I do a lot of long-term dreaming when it comes to how Auckland’s transport system could be transformed, but while it’s critical to think longer-term, in terms of what we need to start planning for, start designing and start sorting out how funding will be provided, I think it’s also tricky at times to look so far into the future. Big long-term projects like the CBD Rail Loop, rail to the North Shore, an Airport Line, a Howick/Botany line and a Northwest Busway are just so expensive, or potentially not necessary for a decade or two, that focusing on them can make it too easy for public transport advocates to be written off as dreamers. So I think it might be useful to take a look at new public transport projects that construction could have at least started on within the next five years – so by the end of 2014.
To start with, there are a number of projects currently underway that I will exclude from this. They include:
- ProjectDART rail upgrades – Newmarket station, New Lynn rail trench, Manukau rail link, Onehunga line reopening.
- Rail electrification
- Integrated ticketing
- Central connector bus lanes
Depressingly, I think that’s about it. So what could be started within the next five years?
Firstly, I do think we could make a start on bringing trams back to Auckland. This has already been somewhat proposed for linking Tank Farm with Britomart, but that link isn’t likely until a permanent Te Wero bridge is constructed in 2016. I don’t think we really need to wait that long before at least making a start on bringing trams back to Auckland, and the first route I would build would be along Dominion Road and Queen Street. This is detailed in the map below – a slightly truncated version of the line I proposed in a post just over a week ago.
I do recognise there are potential issues with such a project. Would you put the tram line in the centre of the road or at the edge of the road? How would you deal with Queen Street? What about people wanting to travel from further out than Wesley? I guess the solution would be to still run some express bus services from far out places, have a lot of feeder buses going to the tram “super-stop” at Wesley, probably having the track on the edge of the road (sharing with a bus lane), while potentially the tracks could go down the middle of Queen Street.
In terms of economically justifying such a project, I do think that one would need to think a bit outside the square. While the time-savings for a tram over a bus might not be great – a tram system offers far higher capacity (and I believe that capacity is an issue on Dominion Road as something like 35 buses enter the CBD between 8am and 9am on a weekday morning), a tram system would encourage intensification along the Dominion Road corridor, potentially having huge economic benefits and a tram system would also offer a superior ride quality to what’s available on the bus. Therefore, a tram system would attract more people who otherwise drive – potentially even reducing congestion along this route.
Auckland City Council already has plans to widen Dominion Road so that superior bus lanes can be provided, and to make it possible for buses to bypass nasty bottlenecks at the Balmoral and Valley Road shops. A lot of those plans could be carried forward to a tram system – they’d just need to take things one step further and construct the lines – and buy a few trams to run along it! This line probably wouldn’t be well-suited to the running of heritage trams, keep them for a Tamaki Drive line I think. This is definitely one project the future Auckland Super-City could look at getting start on in the next five years.
Another project would actually be a series of projects to get stuck into – and that is quite simply: more bus lanes. While there are a few bus lanes around Auckland City, some transit lanes in North Shore City, about 20m of bus lane along Pakuranga Road in Manukau City and (as far as I know) nothing in Waitakere City, in order to improve our bus system I think it’s utterly critical we develop more bus lanes. There are quite a few places where this could be done, and the following is by no means an authoritative list:
- Queen Street – could be combined with laying the tram tracks for the Dominion Road tram line.
- Manukau Road – particularly between Newmarket and Greenlane West, as the road is easily wide enough for bus lanes here.
- Karangahape Road – between Queen Street and Ponsonby Road, a very very busy area for buses.
- As much of the Link Bus route as easily practicable. Could include most of Ponsonby Road, some of Victoria Street, College Hill, Parnell Road and so forth.
- Great North Road – through Waterview. As part of the Waterview Connection mitigation.
Outside Auckland City my knowledge is not as complete when it comes to the routes that would benefit, but a few are obvious:
- Pakuranga Road – from Highland Park to Pakuranga.
- Ti Rakau Drive – probably only the areas that are 6 lanes currently could be easily “bus laned”.
- Great North Road – between New Lynn and Henderson.
- Great South Road – as much as possible.
- Te Atatu Road – between Edmonton Road and the NW Motorway
Bus lanes, combined with smart-card ticketing, should increase the speed of travelling on the bus quite significantly and as a result make bus travel a far more attractive option. I am sure there are many other arterial routes throughout Auckland that could be “bus laned”, keen to hear suggestions.
My final “major project” proposal for the next 5 years is a start on the CBD Rail Tunnel. Previously, I have proposed a way construction of the tunnel could be staged, although to be honest I’m really not sure if building another tunnel parallel to Britomart is likely to go ahead any time soon, particularly as the CBD Rail Tunnel project as it currently stands is already in the process of being designed. So it might be wise to simply focus on getting a start on that rail project. While it’s definitely wishful thinking that we might be able to find $1.5 billion to be fully dedicated to the building of the CBD Rail Tunnel within the next 5 years – even finding a small part of that to make a start might be useful. Here’s why:
One of the prime justifications of the CBD Rail Tunnel is that the tunnel into Britomart is going to hit capacity by 2016 (at the latest). This is because all the trains that go into Britomart have to then depart via the same tunnel – this makes signalling in the tunnel, and switching around all the points, quite a mission. As a result, the tunnel currently can only get “in and out” 18 trains per hour. Some tricky work to upgrade the lines in the tunnel to be able to run trains in either direction will allow up to 24 trains per hour to enter and leave Britomart. By 2016 it’s very likely that we’re going to need more than that, so we’re going to be pretty screwed.
One way to slightly delay the “we’re going to be screwed” date could be to make a start on the tunnel from the Britomart end – even if the first few hundred metres of it are only to be used as train storage until the rest is built. If we built a few hundred metres of tunnel then perhaps 8 or 10 trains could be stored along that stretch of tunnel during the morning peak. These would be trains that wouldn’t have to leave via the tunnel (and therefore wouldn’t block the way of trains coming in). After 9am, when the rush dies down, the trains could one at a time run as counter-peak services, slowly filtering back to the suburbs. The project would involve extending the lines that serve platforms 1 and 5 along the very alignment that will eventually be used for the whole CBD rail loop. If it was made possible for the trains to switch between the lines then a train that enters on platform 5 could leave via platform 1. I’m not an expert on what difference this will make, but I do understand that it would increase the station’s capacity. So, while this project wouldn’t necessarily make “the world of difference”, it could delay the chaos for a few years and would also mean that we had at least made a start on the CBD rail tunnel. That would make it more politically viable to argue to “finish it off”.
Another possible idea I have is making some lanes on all our motorways “carpool lanes” at peak hour. That could certainly improve the efficiency of the road network. Anyone else got ideas that we could be building by 2014?
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While I agree trams might work along Tamaki Drive, I’m just not sure about Dominion Rd. I used to catch the bus along there daily when I lived at the far end, and there is simply too much traffic both along and across for it to work. Why not an elevated monorail? It could run much the same route as you suggest – or perhaps dive underground to link with a city loop underground. I seem to vaguely recall monorails being suggested as “likely to happen” some 20+ years ago, and I think the route proposed was between Dominion and Mt Eden Rds, though my memory is fairly hazy…
My other suggestion for a transport link would be some kind of airport link, say extending the Onehunga line, and looping through to Wiri/Manukau. I know the Airport company are not keen, for whatever reasons (fewer shoppers I think). It’s a shame something wasn’t planned together with the second Mangere Bridge currently under construction.
Once integrated ticketing is up and running and if we get to keep the PTMA, and we have a nice transport friendly super council (all big ifs unfortunately) what really needs to be done is a full stocktake of the entire bus network.
My view is that major simplification and streamling is required to improve frequency, and to fully integrate the services with rail and other bus services. One advantage of the supercity could be that council money can be transferred from road upgrades like AMETI to increase services and frequency of bus services. The buslanes you propose will greatly hep with these improvements.
Greg, I guess the advantage of trams is the significant capacity they can offer. Sure, it might stuff up Dominion Road for car users but surely they can use Sandringham or Mt Eden Roads instead? A tram would allow up to 8000 people per hour to travel in one direction – about the same as four lanes of general traffic.
Regarding an airport line, yes it’s quite essential. However, it can only happen after the capacity constraints of Britomart have been alleviated, probably via the CBD Rail Loop. So that probably pushes it out beyond the 5 year period. I plan to do a “2014-2019 Transport Projects” post in the next few days. A few of those larger projects should start popping up by then.
Luke, yes a stocktake of the bus network is a good idea. Did you read my post about through-routing buses? http://greaterakl.wpengine.com/2009/07/28/through-routing-buses/
Talking of dreams. Mine was for the new Supercity to build slightly to the west of the current AHB a new dual way LTR bridge (with ped/cycle lanes) connecting Northcote Point to Pt Erin. City side tram route would be up Curran St, Jervois Rd, down College Hill, Victoria St west, Halsey St, Fanshawe St, Customs to end at Britomart (initially).
The Shore side would run up Queen St (Northcote Pt), across Onewa Rd into Lake Rd (Northcote shops), Onto Northcote Rd, slight detour North along boundary of AF Thomas Park and N Motorway, over the motorway via Smales Farm bus station, along Taharoto Rd (near North Shore Hospital)then Anzac St into Takapuna. In Takapuna would connect to the “Takapuna Ferry Terminal” giving connections to Whangaparaoa, Britomart, Harbour suburbs and Hauraki Islands.
$50 million (pulled that figure out of my hat) for the extra bridge – doesn’t have to be anywhere as high as the AHB, plus starting somewhat up the hill of Northcote and Point Erin would also give height and mitigate any inclines!
And don’t forget the upcoming and proposed ferry links – Island Bay (Birkenhead), Beach Haven/Hobsonville, Te Atatu, Browns Bay.
And why not build a local bridge between Beach Haven and Hobsonville. Yes for general motor traffic, but an easy cycle and pedestrian connection also!
I think any sort of bridge across the Waitemata would cost a lot more than $50 million. There are also significant “urban design” issues related to building two bridges near each other, particularly if they are of different design. It would look really messy.
A bridge between Greenhithe and Beachhaven might be simpler than another one across the harbour. That would be really useful.
Increased ferries would provide an awesome way of traveling in Auckland. This would provide commuters and visitors with a way of moving around the city. It would also generate more investment into sea side ares such as Devonport, Half Moon Bay and Hobsonville.
Could faster/high speed ferries be used/introduced as a faster way of traveling arounf the city? Especially for those people from Eastern Beaches that have to travel to the CBD. Or will this cause similar problems to those in Queen Charlotte Sound?
In 5 years time I’d like to see:
1). Extensive bus laning on arterial roads throughout Auckland but focus on Eastern suburbs, West and South Auckland.
2). Northern busway extension to Albany.
3). Design completed of NW motorway busway.
4). Re-evaluation of bus services after integrated ticketing with a focus on integrated timetabling and through-routing.
5). 2 – 3 new ferry piers and services.
6). A lot more development of walk/cycle ways than is currently proposed.
7). Designation of CBD rail tunnel complete, pressure for funding (or this first step Jarbury has mentioned).
8). Funding re-allocated for Uni PT initiatives and walking school buses which has been cut.
9). All rail stations upgraded.
I think this may just be achievable if all the chips fall the right way, truthfully all that is about $200 – $300 million dollars, not much in the scheme of things over 5 years…
I tend to agree with most of the points you have made, however I fear if we did start with the partial CBD Rail Tunnel, it would work too well and allow the politics to hold off finnishing for another few years rather than the idea of making “it more politically viable to argue to “finish it off”.” It works both ways as in “It’s working fine as it is”. However it would provide some relief to the system, just don’t think it would make it any easier to convince the investors (local/national powers to be). Also not quite sure on the tram system at this stage either, although I do agree that it will increase the capacity of the system I think we should be looking further ahead and start thinking of mono-rail system or sky rail of sorts which would make this system redundant.
My Main list would involve;
1) Extensive Bus and Transit lanes
2) Extended Rail to Airport
3) CBD Rail Complete (at least started)
4) 1 x CarPool lane and 1 x Buslane on all 4 or more laned motorways (A little bit of Dreaming)
Two and Three kind of go together however I would be keen on completing the Airport Route first even if it means stopping at Newmarket untill britomart is extended.
Thanks for the suggestions. I definitely think that extending the Northern Busway to Albany and also a Parnell/University train station have real merit for undertaking within the next five years. Same with ferry upgrades (a lot are already happening I think). The Northern Busway extension is in the hands of NZTA, which means that it’s more likely than most projects to go ahead.
Regarding the Northwest Busway, as the design of the Waterview Connection is progressing at the moment it might make sense to bring this idea to the attention of NZTA sooner rather than later. Maybe I should write them a letter.
I would say your above list is quite optimistic, but my order would be:
Tight budget:
1.integrated ticketing
2.more bus lanes, together with realocating bus routes to have several metrobuses and express buses serving major routes. Also having buses go through the CBD, and more suburb-suburb connections.
3.(if not provided) real time information about bus arrivals at major terminuses,together with electronic screens to tell you which bus the fastest way to fastest place
4. more cyclelanes, with free bike storage on trains, ferries and buses. require workplaces, shopping centres to make bicycle racks avaliable if they have a carpark. And remove compulsory bicylcle helmets law.
5. start construction CBD rail loop.
Also, reform the transport orgnisation to have PT projects and road projects compete from the same funding pool, so it can be decided if the 1.4bn is best spent on Waterview or CBD rail loop with arport connection (a no brainer).
I am not the same fan of trams you are (although can be an idea worth considering, especially long term). The Dominion Road corridor is already well served by PT, and adding trams would be an expensive luxury. If more capacity is needed route more buses through this route.
Nicholas, I do agree that the Dominion Road tram line is the “least essential” of the projects I outline above. I have heard various reports that the bus lanes are reaching capacity though, and also I have it in that timeframe because Auckland City Council is planning to upgrade the bus lanes along that road anyway.
Hey Jarbury I think one (maybe two) of the “new” piers being upgraded are existing one/s… The real problem is Fullers, with contracts only for 5 years they can’t or won’t justify spending 4 – 5 million on a new ferry, when you add that they play those silly bugger games with Waiheke price-wise and are the only form of PT to have FALLING users I think this is one area where a new supercity should be buying out Fullers expanding and improving the service/network and then transfering it to a BOOT operation like Vector arena… What’ya reckon..?
I might do a thread over on better transport…
Honestly I don’t know that much about the state of the ferry system. I rarely use it, except for the odd trip to Devonport in the summer. Fullers was recently sold to the owner of Howick & Eastern buses I think, though I’m not sure how that might affect the ticketing system compatibilities.
There are some real problems and I don’t know why ARC is building new piers until they are sorted out, I’m not really for or against public ownership of companies (whatever works best really) but this is one case crying out for ARTA ownership to sort out the difficulties and then re-privatisation or a BOOT set-up…
How do trams deliver significant capacity compared to articulated/double decker buses on a dedicated bus right of way? How is this capacity worth it given they cost 3x the price of buses? Would the users pay 3x the fares for the experience, and if not, why are you keen on redistributing state spending from health and education to a Rolls Royce form of urban transport that is inferior to heavy rail on capacity and inferior to bus on cost and flexibility?
Any capacity issues can be addressed by price. Have fares at commercial cost recovery levels (and roads similarly) and you wont need to keep pilfering taxpayers to pay for capacity that sits around unused most of the day.
Read this post: http://greaterakl.wpengine.com/2009/07/08/buses-vs-trams/
Basically, in terms of capacity you can run quite long LRT vehicles that offer higher capacity than a bus system. Secondly, trams offer a far smoother ride than is possible on a bus – so therefore they attract more people who would otherwise drive (this has been shown time and time again overseas). Thirdly, the permanence of the tram line encourages intensification along that corridor.
As I said in a previous comment, that Dominion Road tram line is probably less important than other transport projects though.
Liberty the trams also last 3 – 4 times as long as a bus, require far less maintainance, have much lower operating costs, release no emissions (at least not at the point of power use), are far more pleasant environmentally all round… Their costs are lower over the long term financially, environmentally, socially…
The real urgument is how are trams superior to trolley-buses..? As they also get the advantage of using electrical motors… It then comes down to the other factors Jarbury talked about permanance, capacity, ride etc…
I wouldn’t be asking for the big things until we start to get the little things right first. Apart from intergrated ticketing (which is a no brainer), I would have thought upgrading all the stations and coordinating bus and train timetables would the most valuable thing to do. Then we could finally get the buses stopping outside the rail stations (like at New Lynn, but why not at Henderson?) which will make it much easier for connections. And encouraging cyclists to use the rail system. Apart from that we need to get 15 minute train services going to provide predictability and reliability of service. Of course this will require we finish double tracking and upgrading the infrastructure (no small job) followed by electrification.
The other key thing will be to increase the capacity of Britomart
All in all I feel ARTA have done a pretty good job with the limted resources they have- the Sunnyvale park and ride is a real winner
I agree TopCat, that ARTA have done a pretty good job. Things do seem relatively organised in terms of them leading most public transport projects. Quite different to the mish-mash that has happened in the past.
A lot of stations are currently being upgraded, or will be upgraded as part of ProjectDART. I think that it will take integrated ticketing for people to really realise the potential of feeder buses and the necessity of locating bus stops next to train stations. At the moment the different ticketing systems mean that people see the systems as completely separate from each other. Integrated ticketing will change that HUGELY.
Also I thought the plan was to have 10 minute frequencies on the three main lines after electrification…
Yes that is the plan. 10 minute peak frequencies though, hopefully only dropping down to 15 minute off-peak frequencies.
However, as electric trains don’t need to refuel I reckon there wouldn’t be too much additional cost simply running them at 10 minute intervals all day long.
I believe 10mins frequency rail services are essential all day, as only then will there be full integration between bus and rail for medium length trips. With 10 min frequency no one will need to know a timetable so people will know that they can just turn up at the station anytime of the day and a they only will need a short wait. Also no need to timetable buses to meet trains as waiting time is so short.
I know this will take along time, and I’m sure too few EMU’s will be bought to enable this to happen, but it must be a goal, maybe for 2015 – 2019. Also this will require a third track from Penrose south to Drury so freights will still be able to run during the day.
Ah yes triple tracking from Papakura to Westfield Junction. That’ll be a fun project.
I don’t imaging the running costs would that much higher for 10 minutes frequencies… My Dad’s tram driver mate at MOTAT says running a tram from 9 till 5 uses about $7 worth of power…
Once we have a proper ticketing system the only staffing costs would be the driver. And we need all the trains anyway for peak hour services, so no extra costs in that respect.
yeah, have been looking at it on gmaps, will get very expensive in some places, have to rebuild all the stations, and will have massive delays and closures and I would imagine track may have to be shifted over slightly in some places. They certainly should be protecting and future-proofing the route at the moment to make sure its not going to get any harder. Having a separate main-line from Penrose down to Middlemore should be fairly easy, as most of it already exists, just probably set up to serve sidings at the moment, and not as a main line.
It’s probably most essential to build the Westfield Junction to Wiri section first, because of the whole “inland port” that is being built at Wiri.
I think we will still require simular staffing levels as are required now however their roles would be different. More of a safety role, less staff on the trains, however more trains. Also security at train stations to make sure everyone is paying and safe.