produced a rapid transit plan

DE LEUW,CATHER 8. C O M P A N Y
ENGINEERS
WESTERN OFFICE
1256 M A R K E T S T R E E T
S A N FRANCISCO 2 , CALIFORNIA
U N D E R H ~ L L1 1302
The C h a i r m a n and M e m b e r s
Auckland Regional Authority
Auckland, New Zealand
Gentlemen:
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We take p l e a s u r e in submitting herewith a s u m m a r y of the i n v e s t i gations, conclusions a n d recommendations completed i n a c c o r d a n c e
with our a s s i g n m e n t of July 17, 1964, t o develop a coordinated
t r a n s i t plan f o r the Auckland Metropolitan Region.
Two a l t e r n a t i v e plans f o r f u t u r e r e g i o n a l t r a n s i t s e r v i c e w e r e
analyzed: a n a l l - b u s s y s t e m and a coordinated bus and r a i l r a p i d
transit system.
An All-Bus S y s t e m
This plan envisioned a n i m p r o v e d bus s y s t e m g e n e r a l l y s i m i l a r t o
existing s e r v i c e s except that r o u t e s would be coordinated and
duplication of s e r v i c e e l i m i n a t e d through c o n t r o l of operations by
a single agency. Bus l i n e s would be extended t o s e r v e newlydeveloped a r e a s w h e r e needed a n d e x p r e s s bus operation on m o t o r ways would be introduced t o expedite the movement of p a s s e n g e r s
during peak periods w h e r e p r a c t i c a b l e .
Downtown Auckland constitutes the l a r g e s t employment c e n t e r in
the region and, t h e r e f o r e , a f f o r d s the b e s t opportunity f o r planning i m p r o v e m e n t s i n bus s e r v i c e s . P r e s e n t routing of many
buses t o a t e r m i n a l in the downtown d i s t r i c t a t the e x t r e m e south
end of the a r e a i m p o s e s u n n e c e s s a r y walking on crowded downtown sidewalks, and adds t o the t r a v e l t i m e t o r e a c h downtown
destinations of the g r e a t m a j o r i t y of bus patrons. Since m o s t
t r a n s i t p a s s e n g e r s have destinations i n the vicinity of Queen
S t r e e t , it is a p p a r e n t that d i r e c t d e l i v e r y of p a s s e n g e r s t o
Queen S t r e e t sidewalk stops would a c c o m p l i s h the g r e a t e s t
possible i m p r o v e m e n t i n bus s e r v i c e t o the downtown a r e a .
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The existing four lanes i n Queen Street do not have sufficient capacity f o r two-way operation of a l l of the buses, even though parking
were to be strictly prohibited during rush periods. We have,
therefore, planned two downtown delivery loops with each bus
routed along Queen Street only once, either on the inbound or on
the outbound trip. Buses arriving from the south and the east use
S ~ m o n d sand Customs Streets and then south along Queen Street
on their outbound journey, Buses arriving f r o m the west and the
north would deliver passengers northbound on Queen Street and
then travel outbound via Customs and Albert Streets. Curb loading space on Queen Street is thus used to greatest advantage.
Although this operating plan would function with existing passenger
volumes, i t would substantially reduce other traffic movements
along Queen Street during peak periods. Also, it would be necess a r y to construct a new bus terminal n e a r Queen Street, i n addition
to the existing bus terminal.
It i s of basic importance that public transit would play a major role
in the integrated regional transportation system. P a s t experience
in most metropolitan centers, a s well a s in Auckland, indicates
that the proportion of t r a n s i t u s e r s would continue to decline if
t r a n s i t services were confined to a n all-bus system. The best
that could be expected i s that the number of transit passengers
would .wmain constant or perhaps show a slight increase in future
years.
Experience i n l a r g e r cities in Western Europe and America have
proven the many disadvantages of attempting to rely solely on automotive transportation t o handle massive rush hour traffic loads.
Such policies result i n enormous financial burdens involved in a c quiring rights-of-way and constructing motorways in addition to
the costly parking structures required for day storage in the large
focal centers.
Auckland has and will continue to experience vigorous growth. The
all-bus transportation plan can be developed and will function
reasonably well f o r a limited time. However, in a few years, congestion on Queen Street would require prohibition of motor c a r s
from using that s t r e e t during peak periods.
Analysis of the operating results of a n all-bus system indicates
that the annual operating revenues, based on present conditions,
would be sufficient t o cover the annual operating expenses. However, fixed charges on the capital investment required f o r
modernization estimated a t m o r e than ~£9,000,000require sub-stantial annual subsidies.
bus systemwould not fulfill the t r a n s i t requirements of the
recommend against a n all-bus system i n the Auckland
owlitan Region.
we
ordimted bus and r a i l rapid transit system was analyzed in
iderable detail and was found feasible both operationally
bconomically. We recommend that this system be adopted
b+ansit service in the Auckland Metropolitan Region.
railway facilities a r e now located. The bas lines
ary t o the rapid t r a n s i t corridors w i l l provide feeder
serviceand a vastly improved delivery t o downtown Auckover a much l a r g e r section of the urban a r e a .
from both Puhinui and New Lynn via Newmarket t o the Central
ass District. The extension t o downtown AuckIand would be
, all
of which would be electrified. Rehabilitation af the exng 24, outlying stations i s contemplated, together with provision
r p c k i n g and rubber -to-rail transfer facilities.
i a n from Westfield t o the Auckland railway station via
An extension of the rapid t r a n s i t operation from the
Ceater station southerly t o connect with the existing r a i l ns: in the vicinity of the Mount Eden station may be fouad
i n the next generation,
peed rapid t r a n s i t c a r s a r e proposed - of modern design
nui and from New Lynn t o the Civic Center is
ed a t 21 minutes and 19 minutes respectively. During
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peak periods, trains would operate on 5 minute headways on each
line, increasing to 10 t o 15 minute headways at other times.
aperience
in fwtuPe years by f r o m 1 ta L p e r
Many improvements have been made i n bus design in recent years,
aiming to provide a m o r e comfortable ride with improved lighting,
ventilation, and absence of vibration. The exterior of the vehicle
has been streamlined t o provide a m a r e pleasing appearance, and
interior t r i m and color have been made more attractive. We recommend that these desirable features be incorporated into the fleet a s
new buses a r e acquired.
pziasent day levels or cos~;s, wages anu laras, our hLuuma
the:proposad transit system w o d d produce an opmrating
d be self-supportiag except for fiked
s on the capit81 investme~ltwould
t6 appro&mate& &I, 400,000 in
i n t e r e s t cost of 5-11% p e r cent per annUrA.
f 370,000 could be used t o defray
We have estimated the capital outlay required to put the recommended
t r a n s i t system in operation a t f21,000,000 on the basis of present day
costs. Approximately £15,000,000 would be required for the r a i l
rapid t r a n s i t system including the downtown subway extension, the
improvements to existing railway facilities and the purchase of 114
new cars. The remaining f6,000,000 would cover the investment
over a period of years i n 545 new buses and new bus depots.
.
m is'tgpica1 of drtua1Ly a l l American
rations whieb have w e d a
ing. The 1964 Ur"lsan Pdass
s the United S t a k s Gavernment t o
Considering the time required f o r organization, legis lation, negotiations, financing and acquiring and constructing the necessary facilities, we have assumed 1970 a s the earliest year of initial rapid
t r a n s i t operation. Therefore, estimates of financial results of
operation were prepared for that year. F o r the purpose of computing revenues, we assumed that the transit system would continue
to operate on a zone-fare basis. The present weighted-average
f a r e per passenger was established a t I1 d. a s the basis for
estimating revenues. The gross annual revenues were computed
on the basis of this average f a r e and an estimated 87,000,000
passengers, producing a total of S3,990,000 i n the y e a r 1970.
Operating expenses for the bus portion of the transit system were
based on present experience on bus operations throughout the
region. The average of £1 - 16 - 0 p e r bus hour applied to the
estimated hours to be operated i n 1970 produced annual operating
expenses of 22,380,000. Annual operating expenses on the r a i l
rapid transit system were estimated with the assistance of the
New Zealand Government Railways at f1,240,000 - a grand total
for the system of 63, 620,000.
The financial results f o r the initial y e a r of operation, 1970, a r e
summarized a s follows:
Operating Revenues
Operating Expenses
Operating Income
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f 3,990,000
3,620,000
an similar transit systems, oparating,.incwne
e up to m e - t h i r d s of the capital investment i n sapid
cilities, Several states, such as California, PIlEnais,
ey, Massaekusetks, New York, Pennsybfania, and the
es of Ontario and Quebee in Canada have various proging rapid transit fanilities h
95tan areas. A number of l a r g e cities aid in financing
k r m g b g e n e ~ a ol r special taxes and these include
Chicago, New York, Philadelphia, Saa Francis bo and
In other ceatera, a w h as C l ~ v e l a n dand Chicago,
b o d s and equipment t r u s t certificates have been u s 4
The S W e of Calffornh has allocated
eat? rapid tr-sit.
f m d s from toll coLltacted on the San F f a c i s c ~
Bay
f a rapid transit tube under
to finance the construction ab
a slim of aboat $2QQ,DOO,1000. Qther means of subtransit facilities, on a y e a r to y e a r basis have been
uwious public agencies. In Boston, a 2 cent tax on
ppz&hge af cigarettes was imposed.
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Benefits of a Modern Coordinated Transit System
&jor improvements i n convenience to the public will develop
rm the coordinated bus and rapid t r a n s i t operation. Major
snefits t o patrons of the combined transit operations will r e &Itthrough time savings, clocklike regularity of service and
k s t l y improved delivery throughout the central area. Bene Bts would flow t o all motorists through a reduction in the
: Q ~ m b eof
r buses and automobiles on the surface streets.
Increases in land values and construction of new housing and comm e r c i a l buildings would add substantially to the development of
the entire region. Experience elsewhere indicates that increases
in tax values in the area, directly involved, attributable solely to
construction of the recommended r a i l rapid transit, might well be
sufficient t o repay the entire cost of the project i n a period of 15
t o 20 years.
Rail rapid transit i s competitive to the private automobile because
i t provides f'aster, safer, less expensive, m o r e dependable and
almost a s convenient service, especially during peak periods of
travel t o and from the downtown area, The comparatively small
central business district contains a concentration of daytime
population and activities which requires maximum access facilities during peak periods. Most of the persons who work i n the
downtown a r e a do not require a n automobile during the day. It
is more economical t o provide attractive rapid transit facilities
, to s e r v e this major business and commercial center than to provide the additional highway and parking facilities otherwise r e quired. While i t i s difficult to estimate the cost of such additiona1 facilities, preliminary estimates indicate the added cost would
be substantially greater than the cost of the recommended r a i l
rapid transit system.
A consideration of the many anticipated direct and indirect benefits
to the various groups and to the community a s a whole, leads to the
conclusion that there i s full economic justification for this important
project.
equipment and the f a r e schedules f o r a l l transit services. It
have the right to contract f o r any of the
should,
bus, r a i l or water, with other public agencies or
with private operators. It i s logical that the New Zealand
~~~~~~~~t Railways operate the proposed rapid transit
under contract, and that certain private bus opera&ionsbe continued, also under contract with the Auckland
Regional Authority.
way we express
our deep appreciation for the effective cooperationextended t o us by the capable staffs of your Authority, in
--Rarticular the Planning Division and the Passenger Transport
Division. We also wish t o acknowledge the assistance of the
officers and staffs of the New Zealand Government Railways,
.the numerous bus companies i n the region, and the other
and private agencies. W i t h the assistance and support
of these agencies, we have obtained all of the data required to
reach the conclusions a s set forth in detail i n our report.
rt has been a great pleasure to participate in the solution of this
important and interesting problem and we sincerely hope that
oonstructive action may follow expeditiously.
Respectfully submitted.
DE LEUW, CATHER & COMPANY
President
Water Transportation
It i s also recommended that water transportation services be con- - ,
tinued. When the ferries have reached their useful life, it may
be found desirable t o replace them with smaller crafts having a
seating capacity of some 150 passengers and capable of faster
speeds.
Management and Control of Regional Transit
We recommend that the Auckland Regional Authority be responsible f o r the management and control of a l l operations of the
recommended regional transit system. The Authority should
be empowered to determine routes, service standards, type of