Overview for Transport Committee 20 December 2010 Background

Auckland Integrated Fares System

• Integrate: There are currently 49 bus and rail products, and 82 ferry products for use in the Auckland public transport network. Over 90% of these are Operator-specific and do not promote the use of integrated public transport services - both the current network and that proposed in Auckland Transport’s network plan

• Rationalise: There are significant opportunities to consolidate and simplify the current complexity for public transport use in Auckland

• Focus: Replace existing operator-specific products with a regional integrated solution, based on four common products: o Regional Stored Value o Regional Pre-Paid Trips o Regional Monthly Pass o Single Paper Ticket ()

Exist ing Operator Products

Bus Operator Products Rail Operator Products Ferry Operator Products Airbus Ex pr ess Tranzit Retain current fare product typ Bi rken head Transpor t Belaire Ferries Urban Ex pr ess Pine Harbour Ferries Howick & Ea st e r n and stages/zones minimising Ritchies Veol ia 360° Discovery Single Ri de Paper Tickets Multi ‐Journey Tr ip s Fullers NZ Bus Mo nthly Pass Single /Re tu rn Paper Tickets Si ngl e /R e t ur n Pa pe r Tickets Family Pass Multi‐Journey Trips impacts on: Sto red Value Discovery Pass Monthly Pass Multi‐Jo u r ne y Trips Devonport Bayswater Pass Family Pass Fa mi ly /Gro up Pass Day Ro ve r We ek ly Pass Monthly Pass Bike Pass Discovery Pas s Discovery Pas s Devonport Ba ys w at er Pass Auckland Pass Early Bird Tic ket s • Customer fares Devonport Ba ys w at er Pass Lu gga ge Tic ket s Green Bay Pa ss Ha rbour Cruise 3 Da y Rover Northern Pass Li nk Nite Rider • Operator fare revenues

ARTA Integrated Pro duct s

Smartcard Stored Value Smar t card Pre ‐Paid Trips Smartcard Monthly Pass Single Use Paper Ticket p

Regional Stored Value Regional Pre‐Paid Trips Regional Monthly Pass

Pre‐Paid Trips (PPT) will be equivalent to The Monthly Pass will be based on the Stored value (SV) is an electronic record of existing Multi‐Journey Fares, however these existing NZ Bus zonal model and will replace monetary value that has been pre‐loaded will now be able to be used across all all other existing bus and rail operator‐ onto a smartcard. operators. specific monthly passes.

•A SV use discount on the equivalent single • PPTs will be discounted on the equivalent •Customers with a Regional Monthly Pass paper ticket fare will apply single paper ticket fare will be able to travel on all bus and rail operators within a defined zone or zones. •A transfer discount will apply when •PPTsfor bus and rail will be available for transferring on bus or rail services between 1 stage and up to 8 stage travel. •The zone boundary definitions will be • The transfer discount will not apply to Ferry PPTs will be available on the basis of essentially identical to the NZ Bus zone ferry services the service used boundary definitions

•A Customer’s spend will be subject to a •Only 1 type of PPT (i.e. 1 stage, 2 stages •Due to the point‐to‐point nature of ferry daily cap which means all travel made after etc.) is be able to be stored on a smartcard travel, ferry monthly passes will remain the reaching the daily cap will be free at any time same as the existing ferry monthly pass structure, although migrated to smartcard •Cardholders will be able to use autoload to • PPTs will be purchased in multiples of 10 load stored value onto their smartcards with a maximum of 40 trips able to be stored on a smartcard at any time g

• Touch‐on and Touch‐off: A customer touches‐on and touches‐off at the start and end of their trip, and the system will deduct the most appropriate fare based on the availability of products loaded on the customer’s smartcard.

• AIFS Devices: When travelling using smartcard products, the customer will be required to present their smartcard to a Fare Payment Device (FPD) or Electronic Gate (EG) in order to identify the start and end of each trip. g ()

Mode Fare Payment Devices Electronic Gates Bus On board all buses None Britomart and Newmarket Rail Ungated train stations stations only

Ferry All Ferry Terminals None pppp Dominion Road 2016 Presentation to Auckland Council Transport Committee

Date 20 December 2010 Project History

• Late 1990s: Project initiated to protect and enhance PT capacity along the Dominion Road corridor

• 2000-2004: nearly 4 years of consultation

• Environment Court hearings and appeals resolved to get designation.

• 2004: Designation in District Plan Strategic Fit

• Key north-south route between CBD and, southern isthmus and airport

• Part of RLTS Quality Transport Network

• Included in Auckland City LTCCP

• Included in ARTA’s 10 year programme

• Has been identified as part of ARTA’s Quality Transit Network – ARTA has implemented b-line already Aims and Objectives

Quality Transport Corridor • Frequent, reliable and high quality PT services

• High amenity streetscape and public realm enhancements

• Safe and convenient cycleway

• Easy access and priority for pedestrians and cyclists in core zones Recent History

• Project reviewed and reported to Auckland City Transport Committee for amendment to designation

• Consultation for 6 weeks until end August 2010 on • T2 lane • 24 hour operation • Removal of parking • Cycle lane

• September Transport Committee decision withdrew T2 lane proposal, questioned separate cycle lane and full time bus lane allowing parking in off peak. • Nearly 2,000 responses

• Mixed response to specific issues

• General concern around impact of removal of parking

• Results currently being evaluated Auckland Transport & Next Steps

• Further investigation and funds required

• 18th Nov NZTA approved investigation funding to address issues and progress design

• Reviewing feedback, investigating options afresh

• Report to Auckland Transport Board March 2011 SH20 Manukau Extension – Update to Auckland Council Transport Committee Neil Cree (Transport Planning Manager, Highways and Network Operations) 20 December 2010 Background

• SH20 Manukau Extension Project - Southern Connection of Western Ring Route with SH1.

• Initial significant SH1 Southbound delays occurred in the PM Peak following the opening of the SH20 Manukau Extension.

• Due in part as a result of: • drivers getting used to the new arrangements; • a significant portion of traffic diverting from Roscommon Road onto SH20 southbound. • unnecessary lane changing of vehicles (which has the impact of disrupting the flow of traffic)

2 Action Taken

• Management of existing ramp signals & signal timings • Temporary traffic management to reduce SH20 merge to a single lane (superceded by mainline ramp signals) • Completion of Fencing at Takanini to reduce rubber necking • Improvements to white line layout • Completion of SH1 & realignment of SH1 • Opening of 3 Lanes under Redoubt Road • Lifting of 80kph temporary speed limit • Ramp Signals on the SH20 merge

• Congestion has now eased as drivers get used to the new road layout and route choices.

3 SH1 - Queue Analysis

4 SH20 - Queue Analysis

5 Ramp Metering

• SH20 Merge Ramp Metering activated 13 December.

• Southern Motorway • there was no queue detected at Te Irirangi for all the days tested

• Southwestern Motorway • the maximum queues were approximately the same as before metering; • the queue started earlier due to metering, triggered by the flow breakdown around Hill Road offramp.

• Early comparison a little difficult given the weather last week. But both the mainline peak hour throughput just south of the SH1/SH20 junction and the southbound merge have increased.

• NZTA will continue to monitor.

6 Optimising Performance of the WRR

• In order to bring full functionality to the network and optimise the WRR and SH1 in the south a further package of improvements is required: • Stage 1: Hill Road to Takanini SBD 3-laning • Stage 2: Takanini to Papakura 3-laning • Stage 3: Takanini Interchange Upgrade • Stage 4: SH20 to Hill Road SBD 4-laning

7 Proposed Southern M/Way Improvements

8 Timing

• On 17 December NZTA Board endorsed bringing forward funding application for Stage 1. • Subject to funding, construction of Stage 1 Winter 2011. • Timing of development and delivery will need to be balanced within the overall State Highway Plan • The economic importance of a resilient Auckland network is recognised.

9 Next Steps

• Open a dialogue with the Transport Committee and Auckland Transport on bringing forward SH1 Hill to Takanini southbound 3-laning . • Subject to Council endorsement, the project will be evaluated through the normal NZTA process.

10 Optimising Performance of the WRR

• Similarly, Board endorsed strategy for bringing forward completion of the WRR SH18/SH1 connection. • Stage 1 being Constellation to Greville NBD 3-laning. • Construction start 2011 – Post RWC. • Subject to dialogue with Auckland Council and usual NZTA funding processes.

11 Questions

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

1 1. 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.

2. 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.

3 In 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 terms 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.

4 network 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

6 CBT 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.

7 Safety 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

8 Network (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

9 frequencies 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.

10 River 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.

11 Harbour 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

12 trains – 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.

8.2. 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.

14 9. 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.

16 “Transport in Auckland 2011-2016”

Giving effect to the plans and strategies What is the “Campaign for Better Transport”?

• Non-politically aligned lobby group for smarter and more sustainable transport options. • Previously involved in many successful projects – Rail electrification – Reopening Onehunga Line – Wynyard Trams proposal Background

• 2010 Regional Land Transport Strategy: – Balanced projected expenditure on transport between 2010-2040. (50% on roads, 50% on PT). • 2009 Government Policy Statement: – Roads of National Significance – Rail capital projects unable to be funded by NZTA • Significant differences between the two strategies. • 2010 local body elections: strong focus on rail construction General Approach to the Plan

• Projects focused • Works within existing funding levels – Funding reallocated as per RLTS • Short term improvements (quick wins): – Focus on improving bus network – Walking/cycling/liveability improvements – Road safety improvements (e.g. Dome Valley & lowering speed limits). • Ensuring larger projects are ‘ready to go’: – Designating CBD Rail Tunnel, Rail to Airport, North Shore Rail & Southeast RTN route. RLTS funding mismatch Funding

• Mismatch within RTLS – More money needed for PT than available – More money available for state highways than needed • Need for an ongoing PT funding stream – Rather than a project by project ‘cap in hand’ to government. • Advocate to government to allow rail projects access to NZTA funds Why NZTA should help pay for rail The Plan - roading

• Many large state highway projects currently underway, just completed or soon to begin • The Waterview Connection essentially ‘completes’ the motorway network • RLTS focuses on arterials – particularly prioritising freight & PT • Limited scope to expand the city’s roading system • Safety focus (e.g. SH1 Dome Valley) The Plan - buses

• If we are to achieve 100 million PT trips by 2016 then 80 million of those will be on the bus (up from around 47 million now) • Simplify current bus system – Higher frequencies – Easier transfers • Roll-out Quality Transport Network • Solve bus congestion in CBD • Realign routes to become “feeder services” to rail network Existing bus network Simplified bus network The Plan - trains

• Immediate improvements are underway and/or recently completed: – Electrification –Project DART • Advancing the “big three” rail projects – All designated by 2013 • Shorter term projects – Timetable improvements – New stations The Plan – walking/cycling/streetscape

• Shared Streets • Lower speed limits – 40 kph on town centre & neighbourhood streets • Cycle network • Hobson/Nelson Street – two way boulevards • Pedestrianise Queen St during RWC and/or at weekends Quick Wins

• Bus lane extensions • Continued improvement to bus network – Shift away from route map that looks like “spaghetti thrown at a wall”. • Better weekend & inter-peak rail frequencies • “Off-peak pricing” to encourage more efficient use of PT infrastructure • Informal “New York style” pedestrian improvements • Warkworth bypass & Dome Valley safety improvements Quick & cheap pedestrian improvements in Times Square, New York City Spatial Plan

• Excellent opportunity to integrate land- use planning & transport decisions • Transport Committee should have a key role in development of plan. • Different transport projects will encourage different land-use outcomes Next steps (just to think about)

• Electrification to Pukekohe • Drury station • Quay Park Junction grade separation • Elimination of rail level crossings • Addison station • Northern Busway to Albany & beyond • Northwest Busway along SH16 Conclusion

• This plan is generally within existing budgets • This plan is the only way we’re going to get to 100 million PT trips by 2016 • This plan acts in the short-term, but also plans for the long-term

• Enough talk, time to act Recommendations

• Funding issue with NZTA & rail resolved • Recommendations to Auckland Transport – Timelines for designating large rail projects – Completion of QTN – Options for fast-tracking Warkworth bypass & Dome Valley safety improvements – ‘Humanising’ Hobson & Nelson streets – 40 kph speed limit on neighbourhood streets – Simplification & improvement to bus network • Analysis of suggested ‘quick wins’ • Transport Committee play a key role in development of the spatial plan