Airport Rail Loop Gets Thumbs Up

in Auckland Bus Featured General Motorways Top Debate Train stations Trains by Jon C — September 26, 2011 at 3:33 pm | 17 comments

A conventional rail loop connection from the airport through the northern corridor and southern corridor connecting to the existing passenger rail network at Puhinui and Onehunga gets a big tick in stage one of the study investigating  future transport to Auckland Airport.

This is the first phase of the so-called SouthWestern Airport Multi-Modal Corridor Project, being conducted by GHD under the co-management of Auckland Transport and NZTA.  The purpose of the project is to identify the preferred route(s) and configuration of multi-modal transport connections to and from the airport and agree the best manner in which such routes can be protected.

The rationale for the rail loop was stated to be that it

• Connects with existing rail network

• Connects with key growth areas and development potential

• Forecast demand would justify a 15 min frequency in 2041

• Would have the highest benefits and offer the best network resilience

• Would provide opportunities to develop rail freight consolidation facilities in the airport corridor

Of all the options considered, the rail loop was on an economic assessment, considered  the most effective response to the strategic issues and would produce the most benefits.

After consideration of the options, rail to the north and south both move to stage two of the project.

• Rail to the north because it could be a step towards full rail loop by extending the Onehunga line and would provide opportunities to develop rail freight consolidation facilities in the airport corridor.

• Rail to the south  as it could be a viable first step as it provides access to North Island Main Trunk Line north and south; should be considered as part of a southern growth strategy;  provides a direct connection to Manukau and wuld provide opportunities to develop rail freight consolidation facilities in the airport corridor.

Bus shoulders on the motorway were thought to be possible for consideration as complementary to the rail options and also as part of a transition while traffic levels build up to a level that would justify a rail option.

Light rail to the north was rejected as not providing a “single seat” connection with the  established public transport network . A rail or bus connection to the east was also rejected as it would miss the development opportunities at Onehunga and to the north of the study area.

A “multi-modal” transport solution was said to be the key as roading improvements would not be enough to meet future needs.

Last year a Memorandum of Understanding was developed by Auckland Transport and NZ Transport Agency (NZTA) together with Auckland Council, KiwiRail and Auckland International Airport Ltd to undertake the this project.

On receiving the report the parties have agreed that the rail loop should be further developed in stage two “in accordance with NZTA and Treasury guidelines”  but also added a “realistic alternative package” would also be considered.

This study echoed findings of previous studies that airport passenger growth is the key driver of land transport demand.

The modelling indicates that the demand for vehicle travel to the airport is expected to increase significantly over the next 30 years. In particular:

• The current capacity of SH20A as a 4-lane expressway will be exceeded around 2015 and, after upgrading to a 4-lane motorway, its capacity will be exceeded by approximately 2025

• SH20B carries less traffic and is expected to grow at a slightly lower rate; however it is currently reaching its capacity as a 2-lane expressway.

• It is assumed additional capacity will be provided on SH20A and SH20B as traffic grows.  However, the Phase 1 modelling suggests congestion on SH20 and the wider network has the potential to negate any potential road capacity  improvements beyond improving a four-lane SH20A to motorway standard.

The modelling indicates that approximately 30-50 buses per hour would be required to service the peak demand at the airport, equivalent to between a 1 minute and 2 minute frequency by 2026. At these levels, internationally accepted transport planning practice suggests that consideration should be given to providing rail or dedicated busway services to ensure reliability and to avoid bunching.  A dedicated busway option, at this level of frequency, would require substantial investment in bus facilities at and approaching the airport for this to be an attractive, reliable option in the long term option.

Growing road congestion and increasing parking costs would make such right-of-way public  transport an increasingly attractive mode of travel, particularly in peak periods, as has been the experience with the Northern Express Service.

The report says to achieve these impacts, the strategic approach would need to incorporate a multimodal package of transport improvements, comprising state highway improvements, local transport improvements and high capacity public transport services from the airport to the key origins and destinations of its users and workforce.

The timing of the various elements of the package would be triggered by the rate of growth in air passengers and freight, the rate of land use development in the study area, and the growth in transport demand generally in the surrounding transport system.

New rail services at the airport would have operationally impacts on existing  passenger and rail freight system, for example the Britomart rail terminal would need the capacity to handle the additional passenger rail services.

Similarly, additional express bus services from the airport to the city would raise issues, for example whether the CBD road network and Britomart bus terminus could accommodate the additional bus movements involved.

The multi-modal options being suggested for consideration were boiled down to these seven:

• Package 1 – Rail loop.  This would comprise rail links from the airport through the northern corridor and southern corridor (connecting to the existing passenger rail network at Puhinui and Onehunga), plus the common elements (state highway, arterial road and local transport improvements)

• Package 2 – Light rail to north.  This would comprise dedicated light rail link from the airport through the northern corridor to Onehunga (connecting to a light rail network running into the CBD or to a rail station at Onehunga), plus the common elements (state highway, arterial road and local transport improvements)

• Package 3 – Busway to north or south.  This would comprise dedicated busway from the airport through the northern and southern corridor connecting to the existing bus and rail networks through interchanges, plus state highway, arterial road, and local transport improvements.

• Package 4 –Rail connection to the south.  This would comprise a rail link from the airport through the southern corridor connecting to the existing passenger rail network, plus State highway, arterial road, and local transport improvements.

• Package 5 –Rail connection to the north.  This would comprise a rail link from the airport through the northern corridor connecting to the existing passenger rail network, plus State highway, arterial road, and local transport improvements.

• Package 6 – Bus lanes on the motorway shoulder.  This would comprise express bus services from the Airport through the northern corridor and southern corridor using motorway hard shoulders, plus state highway, arterial road, and local transport improvements.

• Package 7 – Rail or dedicated busway through Otahuhu.  This would comprise rail or busway links from the Airport through the eastern corridor, plus state highway, arterial road, and local transport improvements

 

Packages 1, 4, 5 and 7 were assessed highest in responding to the growth in travel demand.   Packages 1 and 4 was scored highest on addressing connectivity in the local transport network.  Their impacts were assessed as ‘very positive.”