Albert Street is going to be a mess for a few years while the City Rail Link is constructed and a report to the councils Auckland City Centre Advisory Board highlights that we can expect it to be reinstated looking better than it does now. The section involved is only that affected by the enabling works which is everything north of Wyndham St. They say there has been over 12 months of design and consultation to come up with the current plans which will create “a high-quality urban street which functions as a key bus corridor while providing improved pedestrian access and amenity“.
The history so far:
- July 2014 – brief completed
- August 2015 – consultant team engaged – ACADO
- March 2015 – concept/reference design completed
- April 2015 – brief updated to support findings from reference design work
- May 2015 – consultant team engaged – Boffa/BECA
- July 2015 – draft developed design completed for review and further feedback
- August 2015-September 2015 – final amendments made, final option prepared for sign off
- September 2015-October 2015 – Albert Street detail design/tender drawings
The developed design is below, if differs slightly from the reference design we saw in April with the biggest change seeming to be the lane layout of the downtown development – although there may be other changes that can’t be seen due to the low res image.
Below are the key design outcomes that AT have come up with.
Most of this is good although a couple of potential concerns stand out. One being the last point that the section of Albert St between Customs and Quay Street will be bus only except for local traffic. That combined with some of the images below suggests that there will be access to underground parking in the middle of the bus interchange.
The other main concern is that there will be no segregated cycle provision. The street on these sections is very wide and my personal observations is that a lot of cyclists use Albert St to get up from Quay St up to the middle of town. It seems that having a cycle facility at least on the uphill section would be useful. It seems based on the latest image from AT on their planned city centre cycle map that they instead want cyclists to use Federal St which long term will be a shared space.
Below are some images of what’s proposed.
On the Wyndham to Swanson section the biggest difference is the wider footpaths. Currently there is space southbound for the bus stops and a separate bus lane however now it seems that will be combined in one lane. Similarly there is currently a separate right turn lane Northbound into Swanson St which will in future be combined with the general traffic lane.
On the Swanson to Customs Section there are a couple of notable differences to what exists now. The wider footpaths take over the parking/loading zone space outside Quay West building and the northbound bus stops are concentrated opposite this rather than split between that location and just south of Wolfe St
And here is an image of what it would look like – although it seems the traffic are on the wrong sides of the road.
And a prettier version from April.
The section between Customs and Quay St where the bus interchange will be. As mentioned earlier you can see there appears to be an entrance to an underground carpark on the eastern side – where one exists now – although it appears not one further north to the HSBC building carpark. Perhaps this suggests the HSBC carpark with views overlooking the harbour will be redeveloped as part of the mall redevelopment.
They say the next steps are:
- Tidy up plans, create supporting illustrations for communications. – September, October 2015
- Get formal agreements for funding from relevant and various sources – October, November 2015
- Complete and agree canopies to lower Albert (Downtown development surrounds) working with Precinct, AT, AC, ACPL combined. September, October 2015
- Present design to relevant PCG’s, Committees, Boards for information. September, October 2015
- Complete detail drawing as part of tender document for C2 contract. September, October 2015
It’s good to see some progress and the report notes that the advisory board have previously endorsed in principle the allocation of about $7 million from the City Centre Targeted Rate to go towards the street improvements.
Lastly it might be a while before they start focusing on it but I’m really interested to see how they’ll deal with the two sections south of Wyndham St which have service lanes narrowing the road space available.
Auckland Transport have released a new image of the future Mercury Lane entrance for the Karangahape Rd Station being built as part of the City Rail Link. AT say it is designed so that a development could occur directly above the entrance in the future.
Sadly AT still say that at this stage only one of the two entrances for the K Rd station will be built and all suggestions are that it will only be the Mercury Lane one. This is said to be because there is more development potential around the Mercury Rd entrance compared to around Beresford Square.
I think having only one entrance is a huge mistake as I suspect it will be very unlikely AT or the council will go back and dig up the area any time soon. To me not including the Beresford entrance will eventually be of similar stupidity to the scaling back of the Harbour Bridge in the 50’s.
Here’s the previous image AT had given for the entrance.
And a cut away of the station
As a comparison, here’s what the area currently looks like from this location. There’s something kind of ironic that the Green Party’s Auckland headquarters gets demolished as part of the CRL
AT have now added another new image of the station entrance
The reality of the massive impact the construction of City Rail Link will have is becoming ever more apparent as we get closer the start of works in November. Auckland Transport have already started installing new bus lanes on a number of roads to enable buses to avoid potential congestion caused by the works and now they’re detailing the changes to bus routes themselves.
Any bus route that travels on Albert St north of Victoria St will be affected. This means most of the bus routes that access the city centre from the North Shore, West Auckland and some of the routes on the isthmus are being changed. The changes take place from 18 October – which happens to be the same day the new network for the Hibiscus Coast rolls out.
For some unknown reason AT haven’t produced new versions of the route maps so it’s difficult to show the changes – AT you should really do this – however, they have produced maps showing where stops for individual services are moved to, an example is below.
From what I can gather the key changes are:
- Most North Shore buses that currently use Albert St – all the NZ Bus and Ritchies buses will instead travel straight down Wellesley St, on to Halsey St and then Fanshawe St
- Birkenhead buses will still use Albert St but only for a shorter section
- Buses from the West and services such as the 030 will loop turn around at Victoria St and then head back out west via at least part of Hobson St.
- The Inner Link will still use Victoria St but shift to Queen St between Customs St and Victoria St
- Some citybound buses from the shore will use a new stop outside the new Fonterra building instead of outside the Air NZ building
To me the big impact of all this is it effectively splits the PT provision in the city centre into two separate largely unconnected hubs. At Britomart we have the trains, northern express and a few other services that cross the city while 500-800m south there are the services for most of the North Shore, West Auckland again along with a handful of others. I say unconnected as it would normally be faster walking along Queen St than catch a City Link bus between the two.
This change presents me personally with a dilemma around how I get to work. I travel through the city on my way to work in Takapuna and currently catch the train to Britomart then will often walk to Albert St to transfer to a bus that goes directly to Takapuna. With the changes that are happening I see myself as having three main options
- Walk the ~800m between Britomart and Wellesley St and then catch a bus to the Takapuna – another factor is that these buses run about every 15 minutes. (red below)
- Catch the Northern Express from next to Britomart to Akoranga and walk about 1.6km to work from there. During the peaks the NEX runs every 10 minutes counter peak. (purple below)
- A combination of the two above, catch a Northern Express bus to Fanshawe St then transfer to a Takapuna bus. The risk here is in introducing yet another transfer to the journey.
Of the first two options it is either an easy transfer to a more frequent service but with a longer walk vs a shorter walk but a less frequent service. I guess also a forth option is I could do the NEX option and leave a bike at Akoranga to ride between there and Takapuna.
That fourth option also highlights perhaps something else AT should think about and would allow them to finally put into practice some of the ideas we’ve heard about at many Auckland Conversations – quick, cheap and temporary facilities. Basically Queen St between Britomart and Wellesley St is flat and very easy riding. AT could easily take at least one lane and turn it into a cycleway. At each end a fleet of bikes could be waiting allowing people transferring between these two hubs to jump on one and ride safely between them, effectively a rudimentary bike share (they could even worth with Nextbike on it). That would not only remove some of the negativity of the changes but also make the transfers more fun and might help towards other goals such as getting more people on bikes.
A shot from a reader of the new bus lanes on Hobson St that have gone in.
Lastly these changes are just the ones needed for the works that will get the tunnel to Wyndham St. More changes including changing these ones will obviously be needed again when it comes time to build the rest of the project. Hopefully the government will come the party on this project soon because while the disruption will be painful, if they drag out a CRL decision it will be akin to pulling off a plaster slowly and spread the pain out over a longer period of time.
Auckland Transport have highlighted this before but it’s worth repeating in the lead up to the start of the CRL works. As part of the effort to minimise disruption and encourage people to use public transport which is more spatially efficient they will be installing a number of new bus lanes around the city centre.
Auckland Transport is adding more than 1.2km of new 24 hour a day, seven days a week, bus lanes to the city centre to minimise effects on bus timetables when construction starts on the City Rail Link (CRL) later this year. The work on the bus lanes starts this week.
In November, a new stormwater main being tunnelled under the eastern side of Albert Street between Swanson and Wellesley Streets for the City Rail Link will affect traffic lanes at these and the Victoria Street intersections.
Some bus routes and stops are being moved to new locations away from these construction works and an information campaign will inform bus users of the changes.
The new bus lanes will be on:
- Fanshawe Street between Daldy and Halsey Streets
- Halsey Street between Fanshawe and Victoria Street West
- Victoria Street West between Graham and Queen Streets
- Wellesley Street West between Sale and Queen Streets
- Mayoral Drive between Cook and Wellesley Streets
- Hobson Street between Wellesley and Victoria Streets
The new bus lanes will be marked using a system called EverGreen which has been developed to align with Zero Waste Policies. It is made of 90% renewable resources and is made in New Zealand.
“The main construction work involves trenching along Albert Street and will start next year. The work is expected to take about 3½ years. Bus changes will be staged around construction during this time,” says Chris Bird, CRL construction manager.
“We’d like Aucklanders who usually access the city centre by car to consider alternatives next year to minimise effects on city congestion”.
Auckland Transport will run a campaign early next year, closer to the main construction work, advising commuters to reduce their car trips into the city and will also hold information sessions on travel choices such as public transport, walking, cycling, carpooling and flexible working hours.
The first tangible signs of constructing the City Rail Link are beginning to be seen on Albert St with paint appearing to start marking out the location of underground services. It is expected that works to move services so that the tunnels themselves can be built will start in November.
Markings such as this have appeared at both the Albert/Swanson St and Albert/Victoria St intersections.
Actual work on the CRL tunnels won’t begin till around May next year. When that happens the level of disruption will really ramps up with roads closed or partially closed and bus routes changed. The old saying that you have to break a few eggs to make an omelette spring to mind. Below is a timetable of when works will happen from an AT presentation
Auckland Star April 1973. Back in the Dark Ages it was considered appropriate to near kill the patient in order to help them. In the 1970s Central government transport planners nearly succeeded in killing the Auckland City Centre through the subtle act of flattening its densest and most proximate dormitory suburbs, then cutting it off any still standing from the city, and turning city streets into motorway off ramps. The charm and glory of these multi-year campaigns are still with us today on the beautiful avenues of Hobson and Nelson Sts, the terrible road pattern and wasted landuse of Union and Cook St, and the blighted devalued areas of K Rd and Newton. And of course the violated and severing gullies themselves. The scale of this ‘surgery’ can be seen in this spread.
The accompanying text is fairly flat and informational.
It seems the desire for a Tabula Rasa, a blank slate, like those postwar planners had in Europe, was so great that we made our own ‘bombsite’.
Happily now we live in more enlightened times and the next city surgery of scale will be much more sophisticated, the City Rail link which as an incision compared to this earlier work is laparoscopic; minimal invasive surgery. No need to maim the patient. Once done no one will even see it, except for that high value resource of people flooding on to city streets not in a car looking for a parking space. And will supply at least as much capacity as the three motorways that meet at this point do today*. So the CRL will double the accessibility to the nation’s most concentrated, biggest, and highest value employment centre, and fastest growing residential area, seamlessly. After the recovery from a few precise cuts, that is.
*Show your work, as Peter always says:
CRL 24 trains per hour each way 750 per train [not crush load; that’s 1000] ~ 36k [crush 48k]
M’ways 12 lanes @2160 [1800 vehicles @1.2 occupants] per lane hour ~ 26k
Of course the buses on the Bridge land some 9000 souls currently too.
The CRL took another step forward yesterday following the good news the Environment court has dismissed the final appeal against the designation for the City Rail Link. That means for the first time since the 1920’s when the first variations of the project were proposed it has an actual designation.
The City Rail Link (CRL) has reached a major milestone with all appeals to its land designation now resolved by agreement or dismissed.
Auckland Transport’s chief executive David Warburton says five of the six appeals were settled and the only appeal that went to the Environment Court has been dismissed.
The designation is now confirmed subject to finalisation of conditions by the Court.
“It’s a big step forward for Auckland. A proposal to extend rail through the city centre has been around for almost a hundred years but has never got much beyond an idea. Now we have a designated route,” says Dr Warburton.
“Early works start in November this year. While there are still some other planning processes to work through in relation to regional consents and Britomart, we anticipate a start on the cut and cover in Albert Street in May next year.”
The CRL is critical to Auckland, being a major economic development catalyst as well as a significant transport investment that will help shape and grow our city” said Dr Warburton.
“Already there is something like 170,000 m2 of proposed or consented development on or adjacent to the CRL route on Albert Street.”
The Court’s decision ends a two and a half year planning process to get the designation for the project.
The now confirmed designation identifies land in the district plan for rail purposes and protects the route for the future.
Well done Auckland Transport for this achievement.
Unfortunately it appears that this news probably dragged on much longer than it should have though. In their article about the result the Herald have also included the decision from the court over the appeal and even for a non-expert like me it makes for brutal reading against the appellants. There are quite a few comments about the conduct and lack of professionalism from the lawyers and expert witnesses. It appears the judge was very much of the view that his time was being wasted by them. Seeing as the same company through its subsidiaries also owns a lot of land in the Wynyard Quarter it could be interesting to see if they take the same approach to designation for an additional harbour crossing.
In related news, yesterday Auckland Transport also released some new images of what the Aotea station will look like giving us our best view of it yet.
The first image is of the Northern end at Victoria St. A couple of things I notice is there’s a ramp from partway down Victoria St directly into the station which is good as means that walking up from Queen St you don’t have to get all the way up to Albert St then back down into the station. Combined with the escalators on the western (uphill) side I could see that becoming quite a popular shortcut to avoid waiting at the Albert St lights. There is also planned to be an entrance directly into the mall and tower development going up on the empty site.
Moving to the southern end and you may recall this image of the station building which will go on the south-eastern corner of the Albert/Wellesley St intersection. It’s also designed to have a building go above it.
Here’s what it would looks like underground. I’m
And another view of it, this time from Wellesley St looking at the entrance.
The view from the platform.
Lastly a view of all these pieces together. I like that there’s multiple escalators down to the platform level, something I’m sure will be needed to handle the massive numbers of passengers who will use it daily – remember this will become the busiest station on the network, busier than Britomart is today.
You may notice those small objects at the top of the image above, here’s a closer look at them. They’re skylights built in to Albert St to let natural light in to the station. This also means there will be some form of median along this section of the road. Given this section is already fairly constrained due to the lowered service lane that isn’t being removed I wonder what this means there won’t be space for dedicated bus lanes along here?
I guess my biggest concern with the station is whether there is enough exits. There are only three for what will be the busiest on the network. Those wanting to go north of Victoria St will have to exit the station then cross the road instead of the possibility of carrying on under the intersection before emerging to the surface. On the southern side there’s only one exit. At the very least it seems like it would have been appropriate to develop an exit into the North Western corner which is owned by the council and has a largish area in front of the building. Given Wellesley St will also be a major bus corridor an exit out to the eastern side of Wellesley might have been useful too as on rainy days could see pour out of the station and straight on a bus for a quick dry trip to Uni. It wouldn’t surprise me if within 5-10 years of opening AT have to go back and add more entrances/exits out to the streets.
Tomorrow is the next Auckland Transport board meeting and as usual I’ve been through the board papers to pick out the parts that were interesting to me.
The most interesting details appear to be in the closed session and that appears no different this month. Some of the topics are:
- Newmarket Level Crossing Project – I assume this will be seeking approval to lodge the Notice of Requirement
- LRT Alignment
- Deep Dive – Bus
- K’Road Value Engineering Outcomes – My guess is this is about the K Rd station for the CRL. AT’s project page now says they’re now only going to build one entrance initially and I’ve heard some rumours that it’s the Beresford Square entrance that will not be built. It seems to me this is incredibly short sighted and a classic case of ‘value engineering‘ engineering all of the value out of the project.
- CRL Communication Strategies update – This is likely to be about communication to manage the disruption caused by the CRL construction.
- Britomart Development update – presumably the bid by Cooper & Co to develop the site behind Britomart
On to the main business report.
- Te Atatu Rd – Construction has now begun and will is due to be completed in February 2017
- K Rd Cycleway – AT say ‘ concept design for stakeholder input is planned for the end of 2015.’ I’m looking forward to seeing what they come up with.
- Nelson St Cycleway – According to the report consultation is due to start any day now on phase 2 which for Pitt St and north of Victoria St. The main issues is whether it uses Nelson St or Hobson St to get to Fanshawe St and down to Quay St. I personally think they should do both options.
- Beach Rd Cycleway Stage 2 – Construction is due to be completed by the end of this month with a public opening ceremony for 18 September.
- Otahuhu Bus-Train Interchange – Construction is due to start in mid-September and due to be completed in June next year before the rollout of the new bus network in October.
- Manukau Bus-Train Interchange – AT are increasing the capacity of the interchange from 16 to 25 bays although two will be for bus layover. They say the key reason for the change is that the various inter-city bus operators will move from the CBD operate from there. Presumably this means that inter-city bus users going to/from the CBD will have to transfer to a train at Manukau. Particularly at peak times this might actually end up a faster outcome.
- Parnell Station – Works on the platform are due to be completed in October but there is no date yet for when it will come in to use. Also of note is the old Mainline steam sheds are currently being demolished as the site was recently sold to a retirement village company. There’s a bit of an irony in that we will end up with a retirement village on one side of the tracks and Student accommodation on the other.
- AMETI (Reeves Rd Flyover) – AT say a joint review between them, the council and the NZTA of the timing of Flyover and the busway from Pakuranga to Botany has been happening with final discussions around funding options due to happen in August/September. The recommendations from the review will go to the AT and NZTA boards in October and the Council Infrastructure committee in November. I wonder how much they’ve taken in to account the Basin Reserve Flyover decision, in particular as they’ve said the Reeves Rd Flyover won’t improve things unless they also replicate similar solutions at Waipuna Rd and Carbine Rd.
- Mill Rd – The hearings for the Notice of Requirement start at the end of the month. They say there were 286 submissions of which 216 were pro-forma ones in opposition.
- WiFi on PT – AT will extend WiFi to all PT modes and vehicles – we saw WiFi as a requirement for new buses last week. AT are already trialling it on trains and it was available on the special service they put on for the EMU celebration just over a week ago. A trial will also begin on Gulf Harbour ferries and the Northern Express soon.
- Active Modes Survey – AT say they’ve surveyed 1,600 Aucklander’s about walking and cycling along with their motivations and barriers for doing so. The high level results are completely unsurprising with concerns over safety from sharing lanes with cars continuing to be the largest barrier to more people cycling.
- Rail Service Performance – there is a fairly lengthy comment about the performance of the rail system.
Service delivery (or reliability) is the proportion of trains not cancelled in full or part and arrive at their final destination. Punctuality is the proportion of trains that were not cancelled in full or part and that arrived at their final destination within five minutes of the scheduled time. Presented below are the services scheduled (blue bars), total services operated on-time (yellow line) and punctuality percentage (red line) trends.
There was a significant improvement in performance recorded during the month, partly reflecting the changes implemented from 20 July which saw the replacement of diesel trains with EMUs on all lines except on the non-electrified section between Papakura and Pukekohe. The operation of a single common fleet type removed many of the restrictions that previously existed that had complicated service recovery by allowing trains and crews to be swapped between lines thereby limiting the adverse impacts following service disruption.
For Jul-2015 service delivery (reliability) was 96.6% and punctuality was 83.7% compared to the 12 month average of 96.0% (94.9% last 6 months average and low of of 92.9% in April) and 83.1% (79.2% last 6 months average and low of 73.6% in June).
For the period 1-9 August, performance improved further with reliability at 98% and punctuality at 89% across 3,766 services.
A number of days in mid-August have seen performance at more than 99% service delivery and 90-95% punctuality.
While only a few weeks into the full EMU operations, service performance improvement is encouraging and supports the decision to introduce earlier the full EMU services. A joint team of AT, Transdev, KiwiRail and CAF are now focused on delivering the planned improvements
- Some other PT comments:
- The first Howick & Eastern double decker arrives in the first week of September.
- The first of the new bus shelters have started has been installed. It appears that the focus is on getting a number rolled out on the Hibiscus coast in preparation of the new network which rolls out in October
- AT have asked Transdev and Kiwirail to review the timetables for the Pukekohe shuttle after complains the transfer time between services was too short.
- On the roll-out of more bus priority they say that over the last month:
- Onewa Road T3 lane (city bound) – went live in July
- Park Road bus lane (hospital to Carlton Gore Road) – consultation completed; construction due to commence in September
- Parnell Road bus lane (St Stephens to Sarawia Street – outbound) – consultation completed; construction due for completion in August
- Manukau Road/Pah Road transit lanes – internal consultation completed – consultation underway
- Great North Road bus lanes (New Lynn to Ash Street) – final concept plans completed – consultation completed
- Totara Avenue signal removal – improvements to New Lynn bus interchange; construction completed and live
- Esmonde Road bus lane – construction to commence September.
In what looks like a sign that the ‘alignment’ project between the Auckland Council and the Government on transport may well just be falling in the right direction, the following data line was discovered by Luke in a Treasury funding ‘pipeline’ spreadsheet:
The full document is here.
Matt and I certainly were subjected to a veritable barrage of winks and nods from senior people from both sides of the alignment conversation at the recent EMU delivery celebration so perhaps this is what they were hinting at. And, as I commented earlier the PM was unusually unequivocal about the ‘loop’ in his speech too. And Len was both very upbeat and didn’t, unusually, mention the CRL from his turn at the lectern despite the PM’s presence.
Has Luke found a scoop?
I am not clear on the status of this pipeline spreadsheet, but it just may be that Luke’s diligence has unearthed something interesting.
[champagne is on ice]
Every six months the Ministry of Transport produce a monitoring report on how Auckland is performing against the targets the government set for work to start prior to 2020 on the City Rail Link. As a reminder
On 28 June 2013, the Prime Minister announced the Government’s commitment to a joint business case with Auckland Council for the City Rail Link in 2017 and to providing its share of funding for a construction start in 2020.
The Prime Minister also stated that the Government would consider an earlier business case and construction start date if it becomes clear that Auckland’s CBD employment and rail patronage hit thresholds faster than current rates of growth suggest. The two thresholds are:
- an increase in Auckland CBD employment of 25 percent over the February 2012 estimate (the baseline), which is half of the increase to 2021 predicted in the 2012 City Centre Future Access Study ; and
- rail patronage is on track to hit 20 million trips a year well before 2020.
The reports are in August and February each year based on patronage to the end of June and December. So far the reports have been extremely underwhelming, especially in relation to patronage. The first one in December 2013 essentially predicted that Auckland would never make the CRL target. The second one in August 2014 and the third one in February this year predicted that patronage would grow till about 2017 then taper off.
With a new report due soon, I thought it would be worthwhile do give my take on the report if I was writing it for the minister.
We remain unconvinced that CBD employment is a particularly useful measure of the need for the City Rail Link. Even if just as a measure of demand for travel to the CBD, there are many other factors – such as parking costs and availability, public transport offerings – which can and are changing travel demand.
Data on CBD employment is produced annually and isn’t due from Stats NZ until later this year. At this stage we’re not expecting any significant change in employment numbers as research from Colliers International shows that the Auckland city centre continues to experience historically low vacancy rates. They say prime office space has a vacancy rate of just 1.4% compared to a 20 year average of 8.2%.
We do note that a number of new builds are due to be completed in the next year or two and since the last update, a number of very large projects have been announced or made significant progress towards starting construction over the next few years. In addition many of these projects are along the City Rail Link route.
Auckland Transport’s rail patronage data for the year to June 2014 shows patronage of 13,916,822 trips, an increase of 2,481,737 or an increase of 21.7%. This is ahead level needed to reach the target by 2020.
Over the course of the Ministry’s monitoring reports the rate of patronage increases has actually accelerated. We expect that high patronage growth will continue for a number of years yet as the full impacts of rolling out the electric train fleet, the new bus network and integrated fares are rolled out. Extrapolating the trends witnessed in recent years shows – as Auckland Transport have in the chart below – that patronage could hit the 20 million target as early as mid-2017. The chart plots the extrapolations out to 2020 however we expect capacity constraints to prevent patronage rising too much above 20 million trips.
While we expect patronage to reach the 20 million target in advance of 2020, we do see some potential risks to that – although it is worth pointing out none of these risks relate to demand for rail trips. The two biggest risks are:
- Capacity of the rail system – Despite the extra capacity provided by the new electric fleet, there are already reports of capacity constraints emerging. These will be exacerbated by future growth including the changes resulting from the implementation of the new bus network. We recommend that the government urgently enter into discussions with Auckland Council/Transport about the potential of buying additional trains.
- The City Rail Link enabling works – The enabling works will see the main entrance to Britomart closed as part of the works to start building the CRL. It is unknown if this will have any impact on patronage from people looking to avoid the disruption. Conversely it is possible the enabling works may have a positive impact on patronage as a number of other city centre roads will be adjusted to also handle AT moving buses off Albert St during the construction period.
Rail Patronage growth has been strong and remains on track to reach the target needed for an earlier start to the CRL.
Employment has been stymied by a lack of available office space however that looks set to change over the medium term as a number of large developments in the city centre become available.
We believe the government should urgently re-consider it’s timeframes for the project with a look to getting it under-way as soon as possible. The longer it is left the greater the number of people and businesses will be negatively affected by crowded trains and construction disruption.