Transport in Auckland 2011-2016
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Transport in Auckland 2011-2016
Giving effect to the plans and strategies
A report to the Auckland Council’s Transport Committee on
Auckland’s transport projects in the next five years that can give
effect to its current transport plans, strategies and policies
Prepared by: Campaign for Better Transport
11. Executive summary:
The Campaign for Better Transport considers that Auckland’s transport plans and
strategies have a missing element: something to link together the high-level strategic
documents and the day-to-day list of projects to be investigated, consented and built.
This five year transport plan seeks to fill that gap, providing a projects-based analysis
of what transport improvements should be undertaken between now and 2016.
The plan seeks to be realistic in terms of funding constraints, and ‘gives effect to’ the
Regional Land Transport Strategy (RLTS).
Major roading projects that are underway, or soon to begin, will largely be completed
during this period. This includes projects such as the Victoria Park Tunnel, the
Newmarket Viaduct replacement and completing the Western Ring Route.
Subsequent to these projects, the plan considers Auckland’s motorway network to be
complete. Further roading upgrades are likely to focus on improving arterial routes:
particularly for freight and public transport, as outlined in the RLTS.
The RLTS lists a number of major rail projects to be undertaken within the next 30
years. This plan considers that the first of these projects, the CBD rail tunnel, must
begin construction by 2016: in accordance with the RLTS’s desire for the project to
be completed by 2021, or earlier if the project is to be completed within the timeframe
sought by the mayor. For other major rail projects, the focus for the next five years
should be on securing designations, undertaking full investigations and preparing
business cases for each project.
The plan considers that, in terms of implementation, much of the focus within the next
five years should be directed at improving the bus network. Approximately 80% of
public transport trips in Auckland are by the bus, while bus improvements can often
be made at a fraction of the price of other projects. The plan outlines that the Quality
Transit Network (QTN) should be completed by 2016, and the bus network generally
improved and simplified to make catching the bus more convenient, faster and easier
to understand. Implementing integrated ticketing with free transfers is an essential
element of this process.
The plan also focuses on improvements to walking and cycling, in particular
completion of significant parts of the regional cycle network by 2016. Pedestrian
improvements to the CBD are proposed, as is greater integration between land-use
and transport planning: which is likely to be a challenge in the new council structure.
A number of “quick wins” are suggested and the plan also looks at what the Transport
Committee’s contribution to the Auckland spatial plan might be.
Overall, the plan provides a sound, but at the same time visionary, approach to
improving Auckland’s transport system between now and 2016. It maps out what is
likely to be necessary in order to start implementing the RLTS. The plan represents a
fundamental shift away from focusing on road-building to a more balance transport
policy between road-building and public transport improvements. This follows
through on the same fundamental shift being detailed in the RLTS.
22. Introduction/purpose:
The Campaign for Better Transport is a non-politically aligned organisation that
encourages smarter and more balanced transport policies, particularly in terms of
reducing Auckland’s dependency on the private vehicle.
Transport was arguably the defining issue in the 2011 Auckland council elections.
Although we stayed neutral during the election campaign and we were careful not to
endorse any candidates, the CBT does endorse the vision for transport outlined by Len
Brown – Auckland should be planning today for the future expansion of the rail
corridor. As well as completing the current upgrade and electrification of the existing
rail network, we agree that Auckland should now plan for the construction of a CBD
rail tunnel, a South-West Auckland rail line from Mangere to Wiri via the Airport,
and a rail tunnel to the North Shore. These projects should each be advanced as
quickly as possible.
While these big capital-intensive projects should be progressed through route
designation and detailed design, it is important to acknowledge that there are many
other smaller transport projects which can be simultaneously advanced. These smaller
projects will collectively have a profound impact on public transport patronage and
service provision in Auckland. From a political perspective it is also important to
consider that the three year electoral cycle makes it difficult to design, secure funding
for, and complete construction of, a major rail construction project within one term of
office.
The purpose of this discussion document is to outline some important transport
projects that the CBT believes the new Auckland Council should advance as
priorities. These projects can be advanced alongside the longer-term capital intensive
rail projects discussed above. To borrow from the language of the central government,
these smaller initiatives should be considered as part of a “rolling maul” of transport
projects which will lead to Auckland being easier and safer to move around.
The case for a more balanced transport system in Auckland has been argued in great
detail in other documents, such as the 2010-2040 Regional Land Transport Strategy
(RLTS). This document does not seek to replace the RLTS, nor does it challenge the
outcomes sought by the RLTS. Rather, this plan seeks to find a way in which the
RLTS can begin to be implemented over the next five years.
The CBT considers that we have a ‘once in a generation’ opportunity to make a ‘fresh
start’ on how Auckland’s transport is managed. This has been reinforced by the
Mayor’s transport vision for Auckland. The key is to have a plan in place that can
supplement existing transport plans and strategies in Auckland, with a greater
‘projects-based’ focus. This document intends to fulfill that purpose.
3. The current policy situation:
There are two main ‘high-level’ transport strategies that significantly impact on
Auckland: the 2010 RLTS and the May 2009 Government Policy Statement (GPS).
These two strategic documents clearly outline two distinct and separate paths that
Auckland’s transport system could go down over the next decade or two.
3In addition to the RLTS and GPS, there is more short-term Regional Land Transport
Programme (RLTP) and how it was implemented by the National Land Transport
Programme (NLTP). These programmes outline the specific projects that are to be
undertaken within the next three years (2009-2012). Other policy documents include
ARTA’s 10 year “Auckland Transport Plan”, and the Regional Public Transport Plan.
Because the RLTP will expire in 2012, and many of the other documents are longer-
term and more strategic, there is a gap in setting out what Auckland Transport’s
priorities should be, particularly post-2012. While ARTA’s Auckland Transport Plan
(with its 10 year horizon) probably fills this gap better than anything else, that plan
gave effect to the 2005 RLTS, which has subsequently been updated. Therefore, in
many respects the Auckland Transport Plan is already out of date.
Most existing regionally based transport plans involve a great number of strategic
policies, objectives, aims, methods, actions and so forth – rather than being
specifically based on what projects are required, when those projects are required by
and what steps need to be taken to make those projects happen. This plan
complements other existing transport documents, but takes a more ‘projects focused’
viewpoint in terms of what is considered necessary to advance by 2016.
4. The 2010-2040 Regional Land Transport Strategy:
It is widely recognised that transport is a significant problem in the Auckland region,
and that urgent action is required to improve the transport situation. The 2010 RLTS
analyses Auckland’s future population growth, how this will impact upon transport
requirements and sets out a long term strategy to improve Auckland’s transport
situation. This plan highlights what steps should be taken to give effect to the RLTS
over the next five years.
As noted in the RLTS, most of the larger roading projects required in Auckland are
nearing completion, or will start construction within the next few years. In contrast,
the RLTS highlights a number of very significant rail and busway projects that are
considered to be required by 2040 – most of which have not been progressed to any
great extent in terms of their investigation, consenting, design and construction.
Further to these particularly large projects, a number of supplementary projects are
also outlined in the RLTS, or will be required to achieve the objectives of the RLTS.
These include arterial road upgrades, bus route improvements, walking and cycling
improvements, greater integration between land-use planning and transport, and other
transport projects where required.
The table below outlines the RLTS’s vision for completion dates for major transport
projects in Auckland:
Roading
Project Completion Date
Western Ring Route 2016
Construction of AMETI – Panmure section 2020
Construction of AMETI – Pakuranga to Botany section 2021-2030
Improved Airport road access 2021-2030
Widespread arterial road improvements. With focus on freight Throughout period.
4network and improving public transport
Safer and more reliable links to Northland, Waikato and Bay of Throughout period.
Plenty
Protection of additional Waitemata Harbour Crossing Within period of strategy.
Construction completion
date not stated.
Investigation of a potential strategic road connection between Within period of strategy.
East Tamaki and SH20 Construction completion
date not stated.
Public Transport
Project Completion Date
Electrify the rail network and increase frequencies 2015
Constructing the CBD rail link and further increasing 2021
frequencies
Construct rail loop to Auckland Airport 2031-2040
Construct Avondale-Southdown rail connection 2031-2040
Extension of Northern Busway to Redvale 2021-2030
Extension of Northern Busway from Redvale to Orewa 2031-2040
Develop Panmure-Botany-Manukau bus QTN Not stated (presumed
2020)
Upgrade Panmure-Botany-Manukau QTN to RTN 2021-2030
Develop Henderson-Westgate-Albany bus QTN Not stated
Integrated transport ticketing and fares 2012
High frequency on RTN and QTN Throughout period
Improvements to LCN Throughout period
Investigate extension of railway to North Shore Investigation within period
covered by strategy.
Construction not seen as
necessary before 2040.
The RLTS also proposes to complete the Auckland regional cycle network by 2026.
5. Overview of this plan
This plan does not debate decisions made in the RLTS that relate to the strategic
direction of transport policy in Auckland. Instead, this plan looks to provide further
detail on projects identified in the RLTS, with the focus being on their
implementation. A number of additional projects that can help achieve the goals of the
RLTS are also suggested.
Roading, public transport and walking/cycling/streetscape projects have been
analysed, and organised into three groups – depending on the stage of implementation
that project will be at between now and 2016:
• Projects where construction should be completed/progressed
5• Projects where the main focus should be on design/consenting
• Projects where the focus should be on preliminary investigation.
Budget limitations have been taken into consideration, and this is reflected in the
emphasis placed on different types of projects in the plan.
For roading, the plan focuses on the completion of existing state highway projects and
ensuring that state highway projects planned for construction in the near future by
NZTA are cost-effective and sustainable. Improvements to the arterial road network
are also a focus, particularly in ways that can benefit freight and public transport. This
is consistent with the RLTS.
For public transport, the plan has separate focuses for rail and bus improvements. For
rail, the focus is on completing electrification of the rail network, as well as
significant consenting/design/designation/investigation work for the large-scale
projects noted in the RLTS. For bus improvements, the focus is on implementing the
Quality Transit Network (QTN), applying ‘The Network Effect’ theory to Auckland’s
bus system and undertaking a simplification of bus routes to make the system
significantly easier to understand, faster to use and more useful for accessing a range
of locations other than solely the CBD.
For walking/cycling/streetscape, the plan focuses on the expansion of the ‘shared
streets’ idea in the Auckland CBD, extending the regional cycle network and making
Auckland’s streets generally more pedestrian friendly. The plan also emphasises the
need for greater integration between land-use and transport planning.
6. Funding:
This plan is mindful of funding constraints, and therefore prioritises many of the more
inexpensive bus-based projects for construction/implementation while focusing on
sorting out the design and consenting for larger, more expensive projects. However, in
terms of the ‘split’ of funding across modes, this plan does not go to great lengths to
seek consistency with the available funding in the GPS.
A fundamental position of the plan is: the project most required and most cost-
effective should be prioritised regardless of its ‘type’.
It is considered that the current funding model has a fundamental flaw in focusing on
allocating funding according to the type of project. This plan considers that best value
for money is achieved if all projects ‘compete’ against all other projects for available
funding, not if state highway projects only compete against other state highway
projects, or rail projects against other rail projects. One pool of transport funding
should be provided to the Auckland region to which all transport projects have ‘equal
access’ – contributed to by NZTA, local government and central government directly.
The argument for this type of funding arrangement is outlined in section 5.8 of the
RLTS.
For example, the CBT considers it illogical that rail infrastructure projects are unable
to be funded through the NLTF. It is typical for the economic analysis of rail projects
to include significant amounts of “road user benefits”, through decongestion. Put
simply, the more people taking the trains the fewer people clogging the roads. NZTA
has calculated that each peak time rail trip in the Auckland region generates $17 of
road user benefits (as well as significant benefits to the person taking the trip). The
6CBT recommends Auckland Council advocate to the government that NLTF funding
be made available to all transport projects that show a benefit to road users.
Individual projects have not been costed at this stage. Most of the more expensive
projects are included in the RLTS and have been given preliminary costings in that
document.
7. The Projects:
7.1. Roading
As noted above, the plan focuses on the completion of existing state highway projects,
ensuring that state highway projects planned for construction in the near future by
NZTA are cost-effective and sustainable, and improvements to the arterial road
network: particularly in ways that can benefit freight and public transport. It is
considered that this is the most appropriate way to approach roading projects in terms
of being consistent with the RLTS.
This plan considers that is the kind of ‘step-change’ that is envisaged by the RLTS in
transport outcomes is to be achieved, then as well as better public transport ‘pulling’
people out of their cars, effective demand management measures need to be
undertaken that can help ‘push’ people out of their cars: where decent alternatives
exist. A key aspect of this approach is to focus on the more efficient use of existing
roadway space, and ensuring that roading investment is cost-effective and leads to
long-lasting benefits.
The table of roading projects is outlined below:
Construction (either under way or completed by 2016)
Project Comment
Waterview Connection Is to be completed by approximately 2016. Auckland
Transport should take steps to ensure that the design of the
project does not eliminate the possibility of a future Northwest
Busway along SH16. A cycleway along the length of the
project, and world-class mitigation should be advocated for.
SH18 Motorway Upgrade To be completed before 2016. Provision for future QTN/RTN
should be analysed.
Victoria Park Tunnel Completed before 2016. Analysis of the marginal cost of
putting the existing viaduct underground should be
considered – potentially a $70 million cost, but might save
$60 million in ‘reconditioning’ the existing viaduct.
Newmarket Viaduct Completion by 2011/2012.
SH20-SH1 Manukau Completion by 2010/2011. Opportunities to make Wiri Station
Connection Road and Manukau City Centre more pedestrian/cycle/public
transport friendly should be taken up once the new motorway
opens to ensure that the benefits of removing traffic from the
area are “locked in” and not lost to future traffic growth.
Cost effective Puhoi- A cost effective alternative to the Puhoi-Wellsford motorway
Wellsford alternative should be undertaken. Would cost 10% of current project’s
budget (around $160 million) and deliver a Warkworth bypass
and significant safety improvements to the existing highway.
7Safety upgrades could be undertaken almost immediately.
Design/Consenting (project “ready/near-ready to build” by 2016)
Project Comment
Te Atatu-Rosebank Bridge Designation and consenting should be in place for a bridge
between Te Atatu and Rosebank. To relieve pressure on
Great North Road and SH16. Extension of McLeod Road to
link with Rosebank/Patiki intersection.
Future Harbour Crossing Designation should be secured for both a rail and road tunnel
by 2016. Ways of extending the lifespan of the existing
harbour bridge to ensure that an additional crossing does not
have to be built too soon should be explored (e.g. T2 lanes on
motorway).
Improved Airport Access Designation should be secured, and should take into account
the future alignment of Airport Rail.
Other arterial road Designations should be secured for projects (such as Mill
improvements Road corridor). Efforts should be made to prioritise passenger
transport and freight, as per the RLTS.
Planning/Investigation (under way or completed by 2016)
Project Comment
AMETI It is considered that AMETI requires significant alteration if it
is to meet the purposes of the RLTS. Further consideration
needs to be given to where the southeast RTN will pass
through the area and what roading upgrades will assist in
achieving the strategic goals of the RLTS. Priority to
passenger transport and freight.
SH16 Widening Proper consideration of the project’s cost-effectiveness needs
to be undertaken, to ensure that all its benefits will not be
eliminated through induced traffic and triple convergence. The
costs & benefits of this widening project should be compared
to the cost & benefits of a Northwest Busway. In any respect,
the ability to put in a Northwest Busway in the future should
be provided for as part of any upgrade.
SH20-East Tamaki Corridor Investigation of preferred route options and analysis of cost-
effectiveness of project should be undertaken.
Penlink Analysis of most cost-effective method of improving access to
Whangaparaoa Peninsula should be undertaken.
7.2. Public Transport
Page 8 of the RLTS highlights the need for “significantly greater investment in public
transport (both infrastructure and services)”. This is reflected in the extensive list of
significant public transport projects in the RLTS that are intended to be advanced by
2040.
As noted above, this plan has separate focuses for rail and bus improvements. For rail,
the focus is on completing electrification of the rail network, as well as significant
consenting/design/designation/investigation work for the large-scale projects noted in
the RLTS. For bus improvements, the focus is on implementing the Quality Transit
8Network (QTN), applying ‘The Network Effect’ theory to Auckland’s bus system and
undertaking a simplification of bus routes. These steps will make the system
significantly easier to understand, faster to use and more useful for accessing a range
of locations other than solely the CBD.
The plan recognises the restrictions on public transport funding that exist in the short-
to-medium term future in Auckland. Much of the focus is on getting better value for
money out of current funds dedicated to public transport services: through a better
functioning bus system and investment in infrastructure such as bus lanes that will
effectively be paid for through lower operating costs.
It must be emphasised that implementation of the RLTS’s plan for greater public
transport expenditure is reliant on changes to the way transport is funded – in
particular a significant shift of funds away from new and improved state highways,
and towards public transport infrastructure and services.
The reintroduction of trams to Wynyard Quarter provides an opportunity to create a
“three-tiered” public transport system in the future: buses, trams and trains. This plan
considers that all three modes serve important roles in creating a world class public
transport system in Auckland: and all three modes should be utilised where
appropriate.
The table of public transport projects is outlined below:
Construction (either under way or completed by 2016)
Project Comment
Rail electrification Due to be completed by 2013
Project DART Remaining portions of Project DART are due to be completed
well before 2016. This includes reopening the Onehunga Line
and completing the Manukau spur. Further upgrades to Quay
Park Junction, Westfield Junction and signaling on the
Newmarket branch may be necessary to achieve reliable 10
minute frequencies on the three main lines plus 2 tph from
Onehunga.
Triple-track Southern Line To advocate to KiwiRail that this project form part of their
between Westfield and Wiri. turnaround plan. A critical project to allow freight to operate
on the Auckland rail network without severely disrupting
passenger services. Third track could be used for passenger
express trains.
Extension of electrification to Business case for project should be undertaken before
Pukekohe. current electrification project is completed.
Extension of Wynyard Te Wero Bridge to be constructed to a standard that allows
Quarter tramway to Britomart trams to travel over it. Necessary to link Wynyard Quarter with
the rest of Auckland’s CBD and allow development of that
area to happen.
Dominion Road QTN Necessary to take a ‘fresh look’ at this project and decide on
upgrade the best approach. Options such as light-rail or median bus
lanes should be analysed. Project should be completed or
significantly advanced by 2016.
Expansion of bus lanes on All QTN corridors should have extensive lengths of bus lanes
QTN corridors by 2016. Bus lane hours of operation should be extended
where appropriate: some to all times, others to 6am-10am,
3pm-7pm. Priorities for bus laning to be analysed. ‘Turn up
and go’ frequencies for QTNs. Routes with lower bus
9frequencies should be considered for T2/T3 lanes where
appropriate.
Application of “Network As part of implementing the RPTP, bus routes should be
Effect” to bus routes reworked to fit with the “Network Effect”. This focuses on
transfers, simpler routes and higher frequencies. Grid system
on isthmus, hub-and-spoke beyond isthmus.
Improvements to existing As well as simplifying bus routes and providing extended bus
bus network lanes, a detailed “route by route” analysis of the bus network
should be undertaken to find bottleneck locations, reasons for
unreliability, reasons for slowness and inefficiency etc. and
systematically eliminate them.
Design/Consenting (project “ready/near-ready to build” by 2016)
Project Comment
CBD Rail Tunnel To fit with the RTLS’s requirement that the project is
completed by 2021, construction would need to start around
2015/2016 at the latest. Business case completed. Notice of
requirement should be lodged in 2011 to protect route. Some
scope for fast-tracking this project, but is reliant on securing
designation ASAP.
Airport Rail Designation needs to be finalised so that the route can be
protected. Preferred route is full loop from Onehunga to
Manukau via the Airport. KiwiRail is the requiring authority,
although Auckland Transport must be driving force. An MoU
between parties has been recently signed to move the project
forward.
Extension of Northern RLTS seeks to extend busway to Redvale by 2030 and to
Busway Orewa by 2040. Designation needs to be secured, analysis
should be undertaken regarding fast-tracking extension of
busway to Albany.
Tram Extensions Analysis and any necessary further designations should be
undertaken to extend the downtown tram network. Possible
routes include Dominion Road, Tamaki Drive and Great North
Road. Should be undertaken where existing buses cannot
meet demand requirements or where there would be
significant tourist patronage.
SH16 bus improvements Further work should be undertaken in conjunction with the
NZTA Waterview Connection project to ensure high quality
public transport links along SH16. Future proofing for a
busway should also be advocated.
Planning/Investigation (under way or completed by 2016)
Project Comment
AMETI It is considered that AMETI requires significant alteration if it
is to meet the purposes of the RLTS. Further consideration
needs to be given to where the southeast RTN will pass
through the area.
Southeast RTN As per AMETI above, it is considered that a full range of
options be investigated for the best solution to provide a
southeast RTN, as this part of Auckland has poor quality
public transport options at present. Rail options should be
analysed – including the possibility of crossing the Tamaki
10River to the north of Panmure.
Avondale-Southdown The designation needs altering around Onehunga to connect
Railway with rail to the airport and the existing Onehunga Branch Line.
Investigation into best alignments for this line should be
undertaken.
North Shore Rail RLTS does not anticipate it being necessary to turn the
Northern Busway into a North Shore Railway Line before
2040. However, designating the harbour tunnel is progressing
so some investigation into what alterations to the busway
would be necessary for conversion to rail. Shorter term bus
capacity issues in the CBD may fast-track the need for North
Shore Rail.
7.3. Walking/Cycling/Streetscape
The RLTS has a strong focus on improving ‘active transport modes’ such as walking
and cycling. Furthermore, it focuses on the need to integrate land-use and transport
planning better, so that transport strategies support regional growth strategies, and
vice-versa. A critical aspect of this process is creating ‘people friendly spaces’, which
can lead to significant economic benefits through encouraging foot-traffic and private
sector investment in vibrant areas.
As noted above, this plan focuses on the expansion of the ‘shared streets’ idea in the
Auckland CBD, extending the regional cycle network and making Auckland’s streets
more pedestrian friendly in general. The plan also emphasises the need for greater
integration between land-use planning and transport planning.
While many activities, such as streetscape upgrades, may not traditionally be seen as
the role of a transport agency, the wide-reaching powers of Auckland Transport mean
that it is essential this organisation focuses on what the transport corridors are like to
“be in”, not simply what they are like to “go through”. An essential part of making
Auckland a world-class city is improving the quality of its public realm, which
generally means the quality of its streets.
The table of walking/cycling/streetscape projects is outlined below:
Construction (either under way or completed by 2016)
Project Comment
CMJ Cycleway Completion of cycleway linking end of current NW cycleway
with the university and CBD. Also links with cycleway across
Grafton Gully.
Shared Streets Current projects in Fort Street, Lorne Street, Elliott Street and
Darby Street to be completed by 2011. Further streets should
be looked at.
Regional Cycle Network Significant expansion of cycle network by 2016.
New Lynn – Swanson rail Completion of cycling/walking project next to rail corridor in
corridor Waitakere City.
Speed limits Create 40 kph zone on local streets and in highly pedestrian-
focused areas like CBD and town centres.
Queen Street Pedestrianise Queen Street on weekends to encourage
people into the CBD, locate markets on the street as a
celebration of it as a public space.
11Harbour Bridge cycleway Construction may be started by 2016.
Urban Design Auckland Transport to have an urban design team so that
urban design elements are given strong consideration in
streetscape upgrades.
Design/Consenting (project “ready/near-ready to build” by 2016)
Project Comment
Shared Streets Further expansion of shared streets. Investigation of ways in
which to do this at lower cost than first few projects
(inspiration from New York City).
Regional Cycle Network Ensure consents are in place to complete the Regional Cycle
Network by 2026. Design cycleways next to northern and
southern motorways.
Nelson/Hobson Streets Design undertaken to turn two streets into two-way
boulevards to improve the pedestrian environment.
Reworking of interchange with motorway necessary.
Planning/Investigation (under way or completed by 2016)
Project Comment
Quay Street Investigate pedestrianisation between Viaduct Harbour and
Queen Street.
Queen Street Investigate pedestrianisation between Customs Street and
Town Hall.
Spatial Plan Involvement in the development of the first Spatial Plan to
ensure good integration between land use and transport
planning.
District Plan Involvement in the development of the new District Plan to
ensure good integration between land use and transport
planning.
8. Quick Wins:
As well as advancing the large rail projects outlined above, there are plenty of
opportunities for the Auckland Council to achieve some ‘quick wins’ for improving
public transport in Auckland. Achieving small-scale, but still significant,
improvements in the short-term will be critical in boosting public transport patronage
and strengthening the case for larger level investment.
A number of relatively inexpensive ways to improve public transport are outlined
below. Quick win projects attempt to leverage off improvements to the public
transport system already underway: such as rail electrification, the completion of
Project DART and the roll out of integrated ticketing. These projects could be
completed by 2013 and would not require funding significantly beyond current plans.
8.1. Rail Improvements
- Triple-track between Westfield and Wiri. By July 2011 when the Manukau station
opens, there will be trains at five minute frequencies between Wiri and Westfield
on the North Island Main Trunk line. This negates the ability to run freight trains
along this section of track at peak times, and also negates the ability to run express
12trains – because they would quickly catch the train in front of them. Auckland
Council could partner with KiwiRail (who will benefit from triple-tracking this
section as their ability to operate freight increases) to quickly advance this project,
potentially as part of KiwiRail’s turnaround plan. The cost of this project has not
been fully ascertained, but has been indicated as around $30-50 million.
- Upgrades to Westfield and Quay Park Junctions. Upgrades to these two junctions,
potentially including ‘grade separation’ of conflicting tracks, would increase the
capacity of the rail system and also the rail system’s ability to recover from
problems. The Quay Park upgrade in particular could increase the capacity of
Britomart, allowing more peak time trains to access that station. Upgrading Quay
Park Junction is an essential element of the CBD Rail Tunnel as otherwise
capacity will still be very constrained. However, this upgrade could occur in
advance of the CBD Rail Tunnel.
- Four-aspect signalling on Newmarket Branch: This will allow trains at two minute
frequencies between Newmarket and Britomart.
- Waikato Commuter Trains: The Waikato commuter train could use one of the
existing slots from Pukekohe and run semi-express from Papakura to Britomart
with some clever timing (especially once the eastern line starts at Manukau from
mid-next year). This could replace some of the recently lost peak express service.
- Creative ways to boost rolling stock: There are only four more SA carriages to
come up from Dunedin to make up two more SA trains to six-cars for use of the
eastern line from around March 2011. Beyond that, no more rolling stock will be
introduced until the EMUs are delivered from late 2013 onwards. Mainline Steam
hold the last of the available British Mark II carriages. A deal with Mainline
Steam to upgrade them to SW (Wairarapa train) standard in return for Mainline
Steam having them available for excursions at weekends could be a win-win for
all parties and is just about the only option for expanding the urban train fleet.
- West to South “Long Hauler”: From 2011 onwards Britomart will effectively be at
capacity and able to not handle any further trains until the CBD rail tunnel is
completed. A direct west to south train, potentially offering service to places
beyond the reach of the current system (Huapai in the west, Tuakau in the south)
could add capacity to both lines without adding to Britomart’s bottleneck problem.
The ARC recently resolved to explore this option further.
- Operational Improvements: While the rail system is constrained at peak times by
both Britomart’s capacity and the limited available rolling stock, it is possible to
improve off-peak frequencies and extents of service. Proposed improvements
include:
- Weekend trains to Pukekohe
- 15 minute all-day weekday frequency on the Western Line
- 30 minute weekend frequency on Western Line
- 30 minute all-day frequency on the Onehunga Line
- Huapai/ Waimauku rail service
- Sunday train service to Waitakere (currently terminates Henderson)
- Extension of Monday to Thursday span of rail operation to past 11pm.
138.2. Bus Improvements
- Unclog Britomart Bus Interchange: Too many buses unnecessarily run all the way
into the CBD rather than feeding rail services. Avoid having bus services that
duplicate rail there. Instead have bus services that extend the reach of train and
ferry services. In the west this means terminating many buses west of New Lynn
at the New Lynn station and encouraging passengers to transfer to the rail network
(integrated ticketing is essential for this).
- Have Central Connector services depart from a single stop at Britomart to
maximise the benefits of this corridor to bus customers.
- Address key issues impeding good bus progression speeds in the CBD and issues
that make life difficult for customers, such as single route groups spread out over
different stops, inconsistent stop spacings (too close together or too far apart), and
unnecessarily convoluted routes.
- Move to having a second bus hub in the CBD around Wellesley Street
(entertainment, cultural, educational and employment core of the CBD).
- Eliminated conflict between North Shore and Western bus services in Albert
Street by refocusing North Shore services on Wellesley Street, the Learning
Quarter, Auckland Hospital and Newmarket.
- Address issue of bus lane hours by an initial extension of bus lane hours to finish
at 10.00am in the morning and 7.00pm in the evening.
- Address critical signalised intersections causing major delays to bus services (and
general traffic). Examples include Blockhouse Bay Road/ New North Road/ St
Jude Street; Sandringham Road/ Mt Albert Road, Great North Road/ Rosebank
Road, East Tamaki Road/ Great South Road/ Shirley Road, Owairaka Ave/Mt
Albert Road.
- Carry out network simplification exercises to reduce the number and complexity
of route variations in individual areas. A recent example is Marua Road where six
routes were reduced to one and provide a much improved service in this corridor.
- Avoiding platooning of bus services on key corridors such as Ellerslie-Panmure
Highway and Onewa Road so that trips can be evenly distributed to create a much
higher service frequency at no cost.
- Solve timetabling issues that lead to poor customer outcomes. E.g. late evening
services from Mission Bay to Britomart on the hour and at 58 minutes past the
hour, i.e two buses in two minutes, then no buses for 58 minutes.
- Extend the reach of at stop timetable information to remaining areas without it.
- Reallocate Western Bays services to Albert, intertimed with Great North Road
services to create a 7.5 minute frequency on the Albert Street corridor (following
line of CBD rail loop and providing a faster connection from Britomart to
Karangahape Road.
- Extend operating hours of high frequencies into the evening to encourage a
‘spreading of the load’ from peak time to the 6-8pm time, reducing demand of
buses.
149. Spatial Plan:
The CBT understands that the Transport Committee will have a key role in providing
advice to the Auckland Future Vision Committee on transport-related matters that
require inclusion in the Auckland Spatial Plan.
The CBT considers that there is a strong two-way interaction between transport
choices and land-use outcomes. For example, spending money on Auckland’s CBD
Rail Link will encourage and incentivise very different land-use outcomes as
spending money on the Puhoi-Wellsford road. Therefore, the transport projects that
are prioritised in the Spatial Plan will have an impact on the future urban form of
Auckland.
It is considered important that there be good alignment between what the Spatial Plan
says about transport priorities and the land-use outcomes desired by the plan. In the
CBT’s opinion, there would be little point in having a Spatial Plan that focuses on
intensification around key transport corridors, but to have the transport priorities
being the construction of motorways on the edge of the urban area.
The CBT recommends that the Transport Committee be strongly involved in the
development of the Auckland Spatial Plan and that key transport projects: such as the
CBD Rail Link, Rail to the Airport and Rail to the North Shore, form the core of this
Plan.
10. Next Steps:
Auckland Transport’s funding will be largely determined by the first Long Term
Council Community Plan (LTCCP) that Auckland Council prepares. To ensure that
sufficient funding for transport is provided in that plan, it is necessary at the first stage
to investigate what of the above projects will require Auckland Transport funds
(rather than NZTA funding).
Furthering this plan should involve investigation into the estimated costs of the
projects outlined above, and what part of that cost would be used during the time
period of the plan. This is likely to involve a level of detail that cannot be undertaken
at this stage. This plan will also be useful in the formulation of the next Regional
Land Transport Programme (RLTP).
The CBT notes that NZTA funding can only be used for projects detailed in the
NLTP, and projects can only be included in the NLTP if they are in the RLTP. This
provides the region with quite a lot of power over determining what projects it does,
and does not, want prioritised.
11. Recommendations:
The CBT understands that much of the responsibility for implementing this plan lies
with Auckland Transport, rather than the Transport Committee. However, as has been
outlined within this document there are a number of specific tasks that the Transport
Committee could undertake that can contribute to the implementation of this plan –
and by extension the implementation of the RLTS. These are outlined below as
recommendations that the CBT wishes the Transport Committee to endorse:
15• That the Transport Committee endorses the need for funding from the National
Land Transport Fund (NLTF) to be made available to all transport projects,
including rail capital projects, and recommends the chair of the Committee write
to the New Zealand Transport Agency and the Minister of Transport requesting
that policy changes be made to allow NLTF funds to be spent on all types of
transport projects (including rail capital projects).
• That the Transport Committee generally supports, in principle, the approach taken
by the Campaign for Better Transport’s “Transport in Auckland 2011-2016” plan
as a way of starting to give effect to the 2010 RLTS.
• That the Transport Committee recommends Auckland Transport respond to
matters raised in the “Transport in Auckland 2011-2016” plan – particularly in
relation to the following:
- What is the timeframe for securing designations for the major rail projects
outlined in the RLTS?
- What progress is being made on implementing the “Quality Transport
Network” and what date will the QTN be completed by?
- What options exist for ‘cost effective’ solutions to the problems being faced
on State Highway 1 between Puhoi and Wellsford?
- How feasible is turning Hobson Street and Nelson Street into two-way
boulevards – one solely linking with SH1 and one solely linking with SH16?
What work, if any, has previously been done on this idea?
- What are the advantages, disadvantages and steps that would need to be taken
to impose a 40 kph speed limit on all local roads in Auckland to enhance
amenity and pedestrian safety?
- How will the southeast Rapid Transit Network be implemented? Has rail been
seriously considered as an option for this RTN?
- What steps are being made to simplify and improve the bus network around
Auckland, so that it can contribute to there being 100 million public transport
trips in Auckland by 2016?
• That the Transport Committee recommends Auckland Transport consider
implementation of the “quick wins” (or at least some of) highlighted in section
eight of this report.
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