I have often been very scathing of the AMETI transport project in the past, accusing it of being a roadsfest and barely paying lip-service to improving public transport. Well, either my criticisms are starting to pay off – or I was being a bit harsh on the project all along. Because, it would seem, finally the transport planners for this project are getting serious about it having high-quality public transport.
First we had the concepts for a busway through Panmure released a month or two ago. While I suggested this was definitely a step in the right direction, I also noted that a busway through Panmure by itself wouldn’t really achieve much compared to my preferred alternative – a southeast railway line. But now we’re seeing that Auckland Transport is getting serious about this busway idea – with their latest information showing how it will extend for quite a lot further than previously indicated.
Here’s Auckland Transport’s media release:
Busway concepts open for feedback
Auckland Transport will present concepts for a busway to Pakuranga residents this Saturday as part of a project aimed at improving poor public transport in the area.
The dedicated bus lanes along Ti Rakau Drive and a section of Pakuranga Road will be part of a busway that will eventually run from Botany to Panmure train station. It is one of the Eastern Transport Initiative (AMETI) projects which Auckland Transport is now responsible for.
The Eastern Transport Initiative (AMETI) is a group of transport projects for the eastern suburbs. The aim is to provide more transport choice by improving public transport, providing better facilities for walking and cycling, reduce traffic congestion and unlock the economic potential of the area.
A community open day is being held in Pakuranga to get feedback on two concepts for the busway. Being proposed is a central busway, with lanes in both directions in the centre of the road, and a concept with bus lanes in both directions on one side of the road. Open days were held earlier this year in Panmure to discuss plans for that section of the busway.
Pakuranga AMETI open day
When: Saturday 11 December 10 – 4pm, presentation at 11am
Where: Te Tuhi Arts Centre, 13 Reeves Rd Pakuranga.
Auckland Transport Major Projects Manager Rick Walden says the area has the second lowest public transport use in the region after Whangaparaoa.
“The demand is already there for a rapid transit busway between Panmure and Pakuranga. The problem is that buses are delayed by the same congestion as other vehicles.
“Providing dedicated bus lanes will mean a reliable, high frequency service can be provided. It would allow for up to 60 buses an hour between Pakuranga and Pamure.
“Encouraging more people onto public transport is an important part of dealing with the congestion that is holding back economic growth in the area. It will also mean the planned roading improvements provide better results,” Mr Walden says.
Kerbside bus lanes wouldn’t allow an effective rapid transit as buses would need to slow for turning traffic. There would also be safety issues for residents getting in and out of driveways.
Both the central and one side of the road concepts have all bus stops at signalised intersections so pedestrians would always be able to get to a bus stop safely.
Signalised intersections would provide for right turns into side streets. Access to properties and side streets on one side of the road would continue as it is at present.
For the central busway, u-turns will also be permitted to access properties on the other side of the road. The one side of the road option would mean property access would change to be via signalised intersections and slip roads.
Dedicated cycle facilities would be provided either on-road, off-road or both.
The busway will be developed in stages, based on demand, with the first stages between Panmure and Pakuranga town centre. It will then be created in stages along Ti Rakau Drive towards Botany.
The open day will also provide an update on the overall AMETI project, including other improvements in the Pakuranga area.
As I can’t make it to the open day on Saturday I asked Auckland Transport to send me the information, and they have kindly obliged.
The slide below (which is from the document linked to directly above) gives an overview of what is planned between Pakuranga and Botany as part of AMETI:
While I still have some concerns about parts of this project – like the Reeves Road flyover which is bound to completely destroy the urban fabric of the Pakuranga town centre – I’m exceptionally glad that all the proposals for public transport are now based around the main route being of a Rapid Transit quality – even if it’s only in the form of a busway, which of course leaves unresolved the question of “what to do at Panmure?”
The next slide provides a bit more detail on the specifics of this busway:
I am very happy to see that Auckland Transport has come to the realisation that bus lanes are NOT rapid transit quality public transport. Interesting to see that two options for the busway are being considered: lanes in the centre of the road and a busway at one side. Let’s take a closer look at the two options:
I’m pretty sure that I prefer the idea of running the bus lanes down the middle of the road – to minimise the conflict between the buses and surrounding land uses. I also think that option would be more acceptable to residents – as otherwise there will be very complicated processes such as having to create slip-ways for local vehicles: which of course would add to the required road width and add to the cost.
Last, but certainly not least, it’s also encouraging to see that AMETI will deliver significant benefits for walking and cycling:
Overall, this actually looks really promising. We might yet save AMETI from being a roadsfest! Certainly I still hope that we can plan for a Southeast Railway Line in the longer term – as no bus-based solution will come close to offering the “Botany to Britomart in 26 minutes” that a railway line could achieve. But I have to also be a realist. Any such railway line is very unlikely for a long time into the future, and this busway is certainly a heck of a lot better than what we have now, and a heck of a lot better than the bus lanes that were previously proposed.
Feedback on the latest designs is welcomed by the project team – you can email your feedback to AMETI_Pakuranga@ghd.com.
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This is finally starting to look like an actual RTN!
Centre lanes please, side lanes would just be confusing for motorists and pedestrians, and would subject buses and general traffic to more red lights for no reason.
Centre lanes would also be more easily *cough cough* upgradable to light rail. 😉
Still doesn’t really deal with the “what happens after Panmure” question though. I guess a combination of transfer to the rail RTN and continuing buses along QTN routes to the CBD.
So fine, lets build this busway from Botany to Panmure, the rail line on Te Irirangi and the Highland Park route can be done later, and the two would compliment each other.
Dedicated busway, reduction in car lanes, cycle and pedestrian facilities – looks brilliant.
Interesting to note that they are toying with the idea of two cycle lanes – one for on-road cyclists, another (alongside the pedestrians) for those less confident cycling alongside cars. This was a debate that raged over the recent Tamaki Dr incidents.
This is a very promising sign. All non-car transport (save for rail) have been considered together in cpoming up with a solution.
Much more promising, and the central busway looks great and would really give prominence to them and help to attract more passengers. Long term a rail line up Te Irirangi Dr would be ideal and this busway would really help compliment it. Also even though I’m not a cyclist I really like the street and footpath cycle lanes, that would cater really well to both commuting cyclists traveling at speed and kids or others going at a slower pace that won’t conflict as much with pedestrians. Finally there is some benefit to Manukau having super wide road corridors.
While I’m sure these have been worked on for some time its interesting that since AT has been formed we are getting some great and balanced results. Also good on them for providing these images when you requested them. Keep it up AT.
Lastly for anyone at AT reading, I would love to see the central buslane idea but with 1 general traffic lane along Dominion Rd.
I get the feeling the two kinds of lanes are only an illustration for consultation. The text suggests they will pick the one people like the most.
I can’t see much harm in having both though, I personally prefer street lanes but if the footpaths are nice a broad why not mark them as a shared path?
I can also see the green strip between the busway and general traffic lanes become just a raised kerb to save on space
Looking at the text in the last pamphlet pictured, it seems they are quite serious about it — either a standard on-road lane and a shared footpath, or a real dedicated, grade-separated cycle path. If the dedicated path would be preferable if it were well constructed and well maintained as it should be the safest and still quick enough. Two not-so-good paths can mean that cyclists feel welcome on neither.
In terms of a central busway, it would be quite straightforward to have bus stations on the median strip, in the same way that many tram systems do – you just have buses with doors on the same side as the driver, or possibly on both sides of the vehicle.
What happens at the Panmure Bridge? Busways are mentioned either side (Lagoon Drive & Pakuranga Rd) – didn’t see any mention of the bridge other than from a walking & cycling POV.
I suppose buses could get the reversible centre lane for use in the peak direction & mix it with general traffic in the other direction …
Really good to see. I reckon the bus lanes in the middle is a better option. I would like to see this going further up the Pakuranga highway too! The road is wide enough all the way to the corner of Pakuranga Road / Botany Road.
I agree, Pakuranga Rd looks like a good idea as well as that puts it right up into a large residential area.
As for the what to do at Panmure question, I assume some would terminate there while others would carry on along Ellerslie-Panmure Hwy, perhaps the busway would even need to be extended along there which isn’t such a bad idea anyway as there are probably a number of people that would want to use it to get to work in Penrose/Ellerslie/Greenlane. If we expect people to transfer to trains to get to town it will be interesting. They say the busway will handle 60 buses an hour and at about 50 people per bus that is a max capacity of 3000 passengers per hour during peak time. If half of those transfer at Panmure to use the train to get to town that is 1500 passengers an hour to deal with. To put that in perspective our current 4 car trains seat about 260 and another 100 could fit in standing, our new electric trains which will operate as 6 car sets can hold about 770 people siting and standing so that could be over two full train loads per hour to fit onto trains that will already likely be full and still have some busy stations to go. It probably wouldn’t be to bad if there were 5 minute frequencies but that can’t happen until the CBD tunnel relieves pressure on Britomart.
Hopefully once this is successful they can augment it with a similar busway up Pakuranga Road to Highland Park and Howick.
there needs to be some provision for a bus interchange at Pakuranga as well. People coming from Botany and Howick will then be able to change to services going to Sylvia Park, Mt Wellington, Otahuhu and Onehunga.
This will ensure the busway will be able to benefit from the network effect instead of just city – CBD trips.
Maybe also some expresses operating along the Motorway to the CBD are needed.
I doubt all passengers coming from the east will be able to fit on the rail network, esp CBD tunnel, but even afterwards.
This is excellent news, a proper RTN all the way. This will in effect put in place all the necessary infrastructure (dedicated corridor, stations etc) for the long proposed light rail through Botany, and will make future conversion much easier. Good on you AT, definitely heading in the right direction here.
“There is now a need to provide a
higher level bus facility to meet future
travel demands and complete the East
Auckland RTN network”
Nice. There is now an official need to complete Auckland’s Motorway RTN Network
oops, “Motorway” was meant to show as
struck out(looks like the <s> tag doesn’t work anymore)Ah, the full <strike> tag works. Let me correct that then:
There is now an official need to complete Auckland’s
MotorwayRTN NetworkThat’s better.
Jami-Lee Ross’ comments in the herald, good to see him supporting it:
http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10693314
Auckland Council Howick ward member Jami-Lee Ross, said the busway could not come quickly enough as congestion on Ti Rakau Drive could add up to 30 minutes to trips between Flatbush and Pakuranga.
He was also looking forward to construction of a flyover of Ti Rakau Drive between Reeves Rd and the Southeastern Highway, a source of serious congestion. Transport Auckland expects to start building it in 2019.
“The object is to develop a bus rapid transit system from Botany to the Panmure railway station, where passengers will be able to switch transport modes under a new integrated public transport ticket to be introduced from late next year.” Does this mean that transfers will be penalty free?
“Auckland Transport major projects manager Rick Walden said his agency did not believe single kerbside bus lanes would allow effective rapid transit as buses would need to slow down for turning traffic.” Sounds like they are favouring the central lanes.
“”The problem is that buses are delayed by the same congestion as other vehicles,” he said.” Finally someone gets it.
“Even so, Auckland Transport is considering widening the bridge to create room for the busway.” Wow, it seems like the days of projects being ‘Future Proofed for Light Rail’ instead we may now see projects that have public transport as a focus.
Have they done a comparison between light rail and a bus way? While I accept that a busway might lend itself to light rail “in the future”, what would be the cost of doing light rail straight away, since they’ll be digging up the road anyway.
I would suspect light rail would be a significantly bigger investment simply because a busway can work with the vehicles we already have available. (I would assume we’re not talking about running MOTAT heritage trams to Pakuranga.)
The problem with making it light rail is that you’d have a disconnected LR line that requires mode change to go anywhere else. Would gain nothing over a bus way for capacity, while losing passengers because they’d have to change mode if they wanted to go beyond the extent of the LR line: which will be the majority, because I just don’t see Pakuranga-Panmure as a significant source-destination route.
Next stop from Pakuranga is to extend it down through Flat Bush and tie it to Manukau City, so it’s bracketed by train stations.
Also was the option of connecting to Sylvia Park considered rather than Panmure? The Panmure bridge is a major constraint I would have thought, plus it isn’t clear what should happen at Panmure…
A busway could enter from the Carbine Rd side of Sylvia Park.
A good start, a reserved RTN space out East and it could put pressure on for further improvements sooner rather than later…
Yes big improvement, great work AT. But the flyover is a retrograde step- very old thinking. Get the RTN in and see what that can do to lower traffic volumes first. I like Cameron’s Link to Sylvia Park and of course Manukau Station is an important point too. As well as an RTN up the Pakuranga Highway to Howick and beyond. Perfect compliment to Josh’s genius future South-Eastern Rail Loop from Glen Innes to Manukau.
Let’s get designating that too while they’re at it. All this would make the South East finally work as a great place to live, play and work.
The flyover has been proposed for a long while now. It’s still a real issue, but let’s not slap them when they are clearly heading the rigth way.
I do hope that they will provide both on-road cycle lanes AND off-road paths, but I am not holding my breath – any generous proposal like this will get cut back once the accountants tally up the cost, and the politicians look at the road widening required. Maybe Copenhagen lanes (on-road, but with a separating kerb to general traffic) would be best, and keep the footpaths for peds only. That also allows cyclists to have priority going over side roads.
Admin, I will likely be going out there tomorrow to the presentation. Anything you want asked / looked for?
How about:
What will happen at Panmure?
Why not also extend the busway up Pakuranga Rd towards Howick?
Why not consider a rail line?
The answer to all those questions is basically that AMETI is a road upgrade project and the busway is being tacked on to that road upgrade. First of all beyond Panmure or up Pakauranga Rd is outside the study area, no road works are planned for these sites so there is little chance of getting any changes there.
As for the rail line, it would be a very different project probably outside the road corridor, therefore it would be a lot more expensive and time consuming and there are issues about rail capacity, rolling stock etc. The busway on the other hand is simply a slightly novel component of the roadway, all within the road corridor and study area, and it uses existing rolling stock and connects to the existing bus system.
Yes I am aware of all of those answers however by asking the questions it helps to get people thinking about these things long term.
“As for the rail line, it would be a very different project probably outside the road corridor”
Worse, it can’t be paid for from NZTA’s funding, so it’s totally out of the option right now. I noticed a couple people saying that if Len Brown got his tunnel, there would be no money left for this. People have no real idea how these things are funded, sadly.
Thinking about this a bit more, I wonder if we might see the return of calls for the Eastern Transport Corridor, now justified on the basis that a busway is needed all the way to the city from Panmure…
Would be interesting to know if any cost comparisons had been undertaken with regard to a heavy rail line to join up with the Southern line…….
Rail would be much, much more expensive. This is widening an existing corridor, probably mostly by eating into footpath and verge space and reclaiming planted and flush medians.
Rail would be a whole new corridor, one that’s not even designated yet, with all of the consequent property acquisition costs, Environment Court appeals (because the good burghers of Pakuranga aren’t likely to take that kind of designation without a fight, and I can’t see the relevant ministers in the current government calling in the process to circumvent that pesky citizens’ input business), etc etc ad nauseum.
KLK – with money from rail not coming from NZTA’s funding system, and government being unwilling to put a red cent towards rail unless forced to, proposing rail instead of a busway, no matter the BCR comparison, would strongly reduce the likelihood of the East getting anything at all for PT. So if it has to be that way, a high-quality busway is the way to go. I’d say it will cut off a good 10-20 minutes at least for many travellers. Now THAT’s time savings!
Plus, a separate busway won’t fall prey to the calls to open it for cars. At least not unless we go back to the types of John Bank’s administrations.
I was actually thinking that in a way the bus lane fine scandal might help a busway as the main argument against the fines was that people didn’t know when they could turn and that by having buslanes on the side of the road you might get fined for turning into your property. With the busway you know exactly where you can turn so don’t have this issue and so it can’t be claimed as being done for revenue gathering purposes.
Oh, in addition to the reasons why a centre busway is better than a side bus way, add better road crossing options for pedestrians. With the side option, you have to cross a two-lane busway, and then a four lane road in one go (at least if the flimsy median they show in white is all they do). If it is a centre busway, the maximum one crosses at one go is two lanes.
Centre lanes would be a lot less complex at intersections, especially at the Panmure roundabout or whatever it ends up being. Centre bus lanes simply get the green along with the main flow of traffic, and can stay green while some of the turning phases are allowed too.
My rail-cost question was from the perspective of, if its a busway that’s future-proofed for rail, could that not then be the heavy-rail corridor itself?
Of course, as pointed out by ingolfson, the NZTA funding system rules out them even considering it anyway……
I see these busways as entirely complimentary to Admin’s brilliant Southeastern rail line: Glen Innes-tunnel under Tamaki River + Farm Cove-Highland Park-Botany-Te Irirangi-tunnel under motorway-Mankau Station. And that this expensive but game breaking bit of kit comes after CBDRL and the Southwestern Loop. Because the proposed RTN busways are running at right angles and service complimentary areas to the rail line, and if as successful as they should be will build support and patronage for that big asset.
I agree, this busway could eventually form a ‘middle rung’ between a Glen Innes/Highland Park/Botany/Manukau rail line and the central area. Similar to how a busway on Dominion Rd would form a intermediate link from the Avondale-Southdown corridor to the central area, roughly parallel with the western and southern lines (or how a north-west busway would be complementary to the western line, rather than replacing it).
FYI Patrick the proposal for that route came from a guy called Saljen, not Admin. He doesn’t seem to post on these boards anymore but credit where credit is due for the route!
Indeed Saljen did come up with that route. Here’s my original post on it:
http://greaterakl.wpengine.com/2009/07/13/the-howickbotany-line-ii/
Here’s Saljen’s original post on the CBT forums: http://www.bettertransport.org.nz/forum/viewtopic.php?f=1&t=630&start=30#p7690
Dates from February last year.
I wonder how many Pakuranga / Botany people at the moment use Sylvia Park as a Park n Ride? Parking restriction is 180 mins – wonder if all day parking has been considered by the Council to facilitate park and ride? It is a $4.10 fare from Sylvia Park to town.
Here’s a map of how to get from Pakuranga to Sylvia Park Station anyhow:
http://www.google.co.nz/maps?f=d&source=s_d&saddr=Gull+Reeves+Road,+Pakuranga,+Auckland&daddr=sylvia+park+train+station,+auckland&hl=en&geocode=FZu5zP0dg1NsCiHt_SzTZzfFAQ%3BFTO6zP0d6OJrCinr4i1KREkNbTFZ2zOZTZln6A&mra=ls&sll=-36.914172,174.870753&sspn=0.003603,0.004823&ie=UTF8&ll=-36.916085,174.845728&spn=0.007205,0.009645&t=h&z=17
What about motorbikes. I assume they will be not be allowed on the busway (which I assume will have on-line stops). This means that there will be one lobby group strongly in favor of the bus-lane option.
Side bus lanes aren’t even offered as it says they aren’t effective enough plus there are safety issues so it isn’t an option they could choose from, the reality is the busway option would still leave the road with the same capacity for cars and other vehicles as there is now so they can’t really complain to much.
Ah but when people stuck in traffic look over and see the “empty” bus lanes then we’ll hear the complaints of why didn’t they simply add an extra lane in each direction :-(. On a less sarcastic note this is what we need on Dominion Road.
I agree, I mentioned it in an earlier post it would be good to have the bus centre lanes but perhaps without the large kerbs between it and the traffic lanes, one lane each way for general traffic plus a cycle lane. In the town centres the traffic lanes can be narrowed and given a different treatment i.e. using bricks or something similar to slow down the traffic and allow room for the bus stations. Slower traffic will make those town centres much more attractive..
Perhaps the motorcyclists will just have to put up with sharing the regular lanes like they must on any road without bus priority.
I don’t have a problem with that but I think one of the reasons we end up with such poor urban form in some parts of NZ is because of the magnitude of vocal minority lobby groups. Motorcycles do seem to get special council treatment – i.e. bus lane access/free CBD parking etc, so its clear they do have some support within the council. It is always unfortunate when a project gets scrapped because a vocal minority is displeased. As such it is important to consider minorities, even if it is un-realistic to cater for them.
Admin, while Rail would be awesome(bridge over tamaki), let’s be realistic nd positive….this busway is a step in the right direction….I just hope they build it and see what effect it has before even thinking about the flyover.
govt always proposes road improvment first or road improvement and PT,never
PT FIRST (although this AMETI is a decent effort towards that)and stuff the cars
LOOK at the bridge…7 years a go there were calls for a second crossing as well but the busway has relieved pressure on the bridge..everybody wins…and it came from a “PT improvement first decision”.
Yes exactly Jonathon… if they put in a proper RTN first, got it running, may well find there’s no need for an expensive and ugly flyover.
Also in my view the rail line form GI to Highland Park would need to be in a tunnel under the Tamaki River and probably Farm Cove as well…. they are an organised and moneyed lot there and will probably oppose any visible infrastructure in their view…. Expensive but such a breakthrough for connectivity.
Perhaps the way to proceed with this line is from the south? Post CBDRL and the Southwestern, a cheaper tunnel under the Southern Motorway from the Manukau Station. Then the straight forward leg along Te Irirangi to Clover Park, Flat Bush, and Botany Town Centre. Hooking up nicely with the new Busway…? A line to unite the South, it isn’t all about the CBD….?
While the graphics are nice and pretty indeed…I very much doubt they will paint all the bus lanes green. Perhaps we should demand AMETI is constructed as per these graphics?
Rather than the huge barrier between cars and the bus lanes why not put that part of that barrier in the middle between buslanes, one of the major disadvantages of buses c.f. trains is that bus drivers slow down when approaching an oncoming bus.
I discussed the project at length with two of the consultants at the info day – they were pretty adamant that they would do the land purchasing to get a 45m consistent width corridor. I hope they really do, because I can see the fancy high-quality cycle network being compromised first, otherwise.
Most of the locals I heard talking to the staff there seemed to be interested in the land purchase aspect, apparently they’ve been told this kind of thing might happen for decades, and would like some certainty.