna Bus full

A regular sight in the afternoons with the queue for the Northern Express to the North Shore. It extends behind where I took the photo too.

NEX Queues Britomart

A different day and different angle but there were two queues, one back to Customs St and the other around to the right

NEX Queues Britomart 2

Trains leaving Britomart on the Western line are packed before even reaching Newmarket and Grafton where a large number of additional passengers try to get on.

Packed Train Leaving Britomart

And another one from twitter

From Patrick yesterday, the Airport Express was standing room only after only one terminal meaning a long trip to town for those on their feet.

So anyone want to take some guesses on how many PT trips there’ll be this month? As a comparison in 2014 there were just over 7.3 million with it broken down as per below.

  • Rail – 1,174,588
  • Northern Express – 262,431
  • Other Bus – 5,374,783
  • Ferry – 494,123

Given the growth we’ve been seeing in recent months a 10% increase seems entirely possible and that could see us reach over 8 million trips in the month.

New Red Light Cameras now live

Auckland Transport have announced that five more red light camera sites are now in operation.

Red Light Camera 1

Five new Red Light Camera sites have gone live in Auckland.

Auckland Transport selected the sites on the basis of NZ Transport Agency analysis, which identified intersections where red light cameras would likely enhance road safety.

The sites are part of wider programmes to encourage safer driving. Auckland Transport initiated a “Red Means Stop” education and enforcement campaign supported by the Police, and a follow up campaign is now in force.

In addition to Auckland Transport’s Red Light Camera sites, Police are preparing to run two digital, dual function cameras capable of recording vehicles that run red lights and/or speed through intersections. Infrastructure has been installed and they are currently going through a period of rigorous testing.

“Red light running is an issue of great concern in Auckland,” says Karen Hay, Community and Road Safety Manager at Auckland Transport. “We are pleased to be working with Police and our road safety partners on this initiative to both educate road users and enforce dangerous driving behaviours. We all need to take care at intersections to reduce the risk of someone getting killed or seriously injured. ”

The cameras are located

Intersection Owner Infrastructure installation Camera in trial mode Camera in enforcement mode
Auckland CBD – Halsey Street & Fanshawe Street Auckland Transport December 2014 December 2014 20 February 2015
Avondale – Ash Street & Rosebank Road Auckland Transport December 2014 December 2014 20 February 2015
Pakuranga – Pigeon Mountain & Pakuranga Road Auckland Transport December 2014 December 2014 20 February 2015
East Tamaki – Te Irirangi Drive & Smales Road Auckland Transport December 2014 December 2014 20 February 2015
East Tamaki – Chapel Road & Stancombe Road Auckland Transport December 2014 December 2014 20 February 2015
Lambie Drive Interchange (east-bound off-ramp) Police December 2014 January 2015 2015
Botany – Te Irirangi & Tī Rakau Drives Police December 2014 January 2015 2015

This will hopefully help to make these intersections (and others) safer.

New and improved bus services for Stonefields and Glenfield/Beach Haven

This week Auckland Transport have made a number of changes to bus routes including introducing a new service.

The major changes are on the North Shore with Birkenhead Bus services where the changes came into effect on Sunday. Key changes include additional trips and changed timetables that mean there will be services down Onewa Rd at least every 15 minutes all day, seven days a week. During most of the day on weekdays, frequencies would be even higher. After the Highbury shops where the Glenfield Rd and Beach Haven services diverge there are at least 30 minute services all day every day. In addition to the frequency improvements some services from the city also now operate later into the night.

These changes are good as it means a large part of the North Shore should see significantly improved services and effectively can be seen as a precursor to the New Network. We’ve seen in other places where frequencies have been improved – even if just through fixing existing timetables – that patronage often jumps considerably.

Beach Haven Bus Changes

The bus routes serving Beach Haven



Perhaps unsurprisingly there appeared to be a few hiccups yesterday however I would hope they should settle down – although full buses are likely to be an ongoing issue (and not just on these routes).

The other key change was a new service serving the Stonefields Area. The 632 Stonefields Loop bus travels between Glen Innes and Stonefields every 20 minutes from 6am to 7pm, Monday to Friday. That frequency ties in nicely with the current train timetable which runs every 10 minutes during the morning and afternoon peaks and every 20 minutes off peak.

It will start at Taniwha St before going anti-clockwise along Merton Rd, College Rd, Bluegrey Ave, Tephra Boulevard, Stonefields Ave and Morrin Rd before getting back to the train station on Apirana Ave

Stonefields Loop

It’s good to see Auckland Transport trying connecting services like this one who’s only real goal is to feed the rail network. One surprising aspect about it though is that it will be run by Howick and Eastern who obviously had the better tender. The reason it’s odd is that NZ Bus runs most – if not all bus services in the area and has a bus depot very close by (just at bottom of the image).

Hopefully both of these services will be a success. We’ll try and keep a close eye on what impacts the changes have.

New details on ATs Light Rail plans

A presentation from Auckland Transport to the council provides us with a lot more detail about what they’re proposing with Light Rail and how it complements the CRL rather than competes with it.

We’ve covered some of these aspects in other posts before but it’s worth highlighting some of them again. Public transport has been increasing rapidly in the last decade as improvements have been made. This is most evident in the City Centre where since 2001 use of PT has accounted for all the growth in trips to the area – car use actually declined slightly.

CBD Transport Change

There is also a lot more growth that is expected to occur in the area that will drive more travel demand. The City Centre Future Access Study found a combination of the City Rail Link and on street buses was the best way to improve access however more work was needed on the bus aspects. In the presentation AT say:

  • Access crisis into the city centre by 2021 with medium population growth and despite completion of all (pre-CRL) planned transport improvements.
  • Auckland’s growth will outstrip its road capacity and maximising rail is an essential part of an integrated access solution
  • Bus-only investment will meet demand for only a few years and require significant land take for priority lanes and depots

The pre CRL planned improvements includes projects like Rail Electrification, The New Network and bus lane improvements.

As mentioned above a serious issue that AT are finding is that there’s simply not enough room on city streets or in key terminus locations to handle the number of buses that will be needed. AT say more of the same means bumper to bumper cars will be replaced by wall to wall buses. They started the CCFAS 2 project to look at how to address this and the objectives were:

  • Significantly contribute to lifting and shaping Auckland’s economic growth
  • Improve the efficiency and resilience of the transport network of inner Auckland and the city centre
  • Improve transport access into and around the city centre to address current problems and for a rapidly growing Auckland
  • Provide a sustainable transport solution that minimises environmental impacts
  • Contribute positively to a liveable, vibrant and safe city
  • Optimise the potential to implement a feasible solution

CCFAS 2 looked at and included a range of improvements that could be made including double deckers/bendy buses. They say the focus was on was on corridors with significant patronage and/or connections to significant land use. They also say that there was no solution to city centre road congestion identified that doesn’t involve light rail.

In the image below the top graph suggests terminal capacity starts to be exceeded around 2023 and the corridor capacities around 2035. The busiest corridors are the ones from areas not served by the CRL which means the North Shore and the Central Isthmus. I assume the lower graph shows what it would look like with light rail implemented. If I’m reading it right, it suggests AT are looking to have light rail rolled out to Dominion Rd by around 2021, Sandringham Rd around 2023, Manukau Rd in 2032 and Mt Eden Rd 2037.

City Centre Bus Capacity

One of the big advantages of light rail is that it can be much easier and more space efficient to turn a vehicle around.

With the CRL sorting out the constraints on the rail network the map below shows how Light Rail would integrate with other parts of the PT network. I assume the dotted lines are future potential high quality routes and major feeders to the RTN and LRT networks.


The map below indicates how light rail might work in the city centre along with the other buses that will still be there. This also highlights how they would access the Wynyard Quarter meaning that rather than a bridge across the Viaduct it would go via Fanshawe St, presumably sharing a corridor with buses. It also shows that the routes would operate as two pairs, Dominion Rd and Sandringham Rd would join together and travel down Queen St while Mt Eden Rd and Manukau Rd would use Symonds St.

Future City Centre Network

Lastly they list some of the features and benefits of light rail over other options.

LRT Features - Benefits

At this stage there has still not been any further information on just how AT plan to pay for the project.

A Look inside the CRL stations

A presentation from Auckland Transport to the council gives us an update on the CRL glimpse inside the stations – along with more information on AT’s Light Rail plans which I’ll discuss tomorrow.

As a quick update it notes that nearly 50 out of 70 properties needed have been purchased and that AT will start subterranean purchases this year. The already purchased properties has meant about 30,000m² are now under active management. They are also in mediation to deal with the 6 appeals to the designation that was issued early last year. Below is a timeline for what we may see – although the main works are likely pushed out now due to the council decision late last year.

CRL Timeline Feb 2015

Aotea Station

I like lots of exits from the platform are shown, I just hope the same is seen with the station itself.

Autea Station Cut Away

And this is an earlier image of the station we saw.

Grimshaw Aotea Station - changed version

Karangahape Station

The first image comes from another document recently (can’t remember which one off the top of my head). It shows how people would access the station which will be a long way down.

K Rd Station

The second image shows a cut away of the proposed entrance from Mercury Lane.

K Rd - Mercury Lane Entrance Cut Away

It would be great to see some more detailed images of just what’s planned for these stations.

Pohutukawa Saved

The roller-coaster ride that has been the fate of the six Pohutukawa at the St Lukes intersection came to a head yesterday at the Auckland Transport board meeting where a decision needed to be made one way or the other on their fate. Given the history, both of the trees themselves and of the process we’ve seen it’s understandable that this had become quite an emotional issue for many people. We’ve written a lot about the saga over the past months including:

St Lukes Rd interchange to get bigger

Have your say the St Lukes Pohutukawa Trees

Of Experts, Damned Lies, and Pohutukawa

Why the “Pohutukawa 6″ has got people so passionate

On engineers, politicians, and pohutukawas

AT digging in over Pohutukawa Six

Too High a Cost.

Many who supported the trees turned up at the meeting packing out the room. I wasn’t there myself but I’m certain it’s a sight that not many of the board directors had seen before as these meetings are usually devoid of public in attendance. In fact I even believe there were people who had been denied entry as the room was too full. There was also a sense of irony in that the meeting was held in the NZTAs offices where the meeting rooms are named after trees – the board meeting was in the Kauri room.

Only two people had been allowed speaking rights at the meeting, Shale Chambers – the chair of the Waitemata Local Board and Jolisa Gracewood who has led the campaign to save the trees. Jolisa delivered a wonderful speech which you can read after the break if you want to. Auckland Transport staff maintained the line that they had looked at a number of other options and that this was the only feasible one. Of course this isn’t surprising as if AT had planned on changing their mind they would have done it before it reached this point. St Lukes Interchange Plan After going into a closed session to discuss the matter and they emerged just over an hour later with the fantastic news that they had voted by unanimous decision to keep the trees and send staff back to the drawing board. Poignantly AT Chairman Dr Lester Levy stressed that Public and Active transport users were not served well by the proposed design.

This is a fantastic outcome and well done to all who have helped retain the trees but especially to Jolisa who has put a lot of effort in to this cause. 

I’d also like to say well done to the Auckland Transport Board who have shown they are prepared to listen to the public and show leadership on critical issues. With this sort of attitude it’s perhaps no surprise that we’ve been seeing some great direction coming out of the organisation recently. AT can add the St Lukes decision to their growing list of impressive accomplishments that includes:

  • the installation of more bus lanes
  • bringing forward the AMETI busway by deferring the Reeves Rd flyover
  • investigating light rail in the central isthmus to combat bus congestion in the city

Perhaps more critically while this fight was about saving these trees it was always about much more than them. It was really a question about how we want our city to develop. For decades and particularly through this area we’ve handed over large swathes of land solely for the movement of cars and larger and larger intersections. Fights such as this or the Respect our Community one against an East-West Link ploughing through Mangere represent Aucklanders no longer accepting the sacrificing of our city to the unquestioned movement of cars. That can only be positive for how our city develops in the future.

There are still a few questions that remain about this project including:

  • Where has Len Brown been in all of this, his silence has been notable despite many people encouraging him to get involved
  • Why did Auckland Transport staff dig in so much and let it get this far – were there too many egos at play
  • Just what alternatives have been looked at and when will AT talk more about them
  • How much of the desire for this outcome stem from the NZTA who likely have much more say of this area than in other local road projects due to the spread out nature of the interchange.

Once again well done to all those who fought against this plan and click on to see Jolisa’s speech.

Continue reading Pohutukawa Saved

Too High a Cost.

AT are doing some very very good things at the moment, they are showing leadership and courage to make rational but bold decisions.  Like dropping the Reeves Rd fly-over in favour of a BRT solution, creatively investigating ways to bring modern light rail to over-crowded bus routes, and quickly rolling out long overdue bus lanes on arterials. These are all fantastic and are signs of a nimble and lively institution, one that is responding to a changing world with a changed response. One that is resisting the natural tendency of public agencies to just roll on doing the same as before and not risk trouble. I applaud this and the hard working and dedicated individuals who are carrying out.

But at the same time, at least at the time of writing, AT has lost its way on Great North Road. So why have they got it so wrong here?

Looking at that first list we can see what all these issues have in common; they are all discretely transport issues; as you’d expect this is AT’s core competency. BRT versus a traffic flyover in Pakuranga? This is a debate between competing transport projects, each can be costed and outcomes evaluated. Analysing whether more buses will be able to deal with the demand on Isthmus and City routes or whether a higher capacity technology may be needed? Again this is problem of spatial geometry, vehicle size, route speed, likely passenger volumes, boarding times, vehicle dimensions etc. All the kinds of things a transport organisation ought to excel in, and that AT increasingly shows it does.

St Lukes Interchange Plan

But in examining the widening of Great North Road as if it only has transport outcomes they are showing the limits of this competency. That ‘place value’ just doesn’t compute is shown by the bewildering array of excuses being rolled out by AT to justify an act they clearly consider trivial: The removal of the six 80 year old Pohutukawa. First was an attempt to blame the need for killing these trees on improved cycling and public transport amenity in order to ‘bring long-term environmental benefits':

We regret that the trees will be lost but a major benefit is that they will make way for cycle lanes to the motorway overbridge and for an extended bus lane and bus priority measures in Great North Road.

Making travel by cycle and bus more efficient and convenient is consistent with Auckland Transport’s drive to encourage the use of public transport. This will bring long-term environmental benefits as more people choose alternative modes of transport, to the car.

This is to draw an extraordinarily long bow. There are no ‘cycle lanes to the motorway overbridge’ in the proposed plan. There is absolutely no more cycling amenity on Great North Rd than there is currently, ie a wide footpath, except the new one will have no shade nor glory from the grand Pohutukawa. There is proposed to be a slightly longer but still intermittent bus lane. And as all this takes place as part of a massive increase in traffic lanes, including a double slip lane, to say that this project is designed to ‘bring long term environmental benefits as more people choose alternative modes of transport, to the car’ is frankly, an untruth.
That statement would be justified if fully separated cycle lanes and proper Rapid Transit was at the core of the project. They are not.
Now we have a new justification, signed by the same high level AT executive, published in Metro Magazine: Cost.
Both AT and NZTA spend public money and it is our legal and moral responsibility to deliver the most objective cost-efficient solutions to the ratepayers and taxpayers that planning and engineering can devise, for the least possible cost.
Absolutely right. Cost, and value, is exactly the issue here. We all certainly want our money spent wisely by our public servants. But there are obvious problems with this assertion, first the cost is only relevant in the context of the value; a cheap thing is a waste if it is not very good. And the people of Auckland see losing the trees as too high a cost for what they propose. That AT don’t see they value of the trees how and where they are, or so discount it so, is essentially the heart of the disagreement. We understand that they have a low transport value, but AT cannot ignore values outside of their core discipline, particularly place values, as their actions have huge effects on the quality of life and place that are not captured by driver time savings, traffic flow, or PT ridership numbers. Neither AT nor NZTA can just ignore these issues and simply hide within their speciality. And nor can they claim that a couple of new trees are the same as magnificent ones that have witnessed the last 80 years at this spot.
Additionally, there is no evidence that the preferred option is less expensive in direct financial cost than say Option Six, which the peer review found to have no significantly different traffic outcomes. In fact Option Six must surely be cheaper to construct as it is one lane narrower and doesn’t involve removing the trees:
Pohutukawa Option 6
There are other issues that could be raised with this text like the bold claim the whole purpose of the Super City is to reduce congestion:
The founding premise of the Auckland super city was that the city’s congestion was costing $1 billion a year in lost productivity and this had to change.
Both this idea of the centrality of congestion busting to the whole purpose of the city and the quoting of a $1billion annual congestion cost figure show how blind AT have become to other issues of value. Other costs. Especially perhaps things that are hard to quantify. But then congestion cost itself is a very hard thing to quantify. The most recent attempt in New Zealand, published by NZTA itself [Wallis and Lupton 2013] find that the figure for Auckland is more likely in the realm of $250 million.
Wallis and Lupton 2013
But regardless of this supposed quantum it has long been understood that congestion is not solved by building more roads, that in fact while temporarily easing one route, overall this only encourages more driving and auto-dependency for a place, and ultimately worse congestion everywhere. It is, quite literally, the loosening of the belt as a ‘cure’ for obesity. It is also understood that the best outcome for all road users, the best way to combat congestion, is to invest in the alternative Rapid Transit route, particularly where none currently exists:
This relationship is one of the key mechanisms that make city systems tick. It is basic microeconomics, people shifting between two different options until there is no advantage in shifting and equilibrium is found. We can see this relationship in data sets that make comparisons between international cities. Cities with faster public transport speeds generally have faster road speeds.
So again the heavy cost of this work, both financially and in the loss of the trees, a massive reduction in place value, is too high for this outcome.
As some levels of AT seem to admit they place no value on the trees, or indeed anything that isn’t directly transport related, the best outcome would be for the Board to give them direction to find a solution that both keeps the trees and meets reasonable near term traffic demand and in fact meaningfully incentivises the mode shift that AT correctly values:
Urban roads and state highways working together to keep the traffic flowing and fast, efficient road, rail and ferry passenger services that — together with walking and cycling — entice Aucklanders out of their cars.
 -Auckland Transport Metro Magazine
This is an issue of cost, and value. The people of Auckland, Auckland Transport’s ultimate customers and employers, find the cost to place-value too high, and the value of the proposed outcome too low, to justify this action. The public may have been slow to realise what was planned here but have now made their views clear. Recently we have come to expect bold and innovative solutions from AT for all sorts of difficult problems. So it would be very unfortunate if the Board were to miss an opportunity to call a halt to this irreversible action and to seek a smarter solution.
And because work has begun the most efficient and cost effective solution is probably to make the small but significant change to Option Six, leaving the trees, adding the additional slip lane, but settling at least for now, for the two east bound lanes away from the motorway overbridge instead of three. It would be good to see the real effects are after the opening of the Waterview connection before rash actions are taken. If a third lane is deemed necessary here [even though only two lead into it] it is clear that could be added in a few years as MOTAT as planning to restructure their whole relationship with this corner. AT can save some cost and some grief now and revisit the issue with more information and without the pressure from a NZTA deadline. It could be that they find that an east facing buslane and separated cycle way is of higher value through here…?
Pohutukawa Blossom, Elsewhere

Pohutukawa Blossom, elsewhere

AT Board Report Feb-15

Auckland Transport’s board meet tomorrow and I’ve scoured the board reports for any interesting information. Here’s what caught my attention.


East West Link Connections

A detailed business case for the project is being worked on and will go to the board in April. AT still haven’t officially said which option they’ve chosen from their consultation back in October however this image – from a draft version of the RLTP (page 57) in the December Board meeting and which includes a note saying the map is not to be released to public prior to January 2015 – suggests it’s either option C or D.

East-West Priorities Dec-14

South-Western Multi-Modal Airport Rapid Transit (SMART)

AT say work on the design of the Kirkbride interchange includes future proofing for either light or heavy rail. The RLTP notes that this future proofing is costing AT $30 million which seems extremely high considering the rest of the interchange costs $140 million. One reason it could be so high is I understand the the NZTA team working on the project didn’t originally include rail in their designs despite rail to the airport having been on plans for decades along with other parts of the NZTA working with AT on the route.

Wynyard Quarter – Integrated Road Programme

We should start seeing more roadworks in the Wynyard Quarter in April with AT expecting to issue a contract mid Feb. Works for stage one are Halsey Street South and Gaunt Street between Daldy and Halsey. I’m not quite sure just what changes we’re going to see yet though.

Franklin Road

AT say they will feed back analysis of the submissions in March and I’ve heard rumours the current thinking greatly improved on what we saw earlier. An email update a few weeks ago suggested they were looking at whether parking between the trees could be retained in some situations.


AT say the new mall being built as part of the new town centre is due to open in October this year and that new bus services to the area (new network) are due in October 2016. Those bus services will also need an interchange constructed and AT are trying to work out just how they will do that. They say resource consent will be needed and almost certainly will be publicly notified for which any submission will delay the project. A temporary interchange is being planned


Work is still going on to update and amend the designation for Penlink and consent will be notified in early 2015 however a recent press release states that due to funding constraints, construction of Penlink is not anticipated until 2025. There are two open days about it, one this afternoon.

  • Thursday 19 Feb, 2pm-7pm, The Peninsula Retirement Village (441 Whangaparapoa Road, Whangaparaoa)
  • Saturday 21 Feb, 10am-2pm, Stillwater Boat Club (70 Duck Creek Road, Stillwater)

Otahuhu Interchange

The demolition of the old foot bridge and piling for the new station happened over the Christmas shutdown and AT say the construction for the interchange itself will begin in June. It’s due to be completed in February 2016 at which time the New Network for South Auckland can finally be rolled out.

Manukau Interchange

Consent is currently being sought for the enabling works for the interchange and AT are hoping to have the project completed in the first quarter of next year.


At the time of writing the report AT say there were 42 of the 57 trains in the country and 32 of them had provisional acceptance. They also say that services in December were affected by issues with the signalling system and there had been some door closing issues. The door issues were upgraded over the break but the signalling ones are still being worked on.

Newmarket Crossing (Sarawia St level Crossing)

AT have created three concept designs and have taken feedback from residents and Manu Whenua into them. AT are wanting to lodge resource consent for the project in February and in the past have said that this project is required before they can deliver 10 minute frequencies on the Western Line. Given the stage it’s at and that some of the residents of Cowie St are bound to go to the environment court over it, it could be years before we see any peak frequency improvements out west.


AT are planning to upgrade Puhinui station with most of the works completed in March and April and with a new canopy installed in June

Swanson Station Park and Ride

The extended park & ride is expected to be completed by the end of April.

Onewa Rd

Also to be completed by the end of April are the works to deliver the westbound transit lane and shared path.

Other stuff


One piece of good news is that parking officers are experiencing the lowest recorded volumes of aggression towards them and there have been no serious harm injuries since October

AT also say the removal of earlybird parking has meant lease revenue is ahead of forecast and in addition casual occupancy and revenue in the downtown carpark is increasing. The latter part is particularly good as it means the carpark is being used by more people throughout the day which was exactly one of the aims of removing the earlybird prices.

Taxi’s on Grafton Bridge

A 12 month trial allowing taxi’s on to Grafton Bridge will start in late March and AT will be monitoring bus travel times, cyclist safety and amenity along with how many infringements get issued. If any significant issues arise during the trial it can be stopped. AT say the Taxi Federation and Cycle Action Auckland have been involved in the development of the proposal.

Personally I don’t think AT should have even entertained the idea of allowing Taxi’s on the bridge and should have actually gone the other way and making it bus only 24/7.

Double Decker Bus Mitigation Project

To get double deckers on the streets AT need to complete a whole lot of mitigation works to ensure the buses don’t damage things or get damaged themselves. This includes moving power poles, veranda modifications, kerb build-outs and tree pruning. They plan to have this work done by June to enable double deckers from Howick and Eastern to start running. Mt Eden is the next route planned for mitigation works which is meant to happen in the next financial year however AT are awaiting the outcome of the LRT proposal before making any changes.

On the Howick and Eastern Double Deckers, a press release yesterday announced the company was spending $12 million on buying 15 double deckers – most of which would be built in Tauranga. They will operate between Botany and the City Centre. The most interesting aspect of these buses is that they will also include free WiFi, power points and USB ports. Those are great additions and hopefully something we start to see become standard on all PT vehicles and I certainly think they should be on our new trains. The buses are from Alexander Dennis – the same maker as the small NZ Bus buses.

December 14 and January 15 Patronage

Due to the summer break it’s been a while since we’ve seen any public transport patronage for Auckland with the last results being for November last year. That finally changed yesterday as Auckland Transport published them ahead of their board meeting on Friday and the results are stunning.

Firstly December where we saw a major change for rail with a new timetable that saw the Southern and Eastern lines split and both move to 10 minute frequencies at peak and 20 minute frequency off peak.

2014-12 - Patronage Table

There are some fairly solid results in there, especially on the Rapid Transit Network which was up over 29% on December last year.

Moving on to January and the results for rail in particular are incredible. This is primarily due the summer shutdown being shorter than in previous years with the Southern, Eastern and Onehunga lines back in action on 5th January and the Western Line a week Later on the 12th. In addition there was no shutdown during Auckland Anniversary. There were a few events that also impacted on patronage. Even taking all of those changes out the patronage growth in January was impressive across all modes.

2015-01 - Patronage Table

While it would have been affected by some of issues mentioned earlier, I wonder if the 166.9% increase on the Eastern Line is a record of some kind. That’s a staggering increase. Putting aside the percentages, the actual growth in number terms is also impressive. Compared to January last year, for the previous 12 months there have been over 6.5 million extra PT trips, an average of around 18,000 extra per day (will be higher on weekdays and lower on weekends).  Included in that is an extra 4.3 million bus trips and 2.1 million extra train trips. If rail growth continues the way it has for the past year it will be putting huge pressure on the Government’s target for an earlier start to the CRL.

What’s also impressive about both December and January is that buses and ferries are showing some great growth too. In the case of the jump in ferry usage, AT say it is partly attributed to the patronage coming from the new Explore Group services that started a few months ago between the city and Waiheke Island. The timetable means there is now a 30 minute service throughout the day which offers a vast improvement in utility on what existed before so it’s not really surprising to see that having an impact. That also helps to highlight that the new bus network should help drive very good patronage growth.

The graphs below highlight some of the changes in patronage.

2015-01 - Total Patronage

The last time total patronage was as high as it is now was prior to 1958

The most impressive growth is occurring on the Rapid Transit Network which comprises of the Northern Express (NEX) and the rail network. Both rail and the NEX have shown great numbers recently.

2015-01 - Rail Patronage

2015-01 - NEX Patronage

Another thing that’s really impressive about the patronage results is that they’ve occurred at a time when petrol prices have been at their lowest point in years. Even though fuel has been cheap it seems many simply don’t want to sit in the congestion.

Petrol Prices to 13 Feb 15

Looking forward, February has already been feeling very busy and I expect the strong patronage growth will likely continue all the way through March Madness and beyond.

Update: some people noticed an issue with the change compared to the sane month last year figure for the Onehunga line. AT have corrected it below however it doesn’t affect the overall result