We’ve known for some time the East-West
Link Connections is shaping up to be one of those projects that tries to crack a nut by using a sledgehammer. The thin lines that AT/NZTA draw on the maps make the project look small, but in reality, if built this project is going to be massive. It will involve significant reclamation of the northern side of the Mangere Inlet to build a four lane motorway limited access road – with the truck lobby wanting even fewer intersections than currently proposed. As part of the 1960s nostalgic thinking around this new road, it even appears from the maps that the new road will cut off access to the foreshore, just at a time when the Onehunga side of the inlet is about to have its foreshore restored. In addition to the new road along the foreshore the project also involves:
- Adding new lanes on both sides of SH20 between Queenstown Road and Neilson Street.
- A massive new motorway interchange at Neilson St to link people directly to the new road and to Onehunga as well as widening Onehunga Harbour Rd to four lanes.
- Widening Neilson Street to four lanes and upgrading the Captain Springs Road/Neilson Street intersection – note: it seems the widening is only as far as Captain Springs Rd, not all the way to Church St.
- The extension of the Waikaraka cycleway to Sylvia Park
- Widening of Sylvia Park Road to four lanes and direct ramps to SH1 south of Mt Wellington
- Adding new lanes on both sides of SH1 between the new ramps and Princes Street
Even at this early stage the NZTA suggest the entire project will cost $1 billion. If they carry on with the current thinking then my guess is that the cost will probably start pushing up closer to $1.5 billion.
AT/NZTA say they are going to be working closely with local community on some aspects of the project and one of those is the Neilson St interchange – or Gloucester Park Interchange as they now seem to be calling it.
I’ve been sent a presentation following a stakeholder workshop earlier this month looking at the options for this interchange. I don’t know which stakeholders are involved but one will almost certainly be The Onehunga Enhancement Society (TOES). They’re one of the key groups behind current foreshore restoration but they’re also the ones who came up with a horrific alternative plan to put an eight lane road along the foreshore and all the way to Highbrook. As I understand it, one line of their thinking is that if a massive new road is built then as mitigation they can replicate the current foreshore restoration on the inlet. While the eight lane motorway thankfully isn’t happening it seems AT/NZTA are considering some of their ideas for the interchange.
The following images show the potential options being considered for the interchange, in all you can see the route for the rail line to get to the airport.
Option A1 is a version of the TOES concept and amongst other things would require a new bridge across the harbour to go with the two motorway bridges, a rail bridge and a walking/cycling bridge. There’s also a tunnel to link people heading south on SH20 to the E-W Link. It’s actually slightly scaled back from the TOES original version which had the blue connection also as a new bridge.
Option B1 is the NZTA’s concept and is what is shown in the first image. They note it will have impacts on:
- Coastal Edge
- Hopua Tuff Ring
- Sea Scout Hall
- Local access
As you can see from the image, it doesn’t add any additional road crossings of the harbour, and instead sends traffic to/from Onehunga or the motorway via a new bridge over the motorway.
The NZTA have also come up with two composite options which they’re calling Option C.
I personally can’t see the options that require a new bridge across the inlet stacking up, which means the most likely options to be selected would be B1 or C2
As the new road is intended to be limited access – i.e. no driveways – these plans would make it impossible to access some of the neighbouring properties such as the wharf. There are three options for how to retain local road and therefore walking/cycling access.
Option A is a tunnel under the motorway and new Onehunga Harbour Rd
Option B is a bridge over the top of the road – this would likely link in with option A and both option Cs above.
Option C is what they call an inner loop but which appears to be a tunnel using part of the old rail designation.
They then combine each of the interchange options with each of the local road options, with each to go through an assessment to determine the best combination. The presentation also notes that following the workshop AT/NZTA agreed they would assess a few other aspects. It suggests not all are listed but includes:
- Where local roads can go over, not under, the East West Connection arterial.
- Possibilities for cut and cover of the East West Connection arterial opposite the Wharf area.
- Alternatives for the suggested bridge, which crosses SH20 in the current options, to become a tunnel.
As you can see just from this small section alone, it is likely to be hugely expensive to build this road, which will probably do little for truck congestion because the road will be filled with single occupant cars. If the project was really about providing better access for trucks then they’d be getting on with fixing Neilson St and adding measures like truck lanes. That they’re not doing this only adds to my feeling that this is a make-work scheme for road planners/engineers, and a predetermined solution in search of a problem – much like another road crossing of the Waitemata Harbour. There’s probably also a case of those working on the project being beholden to the crazy demands of the stakeholders such as TOES and the trucking companies.
Continue reading East-West and Gloucester Park Interchange
This is a guest post from reader Jeff
What do you think of when you think of the Mangere inlet?
For most of us, it’s probably the journey across the Manukau Harbour Bridge to the Airport, and those little darting concrete catwalks linking suburbs we only know by name.
AT and the NZTA revealed plans to build a nearly motorway grade link between the bridge, and the Southern motorway, right along the Manukau Inlet foreshore.
This is our last chance to see this piece of waterfront land properly activated. What if we could rehabilitate it? What if it could host apartments, sail-boats, restaurants and a promenade? With the old Mangere bridge soon to be removed, there’s room to do something truly special with this area.
“Oh better freight movement!” We reassure ourselves. After all, trucks are the lifeblood of the economy, they keep telling us the economy will grind to a halt without them.
Yes, trucks do link nearly everything, does that warrant such a huge investment of public money to make private KPI’s more efficient, in what is, admittedly, an industrial area that arguably won’t be industrial in only a generation’s time?
But what about Church Street? doesn’t that connect the North Western motorway with the Southern motorway, and eastern suburbs?
What is unworkable about NZTA’s proposed option B?
Currently Church Street functions, albeit poorly, it’s cluttered, congested, and very, very stop starty. A bit of a nightmare Monday to Friday for anyone trying to deliver a consignment, B2B.
With Intersection improvements to Nelson and Church Streets including, removal of on-street parking and traffic Light sequencing, we can mitigate this need without the destruction of a previously destroyed coastline .
If you’ve been to Brisbane, you’ll no doubt have marvelled at their motorway, slinking around the river to inject people & cars into their CBD. But if you look a little closer, you’ll see prime, beautiful, expensive river-front land, crushed and bound by nice, white motorway onramps. Imagine what you could do with those riverbanks… An absolute waste of prime waterfront property.
Let’s take a trip, from end to end of this proposed new link. Will we lose anything?
Starting in Onehunga Bay, we have the Aotea Sea Scouts Hall, New Zealand’s oldest yacht club building. Famously nearly relocated during the Manukau harbour Crossing Duplication
Looking out onto the new foreshore reclamations funded by NZTA as reparations for foreshore destructions five decades earlier. (Note the Sewerage Surge outfall bottom right)
Heading under the bridges. Complete with a 1970’s style skypath. Imagine if this was planted with huge flax bushes, and the bridge properly lit up at night!
Lots of unactivated land under here. Reminds me heavily of Silo Park just a few years ago.
And onto the Path
Under this route runs a huge gas line. The Auckland Council GIS viewer doesn’t show gas lines but if memory serves this gasline powers the soon to be dismantled Southdown Powerplant. There’s a steam output line off that which heads back up a portion of the path providing steam to neighbours.
Now up to Waikaraka Park, war memorial cemetery. A very peaceful spot.
Looking back on Waikaraka Park
There’s a Heliport down here!
Recreational cyclists were abound, I counted just over 50. Including four families, and zero MAMILs. Despite what ones passing impressions may be of this area, it is heavily activated, and quietly beautiful.
Passing through I saw a few happy seals in amongst the mangroves, but with only my wide angle lens on, sorry no usable shots
I love this scene. A peoples space conjoined with heavy industrial, what would surprise you is just how amazingly peaceful it is, industry everywhere, and nothing but the gentle lapping of waves and birds to be heard
We’re now behind the Port of Tauranga Inland Port
Wow, this area had clearly had some special attention some time ago. Gently planted, with man made rock walls and Macrocapra fences run for perhaps a hundred metres.
Westfield junction. Port of Tauranga Inland port behind me. Note the passenger EMU crossing in the background
Heading towards the Soon to be retired Southdown Powerstation
Stage one? Imagine if the whole harbour was linked? Imagine being able to cycle from Mangere Bridge, to Otahuhu, train station, or Otahuhu behind Favona Rd back to Mangere Bridge or
Onehunga? This is one of Auckland’s last hidden Urban oasis.
The point of this photo essay was to give people a little look into a place they might never think about. Would a pseudo motorway on reclaimed land beside it be of any use, when church street simply needs minor intersection, and on street parking removal? What about AT’s Option B? I simply can’t fathom reclaiming more of the already destroyed Mangere inlet to build a road that is only supporting an industrial hub that won’t be there in a generation. Simply put, Penrose-Onehunga, will be gentrified within Gen X’s lifetime.
Coming back home. This is a disused front gate to a home on the Royal Oak hill. This would have once opened onto a foreshore, before the Onehunga Motorway came though in the 60’s
Yesterday both Auckland Transport and the NZTA made announcements on some recent consultations. They were discussing just some high level results rather than any detailed analysis – which will now begin.
AT and the NZTA received quite a bit of feedback about the project with around 1,700 responses. Their summary of some of the key points shows that they’ve noted some of the concerns we and others have raised – such as the land-locking of the cycleway and access for rail to the airport from Onehunga to remain feasible – they’ve also had pressure on the other side from the trucking lobby who want even fewer intersections which would make it even more motorway like.
Fabulous feedback for one of Auckland’s priority projects
A wide range of feedback has been received on the preferred approach for the East West Connections transport project, from suggestions about providing cycling on the seaward side of the new foreshore road to design ideas to improve transport performance.
The NZ Transport Agency and Auckland Transport would like to thank everyone who gave feedback on the preferred approach to improve transport connections into and out of Onehunga-Penrose and the reliability of bus services between Māngere, Ōtāhuhu and Sylvia Park.
About 1,700 feedback responses were received and approximately 250 people came to the open days. All the information is still being analysed. A summary of feedback, and how it has been used, will be released later in the year. In the interim, these are some of the key themes that have been noted:
- Suggestions regarding the design of the route with the aim of improving transport performance. Key points include the desire to reduce the number of traffic lights and intersections (particularly to assist with heavy vehicles movements), changes to the design of the Neilson Street Interchange and also the interchange at SH1
- The East West Connections project continues to maintain opportunities for achieving future rail connections in the area, including rail to the airport.
- That the project should improve access to the harbour and Onehunga Wharf
- Walking and cycling facilities should be provided along the seaward side of the new foreshore road (with connections back into Onehunga). Opportunities for improved walking and cycling connections should also continue to be explored. For example connections to Māngere Bridge, Onehunga Mall, Mutukaroa-Hamlins Hill and Orpheus Drive.
- Natural features such as Anns Creek and the Hopua Tuff ring should be protected and that potential impacts from the project on water quality, air quality, and noise need to be carefully considered and managed.
- Support for proposed bus and cycle lanes between Māngere, Ōtāhuhu and Sylvia Park, but some concerns that the bus lanes would be shared with freight vehicles.
The NZ Transport Agency’s State Highways Manager, Brett Gliddon says the responses will help refine the agencies understanding of what needs to be considered as the project progresses.
“We are still in the early stages with the concept design for the preferred approach. The feedback will be used to help us make decisions as we move from concept through to detailed design. For example identifying where cycle lanes should be located, things we need to consider when designing intersections and how we can improve access to the harbour.”
Auckland Transport Key Strategic Initiatives Project Director Theunis Van Schalkwyk says the feedback is part of an on-going conversation with the community the Transport Agency and Auckland Transport will continue as designs are further developed.
“We’re very pleased with the level of support we’ve received around the proposed improvements to speed up bus journeys between Māngere, Ōtāhuhu and Sylvia Park. The feedback will be used to help develop the designs for the bus priority lanes and cycle improvements.”
The Transport Agency’s Brett Gliddon says the next steps for the project will be to undertake further investigations on the preferred approach and confirm the land needed to protect the route. If people have feedback, thoughts or ideas at any time we would encourage them to contact the project team on email@example.com”.
AT received massive feedback for the new network on the North Shore with over 3,150 responses or comments. To put that in perspective both the South Auckland and West Auckland consultations had just over 1,000 responses each. Give the level of feedback I suspect that means it’s likely to take much longer to get any results and final decisions about the network.
Local feedback will make a better bus network for the North Shore, AT says
Auckland Transport has begun analysing more than 3150 submissions received from the North Shore New Network consultation.
- Over 2,400 formal submissions (including 26 in Chinese).
- More than 750 comments on the online discussion forum, which will also be counted as feedback and analysed.
- 5 petitions were received.
- More than 32 events were held over the six week consultation period, where more than 3,400 people were engaged with.
“There was a high level of public participation on the North Shore, almost double than previous New Network consultations, and we want to thank everyone for their feedback,” says Anthony Cross, Public Transport Network Manager.
“The more local knowledge and opinion we get, the more informed our decisions will be, and the better the final Network we can deliver.”
The next stage is analysis, which entails evaluating feedback and investigating issues raised.
“When a concern is raised by the community, we look into it in detail,” says Anthony. “This can include exploring different options and the operational and financial implications, such as where bus stops would be or where a bus could turn around.”
“Ultimately we aim to make the best decision for the largest number of people, within the constraints we are given.”
Early results show a range of support and opposition. One resident supported the “better connections to alleviate the demand for parking at the park and rides,” and another commented that “more frequent weekend trips will make public transport a more viable option when travelling with family.”
Once confirmed, the final decisions and service design will be available at www.AT.govt.nz/NewNetwork or people can sign up to an email newsletter to be kept up to date.
Implementation is planned for 2017, a timeframe which is required so that any infrastructure changes can be made, and a competitive tender process can be carried out to decide which bus company will operate each route, on certain parts of the network.
Tenders will be released following service design completion in the first half of 2016. A comprehensive information campaign will be held prior to implementation to make people aware of the changes.
“Many people we spoke to during consultation were eager to see the new bus network happen earlier than 2017, but there’s a lot involved in making changes of this scale, so we’re doing it in phases by area.
“Over the next two years we will have delivered a New Network for the whole of Auckland, starting with the Hibiscus Coast this October.”
Consultation on the new bus network for the North Shore ran from 2 June to 13 July 2015. The changes proposed would provide a number of benefits, including new frequent bus services on key routes across the North Shore running every 15 minutes, 7am – 7pm, 7 days a week, and a more connected, and easier to understand bus network overall.
Past consultations for the New Network have included: Hibiscus Coast, West Auckland, South Auckland and Pukekohe and Waiuku.
More information is available at www.AT.govt.nz/NewNetwork.
Post from Ryan Mearns of Generation Zero
In June NZTA and Auckland Transport finally came out with a new proposed route for the East-West Connections, which is a new road route long pushed by business groups that would link SH1 and SH20 either north or south of the Manukau Harbour. An earlier proposed route that cut through the heart of Mangere was dropped in January 2014 after a huge public outcry, and an excellent local campaign. This new route effectively involved joining SH1 at Syliva Park with SH20 at Onehunga, with a direct connection that looks a lot like a motorway.
This area does suffer from traffic congestion, and does have a large amount of truck traffic, much of it leading to the major Kiwirail terminal and inland port along Neilson Street. So this is one area where we would support some investment to reduce congestion hotspots. However NZTA admitted that it would cost over $1 billion dollars. This is a huge amount of money, and for example is roughly equivalent to the government contribution of the CRL. There is already severe strain on the transport budget from the government spend-up on RONS and the Auckland accelerated motorway projects, so this is bad news for those of us that want the government to progress projects such as the Northern Busway extensions and North-Western busway.
The primary concerns we have for the project are that;
- The design of the proposed new motorway makes it even more difficult to build rail to the airport. To ensure either light or heavy rail can one day go to the airport, any designs for the motorway should preserve the rail corridor.
- The only public transport upgrades proposed are discontinuous shared bus and truck lanes which are poor quality and potentially unsafe. The project should focus on improving public transport in the area to reduce congestion with a network of high frequency bus services with continuous bus lanes.
- Current bike infrastructure in the area is disconnected and of low quality. The solution is to provide high quality bike connections linking Onehunga, Penrose, Mangere, Mangere Bridge and Otahuhu.
- The new motorway proposes to block off the limited public access there is to the Manukau east of Onehunga, with the cycleway on the land side of the motorway. The project should not have to reclaim the Manukau Harbour and should ensure any works near the harbour improve public access, rather than separate the community from the harbour.
- Congestion is an issue in the area, but a billion dollar motorway is not the way to go. The Government should focus any road spending on cheap upgrades to fix localised congestion spots.
NZTA are taking feedback on the East West Connections until the end of Friday. They do have an online form, however it bizarrely focusses on the bus-truck lanes, which are effectively an entirely different project. To help people get the key points across Generation Zero have created a quick submit form, which will send your feedback straight to NZTA.
Click here to go to the form to submit your feedback to NZTA.
More information on the project is available on the NZTA and Auckland Transport websites.
Yesterday Auckland Transport and the NZTA released their preferred route for the East-West link semi motorway. It consists primarily of a new road along the northern shore of the Mangere Inlet, something that has already been subject to a lot of change over the years.
Here’s what exists today (well a few years ago). You can see a little bit of variation but the past engineers have largely straightened out the foreshore.
And here’s what it looked like in 1940, before significant reclamation took place. You can also see the level of impact the mangroves are starting to have and they were bairly noticable.
Auckland Transport and the NZTA have just announced a new round of consultation for the East-West Link that ends up being pretty much identical to what was suggested by the business community in their four pages of paid advertorial last week.
They undertook consultation of a number of options back in October and the consultation report released today is beyond a joke. There are no figures to show what the feedback was and only makes comments such as “Some people told us …” or “Some people considered …”. There is no information about how many the “Some people” is or what the demographics of submitters are.
The biggest part of the news is that the preferred option for The East-West route is a four lane “limited access” state highway all along the northern foreshore of the Mangere Inlet. They stress it will not be a motorway but it sounds like it won’t be far off one. In addition to this any parts of Neilson St not already four laned will be widened and additional lanes will be added to SH20 between Neilson St and Queenstown Rd as well as SH1 as far south as Princess St.
Despite all this they also claim it will improve things for pedestrians, cyclists and bus users and to top it off say that the new road along the foreshore “will achieve positive environmental outcomes” for the Mangere Inlet. This seems like an awful lot of PT, cycle and green washing.
On the issue of cycling, the map below suggests the existing cycle facility along the foreshore will be cut off from the water by the road which doesn’t seem a good outcome at all. It also appears that it will cut off any option to extend rail to the airport.
In addition to the new road a number of changes are proposed on along the frequent bus route that will run between Sylvia Park and Mangere. A mix of separated and on street cycle lanes plus shared paths in some places is meant to improve cycling while for buses some sporadic transit lanes will be included however crucially it appears they will also be able to be used by trucks. It will be hardly fun waiting for a bus there and having a large truck rush past close to the kerb.
AT/NZTA are also going to be holding some open days on the project starting this weekend
- Saturday 20 June from 3 – 6pm. – Where: Onehunga Café, 259 Onehunga Mall.
- Thursday 25 June from 6 – 10pm. – Where: Onehunga Night Markets, Dress-Smart, 151 Arthur Street.
- Saturday 27 June from 9am – 2pm. – Where: Māngere Town Centre, 93 Bader Drive (outside the Māngere-Ōtāhuhu Local Board Office).
- Saturday 4 July from 3 – 6pm. – Where: Onehunga Café, 259 Onehunga Mall. .
At this stage there’s no indication of just how much this project will cost and I’ve asked AT for more details on that.
As I asked the other day, how much are the truckies prepared to pay for this new motorway?
Edit: AT have confirmed the new road will cost more than $1 billion while the bus and cycle improvements in the second image will cost $35 million
Yesterday the Auckland Business Forum sponsored four pages of op-eds in the business section of the Herald about the need to improve transport for businesses. Unfortunately it ended up being a bit of a case of who left the gates to Jurassic Park open and let the Roadasaurs out.
You can see all four pages below.
Perhaps the most hilarious of the pieces comes from the head of the National Road Carriers – a trucking lobby group – who effectively suggests that a Mad Max style apocalypse is imminent unless we take quick action to speed up the movement of trucks.
When trucks gridlock, Auckland stops. Virtually everything manufactured, imported, bought or consumed in Auckland is at some point transported by truck.
If truck movement stopped in Auckland, within the first 24 hours service stations would begin to run out of petrol, supermarkets and restaurants would have no fresh food, building sites and assembly companies using just-in-time suppliers would experience materials and parts shortages, and mail and other package deliveries would cease.
After a couple of days, food shortages would develop, motor vehicle fuel availability would dwindle, exports and imports of goods by sea and air would cease, as would operations of many wholesale and retail businesses. Thousands of Aucklanders would soon be out of work.
This demonstrates the critical importance of freight and goods delivery within Auckland’s transport system — when trucks can’t move, Auckland stops.
Freight is the backbone of the Auckland economy. It figures that if we are serious about improving our economy, we must get serious about tackling Auckland’s worsening traffic congestion and improving our productivity and efficiency.
As Auckland’s population grows, it is critical that we stop congestion spreading through the whole of the working day as it is starting to do in some areas of the city.
His other article suggests some of the ways trucks can be avoided where he suggests that trucks should be able to use the busway and bus lanes.
His big priority is the east-west link which he wants the government to take over and build as a RoNS – because you know it’s not like the NZTA is sitting around doing nothing. He suggests that a route along the waterfront on the Northern edge of the Mangere Inlet is good because it will “avoid community severance” and encourage the repair of the “environmentally damaged reclaimed land”. I know some Onehunga Foreshore groups support this option because they think they will get a new foreshore – like what is being done now next to the motorway – on the northern side of the inlet. Of course not that anyone will be able to easily access it due to the severance the motorway they want causes.
Seeing as this route is claimed to be so vitally important for truckies, I wonder how much they’re prepared to pay to use it – or are they expecting this to be a massive subsidy from the public towards their operations.
Also pushing to keep the trucks moving is a representative of the construction firms. In this case he’s primarily talking about trucks involved in construction. A case of the trucks must get through to be able to build more roads that will also end up congested. It’s a bit like groundhog day. He also calls for trucks to be able to use busways. He is of course correct when he says:
At the heart of an Auckland-Wellington strategy must be an accelerated effort to improve the city’s public transport system. Getting single-occupancy commuter vehicles off Auckland roads during the day would free up the capacity for contractors, transport operators and other essential trades.
However a few paragraphs later he then undoes that by stating that PT should only be funded if it doesn’t get in the way of building new stuff.
Meanwhile, increased public transport funding is only viable if it does not impact on the activities of the people who build the city.
One area I do agree with him on is in his other piece where he suggests there might be some advantages to merging the local aspects of the NZTA and Auckland Transport. I’d go further and suggest the rail network should also be included. A single agency managing the entire transport network could be useful if it also coincided with more autonomy in how the money is spent rather than the rigid Government Policy Status. That could mean motorway, PT and local road and even rail freight projects could be treated equally but there is little chance the government would allow this.
Stephen Selwood from the NZCID has also written a few pieces. In one notes that the current plans for an Additional Waitemata Harbour Crossing add no new connectivity and that it wastes the transport budget. His solution to this is to make the tunnel longer and instead connect up to the eastern side of the CBD. However not content with that he also wants to revive the Eastern Motorway and suggests it be built as a tunnel so it “protects the views and amenity of the eastern suburbs”. It would then presumably link up with a larger AMETI project.
If the AWHC is estimated at $5 billion then how much is an approximately 14km tunnel from Glen Innes to the North Shore going to be?
Lastly both Selwood and Chamber of Commerce CEO Michael Barnett separately talk about and support the governments push for a transport accord. While I don’t necessarily disagree it seems that are taking the stance that Auckland’s current plans are fundamentally wrong. In my view we’ve seen a huge improvement in the work AT has done in it’s planning for the future and it’s starting to show that the plans of the past aren’t necessarily right or worth pursuing. This has been shown in examples like how they’re thinking of deferring the Reeves Rd flyover which would have just shifted congestion one intersection down the road and to invest the money in bringing forward PT improvements. Another is them looking at light rail as way of addressing looming bus congestion.
Of course there’s also the irony that the business groups are supporting the government in creating another year of delay and debate while also calling for urgent action to speed things up. Perhaps it’s time to stop having a bet each way and pick a position. To me it also shows why it’s so vital that we don’t just leave the conversation about Auckland’s future to these influential and well connected groups.
Unsurprisingly the government’s budget a few weeks ago didn’t offer up much for transport however in the council finance committee meeting earlier that day one part caught my attention.
Despite consultation back in October we still haven’t heard anything from Auckland Transport or the NZTA on the outcome of the East West Link. We also know there’s been quite a bit of discussion about the Reeves Rd Flyover. Back in February AT said they were deferring the project seeing as it would just shift traffic one set of lights down the road and instead using the $170m saved to bring forward spending on the AMETI busway plus bus lanes up Pakuranga Rd. In the months that followed politicians such as Dick Quax became quite upset with this and then in April AT issued another statement saying that the board never agreed to the deferral but that it was just one of the options staff were considering. Note: AT subsequently sent me resolution that was agreed in the closed board session where this was discussed and indeed they only noted the potential change, not agreed to it.
Fast forward to now and Dick Quax is still going on about the flyover. The video below shows AT CEO David Warburton discussing the project with Dick Quax. It starts from about 5:40 in.
Warburton quite matter of factly tells Quax that the flyover won’t solve the problem on its own and that Waipuna and Carbine Rd would also need to be dealt with in order to have any impact – and even then I suspect it would probably just shift traffic to the motorway on-ramp and Gt South Rd intersection. That beeping sound you might be hearing about now is the bill being rung up at the council till.
That is unless the second part of Warburton’s comment is to be believed. He says AT are working with the NZTA to look at an overarching project that links in the East-West link that would see a road from SH20 all the way through to Pakuranga. The map below is just a wild guess but perhaps they’re thinking of something like it. It certainly contains some of the options that they’ve already shown.
Adding to all this is that I’ve heard a few times that East Auckland politicians as well as business groups have been lobbying the government quite hard to make the East West Link a State Highway managed by the NZTA. They know the NZTA has more money to spend than AT does and the government haven’t been afraid to throw more money state highway projects either. Getting the Reeves Rd Flyover and a few other intersections tacked on to the list doesn’t seem like it would be that much more of a stretch.
Of course even if these groups pushing the project are successful that doesn’t make it a good project. Trying to find ways to circumvent the council/AT will most likely mean that money that could have gone to higher value projects elsewhere in the city/country will be pushed back while a likely much lower value project goes ahead. Given Warburton said AT and the NZTA have already held a number of workshops perhaps AT should tell the public what they’re doing on the project as we still haven’t officially heard anything from the options consultation in October last year.
Auckland Transport’s board meet tomorrow and I’ve scoured the board reports for any interesting information. Here’s what caught my attention.
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.
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.
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)
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.
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.
Also to be completed by the end of April are the works to deliver the westbound transit lane and shared path.
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.
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?