chapter 11 auckland’s transport - mahurangi.org.nz fileauckland expects significant improvements...

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Chapter 11: Aucklands’s Transport

chapter 11 auckland’s transport

upoko 11 - nga takinga rerenga a Whenua o tamaki makaurau

STRATEGIC DIRECTION 11

create better connections and accessibility Within auckland, across neW zealand and to the World

TARGETS

increase non-car trips in the peak period from 23% (200,000) to 37% (420,000) of all trips by 2040

increase pt (public transport)

mode share for mechanised trips (public transport and cars) into the city centre for the morning peak from 47% in 2011 to 69%

by 2040

reduce road deaths from 61 (2007) to no more than 40 and

serious injury from crashes from 483 (2007) to no more than 288 in 2040

reduce freight congestion in peak

periods by 20% by 2040

increase the number of groWth centres With qtn (quality transit netWork) or rtn (rapid transit

netWork) services from 44% to 80%

by 2040

PRIORITY areas

1 2 3 4▼ ▼ ▼ ▼

manage auckland’s transport as a single system

integrate transport planning and

investment With land use development

prioritise and optimise investment across transport modes

implement neW transport funding mechanisms

160

The Draft Auckland Plan

auckland expects significant improvements in its transport system so that it Works Well for business, residents and visitors, helps With auckland’s development, and contributes to the character of its places.

ko te aro Whakaaro o tamaki makaurau, ka tino pai raWa ake ana punaha rerenga-a-Whenua, kia puta ai ona hua ki te ao pakihi, iWi kainga, manuhiri hoki me tona aWhina i te tupu o tamaki makaurau me te ahua o ona Wahi katoa.

664_ A successful city depends on good access and connections. Auckland’s transport system – which includes motorways, roads and streets, all forms of public transport, footpaths and cycleways, and our ports and airports – is overburdened. It requires substantial improvement and investment to accommodate both current needs and future business and population growth. Reducing congestion for freight and commercial travel is important to improve productivity. As a major shaper of our city, transport influences how easy it is for us to interact, move our goods and provide services.

665_ Transport also has a major impact on the quality and character of the places where we live and work. For example, Auckland’s physical form reflects the primacy of private cars, and the configuration of roads mostly prioritises vehicle traffic over pedestrians and cycling; although the way in which the older suburbs are connected – particularly around the isthmus – reflects the old tram routes that were removed in the 1950s.

666_ Existing settlement patterns, a narrow isthmus, together with decisions made in the past and limited public transport, mean that Aucklanders rely heavily on cars as their primary travel mode. 85% of trips are by private car and around 15 000 new cars take to our roads every year. Providing only motorway and road capacity for future growth is neither sustainable nor possible. Auckland has to invest in all transport

modes - rail, road, bus, ferry, cycling and walking - in an integrated manner to achieve the move to a more liveable city. We call this a single-system approach.

667_ Over the next 30 years, Auckland must strive for a transformational shift towards non-car trips – walking, cycling and public transport – because there is a limit to the capacity of the roading system. Aucklanders are already flocking to public transport with an annual increase of 5 million trips in 2010-11. Our target is for 37% of trips to be non-car based at peak travel times over 30 years. The public transport share is currently 8% and is targeted to increase to 17% by 2040.

668_ Preparing for future growth also requires maintaining the state highway network and additional capacity in the roading network to be completed. We must also ensure that our international and inter-regional connections remain secure. They are critical to our economic prosperity.

669_ Picture this – after one decade of action:

• in 2014 a new, all-electric fleet provides reliable, high quality and fairly priced train services. The modern, reliable and environmentally clean service attracts 57,000 passengers a day or 14 million passenger trips per annum

• in 2016 Waterview, the final major motorway gap, is opened. It enables choice of north-south

travel, both within the region and between regions, and significantly reduces the pressure on State Highway 1 and local roads

• the City Rail Link is completed. Britomart becomes a through station and opens up Auckland’s western line to more rapid rail access. In addition to the new development near stations, the metro rail service takes another leap forward and reduces pressure on bus services to the city centre. People have new opportunities to leave their cars at home

• Auckland’s transport system has been managed as a “single system” long enough to optimise all major routes and give customers real-time information on travel choices every day

• universal ultra-fast broadband has made telecommuting even more prevalent, so many more Aucklanders are choosing to work from home or staggering their trips to and from home, thus significantly reducing peak congestion

• many more people cycle to and from work/study every day and motorists accept the need to share road space with other users

• Aucklanders are very supportive of the momentum in transforming their transport system and funding improvements, through a mixture of taxes, rates and user charges, including charges that influence behaviour and demand.



670_ The Auckland Plan provides a macro view of the links between population and economic growth, urban form, transport investment and liveability. This strategic transport network, planned for 2040, is illustrated in Map 11.1.

671_ What follows in this Chapter:

• more detail regarding our four priority areas

• a three-decade outline of transport investment and action.

Harbour Bridge: Photo sourced from Alexander Turnball Library / Wikipedia Commons of construction of the bridge.

Trams used on Queen Street.

162


Map 11.1 Auckland’s strategic transport network 2040

Rapid Transit Network (RTN)Rail NetworkStrategic Road NetworkRegional Arterial Roads / Quality Transit Network (QTN)FerryFreight Line

Centres - Refer Map 8.2Satellite

AirportSea PortFreight Hub

11.1

For Rural Zoning - refer to 7.1 Rural Strategy Plan

AUCKLAND’S STRATEGIC TRANSPORT NETWORK 2040

Orewa

Silverdale

Albany Centre

whangaparaoa

Takapuna

Devonport

Glenfield

Birkenhead

Kumeu / Huapai

Westgate

Swanson

Henderson

Mt Roskill

Onehunga

Mangere

Airport

Papatoetoe

Manukau City

Flatbush

Botany

Maraetai

Newmarket Glen Innes

PanmureSylvia Park

Otahuhu

Takanini

Papakura

Drury

New Lynn

Half Moon Bay

Pine Harbour

Matiatia Bay

Gulf Harbour

Hobsonville Beach Haven

Wiri

Southdown

Howick

Pukekohe

Helensville

Warkworth

RTN to Pukekohe

Stanley Point

Northcote Bayswater

West Harbour

To Great Barrier Is.

Kennedy Point

Manurewa

Waiuku

Wellsford

Kumeu

Browns bay

Penlink

Mill Road

5km0



priority 1manage auckland’s transport as a single system

672_ If we manage and operate the transport system as a single system, we have a greater likelihood of successfully balancing need, optimising what we already have, and aligning effort. Managing and developing the existing system in future as a single system is a key feature of the Development Strategy.

673_ All transport delivery partners must forge strong working relationships to implement the single-system approach.

674_ Improvements to Auckland’s transport system are expected to reduce traffic congestion over the next 10 years. However, with subsequent growth in population and employment activity, congestion is projected to be worse than current levels by 2040. A combination of measures will be required to manage congestion in Auckland:

• investing in public transport and walking and cycling networks to provide convenient and efficient alternatives, completing the state highway network, the upgrade of the regional arterial road network and the selected grade separation of road and rail

• putting in place traffic management techniques (e.g signal optimisation, ramp metering) to get the best use out of the road network

• intensification of land development to encourage a mode shift to walking, cycling and public transport

• providing travel demand management programmes (e.g school travel plans, parking management)

• where appropriate, setting congestion pricing and tolls

• a more rapid rate of investment which requires new forms of revenue.

675_ When developing policy and priorities for initiatives and investment, we also expect all transport planning and delivery partners to give effect to the principles in Box 11.1.

box 11.1 principles1. Use a one system approach

to the planning, management and development of our transport system (including state highways; arterial and local roads; freight; rail, bus and ferry services; walking and cycling; ports and airports).

2. Achieve the appropriate balance between movement and place, considering capacity (accommodating movement of every kind safely) and character (role of road/street in the urban setting and types of buildings/landscape present or planned) (see Figure 11.1 and design principles in Chapter 8).

3. Ensure that long term land use and activities drive long-term transport functionality, and that transport investment aligns with growth as envisaged in this Plan.

4. Ensure that existing and proposed transport investment is used optimally.

5. Take advantage of all opportunities for transport to assist in place shaping.

6. Set in place shaping and corridor management plans, and recognise and accommodate different circumstances, by area, time and the transport need.

box 11.1 principles (cont)7. Recognise existing

community investment and the need to enable connectivity between and within communities.

8. Align community expectations in urban areas with urban levels of service, particularly with realistic expectations around levels of congestion.

9. Align community expectations in rural areas with rural levels of service, particularly acknowledging limited opportunities for alternatives to motor vehicle travel.

10. Ensure that the transport system is safe and facilitates the efficient movement of people and goods.

11. Ensure that transport is sustainable in the long term and minimises negative impacts on the built and natural environments.

directive 11.1Manage Auckland’s transport system in accordance with the principles in Box 11.1 and review existing policies to reflect Auckland’s single-system transport approach and principles.

676_ Transport has a major impact on the quality of our urban and rural places, and especially on pedestrians and cyclists who share space with vehicles on our roads. At times, in a town centre for example, road space has a critically important place function in addition to its vehicle moving function. In such cases, pedestrians will be considered first.

164


677_ In addition to the single-system principles above, transport planning and delivery partners are therefore expected to also give effect to achieving a balance between movement and place functions as shown in figure 11.1 above.

678_ To plan for Auckland’s future transport, the system needs an order or hierarchy that determines the role and function that each mode plays within the system to manage and develop it effectively as a single system. This hierarchy is also an important component to determine the balance between movement and place.

directive 11.2Manage Auckland’s transport system according to the following transport functions:

• international – seaports and airport

• national – inter-regional connections by road, rail, sea and air

• Auckland-wide – those parts of the transport system that provide safe and efficient movement of people and goods through all or parts of Auckland

• local – those parts of the transport system that provide safe, local access and connectivity, and that support communities.

679_ In addition to the balance between movement and place, matters relating to parking and block / street layout have a similar impact on the quality of our urban and rural places. Chapter 8: Urban Auckland addresses these issues.

priority 2integrate transport planning and investment With land use development

680_ For the transport system to support Auckland’s vision and future growth and development, it must underpin and integrate with the five transformational shifts and the Development Strategy. The following directions must be effected:

• transport investment and services, especially public transport and regional arterial roads, must align with areas of future growth and development

• the system must be easily accessible and provide reliable journey times

• particular emphasis must be given to freight movement and other related business travel on international, national and Auckland-wide transport corridors

• public transport services, especially bus services, must be provided to those communities most in need (see The Southern

Initiative Directive 3, Chapter 1)

• the system must be designed for safe and universal access for all, including children, the ageing and those with disabilities

• in particular, safe and convenient walking and cycling routes must be developed to encourage those modes of travel, especially for children and the ageing

• appropriate levels of service must be provided to those communities with limited public transport options, especially rural communities

• transport projects must contribute to place shaping

• transport, particularly roads, walkways and cycleways, must create connections between and within communities

• a change in parking strategy and standards is required to enable intensification, mixed-use development, more efficient use of land, and shifts to walking, cycling and public transport (see Chapter 8)

• there must be a more rapid rate of investment, which implies new forms of revenue.

directive 11.3Develop Auckland’s transport system in line with the directions set out under priority 2 and the sequenced investments set out under priority 3 of this Chapter.

681_ Two particular projects are critical to Auckland’s future growth and the enabling of the Development Strategy – the City Rail Link and in the longer term, the next Waitemata Harbour Crossing.

Motorway

High Streets

Residential Streets

Place Movement

Figure 11.1 Relative importance of roads and streets in relation to movement functions53

53. UK Communities and Local Government (2007)



box 11.2 principles - the city rail linkThe City Rail Link (CRL) received overwhelming support in the feedback to Auckland Unleashed, and is the foremost transformational project in the first decade. It creates the most significant place-shaping opportunity by increasing frequencies over the whole network. This effect more than doubles the number of people within 30 minutes’ travel of the future Aotea or K Road stations, and triples the number of people within 30 minutes from the future Newton station. As shown in Table 11.1, travel times to and from the city centre by rail will be dramatically reduced by the CRL, enhancing development opportunities for both the city centre and centres on the rail network.

This will drive new commercial and residential development, and educational opportunities in the central city and in places on the rail network around 1km from the line. It is projected that under the intensification strategy of this Plan, and with the City Rail Link, the resident population in the city centre will increase from 23,000 in 2006 to 78,000 in 2040. It is projected that there will be an additional 55,000 to 70,000 jobs (medium to high growth projections) located in the city centre by 2040, of which at least 5,000 will be as direct result of the CRL, and other additional jobs will be a result of other city transformation projects, as outlined in the Auckland City Centre Masterplan, and natural growth.

Auckland Council will underwrite the cost of protecting the City Rail Link route, acquire properties and prepare an updated business case.

The City Rail Link will require new funding and revenue tools. Auckland Council, with the Government, will develop a business case and above ground land use plan to support the funding and implementation of the CRL. There will be an integrated approach involving the Auckland City Centre Masterplan, Waterfront Masterplan and a multi-modal transport strategy. It will include: new stations, expanding Britomart, development opportunities especially on the western line, intensification along rail corridors, cross-city bus feeder services and additional park and ride facilities.

Table 11.1 – Travel Times to the Future City Central Rail Link Stations

FromTo

Intended Location

Travel by Train (minutes)%

Improvement in Travel Times

Before CRL

After CRL

Reduction in Travel

Time▼ ▼ ▼ ▼ ▼ ▼New Lynn Aotea

Station51 23 28 55%

Morningside Aotea Station

39 14 25 64%

Onehunga K’ Road Station

47 27 20 43%

Manukau Centre K’ Road Station

61 42 19 31%

Newmarket Aotea Station

27 10 17 63%

Panmure Newton Station

40 27 13 33%

166


Map 11.2 City rail link

directive 11.4Undertake a detailed business case and progress planning, route protection, land acquisition and an above-ground land use plan to support the development and completion of the City Rail Link by 2020.



principles box 11.3 - additional Waitemata harbour crossingAuckland is likely to need an additional harbour crossing around 2030. A viable additional crossing will be critical to move increasing volumes of freight and a growing population. This investment will be needed to increase the capacity of the transport network, to respond to the pressure on the state highway network and to remove constraints on economic growth.

Though this Plan foresees significant business and employment growth in the north, large numbers of future employees will still travel to the wider central city and further south. The crossing therefore provides for both road and future public transport (rail) travel.

An additional harbour crossing also has the potential to improve the resilience of a critical component of Auckland’s transport infrastructure and provide new and better connectivity into and through the central city.

Several feasibility study reports on the next crossing have been completed. The 2010 study presented a comparison between a bridge and tunnels, without recommending one or the other. Submissions to Auckland Unleashed show that tunnels are the preferred option for Aucklanders on the alignment from Esmonde/Onewa Roads to the Wynyard Quarter, emerging around Wellington Street. This alignment will future-proof suburban rail for a Gaunt Street station and see the removal of the Victoria Park viaduct completely when the additional crossing opens. With the western alignment, there will be complementary improvements for rail and road access to the port undertaken in the second decade. (See Figure 11.2).

The new crossing, with dedicated public transport, will require significant investment over and above that which can be delivered by traditional funding methods. New revenue tools will therefore be needed to fund a new harbour crossing.

682_ The additional Waitemata Harbour Crossing will provide for rail because of the anticipated population and business growth north of the bridge. It will also form part of the “one system approach” to Auckland’s future transport needs. Rail to the North Shore will have a significant impact on future growth opportunities in northern Auckland. Initial rail route options are currently being investigated. It is important to consider long-term urban density possibilities, and the need for maximum patronage, when considering these route options. Further detailed studies will look at the economic, social and environmental benefits and costs associated with the various options. Regardless of the option decided on in the future, rail to the north will be a substantial investment. It is unlikely that any physical work on rail north of the crossing will commence within the period of this Plan.

683_ The Auckland Council prefers a western alignment, tunnel option and rail (public transport) provision for the Waitemata Harbour Crossing. Auckland Council acknowledges that there are different views on the alignment of a new crossing, particularly around a possible eastern alignment.

Figure 11.2 Additional Waitemata Harbour crossing

Road tunnel

Additional Waitemata Harbour Crossing

Rail tunnel

Gaunt Street

Packenham Street

Fanshawe Street

Victoria Street WestWellesley Street

State Highway 1

Cook Street

168


directive 11.5Jointly progress planning for a new Waitemata Harbour Crossing with further investigation of tunnels and future-proofing of rail.

684_ Our international and inter regional connections are as important as our internal connections (see Box 11.4 for key interregional connections). Auckland has the country’s principal international trade seaport (Port of Auckland) and airport (Auckland Airport). These, together with the ports of neighbouring Northland, Waikato and Bay of Plenty, make up the bulk of New Zealand’s trading ports.

685_ These facilities constitute massive private and public investment and we must protect their long-term operations. These include the transport networks (chiefly road and rail) and freight movements that service them.

686_ There are several strategic inter-regional connections other than the port and airport, that are critical to Auckland and the upper North Island, as listed in Box 11.4.

box 11.4 - key interregional connections

Northland Rail Line - Rail freight operation along the Northland Rail Line needs to continue as an important strategic inter regional freight connection which reduces the impacts on the road network.

Eastern Rail Line and North Island Main Trunk Line (between Westfield and Papakura) – A third rail line is expected to be required for rail freight movements to remove conflict with expected increases in rail passenger movements.

Puhoi to Wellsford – This project is a road of national significance and aims to address road safety issues and reduce journey times for freight.

Road connections to Waikato and Bay of Plenty – these routes are of strategic importance to Auckland and provide for movements between Auckland, Hamilton and Tauranga. They require upgrading and safety improvements to support future demand.

A Hamilton-Auckland rail passenger service is currently being investigated and is subject to financial feasibility and operational constraints.

Effective transport access to the Auckland airport and ports is provided for.

687_ Additionally we will protect the operations of our smaller airports such as Ardmore and Dairy Flat, currently used for recreational use, as they can provide a flexible alternative for future freight movements. Whenuapai Airbase is expected to continue its defence operations.

directive 11.6Provide for the long-term needs of the Port of Auckland and Auckland Airport to support New Zealand’s international freight, trading competitiveness and visitor industry. (Also see Directive 4.6).



688_ Transport is a critical shaper and enabler of Auckland’s future, and we will not achieve our vision without substantial public sector investment. Map 11.3 shows the top transport projects over the next 30 years, while Auckland’s transport priorities over the next three decades are outlined in the box below. These projects will be further scoped and matched against available funding streams.

first decade: 2011 to 2020

• Integrated transport ticketing and fares

• Rail network electrification and increased train frequencies to 10 minutes

• Western Ring Route, Newmarket Viaduct and Victoria Park Tunnel completion

• Removal of pinch-points in the strategic road network to improve throughput (such as at Mt. Wellington on the Southern Motorway and others)

• City Rail Link completion

• City centre transport improvements (as described in the Auckland City Centre Masterplan)

• Substantial progress on the Auckland Manukau Eastern Transport Initiative, including Panmure elements

• Construction of a road connection between East Tamaki and State Highway 20

• Arterial road network improvements (with a focus on the movement of public transport

directive 11.7Support and advocate for effective inter regional connections that support future growth and demand.

priority 3prioritise and optimise investment across transport modes

and regional freight)

• Walking and cycling infrastructure improvements (includes completing 70% of the regional cycle network)

• Ferry network extension to Hobsonville and Beach Haven

• Route protection:

• Dedicated rail corridor between the Auckland Airport and the city centre

• Additional Waitemata Harbour Crossing (road and public transport)

• Rail to the North Shore

• Avondale-Southdown rail corridor

• Construct the Puhoi-Wellsford Motorway Phase 1; Puhoi to Warkworth

• Substantial progress made on advancing the transport projects identified in the Central City and Waterfront Masterplans

• Devonport wharf upgrade

second decade: 2021 to 2030

• Commence construction of rapid public transport from the city centre to Auckland Airport

• Commence construction of second harbour crossing

• Construct improved rail and road access to the port

• Extend the Northern Busway to Albany and from Onewa to the city centre

• Electrification of rail to Pukekohe

• Triple-track the North Island Main Trunk rail line (the Port to Westfield to Papakura) for rail freight

• Construct the Warkworth-Wellsford motorway

• Complete the Auckland Manukau Eastern Transport Initiative

• Improve airport road access - SH20A and 20B

• Complete the regional cycle network

• Continue removal of pinch-points in the strategic roading network to improve throughput

• Continue city centre transport improvements (as described in the Auckland City Centre Masterplan)

• Route protection:

• Constellation-Westgate-Henderson rapid transit route

• Extend the busway from Botany to Flat Bush to Manukau

• Extend the Northern busway to Silverdale

• Investigate extending the ferry services along both the north-eastern coastline and the southern coastline, especially for recreational and leisure opportunities

third decade: 2031 to 2040

• Renew optimisation initiatives to take advantage of technology developments

• Complete rail loop to Auckland Airport

• Continue improvements to the arterial road network (with a focus on the movement of public transport and regional freight)

• Complete construction of an additional Waitemata Harbour Crossing (road and PT)

• Construct the Avondale-Southdown rail connection

• Electrification of rail to Pukekohe.

689_ These projects are crucial for Auckland’s future and represent significant investment, which will require further analysis. Still, with all parties working together, and a close examination of alternative funding sources, this three-decade plan can be achieved. Projects will only proceed if they demonstrate value for money and contribute to the outcomes sought for Auckland and/or New Zealand.

690_ Locally significant transport projects, such as cycleways, walkways and improvements to pedestrian environments, will be specified in Auckland Transport Plans and Area Spatial Plans.

170


Puhoi - Wellsford Motorway ExtensionNorthern Busway extension to SilverdaleHenderson - Westgate - Constellation Bus LaneAdditional Waitemata Harbour CrossingCity Rail LinkWestern Ring RouteAvondale - Southdown railSouth Western Corridor to East Tamaki Auckland Manukau Eastern Transport Initiative (AMETI) including Botany - Flatbush - Manukau Busway

1.2.

3.

4.

5.6.7.8.9.

Rapid Transit NetworkStrategic Road Network

Rapid Transit NetworkRail NetworkStrategic Road NetworkRegional Arterial Road Network

11.3

High Regional Significance

Existing Network

Third Freight Line Papakura - PortImproved Airport road access & rail loopImproved Port AccessImproved Park & Ride / Bus FeedersFerry ImprovementsCity Centre Transport improvementsSH1-SH18 linkSH1 Hill Road - PapakuraLight Rail Waterfront - BritomartRegion Wide: i Rail Electrification ii Integrated Ticketing iii Regional Cycle Network Improvements iv Arterial Road Improvements

10.11.12.13.14.15.16.17.18.19.

AUCKLAND’S PRIORITY TRANSPORT PROJECTS (2011-2040)

Kumeu

Projects:

For Rural Zoning - refer to 7.1 Rural Strategy Plan

Pukekohe

Helensville

Warkworth

Wellsford

Puhoi

Orewa

Silverdale

Albany Centre

Whangaparaoa

Takapuna

DevonportBirkenhead

Kumeu / Huapai

Westgate

Swanson

Henderson

Mt Roskill

Onehunga

Mangere

Papatoetoe

Manukau City

Flatbush

Botany

Maraetai

Newmarket Glen Innes

PanmureSylvia Park

Otahuhu

Takanini

Papakura

Drury

New Lynn

Half Moon BayPine Harbour

Matiatia Bay

Gulf Harbour

HobsonvilleBeach Haven

Wiri

Southdown

Howick

RTN to Pukekohe

Stanley Point

Northcote Bayswater

West Harbour

Airport

Glenfield

Waiuku

Browns Bay

To Great Barrier Is.

1

2

3

4

5

6

78

910

1

11

12

13

13

13

13

13

13

14

15

16

17

18

10

5km0

14

Map 11.3 Auckland’s top transport projects (2011 to 2040)



directive 11.8Jointly develop Auckland’s transport system, making the best use of existing infrastructure and new investments.

691_ Auckland’s rural communities face very different transport issues from its urban communities. Many communities are relatively remote and their residents travel long distances. Around 30% (1,000kms) of rural roads can be unsafe, especially for visitors not used to driving on metal roads, or for local people, especially in terms of walking, cycling and horse riding. A programme of sealing rural roads where traffic volumes are high and safety is impeded will be investigated, and decisions made taking account of safety, function, amenity and character (see Box 11.1 above). Most rural areas have no public transport service other than a school bus service. For most, travelling by private car is the only viable option.

692_ Rural production is important to Auckland (see Chapter 7). Rural roads provide Aucklanders with access to a number of regional parks and a myriad of other recreational opportunities. Our rural areas are also increasingly becoming visitor destinations for tourists and Aucklanders, which increases the volume of traffic on those roads.

693_ We must therefore provide appropriate levels of service on our rural roads.

directive 11.9Investigate and provide appropriate levels of service across the rural road network, and continually investigate possibilities for some form of public transport in rural areas.

priority area 11.4implement neW transport funding mechanisms

694_ Critical infrastructure projects, such as the City Rail Link and new Waitemata Harbour Crossing, are essential investments to enable Auckland to grow and be economically successful, but they will not be feasible using existing funding sources.

695_ To enable Aucklanders to reap the transformational benefits of these investments, they will also have to bear a significant part of the costs of these planned improvements to the transport system.

696_ Over the 30-year period, new funding mechanisms will be required to help finance approximately $10-15 billion total funding shortfall for transport infrastructure projects (such as the City Rail Link, additional Waitemata Harbour Crossing, rail to airport, AMETI and Avondale – Southdown rail). In addition to current funding mechanisms (rates, fuel taxes, road user charges and development contributions), additional mechanisms will have to be considered. The following funding mechanisms will be further investigated (see Chapter 12):

• tolls (of new and potential infrastructure)

• road pricing (network or congestion charges)

• increases in parking charges and/or parking levies

• increases in passenger fares that reflect service quality and reliability improvements.

697_ Transport improvements over the 30-year period must be agreed by Auckland Council and central government, and must benefit users and those who contribute funding. It is likely that a different mix of

funding mechanisms will be used for different projects. This work will be done jointly by the various planning and delivery agencies. Again, council and central government will have to agree to any such new funding packages. The transport direction set out in this Plan is informed by funding currently available, and potentially available from new funding mechanisms.

698_ These funding mechanisms could result in additional costs for people who use the transport system, but the improvements they fund will ultimately lead to a better transport system for everyone.

699_ These mechanisms should also help manage the level of congestion on the road network, which will make journey times more reliable. However, there may be unintended impacts on communities that will have to be managed and mitigated.

700_ The most appropriate target date for introducing a new form of transport revenue, for example road network pricing, will be when Auckland’s new electric train services (2014/15) and Waterview are opened. (2016/17). This means Aucklanders and central government must undertake the feasibility work between 2012 and 2015, with a proposal for implementation ready around 2016.

directive 11.10Examine and implement new revenue tools and funding mechanisms as contained in Chapter 12.

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