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Last week’s announcement by Transport Minister Phil Twyford and Mayor Phil Goff that the building of the Penlink Rd remains a priority for the 2018-28 decade has been a considerable relief for local politicians.
The project, which links Whangaparaoa Peninsula with the northern motorway at Redvale via a toll road and bridge over the Weiti River, was brought forward into this decade in the former government’s last term due to growth in the region. But it was uncertain whether it would find favour with the current government, which declared a strong focus on public transport.
Last week it was confirmed that the project is in the refreshed Auckland Transport Alignment Project (ATAP) for 2018-28. ATAP is an agreement between government, Auckland Transport (AT) and Auckland Council about how the region’s transport system should develop. The package contains a $28 billion investment in transport over the next decade including $2.8 billion from the National Land Transport Fund, $1.5 billion from the proposed Regional Fuel Tax and $360 million from Crown Infrastructure Partners.
Penlink’s inclusion means that the project must be delivered in the next decade. Cr John Watson says that the timing of the project is more specifically identified as 2025-2028.
Hibiscus & Bays Local Board deputy chair Janet Fitzgerald says that the key difference this time is that a verbal committment of $200m has been made by government.
Local Board chair Julia Parfitt says the support of NZ First minister Tracy Martin and Labour list MP Marja Lubeck, of Rodney, was invaluable and that Minister Twyford honoured his commitment to look at the business case and make a swift decision.
The project in ATAP is a “future proofed” 2-lane version of the road, which would be delivered as a public private partnership.
Two lanes or four?
Despite spending $2.4 million on protecting a 4-lane route for Penlink, AT, along with government, now favours the original 2-lane option, while the local board supports four.
The process of obtaining consent for four lanes, when the 2-lane consent was about to lapse, took AT more than 18 months and was confirmed by the Environment Court in July, 2016. The cost included legal and other expert assistance, such as planning, engineering and design.
At the time, AT consulted with the public, including holding packed meetings in Whangaparaoa and Stillwater. Its key reasons for promoting a wider route were that network performance and resilience would increase. The design changes were also expected to reduce the risk of serious accidents and congestion on Whangaparaoa Rd, making it safer for pedestrians and cyclists.
However, last month, AT strategic projects group manager, Theunis van Schalkwyk told the local board that two lanes would be sufficient for demand, as the level of tolling will restrict the amount of people using the road. He said that the additional cost for four lanes, of around $100 million, could then be spent elsewhere in Auckland. The 4-lane option is estimated to cost between $350–$400 million (see chart).
With the 4-lane route protected, the road is considered “future proofed” if a 2-lane Penlink is built. Mrs Parfitt says that whether the two or 4-lane Penlink is built will depend on the private partner. She says companies that have shown interest in the project have so far indicated a preference for four lanes.
Updated business case figures prepared for the local board by AT show a wide variance in the estimated cost/benefit ratios, but the ratio for the 2-lane option is significantly higher (6.9 to 12.6) reflecting a stronger business case. The 4-lane option has a cost/benefit ratio of between 4.5 and 7.8. The figures are based on the latest Council land use and population growth rate projections, up to 2046.
Bus lane concerns
The latest AT report also suggests that peak demand for commuter bus services on the peninsula is forecast to double if Penlink is built, as the road could provide time savings of around 20 minutes for those using Penlink to get to the North Shore or city centre.
Despite this, there is no dedicated bus lane. The AT report states that the bus service frequency “may benefit from sections of bus or transit lanes at key Penlink intersections but not warrant dedicated bus or high occupancy vehicle lanes along the full length of Penlink”.
Mrs Parfitt says that while both versions include cycle lanes and footpaths, the 4-lane option offers greater public transport potential and allows for growth. “We have seen too many projects built without sufficient forethought, and have to be extended later, costing time and money,” she says. “Why not do it once and do it right?”
The next stage is to find a private partner. “This is no time for complacency. We have to keep our foot on the accelerator so that this project can proceed,” Mrs Parfitt says. ATAP includes establishing a government-council workstream to consider transport funding and financing options.
The full ATAP report is linked here.
