Since I posted by idea for two Auckland light Metro lines I’ve had some feedback and made some updates. This is the new version of the article. At the bottom of this article I’m written about the changes and reasoning behind them. You can also read my article on Light Metro Technology to get more information about the technology I am proposing be used. Below is the new network I am planning as a basis for Auckland. The existing Heavy Rail network (Dark blue). In this post I’ll cover the North/South line. As outlined in a previous article Light Metro is Automated (driverless), viahempgummies.net Grade Separated with Short Trains and High Frequencies. It is well suited to Auckland where requirements exceed Light Rail but a full metro would be overkill. The key advantages of Light Metro over street running light rail is it’s high capacity, frequency and higher speed. Attempting to push Light Rail beyond it’s natural sweet-spot result in a grade-separated system that costs as much as Light Metro but is worse and often costs more to run.

The below table shows the capacity of a Light Metro line (in each direction). For Auckland the stations outside the Via Hemp Gummies CBD could be serviced by buses to further increase coverage area. Trains could start at short length and frequency increased as high as possible before longer trains should be used. If the system is run with 4-car trains ( 52m long, Via Hemp Gummies relaxation 400 people ) then each line has the capacity over double one of the major Auckland motorways such as the Western or Southern. This line would start from Takapuna run under the CBD and connect to the Airport in the South. The line would be grade separated above the road as much as possible since this is cheaper than under-grounding. It would be underground though the central city however. Total length would be around 28km of which around 6.2km would be underground. This would be completely overhead and mainly above roadways.

It would start from a station at Takapuna and then another station at the Existing Busway station of Akoranga. The route would then go between the motorway and the sea until it reaches a tunnel across the harbour near Northcote Pt. See section below for discussion as to the advantages and disadvantages of a tunnel vs a bridge for crossing Waitemata Harbour. A route to Takapuna avoids duplicating the existing busway. I have mapped out some possible extensions to this line but there are several other options. A natural extension to this line would be a line to the North Shore Hospital and then Milford. A line to Northcote and Birkenhead could also be built, although this line unfortunately goes the wrong way for Northcote and Birkenhead people going into the city. The first station will be under the eastern end of Victoria Park. Ideally it should have entrances on the far sides of Fenshaw, Halsey and Victora Streets so passengers do not have to cross busy roads to reach it.

The Te Waihorotiu CRL station is apparently already future-proofed with space for a North/South line. The station will effectively be the centre of the Auckland System. There should also be a surface Light Rail line nearby on Queen Street. The University station would be quite deep (because the line would be under Queen Street and the Grafton Valley Motorway) and Via Hemp Gummies relaxation probably be an elevator-only station. South of the University the line has a station on the corner of Park Road to serve the Hospital, The Grafton Campus and nearby area. This station may be deep enough to also be elevator-only. The line comes out of it’s tunnel just after the domain and is now elevated until it reaches the Airport. The first station is on Carlton Gore road to serve Northern Newmarket. Then there is Station in central Newmarket connected to the existing rail station. South of Newmarket the line will travel above Manukau Rd and continue South through Royal Oak and Onehunga.