The Newmarket train station is an important hub for the rail network – being the point where the Southern Line connects to the Western Line. In recent times, the split of Newmarket into two stations (Newmarket West and Newmarket South) which was necessary while the new station was being constructed, rather killed off any chance for people wanting to transfer between the services, but now that we have one single station again it should be fairly easy to transfer from one train to the next (especially if the ticketing system is improved to ensure you don’t have to buy a second train ticket).
However, it would seem as though the concept of timing trains on Auckland’s rail network to make them coincide (and therefore make transfers without having to wait forever) is a bit beyond the ability of those planning Auckland’s rail system. Here’s an analysis of how things would work for someone trying to transfer between the services, kindly put together by Andrew from Silverstream blog:
Looking at west-south connections, during peak they’re all over the show but should for the most part work without too long a wait in either direction.
Interpeak, going south to west, there’s one minute difference between South and West services using the station which will mean a long half-hour wait should your South service be a bit late and miss the connection. West to south it’s a 9 minute wait.
Weekday late evening connections completely fail with a 46 minute wait from south to west, 51 minute wait from west to south. Nobody would bother.
Saturday connections south to west work with a comfortable 6 (Sat) or 9 (Sun) minute wait heading south to west, but west-to-south connections fail with a 29 (Sat) or 27 (Sun) minute wait. The southern services leave just before the western services arrive.
Now I expect that this is because the rail timetables haven’t been updated to reflect the opening of the new Newmarket station, but it does seem particularly odd for this to have not occurred. Apparently up to a third of people using the Newmarket station are expected to be transfering between the lines at some stage in the future, yet there’s no alignment at all in the timetables to allow this to happen easily? Why not?
The Campaign for Better Transport has also raised this matter as a concern.
I must say overall it is very frustrating to see the opening of the Newmarket station being clouded by so many annoyances. Firstly we had the debate over whether the Kingdon Street (Newmarket West) station should be retained. Although I didn’t really support it being retained, I do wonder whether we would have seen Monday’s chaos if the station had been retained and the trains able to run simply the way they’ve done so (bypassing the new station where all the problems seemed to be) over the past couple of years. Somewhat ironic really. Then secondly there was the debate about the missing link between platform four and the western line. KiwiRail said that link ‘wasn’t necessary’. Once again, with the fragile state of our rail network surely as much flexibility as possible it utterly essential. Thirdly, Monday’s ‘opening day’ really turned out to be quite a flop with the signalling failure I mentioned on Sunday and was covered in great detail by Auckland Trains on Monday. And finally, we have the timetable mess that I’ve outlined above.
I hate to be so negative about what really is (or should be, once it’s finally operational) an important milestone in the development of Auckland’s rail network. Newmarket station really is a fantastic asset for our rail system, and once we have ironed out the signalling issue and aligned the timetables we will really start to see the benefits of this truly excellent station. Surely we could have done this better though?
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What timetables is that spreadsheet based on? It doesn’t seem to line up with either the current West or South timetables.
The West line timetable is mostly made up of regular 15, 30, or 60 minute intervals with just a few shifts throughout the day.
West AM peak arrivals from the timetable: 7:49, 7:59 (Express), 8:19, 8:24, 8:39, 8:54. The above chart shows 7:24 (Express), 7:39, 7:58, 8:15, 8:35, 8:51.
The Southern timetable doesn’t line up with that chart either.
January 2010 timetables from here: West, South.
(Having said that my own quick analysis does show many connections fail in both directions anyway)
Hmmm…. good point. I will look into that.
Perhaps this is a case where one step at a time is good. We have already seen the problems and chaos that results when major new infastructure dosen’t play along. Imagine how much worse it could have been if you were trying to run a new timetable aswell. No, I think it would be wise to get the infrastructure bedded down, de-buged and working before trying to tighten services though Newmarket.
Most who try to move the left foot while the right one is still in the air end up falling over. In other words, get one step safely completed before trying the next one.
Why should they wait till July? Why don’t they timetable now by taking the Onehunga trains into account, when the construction is complete, they can be slotted into the system.
As it is, there will have to be further timetabling work done when the Manakau link is built
When is Manukau due to be opened? Once we are down to 10 min frequencies this all becomes moot point really – so the sooner we get the frequencies up the less we have to worry about synchronising everything.
Brent – In June/July the western line duplication will be completed so there are some time savings and changes to me made as a result of it (although they will probably now just make up for the delays at Newmarket. Hopefully they will do the Manukau timetableing at the same time.
rtc – the problem with 10 minute freqencies will be that we have even more trains trying to squeeze through the junction and into Britomart meaning there is more chance of trains being delayed banked up on the approaches. This isn’t a good experience and will likely turn some people off using the train. The benefits you get from having trains run every 10 mins will be eroded.
If there is one positive in all of this it is that if the delays continue in the same vein as they have this week it will further strengthen the case for a CBD tunnel (although it will mean even more distruption to the western line while it is built)
Matt – L – Delays may occur with 10 minute frequencies but it wouldn’t be noticed as much cause there is a train every 10min. Plus It would be alot less confusing to orgainise 10minute frequencies as you know the trains are coming every 10min so therefore it fits more into a pattern than the other system.
I wouldn’t be concerned with connections at the moment. Geoff’s excellent analysis proves that the current timetable is impossible between 1700 and 1730.
It, despite assurances to the contrary, it would seem as though the trains aren’t being piloted between Britomart and Newmarket, and the drivers are having to change ends, leading to fairly lengthy delays.
@Matt L – I think the need for the CBD tunnel is pretty clear and whilst only getting clearer has been clear now for a long time. It’s a shame that just as Britomart is projected to be reaching capacity i.e. 2016, the only tunnel opening in Auckland will be the waterview tunnel….
And the Victoria Park Tunnel!!!! Remember how essential it will be for all those World Cup tourists bringing cars with them on the plane to New Zealand. And how it’s supposedly going to save people 20 minutes of travelling time at peak hour!
“And how it’s supposedly going to save people 20 minutes of travelling time at peak hour!”
Nothing we haven’t heard before for <insert roading project name here>. Still yet to see these time savings sustain themselves beyond the first year or two.
Hm now that could be a good question to challenge roading projects with: “… and how many years do you expect these time savings to last?” and “What will the time savings be 5, 10 years after the project is complete?”
Andrew – remember induced demand is just ignored, so their answer would be forever. However if we take induced demand into account…