Chamber of Commerce April 2015

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The City Rail Link Click to edit Master title investing in Auckland’s style future Chamber of Commerce 20 April 2015 www.aucklandtransport.govt.nz

City Access

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• The number of people entering the city centre is increasing

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• Since 2001, more people take PT to the city centre during the morning peak and fewer take cars • PT growth across all modes is growing faster than population growth employment or car trips

Rail patronage growth •

Rail patronage growing strongly - over 20% in last year and March 2014 compared to March 2015 was a 30% increase

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Over 13m annual rail trips

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On track to achieve Government target of 20m annual rail trips by 2017

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Train capacity of Britomart is reached this year

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Passenger capacity of Britomart (PM peak) likely to be reached by 2018

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Electric trains still to be introduced on western line with further patronage spike expected

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CRL is becoming critical to relieve pressure on Britomart as patronage growth continues to accelerate

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City Rail Link

The case for the CRL has multiple dimensions

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Economic

Transport for Auckland’s growth Integrated land-use

Environmental imperatives

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Auckland’s economy

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Auckland employment composition Advanced business services, finance and insurance Government, health and education

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24%

Wholesaling and retailing

23%

Other

23%

18%

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Manufacturing

Auckland accounts for 34% of jobs in NZ and most are in the urban areas Auckland generates 37% of NZ’s GDP Wellington, Hamilton and Tauranga combined, account for 13% of jobs Transport is critical to shape urban form and lead economic development in cities

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City centre – economic contribution • About one in six workers in Auckland work in the city centre

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• Average city centre earnings 27% higher than the rest of Auckland • City centre accounts for 17% of Auckland GDP, 25% by 2041

• Agglomeration benefits drive higher productivity and wages • Improved access is key to Auckland’s economic growth • CRL biggest contributor to improved city centre access

CRL Programme

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CRL progress •

CRL designation confirmed April 2014

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Five appeals now in mediation, and only one likely to go to Environment Court

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Property acquisition programme well advanced with 58 out of 70 properties bought; subterranean property purchases start mid-year

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About 30,000sq m of property under active management

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Council is funding early construction

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Project design progressing in preparation for main works delivery contract

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Appointed two joint venture contractors for the early works: Downer NZ and Soletanche Bachy JV and Connectus (McConnell Dowell and Hawkins JV)

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Early construction works focus • • • •

Maintaining rail operations at Britomart Underpinning CPO at Britomart Relocating major utilities Reclaimed ground in tidal zone

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Integration with other major projects Traffic management during construction Community engagement and communication

Construction Footprint

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CRL earliest contract start dates Contract

Start date

Scope

Albert St

November 2015

Pipe-jack

Queen St

January 2016

Civil works

Britomart

March 2016

Temporary accommodation

Downtown SC

March 2016

Demolition

Albert St

January 2016

Customs & Albert St piling

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Street effects of construction contracts Location

Construction start date

Victoria St (east/west constraint)

Lower Albert St (closed to through traffic)

November 2015

Custom St/Albert St intersection

Tyler St & Galway St (access change and buses removed) Lower Queen St buses removed Albert St (Victoria St to Custom St) service lanes only

January 2016

Britomart to Downtown Shopping Centre – C1

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Pedestrian access maintained.

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Front/west end of Britomart station closed, use rear/east entrance

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Lower Queen Street closed to vehicles.

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Temporary bridging and decking for pedestrians and cyclists on lower Queen Street.

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Underground walkway removed between Britomart and DSC.

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Buses removed from Tyler, Galway and Lower Queen Streets. Where possible bus stops will be moved to new permanent locations.

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Tyler and Galway Streets remain open for traffic in one direction each.

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No left turn for traffic from Quay into Albert Street.

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Temporary construction accommodation at the rear/east entrance of Britomart.

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Albert Street from Customs to Wyndham Street – C2

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Downtown Shopping Centre (DSC) •

DSC developed as a laneway retail development and 36-level tower, constructing the CRL below.

Work due to begin mid-2016 with completion by 2019

CRL Early Works •

Pedestrian access maintained.

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Buses removed from Albert St. Where possible bus stops will be moved to new permanent locations.

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Some impact for up to 16 months due to stormwater line relocation

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Constructing cut and cover tunnels up Albert Street to the southern side of Wyndham St

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Custom St left open.

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Early works construction timeline

Early 2015

Mid – late 2015

• Resource consents notified

• Early works detailed design complete

• Early works contracts awarded

• Negotiation process for early works construction

• Community Liaison Group (CLG) set up

• Work starts at Britomart to Wyndham Street

• Main works reference design

2016+ • Works progress in the city centre and become more evident • CLG continues • Ongoing communication with affected parties

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CRL approvals process and enabling works •

Council approves funding for the CRL programme including enabling works via 2015-2025 LTP

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Approval for AT to commit to enabling works construction contracts is responsibility of AT Board

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Gateway Review for CRL will be undertaken by AT prior to the letting of construction contracts for enabling works

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Gateway Review designed to reconfirm case for investment in CRL – best practice public sector decision making

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Design conceptsstations

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Britomart Train Station – Design concept •

No longer a dead end at Britomart enabling more frequent trains

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Allows 30,000+ rail passengers an hour

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Integrated public transport network

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Bus interchange moved to Lower Albert Street

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Heritage values maintained

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Britomart Station

Interior view of Britomart Station – Design concept

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Aotea Station – Design concept

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Could become the busiest railway station in Auckland

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Entrances on Victoria and Wellesley Streets

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Close to the cultural precinct

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New streetscape on Albert Street will have wider footpaths

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Future proofed for possible development above the entrance

Architectural concept of the Wellesley Street entrance

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Aotea Station

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Aotea Station, section view – concept

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Karangahape Station, Beresford Square entrance – Design concept •

Deepest station at 30 metres depth

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Two entrances, one at Beresford Sq and one at Mercury Lane. Only one will be constructed initially

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Reference to Manu Whenua narrative of Hape and his arrival to Auckland by stingray.

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Surrounds re-developed

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Heritage value maintained.

Beresford Square entrance axonometric showing canopy entry and pedestrianized surroundings.

Karangahape Road Station – Mercury Lane

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Karangahape Station, section view – Design concept

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Karangahape Station, Mercury Lane – Design concept • •

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Catalyst for urban development Future proofed for possible development above the entrance.

Perspective view of Mercury Lane entrance

Part of axonometric view of Mercury Lane entrance surface structure facade

Mount Eden Station – Design concept

Perspective view of Mt Eden Station connecting to Kingsland, Grafton and the city stations

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Mt Eden – Transit Oriented Development

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Design concept public realm

Britomart, public realm – Design concept

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Lower Queen Street, public realm – design concept

View from Queen/Custom Street intersection to Queens Wharf

New public realm used as event space in front of Britomart Station: view from Queen Street intersection at night

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Albert Street, streetscape – Design concept

Albert Street –Swanson to Wyndham Street

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Albert Street – Custom to Swanson Street

Albert Street, public realm – Design concept

Illustration showing Albert Street streetscape concept mid-block

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Next steps

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History in the Making- a major marketing campaign re city centre access changes to PT network, streets, etc

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Promotion of PT as mode choice for city access during construction period

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An information programme with key stakeholders/immediate neighbours of those adjacent to new bus lanes/ parking changes etc

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Transport - Conclusions • There is an established way of approach transport appraisal based on straight line growth forecasts and values of time with fixed population and employment patterns, but it is not clear that it reflects what actually happens

• In reality transport drives land use patterns just as much as land use drives transport demand

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