Auckland City Centre: Transport Capacity and Access Trends

Auckland City Centre: Transport Capacity and Access Trends Final Report Prepared for: Auckland Council Date: 8 August 2018 Version: Final

QUALITY ASSURANCE REGISTER Issue Description Prepared by Reviewed by Authorised by Date 1 First Draft Review Nicolas Reid Rachel Lees-Green Jenson Varghese 12 February 2017 2 Final Issue Nicolas Reid Jenson Varghese Jenson Varghese 6 March 2017 3 Update including CRL platform future proofing and NW LRT Kent Lundberg Nicolas Reid Jenson Varghese 1 August 2018 DOCUMENT INFORMATION Project Name Document Name Client Job Number Prepared by Pedestrian and Transit Metrics Auckland City Centre: Transport Capacity and Access Trends Auckland Council NZ2166 MRCagney Pty Ltd Auckland 2018 MRCagney Pty Ltd This document and information contained herein is the intellectual property of MRCagney Pty Ltd and is solely for the use of MRCagney s contracted client. This document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied, without the written consent of MRCagney. MRCagney accepts no responsibility to any third party who may use or rely upon this document. www.mrcagney.com

CONTENTS PURPOSE AND SCOPE... 1 1.1 Purpose... 1 1.2 Scope and caveats... 1 TRAFFIC CAPACITY (EXISTING)... 2 2.1 Methodology and assumptions... 2 2.2 Notes and caveats... 2 2.3 Results... 2 2.4 Key findings... 2 PUBLIC TRANSPORT CAPACITY (NEAR TERM)... 3 3.1 Methodology and assumptions... 3 3.2 Notes and caveats... 3 3.3 Results... 3 3.4 Key findings... 3 PEDESTRIAN CAPACITY (EXISTING)... 4 4.1 Methodology and assumptions... 4 4.2 Notes and caveats... 4 4.3 Results... 4 4.4 Key findings... 4 CYCLE LANE CAPACITY (EXISTING)... 5 5.1 Methodology and assumptions... 5 5.2 Notes and caveats... 5 5.3 Results... 5 5.4 Key Findings... 5 PUBLIC TRANSPORT CAPACITY (FUTURE)... 6 6.1 Methodology and assumptions... 6 6.2 Notes and caveats... 6 6.3 Results... 6 6.4 Key findings... 6 CYCLE LANE CAPACITY (FUTURE)... 7 7.1 Methodology and assumptions... 7 7.2 Notes and caveats... 7 7.3 Results... 7 7.4 Key Findings... 7 COMPARISON OF EXISTING AND FUTURE CITY CENTRE TRANSPORT CAPACITY. 8 8.1 Results... 8 8.2 Key findings... 8 PUBLIC TRANSPORT COMMUTERS OVER TIME... 9 9.1 Methodology and assumptions... 9 9.2 Notes and caveats... 9 9.3 Key findings... 9 CITY CENTRE COMMUTER MODESHARE OVER TIME... 10 10.1 Methodology and assumptions... 10 10.2 Notes and caveats... 10 10.3 Key findings... 10 POPULATION, EMPLOYMENT AND PRIVATE VEHICLE COMMUTERS... 12 11.1 Methodology and assumptions... 12 11.2 Notes and caveats... 12 11.3 Key findings... 12 CITY CENTRE ECONOMY AND PRIVATE VEHICLE COMMUTERS... 13 12.1 Methodology and assumptions... 13 12.2 Notes and caveats... 13 12.3 Key findings... 13 i I Auckland City Centre: Transport Capacity and Access Trends / Final

ii I Auckland City Centre: Transport Capacity and Access Trends / Final

PURPOSE AND SCOPE 1.1 Purpose This document covers two sets of information about transport capacity and usage trends in the Auckland City Centre. The first set of information is an estimation of the peak inbound capacity for travel to the City Centre, on each of the seventeen corridors crossing the motorway or harbour into the city, by private traffic, public transport and active transport modes. This includes an assessment of the current and near term transport capacity by mode, plus an assessment of the future transport capacity increases afforded by a number of projects planned for delivery in the near term. The second set of information shows the historic and recent trends for access to the City Centre by traffic, transit and active modes, and compares these to other indicators of the City Centre s population, employment and economy. 1.2 Scope and caveats This work was conducted as a desktop study using existing data sources, future plans, known parameters and benchmarking against local and international examples. Individual assessment of the actual conditions of each street and corridor would reveal more precise results. For this study the Auckland City Centre was defined as the area within the harbour and the motorway ring. Travel to the City Centre was defined as any travel that crosses this screenline inbound in the morning peak period from 7am to 9am. As such this report focusses on peak commuters to the City Centre; it does not capture the travel capacities or trends for travel entirely within the City Centre, nor does it reflect travel to city fringe areas near the City Centre. Several sources were used as supplied, including the major screenline travel study results and Statistics New Zealand information. 1 I Auckland City Centre: Transport Capacity and Access Trends / Final

TRAFFIC CAPACITY (EXISTING) What is the existing road network capacity for general traffic to access the Auckland City Centre? 2.1 Methodology and assumptions Traffic capacity was determined by auditing the number and lane configuration of all traffic corridors crossing the screenline to enter the Auckland City Centre. Capacity of a surface arterial traffic lane: 750 vehicles per hour Capacity of a motorway ramp lane: 1,800 vehicles per hour Average occupancy: 1.1 people per vehicle 2.2 Notes and caveats In some cases, a street has additional lanes at the point where it crosses the screenline, but is constrained by a lesser number of lanes immediately upstream, i.e. on Wellington Street, Grafton Road and Tamaki Drive. In these cases, the lesser number of lanes has been counted. 2.4 Key findings There is a total of fifteen traffic corridors crossing into the Auckland City Centre; seven of these primarily receive traffic from the motorway network, while the remaining eight are primarily arterial roads or streets linking to the surrounding suburbs. Overall, nineteen arterial traffic lanes and three motorway off-ramp lanes enter the City Centre screenline in the inbound direction, with capacity for 19,600 vehicles per hour. The traffic network has capacity to bring 21,600 people per hour into the City Centre, at normal vehicle occupancy rates. This translates to approximately 43,000 people across the two-hour peak period, and several hundred thousand people across the whole day. The Symonds Street bridge has two inbound lanes, both marked as traffic lanes. However, in practice the kerbside lane functions as a peak bus lane due to the very high volume of buses using it at peak time. This corridor has been counted as one bus lane, one traffic lane. Grafton Bridge is restricted to buses and motorcyclists only at peak times. No traffic capacity has been counted for this corridor. We note that this may underestimate motorcycle traffic capacity. 2.3 Results Arterial road personcapacity Motorway link personcapacity Corridor Type Category Inbound traffic lanes Inbound motorway lanes Fanshawe St Traffic and bus Motorway link 3 2,475 lanes Victoria St West Traffic and local bus Arterial road 2 1,650 Cook St offramp (Northern Motorway) Traffic only Motorway link 1 1,980 Wellington St overbridge Traffic only Arterial road 1 825 Nelson St offramp (Southern Motorway) Traffic only Motorway link 1 1,980 Nelson St offramp (Northwestern Traffic only Motorway link 1 1,980 Motorway) Hopetoun St overbridge Traffic only Arterial road 1 825 Karangahape Rd overbridge Traffic and local bus Arterial road 2 1,650 Upper Queen St overbridge Traffic only Arterial road 2 1,650 Symonds St overbridge (de facto bus Traffic and bus Arterial road 1 825 lane) lanes Wellesley St East underpass Traffic only Motorway link 2 1,650 Grafton Rd Traffic and local bus Motorway link 1 825 Alten Rd Traffic only Motorway link 1 825 Beach Rd Traffic and local bus Arterial road 1 825 Tamaki Dr Traffic and local bus Arterial road 2 1,650 TOTAL: 19 3 9,990 11,715 GRAND TOTAL: 21,615 2 I Auckland City Centre: Transport Capacity and Access Trends / Final

PUBLIC TRANSPORT CAPACITY (NEAR TERM) What is the public transport network capacity for bus, train and ferry passengers to access the Auckland City Centre in the near term? 3.1 Methodology and assumptions Network capacity was determined by auditing the configuration of all public transport corridors crossing the screenline to enter the Auckland City Centre, and combining this with the maximum practical capacity and occupancy for each route. The capacity of the bus corridors was taken from the City Centre Bus Reference Case, which calculates maximum frequencies based on the configuration and capacity of major city centre stops and corridors. This represents the capacity when the current programme of improvements is complete, including the streamlined New Network service plan, various corridor infrastructure upgrades, new bus terminals at Britomart, Learning Quarter and Wynyard Quarter, and a full roll out of double decker buses to most routes. The bus corridor assumptions and the rail and ferry network calculations are described below. Bus corridor capacity ranges from 16 buses per hour to 159 buses per hour, depending on the size of the terminal stops and the level of infrastructure provided. Bus occupancy assumed to be 40 passengers per bus, the best current average across the whole City Centre network at peak times, except for the Fanshawe St corridor which is assumed to achieve 60 passengers per bus due to a high proportion of double decker buses across the fleet, and high but not extreme crowding. Rail capacity at Britomart limited to 20 trains per hour, with 50% of these being three-carriage trains (375 passengers) and 50% being six-carriage trains (750 passengers)* Ferry capacity of 24 ferries per hour maximum estimated at the Downtown Ferry Terminal, with an average occupancy of 200 passengers per ferry. Ferry terminal Ferry Ferry terminal 24 200 4,800 3.4 Key findings GRAND TOTAL: 34,520 There is a total of ten public transport corridors crossing the City Centre screenline: eight of these are bus corridors, one is a heavy rail corridor, and one is the ferry terminal. Of the eight bus corridors, four have bus lanes (including one de facto bus lane) and four have buses in general traffic. There is currently capacity for approximately 380 buses per hour to enter the City Centre, for 20 trains per hour to Britomart train station, and for approximately 24 ferries per hour to the Downtown Ferry Terminal. The public transport network has existing capacity to deliver almost 35,000 people per hour to the City Centre. This comprises approximately 19,000 people per hour on buses, 11,000 on trains and 5,000 on ferries. This translates to approximately 70,000 people across the two-hour peak period, and several hundred thousand people across the whole day. 3.2 Notes and caveats City bus corridors have the theoretical capacity to move several hundred buses per hour per lane, however in practice the corridor limit is determined by the interaction of bus stops, terminals and intersections. Some roads have the potential to carry a large number of buses, but they do not connect to busy corridors with high demand. For example, Tamaki Dr could theoretically accommodate over one hundred buses per hour, however the corridor has a small catchment with demand predicted to require a much lower number of buses. In these cases, the likely level of bus service has been used as the measure of capacity, not the theoretical infrastructure limit on the number of buses. The Symonds St bridge has two inbound lanes, both marked as traffic lanes. However, in practice the kerbside lane functions as a peak bus lane due to the very high volume of buses using it at peak time, and there is a bus lane before and after the bridge section. This corridor has been counted as one bus lane. 3.3 Results Corridor Mode Type Vehicles per hour Passengers per vehicle Passengercapacity Fanshawe St (busway) Bus Bus lane 159 60 9,540 Victoria St West Bus Bus in general 16 40 640 traffic Karangahape Rd overbridge Bus Bus in general 53 40 2,120 traffic Symonds St overbridge Bus Bus lane (de facto) 53 40 2,120 Grafton Bridge Bus Bus lane 53 40 2,120 Grafton Rd Bus Bus in general 16 40 640 traffic Beach Rd Bus Bus in general 16 40 640 traffic Tamaki Dr Bus Bus lane 16 40 640 Britomart rail station Heavy Rail Rail line 20 563* 11,260 3 I Auckland City Centre: Transport Capacity and Access Trends / Final

PEDESTRIAN CAPACITY (EXISTING) What is the existing capacity of pedestrian footpaths accessing the Auckland City Centre? 4.1 Methodology and assumptions Network capacity was determined by auditing the configuration of all pedestrian infrastructure crossing the screen line to enter the Auckland City Centre and combining this with an indicative feasible capacity for each primary crossing point. Number of street crossings with pedestrian access: 12 Number of green man crossing cycles per hour at each intersection: 30 Maximum number of pedestrians per green man phase: 60 (30 people per crossing x 2 sides of the street) 4.2 Notes and caveats This analysis assumes that pedestrian flow on each route crossing into the City Centre is metred by pedestrian crossing phases at signalised intersections either ahead of, or subsequent to each crossing point. 4.3 Results Corridor Type Pedestrians per hour Person-capacity Fanshawe St Footpath 1,800 1,800 Victoria St West Footpath 1,800 1,800 Wellington St overbridge Footpath 1,800 1,800 Hopetoun St overbridge Footpath 1,800 1,800 Karangahape Rd overbridge Footpath 1,800 1,800 Upper Queen St overbridge Footpath 1,800 1,800 Symonds St overbridge Footpath 1,800 1,800 Grafton bridge Footpath 1,800 1,800 Grafton Rd Footpath 1,800 1,800 Alten Rd Footpath 1,800 1,800 Beach Rd Footpath 1,800 1,800 Tamaki Dr Footpath 1,800 1,800 GRAND TOTAL: 21,600 4.4 Key findings There is a total of twelve crossings into the City Centre that include pedestrian footpaths. The current capacity for pedestrians to enter the City Centre is approximately 21,600 people per hour. This translates to approximately 43,000 people across the two-hour peak period, and tens of thousands of people across the whole day. 4 I Auckland City Centre: Transport Capacity and Access Trends / Final

CYCLE LANE CAPACITY (EXISTING) What is the existing capacity of cycle lanes and cycleways accessing the Auckland City Centre? 5.1 Methodology and assumptions Network capacity was determined by auditing the configuration of all cycleway infrastructure crossing the screenline to enter the Auckland City Centre, and combining this with an indicative feasible capacity for each cycle lane. Nominal capacity of an on-street or on-footpath cycle lane: 1,000 cyclists per hour 5.2 Notes and caveats Cyclists are entitled to use any of the fourteen local roads that cross into the City Centre, by riding in the general traffic lanes. This would allow a theoretical capacity for hundreds of thousands of cyclists per hour to ride to the City Centre. However, this analysis has counted only those corridors with dedicated cycling infrastructure where cyclists are not required to ride in general traffic. We note that have been several recent cycleway developments within the City Centre, including the Nelson Street cycleway and Lightpath, the Grafton Gully cycleway, the Beach Road cycleway and the Quay St cycleway. Nonetheless, all of these facilities are inside the City Centre and none cross the screenline to and from the suburbs. Estimates of the capacity of a cycle lane vary greatly depending upon the source, configuring and location. The figure of 1,000 cyclists per hour on a kerbside or footpath lane is a conservative estimate. 5.3 Results Corridor Type Cyclists per hour Person-capacity Upper Queen St Footpath cycleway 1,000 1,000 Symonds St Bridge Footpath cycle lane 1,000 1,000 Grafton Bridge Road closed to traffic at peak times 1,000 1,000 Tamaki Drive Footpath cycleway 1,000 1,000 GRAND TOTAL: 4,000 5.4 Key Findings There is a total of four crossings into the City Centre that have dedicated off-street cycle facilities, and a further ten road crossings which cyclists could use by riding in traffic. The current capacity for cyclists to enter the City Centre on dedicated cycling infrastructure is approximately 4,000 people per hour. This translates to approximately 8,000 people across the two-hour peak period, and tens of thousands of people across the whole day. 5 I Auckland City Centre: Transport Capacity and Access Trends / Final

PUBLIC TRANSPORT CAPACITY (FUTURE) What is the future public transport network capacity for bus, train and ferry passengers to access the Auckland City Centre? 6.1 Methodology and assumptions Future public transport network capacity was determined by reviewing the future configuration of proposed public transport corridors crossing the screen line to enter the Auckland City Centre, and combining this with the maximum practical vehicle throughput and occupancy for each route. These figures are expressed as additions to the existing network. Only projects scheduled between 2018 and 2026 have been included. The following future projects have been included in this assessment: City Rail Link: This is conservatively assumed to increase the train-throughput capacity of the City Centre rail network to 36 trains per hour in total, by adding two new stations and a second pair of tracks approaching from the south. It is assumed that the additional 16 trains per hour would be all 6-car units with space for 750 passengers each on opening day. 9-Car train upgrade: The City Rail Link is being future proofed with platforms capable of accommodating 9- car trains, with space for 1,125 people each. Combined with a programme of extending suburban train platforms to 9-car lengths, this would represent up to a further 50% increase in rail network capacity. Northwestern LRT: Assumed to be a light railway, operating 66-metre light rail vehicles with 450 passengers each at 12 vehicles per hour. Airport to City LRT: Assumed to be a light railway, operating 66-metre light rail vehicles with 450 passengers each at 12 vehicles per hour. Except for the previously mentioned rapid transit projects, no increases in the capacity of the bus network are assumed. No increases in the capacity of the Downtown Ferry Terminal, or the ferry network in general, are assumed. 6.4 Key findings GRAND TOTAL: 40,040 There are three major public transport corridor additions proposed for the near future: the City Rail Link (including the 9-car train upgrade), the Northwestern LRT and the City to Airport LRT. Together these will increase the total public transport network capacity by 40,040 passengers per hour. This translates to additional capacity for approximately 80,000 more passengers across the two-hour peak, and several hundred thousand more across the day. This represents a 116% increase in public transport capacity to access the City Centre. The increase in public transport capacity is equivalent to the total existing capacity of the motorway and arterial road network for accessing the City Centre. With the addition of the City Rail Link, Northwestern and City to Airport LRT, the total capacity of the public transport system will be approximately 77,000 people per hour, or 154,000 people per two-hour peak. 6.2 Notes and caveats The future capacity of the rail network with the City Rail Link depends upon the exact configuration and operations of the system in the future. It is theoretically possible that the system could operate at 24 to 30 trains per hour per direction, or 48 to 60 trains per hour in total. However, this would likely require extensive investment in track, signalling and control systems. In the near term the CRL will reportedly be able to operate 18 trains per hour per direction, or 36 in total. This is an increase of 16 trains to the City Centre over Britomart alone, which currently operates at it s maximum capacity of 20 trains per hour in total. The Northwestern and City to Airport lines are assumed to be light rail lines, which will both likely operate within the Queen Street corridor in the city centre. The additional capacity they create may therefore come at the expense of some existing traffic or bus lane capacity on Upper Queen St. Both the Northwestern and City to Airport lines could theoretically operate at higher frequencies, or with larger capacity vehicles, to further increase their capacity.. 6.3 Results Corridor Mode Type Vehicles per hour Passengers per vehicle Passengercapacity City Rail Link (initial) Heavy Rail Rail tunnel 16 (additional) 750 12.000 CRL 9-car train upgrade Heavy Rail Longer trains 36 (network) 1,125 +17,240 Northwestern Rapid Transit Light Rail Light Rail Line 12 450 5,400 City to Airport Rapid Transit Light Rail Light Rail Line 12 450 5,400 6 I Auckland City Centre: Transport Capacity and Access Trends / Final

CYCLE LANE CAPACITY (FUTURE) What is the future capacity of planned cycle lanes and cycleways accessing the Auckland City Centre? 7.1 Methodology and assumptions Network capacity was determined by auditing the configuration and location of planned cycleway infrastructure crossing the screen line to enter the Auckland City Centre, and combining this with an indicative feasible capacity for each cycle lane. These figures are expressed as additions to the existing network. Only projects scheduled between 2018 and 2026 have been included. Nominal capacity of a cycle lane: 1,000 cyclists per hour Nominal capacity of a dedicated cycleway: 2,000 cyclists per hour 7.4 Key Findings Five extra cycle corridors will be added to the City Centre network by 2026, one dedicated off-street cycleway and four on-street cycle lane facilities. This will increase the capacity for cyclists to enter the City Centre on dedicated cycling infrastructure by 6,000 people per hour, bringing it to a total of 10,000 people per hour across nine cycle corridors. This translates to approximately people across the two-hour peak period, and several tens of thousands of people across the whole day. Five proposed cycleways have been identified that will cross the screenline from the suburbs to the City Centre: SkyPath Auckland Harbour Bridge to Fanshawe St / Wynyard Quarter Great North Road Karangahape Road cycle lanes Victoria St East cycle lanes (Franklin Rd College Hill) Parnell to Grafton Gully cycle link Freemans Bay cycle link (via Wellington Street) 7.2 Notes and caveats Cyclists are entitled to use any of the fourteen local roads that cross into the City Centre, by riding in the general traffic lanes. This would allow a theoretical capacity for hundreds of thousands of cyclists per hour to ride to the City Centre. However, this analysis has counted only those corridors with dedicated cycling infrastructure where cyclists are not required to ride in general traffic. We note that have been several recent cycleway developments within the City Centre, including the Nelson Street cycleway and Lightpath, the Grafton Gully cycleway, the Beach Road cycleway and the Quay St cycleway. Nonetheless, all of these facilities are inside the City Centre and none cross the screenline to and from the suburbs. Estimates of the capacity of a cycle lane vary greatly depending upon the source, configuring and location. The figure of 1,000 cyclists per hour on a kerbside or footpath lane, or 2,000 on a purpose build cycleway, is a conservative estimate. 7.3 Results Corridor Type Cyclists per hour Person-capacity SkyPath Dedicated off-street cycleway 2,000 2,000 Great North Rd Separated on-street cycleway 1,000 1,000 Victoria St East Separated on-street cycleway 1,000 1,000 Parnell Separated on-street cycleway 1,000 1,000 Freemans Bay (Wellington St) Cycle lanes 1,000 1,000 GRAND TOTAL: 6,000 7 I Auckland City Centre: Transport Capacity and Access Trends / Final

COMPARISON OF EXISTING AND FUTURE CITY CENTRE TRANSPORT CAPACITY How do the current and planned capacities of the different transport modes compare? 8.1 Results Sub-mode Current Capacity Future Additions Future Total Local roads and arterials 9,900 16% - - 9,900 11% Motorway links 11,715 19% - - 11,715 13% Buses 18,460 31% - - 18,460 20% New rapid transit (bus/lrt) - 0% 10,350 33% 10,350 11% Trains 11,260 19% 15,000 48% 26,260 29% Ferries 4,800 8% - - 4,800 5% Cycleways 4,000 7% 6,000 19% 10,000 11% GRAND TOTAL: 60,135 100% 31,350 100% 91,486 100% 80,000 70,000 Vehicular Transport Capacity to Auckland City Centre 2018 to 2028 Maximum practical capacity, people per hour, inbound morning peak Ninecar trains (full fleet), 17,240 Mode group Current Capacity Future Additions Future Total Traffic 21,615 36% - - 21,615 24% Public Transport 34,520 57% 25,350 81% 59,871 65% Cycling 4,000 7% 6,000 19% 10,000 11% GRAND TOTAL: 60,135 100% 31,350 100% 91,486 100% 8.2 Key findings There are no motorway or local road projects planned for the foreseeable future that would significantly increase the capacity to drive into the City Centre at peak times. The current estimated traffic capacity of approximately 22,000 people per hour will remain the maximum into the future. The planned near-term bus network has feasible capacity to deliver more people to the City Centre than are carried today, assuming planned network, fleet and infrastructure upgrades are completed. In the near-term the bus network will have capacity to deliver more commuters to the City Centre than all motorway and local road connections combined. Together with the existing rail and ferry system, the total City Centre public transport system currently has almost double the capacity to move commuters as the City Centre road network. The amount of additional transport capacity added by the City Rail Link alone is greater than the total capacity for driving from the motorway network to the City Centre, adding capacity for approximately 30,000 more commuters across the two-hour peak period. With the future completion of the SkyPath and the cycleways programme, the realistic capacity of the City Centre cycleway network will be almost equal to the capacity of driving into the city via local roads and arterials. The upgrade to 9-car trains sets will increase the transport capacity by about 17,000 people per hour. This is comparable to the number of people entering the city centre today by car. 60,000 50,000 30,000 10,000 Motorway links, 11,715 Local streets and arterials, 9,900 Skypath, 2,000 Cycleway programme, 4,000 Cycle lanes, 4,000 Northwest LRT, 5,400 Mangere to City LRT, 5,400 City Rail Link, 12,000 Rail (Britomart), 11,260 Bus, 18,460 Ferry, 4,800 Traffic Active Transit 8 I Auckland City Centre: Transport Capacity and Access Trends / Final

PUBLIC TRANSPORT COMMUTERS OVER TIME How has the number commuters arriving in the City Centre by public transport in the two hours of morning peak changed over time, and what modes do they use? 9.1 Methodology and assumptions These data show historic data for peak inbound public transport patronage currently held by Auckland Transport, based on information collected by Auckland Transport and its predecessor organisations. These data are reported as supplied; no additional analysis has been undertaken. 9.2 Notes and caveats 35,000 Public Transport Passengers to the City Centre Morning Peak twohour inbound 1986 to 2016 Bus Ferry Train Recent data are based on the AT HOP smartcard system and are comprehensive and accurate. Historic data are based on a range of sources, such as screenline counts, annual ticket sales and operator self-report data, and may be less comprehensive with a greater level of estimation. 9.3 Key findings The number of people commuting to the City Centre by public transport at peak times has increased steadily since over the last two decades, with the number almost tripling between 1996 and 2016. There were an average of 38,000 people crossing into the City Centre by public transport in the morning two-hour peak last year. Buses carry the majority of public transport commuters, and the number of bus commuters has almost doubled in the last two decades from approximately 14,000 in 1996 to 25,000 in 2016. In recent years the number of peak train arrivals has grown substantially, from less than 1,000 in 2003 (prior to Britomart opening) to almost 10,000 across the two-hour peak in 2016. Public transport passengers (twohour) 30,000 25,000 15,000 10,000 5,000 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Year 9 I Auckland City Centre: Transport Capacity and Access Trends / Final

CITY CENTRE COMMUTER MODESHARE OVER TIME How has the proportion of commuters arriving in the City Centre during the morning peak using each mode changed over time? 10.1 Methodology and assumptions These data show the results of the annual screenline survey conducted by Auckland Transport Auckland Council, and previously Auckland City Council. The number of private vehicle passengers, as distinct from drivers, was only measured in 2014. On average, the 2014 data indicate 0.14 passengers per driver across the city centre screenline at peak, or an average occupancy of 1.14 people per vehicle. All other years counted the number of private vehicles only, and have been factored by 1.14 to estimate the number of people travelling by private vehicle in each year. 10.2 Notes and caveats Private vehicle screenline survey was not available from 2002 through 2010, or for 2013. Data for these years were estimated by straight line interpolation between known years. Walking and cycling data was not available before 2008. Data for 2001 to 2008 were estimated by extrapolating the linear trend backwards. Bus, train and ferry data was available for all years. Screenline data are based on observation studies conducted on one day each year. The data in each year may be subject to the particular conditions on the day in question, for example weather or traffic accidents. 10.3 Key findings The number of people arriving in the City Centre at peak times by private vehicle has remained more or less constant for the last 15 years, at 38,000 to across the two-hour peak. However, over the same time period, the number of people arriving in the City Centre by public transport has almost doubled, from approximately 21,500 in 2001 to 38,200 in 2016. Accordingly, the mode-share of commuting by car has declined from 60% to 48% in the last 15 years, while commuting by transit has increased from 32% to 45%. The number and mode-share of people commuting into the City Centre at peak by cycling and walking has not changed substantially. Private vehicle commuters are now the minority, with 52% of peak time commuters using public transport, walking or cycling to enter the Auckland City Centre. In the last 15 years, the number of people commuting into the City Centre in the morning peak two-hour period has increased by 27% from 66,000 to 84,000 people, with practically all the increase occurring on public transport. Inbound Peak Commuters (two hour) 90,000 80,000 70,000 60,000 50,000 30,000 10,000 Auckland City Centre Morning Peak Modeshare People via Traffic, Active and Transit: 2001 to 2016 32%, 21,483 39%, 29,679 42%, 32,623 45%, 38,150 8%, 5,389 7%, 5,595 7%, 5,584 7%, 5,735 60%, 39,897 53%, 38,617 51%, 39,394 48%, 40,097 2001 2006 2011 2016 Private vehicle users Active transport users Transit Passengers 10 I Auckland City Centre: Transport Capacity and Access Trends / Final

Auckland City Centre Morning Peak Modeshare People via Traffic, Active and Transit: 2001 to 2016 Auckland City Centre Morning Peak Modeshare People via Traffic vs. Transit & Active Transport: 2001 to 2016 50,000 50,000 45,000 45,000 Inbound Peak Commuters (two hour) 35,000 30,000 25,000 15,000 10,000 Inbound Peak Commuters (two hour) 35,000 30,000 25,000 15,000 10,000 5,000 5,000 2001 2006 2011 2016 Private vehicle users Active transport users Transit Passengers 2001 2006 2011 2016 Private vehicle users Transit + Active Auckland City Centre Morning Peak Modeshare People via Traffic, Active and Transit: 2001 to 2016 45,000 Inbound Peak Commuters (two hour) 35,000 30,000 25,000 15,000 10,000 5,000 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 Total Car Users Total Active Users Total Transit Passengers Linear (Total Car Users) Linear (Total Active Users) Linear (Total Transit Passengers) 11 I Auckland City Centre: Transport Capacity and Access Trends / Final

POPULATION, EMPLOYMENT AND PRIVATE VEHICLE COMMUTERS How has the resident population and number of employees changed over time, and how does this compare to private vehicle commuting? 11.1 Methodology and assumptions Residential population and employment were calculated using Statistics New Zealand Census Area Unit data. The City Centre area was defined as five Census Area units: Auckland Harbourside, Auckland Central West, Auckland Central East, Newton, Grafton West. 60,000 50,000 Resident population vs. morning peak private vehicle commuters Auckland City Centre 2001 to 2016 11.2 Notes and caveats These Census Area Units do not perfectly map to the conventional definition of the city centre, they include some additional areas in the Newton area and around Grafton Gully. Statistics NZ data since the 2013 census are estimates, and subject to revision. Private vehicle commuter data for 2002 to 2010 are estimated. See notes and caveats of the previous section. Number of people 30,000 11.3 Key findings 10,000 The number of people living in the City Centre has increased fivefold over the last fifteen years, from approximately 10,000 in 2001 to almost 50,000 in 2016. The number of people already residing in City Centre is now greater than the number driving in during the morning peak two-hour period. The number of jobs in the City Centre has increased by over a third in the last fifteen years, from approximately 80,000 in 2001 to over 110,000 in 2016. Meanwhile, the number of private vehicle commuters has remained static at approximately per two-hour peak. This indicates that City Centre employment growth is decoupled from private vehicle commuting, and that increases in peak traffic usage have not been required to increase the number of jobs in the City Centre. 1 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Morning Peak Car Commuters City Centre Resident Population Total employment vs. morning peak private vehicle commuters Auckland City Centre 2001 to 2016 100,000 Number of people 80,000 60,000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Morning Peak Car Commuters Linear (Morning Peak Car Commuters) Total City Centre Employment Linear (Total City Centre Employment) 12 I Auckland City Centre: Transport Capacity and Access Trends / Final

CITY CENTRE ECONOMY AND PRIVATE VEHICLE COMMUTERS How has the economy of the City Centre changed over time, and how does this compare to private vehicle commuting? 12.1 Methodology and assumptions Retail spending data in the City Centre was taken from the Market View / Auckland Council Annual Market Activity Report (August 2016) These data show transaction value of spending at CBD merchants inclusive of GST but excluding cash withdrawals at ATMs or retailers. This data covers all retail spending by cards of any kind, but excludes cash sales. Data are for the twelve months ending June, not the calendar year. 12.2 Notes and caveats The Market Activity Report definition of the City Centre excludes Newton and Grafton East. Retail spending data was not available before 2010. City Centre GDP data was not available at the time of writing, but may be updated in the future. 12.3 Key findings The dollar value of retail spending in the City Centre has increased by 50% in the last five years, from approximately $1.23 billion in 2010 to over $1.83 billion in 2016. Meanwhile, the number of private vehicle commuters has remained generally unchanged at approximately per two-hour peak. This data indicates that recent increases City Centre retail activity has not been dependent on a corresponding increase in peak-time private vehicle commuting. Comparing these results to the trends of the previous indicators suggests that City Centre retail spending may have a closer relationship to the increases in City Centre residents and overall employee numbers. Mornig peak car commuters (inbound two hour) 1 100,000 80,000 60,000 Annual City Centre retail spending vs. morning peak car commuters Auckland City Centre 2001 to 2016 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Total Car Commuters CBD Retail spend ($m/year) Linear (Total Car Commuters) 2000 1800 1600 1400 1200 1000 800 600 400 200 0 Annual retail sales ($ millions) 13 I Auckland City Centre: Transport Capacity and Access Trends / Final