After our rising concern about the direction of the City Rail Link and how services would operate through it, it is good to see things are starting to get back on track.
As we highlighted a few months ago, it appeared Auckland Transport were about to snatch defeat from the jaws of victory – especially after we saw the hidden details of their first timetable test. However, a new network map (below), along with details provided to us by AT in a recent meeting, have given us some hope again.
The new map, via Auckland Transport
The map may look largely similar to what we’ve seen before but there are a couple of key changes which reflect the outcome of the timetable testing that has occurred.
The E-W line no longer has peak-time service to NewmarketThe Southern Line terminates at Newmarket – along with a much clearer representation of how this works.
But the changes are more extensive than that. To understand them, let’s dive in a bit.
As we’ve previously highlighted, AT’s original plan was to run at least eight-trains-per-hour in the peak direction on what is now the Southern, Eastern and Western lines once the CRL opens. Following the test in January we’d heard AT were looking to scale this back to six-trains-per-hour (6TPH), the same as today. AT have now confirmed this is the case.
The intention of this is to help bed in the changes to the network. And this is not just about bedding in the CRL but also all of the changes to the network as a result of all of KiwiRail’s improvement works, as well as the roll out of the in-cab signalling and safety equipment to their locomotive fleet.
They’ll then look to increase services in the future – they say this is targeted to around six months.
While dropping frequencies back isn’t ideal, it is probably acceptable in the short term – as long as AT stick to their 6-month timeframe to increase them.
With the core network staying at 6-TPH per direction, this has some key impacts, especially to the plans for how the western part of the E-W line operates.
E-W changes
One of the things AT told us they learnt from the January testing is that having those additional peak-time services terminating at Newmarket added complexity and unreliability to the network. So they’ve simplified the network design, and now all trains from Manukau will flow through to the Western Line. This is good.
You may recall that the reason for some services going to Newmarket was due to the Western Line level crossings. At peak, there are currently 12 trains per hour that need to cross the 20 level crossings along the Western Line. Due to concerns about the impact of additional trains, AT’s plan was to run 8-tph in the peak direction but only 4-tph in the counter-peak direction. However, this left 4-TPH from Manukau needing to go somewhere… and Newmarket was that option.
With services staying at 6-TPH per direction for the CRL launch, it will be no different to today and so all services from Manukau will head out west. But what happens when it’s time to increase frequencies? There’s good and bad news here.
The good news is that AT say they already have plans to address the immediate safety concerns at level crossings. One example they gave us was adding median barriers to some roads approaching a level crossing. This would mean they can theoretically run 8 trains in each direction.
S-C changes
The key issue we had with the S-C line was the complexity, with multiple different service patterns including all stop, limited stop and express services. While these services did save a little bit of time, it wasn’t all that much overall – our limited network doesn’t offer the opportunity for those kinds of services to skip ahead, so they end up just trailing a train not far up the tracks.
We have also not been fond of the old map design, which didn’t show well that services would travel from Pukekohe, into the city via Grafton then out to Otāhuhu again.
As AT have previously noted, the January testing revealed a lot of congestion issues in the Westfield to Puhinui section. They also found the complexity added to the unreliability, because when issues arose, it often resulted in trains and crews being out of place and had flow-on effects – and this applied to the variations on the E-W line too.
To address this, AT have decided to cut out the complexity and stick to an all-stopping service. This will have the added benefit of improving legibility. They’re also going to terminate the S-C line at Newmarket after travelling around the CRL. This gets those additional trains out of the Westfield junction and improves reliability there.
These changes, along with the changes to the map will make the network much more reliable, easier to understand and therefore much more likely to be successful.
It’s great that AT are moving in this direction, and as long as they’re are able to deliver the timetable improvements to have 8 trains an hour in each direction at peak within six-months of opening the CRL, then it addresses most of the most immediate concerns we’ve had.
Note: we’d still like to see changes such as faster services as a result of reduced dwell times, and better all-day frequency.
As a reminder, this is the previous version of the new map:
Finally, AT provided us this statement on the changes and the outcomes of their more recent mid-April timetable test.
April’s testing went well and gave us confidence we can run the planned timetables reliably, including trains every 4-5 minutes through the city centre at peak times from opening.
The testing demonstrated strong teamwork across the network and confirmed that systems and processes are working well, bringing us an important step closer to opening.
It also confirmed the plan to open with a temporary timetable and then build to full frequency within six months is the right one to ensure reliable services, in line with other major rail projects around the world.
Services will be better from opening day – trains will run every 5 minutes through the city centre at peak and every 15 minutes all day and at weekends across the network. From the west and the south at peak there be a similar average 10 minute frequency to now – although wait times will sometimes be shorter or longer.
Testing of the planned ramp up to higher frequencies confirmed it is achievable – but we’re still analysing the findings. We aim to increase frequencies within six months of opening, for example extending to 8 minute peak frequencies in both directions on the Western Line.
Auckland Transport considered the full range of options for the service pattern for our region’s rail network after CRL opens.
The East West Line and South City Line connect through the city centre. The Onehunga West Line will provide a direct connection from Onehunga to stations in West Auckland as far as Henderson.
We have tested different options for the timetable at launch of the CRL.
The base all-day service pattern comprises:
East-West Line (Swanson to Manukau via the city centre)South-City through the city centre looping back towards the southOnehunga-West (Henderson to Onehunga via Grafton and Newmarket off-peak)
The option of running some trains, during peak times, from Onehunga, to Newmarket then onwards to the city centre via Grafton as part of the E-W Line was explored during testing. The main purpose for exploring this was to help with train and crew positioning and congestion at Newmarket. However, the option was discarded after testing. It didn’t allow an easy to understand service pattern for passengers. Because of the maximum two trains per hour limited to 3-car trains (rather than 6 or 9 in the future) it also limited capacity provided through the city centre compared to other options, or fit with the long- term network plan.
During the testing, we encountered some unexpected challenges such as fire alarms, trespassers, infrastructure faults, technology issues and the impacts of severe weather. These sorts of issues will happen after we open City Rail Link, so they allowed teams to practise contingency plans and confirmed the network can respond to unplanned events.
The unexpected events helped identify areas where the network can be made even more reliable during disruptions, so passengers’ journeys continue as smoothly as possible. These learnings will guide the next steps and we will continue to tweak operating processes to ensure the best service for customers.
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