North Shore Rapid Transit Network Strategic Case

Back in October last year in the AT Closed Board Meeting a item called the Northern RTN Strategic Case was mentioned, its reason for being closed “to protect information that will soon be publicly available”. Me being ever so patient, I waited for the report to be released over the coming months, once this didn’t happen I decided the LGOIMA it. Recently AT released the report in detail which can be found here. A large portion of the report was dedicated to the importance of making sure that improvements to the RTN are aligned with the potential future Additional Waitemata Harbour Crossing (AWHC), either included as part of the crossing itself …
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Does CRL “complete” Auckland’s heavy rail network?

The ATAP final report includes a 30 year vision for Auckland’s strategic public transport network. It is a substantial expansion of what we have today and quite closely resembles our “Congestion Free Network” developed in 2013: ATAP generally goes out of its way to avoid making a call on the specific mode of new strategic public transport projects, instead using the phrase “mass transit”. However, it does show CRL as the only expansion of the heavy rail network (in red) with all other new strategic PT routes presumably being something other than heavy rail. Elsewhere, ATAP notes the need for ongoing investment in upgrading the existing heavy rail network over …
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Additional Harbour Crossing ill-considered and over-rushed.

We are increasingly concerned that Auckland is in the middle of very poor process where by far the nation’s biggest ever infrastructure project is being forced along and at ill-considered speed without anything like the level of public participation nor detailed analysis that it should have. NZTA are relying on a 2008 study into possible future harbour crossings to just get on with designing and designating a road only crossing. This study started with the assumption that any additional crossing would be a road lane crossing. No kind of comparative analysis of all options like the Centre City Future Access Study that was done to be certain that the City Rail Link …
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Auckland 2025- the Last Decade in Review- Part 2

It’s the last day of 2025 so it is a good time to run through the events of the last ten years in Auckland. A decade of profound transformation for New Zealand’s largest city. A coming of age. This is Part 2 of a 2 Part scenario. Part 1 here. Global megatrends mean local megachange, and Auckland is fortunate to have been well placed and nimble enough to largely come out on the positive side of these forces. We have seen the global trends of the first decade and a half of the 21C accelerate over the last decade, particularly: Migration: Internationally another great age of people movement is clearly underway. Urbanisation: Both …
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Auckland 2025- the Last Decade in Review- Part 1

It’s the last day of 2025 so it is a good time to run through the events of the last ten years in Auckland. A decade of profound transformation for New Zealand’s largest city. A coming of age. This is Part 1 of a 2 Part scenario. Global megatrends mean local megachange, and Auckland is fortunate to have been well placed and nimble enough to largely come out on the positive side of these forces. We have seen the global trends of the first decade and a half of the 21C accelerate over the last decade, particularly: Migration: Internationally another great age of people movement is clearly underway Urbanisation: Both the developing world …
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AWHC: Where Does all the New Traffic Go?

The Additional Harbour Crossing as currently proposed is a pair of tunnels containing six traffic lanes between the motorway at Esmonde Rd rejoining it at Spaghetti Junction [The CMJ] in the city. The publicly available schemes also show additional rail tunnels between Akoranga and Wynyard Quarter, but no connecting network for any trains to actually use. It is clear to see the appeal for NZTA of straightening and simplifying SH1 past the bridge, but the outcomes for the city are much less certain. Below for example is version T1: Clearly this or the other versions that date from 2010 are not the current versions NZTA are developing now, but until new versions are released these are still worth looking …
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Will the proposed Waitemata Harbour Crossing be good for drivers?

There are many reasons to be concerned about the plan to add more road lanes across Auckland’s Waitemata Harbour: from the extreme cost of building such big tunnels and interchanges [$5-$6 billion and four times as much as just building rail tunnels], to the undesirable flooding of city streets and North Shore local roads with even more cars, to the increase in air pollution and carbon emission this will create, the loss of valuable city land to expanded on and off ramps and parking structures, to the impact on the harbour of exhaust stacks and a supersized motorway on the Shore, to the pressure this will put on the rest of the motorway …
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Auckland Rapid Transit Network

This is AT’s official future vision for  the Rapid Transit Network in Auckland. I feel the need to show this again in the context of a number of uninformed views about the CRL popping up again, as one of the chief misunderstandings is to treat the City Rail Link as a single route outside of the network it serves. All successful transport systems are designed through network thinking and not just as a bunch of individual routes, this is true of our existing and extensive motorway network just as it is true for our rapidly growing Rapid Transit one. The Waterview tunnel is not being built just so people can drive from …
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Notes from Sydney: Harbour Crossings

Thoughts of Sydney are inseparable from images of its harbour: It’s naturally beautiful, but also much of what has been added around the harbour increases its appeal, particularly the Opera House and the Bridge: The bridge is not only beautiful, and massively over-engineered, but also is an impressive multitasker; trains, buses, general traffic, pedestrians, people on bikes. All catered for. Despite that when looking at the bridge its mostly covered with cars in terms of moving people the general traffic lanes are the least impressive of the three main modes, as shown below in the am peak hour: It is its multi-modality that makes it truly impressive, some 73% of the people entering Sydney …
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Rail to the Shore for $11 billion ….. what?

Rail to the Shore for $11 billion ..... what?As most of you are probably be aware, we’ve long suggested that we need to change our thinking about any future Waitemata Harbour Crossing. A $4-6 billion road tunnel and dramatically widened northern motorway which will only serve to flood the city centre with cars at a time when we’re trying to make it more pedestrian friendly. Instead we’ve suggested that we need to look at completing the missing modes. These can provide a form of resilience in their own right, much like the BART tunnels in San Francisco did after the 1989 Loma Prieta earthquake. Soon Skypath will provide the missing active mode piece of the puzzle which leaves just a transit crossing as the missing …
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