Newmarket Level Crssing Scheme Assessment Reprt Prepared by: Public Transprt Capital Imprvements
Dcument Infrmatin Client Title Prepared by Auckland Transprt Newmarket Level Crssing Scheme Assessment Reprt Public Transprt Capital Imprvements Date September 2013 Dcument Register Issue Descriptin Prepared by Reviewed by Authrised by Date 001 DRAFT v1 David Wilkie Adrian Price April 2013 002 DRAFT v2 Adrian Price Nick Seymur 003 FINAL Adrian Price Nick Seymur August 2013 September 2013 2
Glssary Auckland Cuncil Auckland Transprt Auckland Transprt Bard Auckland Plan Benefit Cst Rati City Rail Link D Minimum Electric Multiple Unit Financial Year KiwiRail Hldings Limited Lng Term Plan New Zealand Transprt Agency Ntice f Requirement Outline Plan f Wrks Public Transprt Public Transprt User Benefits Resurce Management Act Rad User Benefits Sarawia Street Crssing Remval Scheme Assessment Reprt Waitemata Lcal Bard (AC) (AT) (Bard) (AP) (BCR) (CRL) (DM) (EMU) (FYR) (KHL) (LTP) (NZTA) (NR) (OPW) (PT) (PTUB) (RMA) (RUB) (Prject) (SAR) (Lcal Bard) 3
Executive Summary This Scheme Assessment Reprt presents an verview f the wrk carried ut t date n the prpsal t remve the rail level crssing lcated at Sarawia Street, Newmarket, and prvide an alternative access ptin fr the residents f Laxn Terrace and Yungs Lane. Infrmatin frm reprts n the remval f this crssing dating back t 2004 have been utilised t prvide a summary f the alternative access ptins and t generate a business case fr remval f the rail at-grade level crssing. Auckland Transprt PT Capital Imprvements have wrked with AT Prperty, Auckland Cuncil, Waitemata Lcal Bard, KiwiRail and ther external cnsultants t prepare this reprt. The D Minimum ptin fr the purpse f generating a business case is cmplex. Thrugh cnsultatin with KiwiRail and AT PT Operatins it has been established that in rder t facilitate planned future imprvements t the Auckland metr netwrk fllwing the intrductin f Electric Multiple Unit (EMU) train services, the crssing needs t be remved. Retaining the at-grade crssing wuld result in high risk f significant delays and decreased resiliency t recver frm delays fr the Auckland rail netwrk. The preferred ptin is a rad ver rail bridge frm Cwie Street that links with the nrthern end f Laxn Terrace and is estimated t cst $5.72m. This ptin prvides the fllwing benefits: Minimising verall traffic netwrk change Prvides an imprved quality f unimpeded access Prvides additinal access t the nrthern end f Newmarket Park, including Parnell Tunnel Cmplements the pssible Greenway cycle and walking link Prvides the necessary imprved rail netwrk resilience t allw the intrductin f the planned higher-frequency timetable Remves safety issues that are generated by at-grade level crssings The BCR fr this ptin is 1.8. As a result f the infrmatin gathered and cnsultatin carried during the preparatin f this reprt and the reprts previus, it is recmmended that the Cwie Street Bridge ptin be implemented at an estimated cst f $5.72m. 4
Table f Cntents Glssary... 3 Executive Summary... 4 Table f Cntents... 5 Backgrund... 7 Prblem Descriptin... 7 Site Descriptin Cntext... 7 Previus Investigatin / Reprts... 8 Recent Investigatin... 9 Traffic Cunts... 9 Rad Netwrk Assessment... 11 Planning Assessment... 12 Optin 1: Cwie Street Bridge Planning Assessment... 12 Optin 2: Furneaux Way Cnnectin Planning Assessment... 13 Optin 3: Newmarket Park thrugh Rad Planning Assessment... 13 Optin 4: Underpass Planning Assessment... 14 Stakehlder Relatinship Management and Engagement... 14 Letter Drp... 14 Stakehlder Meeting (Bradway Park Residents Sciety)... 15 Public Frum... 16 Website... 16 Land Acquisitin... 17 Defining the Optins... 18 D Minimum... 18 Overbridges... 20 Newmarket Park Rads... 21 Furneaux Way Cnnectins... 22 Parnell Rad Cnnectins (Mbil)... 23 Develped Optins... 24 Optin 1: Cwie Street Bridge... 24 Optin 2: Furneaux Way Shared Single Lane Rad... 25 5
Optin 3: Newmarket Park thrugh Rad... 27 Optin 4: Sarawia Street t Laxn Terrace Underpass... 28 Evaluatin... 30 Assessment... 30 Rail Patrnage... 30 Time/Distance changes fr Vehicles and Pedestrians... 31 Cst Estimates... 32 Ecnmic Outcme / Benefits... 34 Sensitivity Analysis... 35 Cmmunity Impact Evaluatin... 36 Explanatin f Criteria and Scring... 36 Results f Stakehlder Engagement... 39 Cnclusins and Recmmendatins... 40 Recmmendatin... 40 Appendix... 41 1. Traffic Analysis... 41 2. RMA Scping Reprt... 41 3. Stakehlder Management and Engagement... 41 4. Legal Advice... 41 5. Crime Preventin Thrugh Envirnment Design Reprt... 41 6. Develped Optin Infrmatin... 41 7. Business Case Reprt... 41 1. Traffic Analysis... 42 2. RMA Scping Reprt... 43 3. Stakehlder Management and Engagement... 44 4. Legal Advice... 45 5. Crime Preventin Thrugh Envirnmental Design Reprt... 46 6. Develped Optin Infrmatin... 47 7. Business Case Reprt... 48 6
Backgrund Prblem Descriptin The rail level crssing cnnecting Sarawia Street t Laxn Terrace in Newmarket prvides the nly vehicle access int and ut f Laxn Terrace and Yungs Lane. This crssing has the highest vlume f rail mvements f any crssing in New Zealand and is the mst cmplex, invlving twelve different train appraches and three platfrm interactins with Newmarket Statin. The crssing has been identified as a significant restrictin n rail peratinal perfrmance and planned 2015 timetable frequency imprvements fllwing the intrductin f EMU services. These train frequency imprvements cannt feasibly prceed while the crssing is in place. This is primarily due t KiwiRail signalling safety restrictins, which d nt allw trains travelling frm Newmarket t Britmart statins t apprach the signals adjacent t the crssing because f the steep grade and subsequent risk that a train may verrun the crssing while the barrier arms are up. If the crssing is remved this safety restrictin culd be lifted allwing trains t wait at the Sarawia Street signals, adding the equivalent f an additinal platfrm s capacity t Newmarket Statin and remving the current additinal headway times required while trains are held at Newmarket Statin waiting fr the barrier arms t be lwered. Hwever if the Sarawia Street crssing remains, while the new, higher frequency timetable culd be intrduced, it wuld have n resilience t recver frm delays and maintaining reliable services wuld be extremely difficult. The planned develpment f Parnell Train Statin wuld exacerbate this further. The faulty peratin f the crssing itself als intrduces the risk f delay cnsidering its critical lcatin n a busy stretch f the Auckland netwrk. Fur delay incidents invlving the crssing s peratin were recrded since July 2012, the mst recent in April 2013 due t vandalism f the barrier arm which resulted in the cancellatin f fur services. Site Descriptin Cntext The Sarawia Street rail level crssing is lcated less than 1km nrth f Newmarket Statin. Sarawia Street itself is cnnected t Parnell Rad t the nrth west and services Laxn Terrace and Yungs Lane t the suth east. Laxn Terrace and Yungs Lane are each n exit public rads that huse a ttal f 52 dwellings cmbined. Newmarket Statin accmmdates a high frequency f services frm all parts f the Auckland metr netwrk. Als adding t the rail cmplexity and risk f cngestin in the Newmarket area are the Newmarket Triangle, Parnell Tunnel and the future Parnell Statin. The crssing nt nly prvides the single means f vehicle access t Laxn Terrace and Yungs Lane, it prvides pedestrian and cycle access t the adjacent Newmarket Park frm the nrth. 7
Pedestrian access t Laxn Terrace and Yungs Lane is via the level crssing, thrugh Newmarket Park, and als frm the suth by way f a public access path that cnnects Laxn Terrace with Furneaux Way, a private rad under the cntrl f the Bradway Park Residents Sciety. Figure 01: Sarawia Street Rail Level Crssing Lcatin Previus Investigatin / Reprts Investigatin int the remval f this level crssing dates back t 2004. There have been numerus reprts cmmissined t utline the varius ptins available if and when the crssing was t be remved. These reprts are as fllws: Railway Level Crssings Study Final Reprt 2004 (prepared by Opus fr Auckland City Cuncil) 8
Realignment f Sarawia Street Newmarket 2007 (prepared by URS fr Auckland City Cuncil) Justificatin Reprt fr the clsure f Sarawia Street Level Crssing and replacement with a new ver bridge at Cwie Street 2011 (prepared by Opus/Fultn Hgan fr KiwiRail) Laxn Terrace Grade Separatin Alternative Access Optins Reprt 2012 (prepared by Opus fr Auckland Transprt) Recent Investigatin Auckland Transprt have studied the previus reprts and have prgressed the findings frm bth the Justificatin Reprt fr the clsure f Sarawia Street Level Crssing and replacement with a new ver bridge at Cwie Street 2011 and Laxn Terrace Grade Separatin Alternative Access Optins Reprt 2012. This prgressin has invlved the refinement f the favured ptins, by way f design changes, cst estimates, pedestrian access requirements, resurce cnsent requirements, benefit cst rati calculatins and transprtatin assessments, each f which are explred in mre detail thrughut the bdy f this reprt and its appendices. Fur ptins have been subject t detailed analysis and are cnsidered t feasibly allw clsure f the crssing whilst prviding alternative vehicle, cycling and pedestrian access t Laxn Terrace, Yungs Lane and Newmarket Park: Optin 1: Remval f the Crssing and cnstructin f a tw-lane rad bridge frm Cwie Street t Laxn Terrace. Optin 2: Replacement f the Crssing with a pedestrian/cycle bridge lcated at Cwie r Sarawia Street and accmmdating vehicle traffic t/frm Laxn Terrace by expanding an existing walkway t a duble (Optin 2a) r single (Optin 2b) lane rad cnnecting t Furneaux Way, a private rad. Optin 3: Replacement f the Crssing with a pedestrian/cycle bridge lcated at Cwie r Sarawia Street and cnstructin f a tw-lane rad frm Laxn Terrace thrugh Newmarket Park t Ayr Street Optin 4: Replacement f the Crssing with a tw-lane underpass running frm Sarawia Street t Laxn Terrace. Optin 4 was initially nt cnsidered fr further develped analysis, but was re-investigated subsequently at the request f the Parnell Cmmunity Cmmittee. Traffic Cunts Vehicle and pedestrian cunts were carried ut at three pints arund Laxn Terrace t determine the daily usage f the imprtant streets in the cntext f this reprt. The tables belw identify daily vehicle rates fr Laxn Terrace and Yungs Lane (fig. 02), Furneaux Way (fig. 03), and Cwie Street (fig. 04). 9
The results are a snapsht f the vehicle traffic cunts taken ver a week lng perid in June 2012. The numbers identify the Laxn Terrace and Yungs Lane traffic vlumes as arund 400 cars per day, Cwie Street at a similar number and Furneaux Way clse t 200. The District Plan indicates that Lcal Rads can generally be expected t carry less than 1000 vehicles per day but can supprt up t 5000 vehicles per day if required. Any cmbinatin f these rads will fall well within that limit. All rads invlved in the ptins are cnsidered lw use, bth currently and after the implementatin f any f the shrt-listed ptins. Refer t Appendix sectin ne fr a full breakdwn f the vehicle and pedestrian cunts. Figure 02: Vehicle Cunt Breakdwn Laxn Terrace and Yungs Lane Weekday (5 day) Average Measured at # 16 Sarawia Street Full Week (7 day) Average Sat Ttal Sun Ttal 0700-0900 Max Hr 1200-1400 Max Hr 1600-1800 Max Hr Bi-Directinal 381 425 320 *697 38 50 39 Nrthbund 188 209 161 343 21 34 22 Suthbund 193 216 159 354 24 19 20 Figure 03: Vehicle Cunt Breakdwn Furneaux Way Weekday (5 day) Average Measured at # 38F James Ck Crescent Full Week (7 day) Average Sat Ttal Sun Ttal 0700-0900 Max Hr 1200-1400 Max Hr 1600-1800 Max Hr Bi-Directinal 220 217 213 205 29 30 26 Nrthbund 104 102 96 99 9 11 16 Suthbund 116 115 117 106 22 19 14 Figure 04: Vehicle Cunt Breakdwn Cwie Street Weekday (5 day) Average Measured at # 2 Cwie Street Full Week (7 day) Average Sat Ttal Sun Ttal 0700-0900 Max Hr 1200-1400 Max Hr 1600-1800 Max Hr Bi-Directinal 370 409 402 *670 37 45 44 Nrthbund 186 205 199 329 26 24 18 Suthbund 184 204 203 341 11 21 26 These Sunday ttals n Sarawia Street and Cwie Street were larger than can be expected and measured again ver a 10 hur perid t establish mre reliable daily limits. 10
Rad Netwrk Assessment As well as including the ecnmic impact f increased jurney times fr rad users in the benefit cst analyses fr each develped ptin, Auckland Transprt engaged traffic cnsultants Flw t prvide an assessment f the traffic netwrk impact the develped ptins wuld have n the lcal rads. The rads this assessment cvered include Parnell Rad, Ayr Street, Bassett Rad, Middletn Rad, Remuera Rad and the intersectins f these rads (as highlighted in fig 05 belw). Figure 05: Transprtatin Assessment Study Area The predicted changes t these rads include traffic flws, delays at intersectins and travel times n key rutes. The results f the assessment were cnclusive in their findings that there are n substantial changes t the traffic mvements arund the greater area. See belw fr the assessed changes frm each ptin. Refer t Appendix sectin ne fr the full assessment. 11
Figure 06: Changes t intersectin delays as a result f develped ptins Optin Changes in Intersectin Delays Furneaux Way (Middletn Rad/James Ck Cres Intersectin Cwie Street Bridge (Cwie Street / Parnell Rad) Newmarket Park Rad (Newmarket Park access rad / Ayr Street intersectin) Mrning Peak Traffic exiting James Ck Cres increased wait frm 15 t 16 secs Right turning traffic ut f Cwie St increased frm 47 t 49 secnds Negligible Increase Evening Peak Negligible increase Right turning traffic ut f Cwie St increased frm 56 t 61 secnds Right turning traffic ut f the park, increased wait frm 65 t 73 secnds The underpass ptins cnsidered subsequently t Flw s reprt d nt invlve any change in existing traffic mvements. All vehicles accessing Laxn Terrace and Yungs Lane still make use f Sarawia Street nly. Planning Assessment Tnkin & Taylr Ltd (T&T) were engaged by AT t identify the resurce cnsent requirements f the initial three shrt-listed ptins and did nt include Optin 4. Refer t Appendix sectin tw fr the full RMA Scping Reprt. As identified belw, all f the ptins will have an element f significant stakehlder interest, which has been demnstrated thrugh the engagement that Auckland Transprt has undertaken n the prject t date. Newmarket Park wuld be particularly difficult frm a cnsenting perspective due t the cmplexities f undertaking wrks n a clsed, stabilised landfill. Prvided land wnership matters can be reslved fr the Furneaux Way thrugh rad and Cwie Street Bridge ptins in advance (r in parallel) f seeking the RMA apprvals, Auckland Transprt culd reasnably anticipate t prgress these ptins thrugh the RMA prcess with greater ease than that f Newmarket Park. Optin 1: Cwie Street Bridge Planning Assessment The site is nt whlly within the railway designatin and privately wned land is required n bth sides f the rail crridr. It may be pssible t reduce the encrachment f the wrks thrugh the detailed design prcess, resulting in land acquisitin nly being required n Cwie Street. 12
In terms f RMA cnsents and apprvals, the prpsed wrks will be cvered by an OPW and the necessary resurce cnsents, r may be prgressed thrugh a NR prcess. In this respect, gaining the necessary RMA apprvals fr the prpsed wrks shuld be relatively straight frward. If encrachment int Newmarket Park can be avided, envirnmental effects are likely t be minr and generally limited t standard cnstructin wrks matters. The site is within clse prximity t residential prperties, thus requiring effective mitigatin measures (landscaping, screening, urban design enhancements) t reduce ptential fr effects. It is nted that there is likely t be interest frm stakehlders n the urban design f the bridge structure. Optin 2: Furneaux Way Cnnectin Planning Assessment There are land wnership cmplexities fr the vehicular use f the access-way and Furneaux Way as part f the wrks, and it wuld be critical t reslve these matters prir t prgressing the RMA apprvals fr bth alternatives t this ptin. The key cnstraint t prgressing any f the duble lane Furneaux Way ptins is prperty acquisitin. In terms f RMA cnsents and apprvals, as the prpsed wrks will largely be undertaken acrss established access-ways, cnsents will be relatively straight-frward. Due t the established nature f the access-ways, envirnmental effects are likely t be limited t access, circulatin, nise and urban design. Given the prximity f the site t residential dwellings, affected party apprval frm adjacent residents wuld assist in expediting a cnsent prcess. Optin 3: Newmarket Park thrugh Rad Planning Assessment Newmarket Park is managed n behalf f Auckland Cuncil by the Parks, Sprt and Recreatin Department, wh wuld be required t prvide apprval fr any prpsed wrks within the park. Furthermre, a prtin f Newmarket Park within the ftprint f wrks is a clsed landfill, and this is managed by Cuncil s cntaminated land and clsed landfill team in the Land and Castal Remediatin Grup. This team wuld als be required t prvide landwner apprval fr any wrks within the park. The site has been subject t substantial earthwrks fr rehabilitatin and stability, including re-vegetatin upn cmpletin. Undertaking further wrks within this area t prgress this ptin is likely t be unfavurable with surrunding residents, and ptentially challenging fr sme departments within Auckland Cuncil. 13
In terms f RMA cnsents and apprvals, the prpsal wrks will be subject t a number f requirements relating t vegetatin clearance and general wrks that are nt cnsistent with the existing zning. In this respect, gaining the necessary RMA apprvals fr the prpsed wrks is likely t be cmplex. The site has significant public and stakehlder prfile, therefre any wrks within the Park is likely t require effective mitigatin measures (landscaping, screening, urban design enhancements) t reduce ptential fr effects. Als nted by T&T is that Lcal Bards have been prvided with delegated authrity as landwner f parks and reserves within their regin. This is the case with the Waitemata Lcal Bard, s ultimately decisin making sits with the Lcal Bard. Optin 4: Underpass Planning Assessment N planning assessment has been undertaken t date. If this ptin were t be prgressed, an assessment wuld need t be cmpleted. Stakehlder Relatinship Management and Engagement The current phase f investigatin int the remval f the Sarawia Street level crssing has seen a high level f public engagement, thrugh the frm f clsed stakehlder meetings, public frum presentatins, infrmatin letter distributin and infrmatin access thrugh the use f an AT website page. A survey gauging resident preferences fr the three ptins under cnsideratin ran frm December 2012 thrugh t 24 th April 2013, with cmments and feedback received after that date incrprated where pssible. In additin t the public engagement, AT have been in clse cntact with the Lcal Bard via their transprt cmmittee, presented an update t the June 2013 Lcal Bard meeting requesting their frmal feedback and has met with members f the Bradway Park Residents Sciety, Newmarket Cmmunity Assciatin and Parnell Cmmunity Cmmittee. Refer t Appendix sectin three fr a full list f the Key Stakehlders related t this prject and the presentatin prvided t the Lcal Bard. Letter Drp Cmmunicatin with key stakehlders that are likely t be directly affected by the remval f the level crssing, and pssibly the develpment f the new access rute, has primarily been thrugh the delivery f infrmative letters and updates t the Auckland Transprt website. The letters, as utlined belw, have been distributed in the lead up t planned 14
public cnsultatin gatherings, prviding details f the events, website infrmatin and cntact details fr any queries and feedback: - Letter t Bradway Park Residents Sciety requesting a meeting with the Bdy Crprate and members. - Letter t the wider cmmunity affected by the Sarawia Street level crssing remval, infrming them f the December 2012 public frum. - Secnd letter t the wider cmmunity prmpting feedback fllwing the public frum in April 2013. Refer t Appendix sectin three fr cpies f the letters that have been distributed. The catchment area fr distributin t the wider cmmunity letter was selected n a gegraphical basis, extending t the rads/prperties that wuld be affected directly by ne f the preferred ptins: Cwie Street Sarawia Street Laxn Terrace Yungs Lane Furneaux Way James Ck Crescent Ayr Street frm Parnell Rad, inside Newmarket Park, dwn t the rundabut Stakehlder Meeting (Bradway Park Residents Sciety) In rder t gauge the key stakehlder reactin t the implementatin f Optin 2Furneaux Way, Auckland Transprt held a clsed grup meeting with participants frm the Bradway Park Residents Sciety (BPRS), wh are the cntrlling bdy f the varius subdivisins t the suth f Newmarket Park, f which Furneaux Way and parts f Laxn Terrace are included. This meeting was held n 22 nd Nvember 2012 at the Bradway Park Recreatin Centre and was chaired by David Williams QC with members f Auckland Transprt in attendance t present the Laxn Terrace Furneaux Way cnnectin as a pssible ptin under cnsideratin. The meeting was well attended by BPRS members, all with an interest in the ptins being evaluated by Auckland Transprt. The presentatin given by Auckland Transprt at the meeting is attached in Appendix sectin three. 15
Public Frum Fllwing the Bradway Park Residents Sciety cnsultatin, Auckland Transprt cntinued t investigate the varius ptins fr the remval f the level crssing at Sarawia Street and arranged a public frum t present ptins t lcal residents and interested parties. Thrugh a letter drp Auckland Transprt engaged the wider Newmarket Park, Furneaux Way, Laxn Terrace, Yungs Lane, Sarawia Street and Cwie Street cmmunity. Members f each area were present at the frum held n the 12 th December 2012 alng with representatives frm the Lcal Bard, Newmarket Cmmunity Assciatin and Parnell Cmmunity Cmmittee. The frum was chaired by Auckland Transprt and had apprximately 110 peple in attendance. A breakdwn f the crwd utlined a large presence frm peple directly affected by the Laxn Terrace Furneaux Way cnnectin and this was evident thrughut prceedings, with a primarily negative respnse t the Optin 2 and the need t decmmissin the crssing. It is nted that althugh feedback during the public frum was vertly against an ptin invlving Furneaux Way, the subsequent respnse frm the cmpiled survey frms sent in by peple bth at the frum and unable t attend has seen a mre even spread f pinins n the preferred ptin, r in this case the nn-preferred ptin. Auckland Transprt discussed the level f investigatin carried ut n the prject t date, including the previus studies. Each f the three favured ptins (refer Develped Optins) were cvered in detail. Refer t Appendix sectin three fr the presentatin displayed at the frum. The public frum itself was nt intended as a Q&A sessin, rather an infrmatin evening frm which all parties present were able t submit feedback thrugh the Auckland Transprt cmmunicatins team and selected persnnel. Althugh discussins were facilitated n the evening, the primary surce f feedback remained the survey frms and has since been cmpiled and respnded t thrugh the supply f further dcumentatin n the Auckland Transprt website. Website As a means f quickly and evenly distributing infrmatin, Auckland Transprt is making use f a website link frm the main Auckland Transprt page. http://www.aucklandtransprt.gvt.nz/imprving-transprt/sarawia-stcrssing/pages/default.aspx This website address has been clearly cmmunicated n all distributed letters and highlighted in all frums and discussins with stakehlders. The website includes the relevant dcumentatin n each f the preferred ptins, cmmentary frm KiwiRail describing the main reasns fr the clsure f the crssing, transprtatin studies carried ut t help assess the best pssible utcmes and feedback frms. 16
Refer t Appendix sectin three fr the Auckland Transprt webpage. Land Acquisitin Sme f the ptins explred in the next sectin f this reprt require the acquisitin f private land. Assumptins have been made in the csting f the shrt-listed ptins that will need t be refined during a mre detailed cnsultatin prcess nce a preferred ptin has been selected. The apprpriate cnsultatin with the directly affected parties f the preferred ptin will take place fllwing Bard apprval f a preferred ptin. Due t the unusual nature f acquisitin f a private rad, Auckland Transprt have engaged Simpsn Griersn t prvide legal advice n the rights f Auckland Transprt fr the acquisitin f Optin 2 Furneaux Way shuld an agreement with the Bradway Park Residents Sciety nt be reached. The findings f the reprt utline tw pssible avenues by which the status f Furneaux Way can be altered t legal rad: - By acquiring the interest f the Bradway Park Residents Sciety under the Public Wrks Act 1981; - By declaring Furneaux Way t be public rad under s349 f the LGA74. Refer t Appendix sectin fur fr the full reprt frm Simpsn Griersn. 17
Defining the Optins D Minimum The D Nthing ptin has nt been cnsidered as a viable ptin as KiwiRail have advised that at minimum, when rail service frequencies increase thrugh the crssing the current half-arm barriers wuld be unacceptable frm a safety perspective, requiring additinal measures such as lnger barrier arms and the presence f dedicated persnnel t mnitr the crssing. Therefre the D Minimum has been used as the baseline fr this prject, which invlves the retentin f the level crssing with dedicated persnnel t ensure safety f rail and rad user. Hwever, this is als nt seen as a viable ptin if a higher frequency timetable is intrduced as planned, as retaining the crssing in any frm wuld remve all resiliency frm the rail netwrk t recver frm netwrk delays and therefre maintaining reliable passenger services wuld becme increasingly difficult. Hwever, the D Minimum ptin prvides a reference pint t assess the relative benefit-cst relatinship f the shrt-listed alternative rute ptins utlined in the Develped Optins sectin f this reprt. Earlier surveys carried ut by KiwiRail in 2011 indicated that if the level crssing remains in place, train travel times thrugh this area will be increased by 30 secnds. This is a significant dis-benefit t each f the train passengers using this sectin f track. 18
Underpass The pssibility f lwering the rad carriage way was explred in the riginal 2004 level crssings reprt and quickly dismissed due t the significant civil wrks that wuld be required. The underpass ptins explred in these early reprts linked Sarawia Street t Laxn Terrace directly and wuld cause severe shrt and lng term disruptin t residents f bth rads. High level discussins have taken place arund the pssibility f an underpass frm Railway Street t Laxn Terrace, the thught prcess being that this rute wuld be easier t achieve than the underpass frm Sarawia Street t Laxn Terrace due t the much lwer grade entry pint at Laxn Terrace. Hwever the lgistics f entering frm Railway Street are still extremely cmplex and expensive, ultimately remving this as a feasible ptin. As a result f these early findings an underpass ptin was initially dismissed by AT during this current stage f investigatin, hwever input frm an affected residents grup led t the repening f underpass investigatin explred in Develped Optins as Optin 4. Figure 07: Indicative Underpass Rutes Explred Sarawia St Laxn Tce Direct Railway Street Rute Recently Investigated Rute 19
Overbridges Grade separatin f the Sarawia Street level crssing has als been explred in the frm f rad ver rail bridges. Optins frm Sarawia Street and Cwie Street have been investigated. A rad ver rail bridge frm Sarawia Street t Laxn Terrace was cnsidered and discunted as a nn-viable ptin due t tplgical and gegraphic cnstraints assciated with rail clearance, rad gradient and prperty access issues. Cwie Street ffers a mre feasible slutin, as utlined in bth the URS study 2007 and Fultn Hgan/Opus study 2011. (See Develped Optins, Optin 1). Figure 08: Indicative Rad ver Rail Bridges Explred Cwie Street Bridge Rute Sarawia Street Bridge Rute 20
Newmarket Park Rads Tw ptins fr a rad thrugh Newmarket Park have been investigated, bth linking Laxn Terrace with Ayr Street. Each rad arrangement carries with it significant risk requiring extensive structural and getechnical wrk, rad gemetry, land acquisitin and cnsenting elements. The tw rads bth run nrth east frm the current level crssing, with ne rad fllwing the rail crridr arund t the nrth befre turning back east adjining Ayr Street thrugh a private prperty (17 Ayr Street). The secnd rad fllws the alignment f the existing pedestrian path thrugh the park befre tying int the carpark entrance ff Ayr Street. The rad arund the park was discunted due t numerus unknwn factrs arund the grund stability fr this rute, steep gradient and additinal land acquisitin requirements. The rad thrugh the part was develped as Optin 3 (See Develped Optins). Figure 09: Indicative Newmarket Park Rads Explred Rute thrugh NM Park Rute arund NM Park 21
Furneaux Way Cnnectins Furneaux Way is a 65m private rad situated between tw public street cul-de-sacs (Laxn Terrace and James Ck Crescent). It is a higher density street than Laxn Terrace, with a mix f small and medium sized apartment buildings. Currently there is a 20 metre lng pedestrian paved ftpath cnnecting Furneaux Way t Laxn Terrace cntrlled by Auckland Transprt. Opening up cnnectins between Laxn Terrace and Furneaux Way thrugh the use f this access way have been cnsidered thrughut each f the varius reprts. Optins ranging frm duble lane rads with pedestrian ftpaths t a single lane shared space are included in the latest investigatins carried ut by Opus. All f the ptins fr cnnectins t Furneaux Way are feasible frm a cnstructin and implementatin perspective, althugh the land acquisitin csts and ptential building demlitin assciated with the duble lane ptins makes these cmparatively expensive and disruptive sub-ptins. These were explred further as Optin 2a and 2b (See Develped Optins) Figure 10: Furneaux Way Cnnectin Furneaux Way Cnnectin 22
Parnell Rad Cnnectins (Mbil) The public frum held in December 2012 prmpted feedback suggesting explratin f the pssibility f a rad frm the nrthern end f Laxn Terrace running alng the rail crridr t jin Parnell Rad by the Mbil Statin (506-522 Parnell Rad). Discussins with design cnsultants led t further cnsideratin f tw similar rutes cnnecting with Parnell Rad at 524 and 526. Each f these rutes were discunted thrugh high level discussins due t the getechnical issues fr the rad, similar t the Newmarket Park ptins, inflated csts due t the extended rad gemetry in additin t the structural requirements ver the rail crridr, and finally the traffic cnstraints f adding anther intersectin clse t the cmplex Ayr Street / Dmain / Parnell Rad intersectin. Figure 11: Indicative Parnell Rad Cnnectins Rute via Mbil Statin Rute via 524 Parnell Rad Rute via 526 Parnell Rad 23
Develped Optins The investigatin carried ut t date by the varius parties invlved with this prject saw the emergence f three shrt-listed ptins that have since been develped and discussed n a mre detailed level. In additin t these three ptins a furth ptin was develped at a later stage as a result f the public cnsultatin prcess. The fur ptins have been included in the benefit cst rati (BCR) analysis explred in the fllwing sectin f the reprt. Optins that have nt been investigated past a high level include: vehicle underpasses frm Railway Street and directly between Sarawia Street and Laxn Terrace, a rad ver rail bridge at Sarawia Street, cnnectins t Parnell Rad thrugh r near the Mbil Statin and a rad arund Newmarket Park. The develped ptins are as fllws; (fr mre infrmatin n the develped ptins refer t Appendix sectin six). Optin 1: Cwie Street Bridge A rad ver rail bridge frm Cwie Street t Laxn Terrace was first investigated in the 2007 reprt by URS. Further detailed investigatin n the pssibility f a bridge was carried ut by Opus and Fultn Hgan in 2011 and by Opus in 2012 as part f their reprt t Auckland Transprt, including alternative alignment ptins and the pssible structural assembly f the bridge and surrunding rads. This phase f wrk als lked at the arrangements fr the terminatin f Sarawia Street and effects n the prperty at 9 Cwie Street. A bridge frm Cwie Street will directly impact a limited number f residents, with nly ne prperty at the end f Cwie Street (Number 9) requiring a small degree f land acquisitin. The remaining dwellings n Cwie Street wuld be infrmed f any plans t mve ahead with the ptin and their feedback n a design sught. Supprt frm KiwiRail wuld als be required, especially as this slutin includes cnstructin ver an electrified rail line. There are additinal risks invlved with any develpment taking place n r near Newmarket Park land as detailed in the discussin f that ptin. Mving the pint f access t Laxn Terrace frm Sarawia Street t Cwie Street is the ptin that invlves minimal change fr members f Laxn Terrace and als frequent users f the Laxn Terrace entrance t Newmarket Park. It has little r n effect n the current traffic cngestin f the wider area, as the vehicles frm Laxn Terrace and Yungs Lane are still exiting nt Parnell Rad, 400 metres further nrth. There are pprtunities fr a Cwie Street bridge t cmplement the Greenway cycle and walking link supprted by the Waitemata Lcal Bard. Public feedback has been mixed n this ptin, as it is the preference f residents surveyed wh live in the Bradway Park area, and has apprximately even supprt with 24
Optin 2 frm residents in Sarawia Street, Laxn Terrace and Yungs Lane. Hwever, the rad bridge wuld have a ntable physical presence and this ptin is ppsed by Cwie Street residents and has limited supprt frm Ayr Street residents. The ecnmic case fr this ptin is Lw, with a BCR f 1.8. Figure 12: Prpsed Cwie Street Bridge Design Optin 2: Furneaux Way Shared Single Lane Rad Cnnectin t Furneaux Way has been highlighted as an ptin thrughut each f the reprts dating back t 2004, with each reprt differing frm the previus in terms f the bstacles this ptin raises. The main differences are centred n the extent f land acquisitin and the legal right fr the use f Furneaux Way, a private rad. The duble lane ptin (Optin 2a) is high cst and wuld invlve land acquisitin and building demlitin t sme degree, and prvide Lw benefits when the benefit-cst ratis are assessed. Hwever, as investigatins have prgressed and the range f vehicular access quality has been explred in mre detail, the mst efficient and least disruptive ptin fr a cnnectin has been identified as the single lane shared zne rad (Optin 2b). This ptin des nt invlve the purchase f any adjacent prperty land and can be implemented in a very shrt perid f time with minimal disruptin t nearby residents. A traffic safety review was carried ut by Traffic Planning Cnsultants Ltd t assess the safety risks invlved with the single lane slutin. This highlighted sme areas f cncern, mainly arund the identificatin f the cnnectin as a shared zne and ensuring that the public were aware f the hierarchy f vehicles and pedestrians within the zne, bth f which are able t be dealt with thrugh signage and rad markings. The ne-lane cnnectin wuld be wide enugh fr emergency and large vehicles. 25
This cnnectin wuld have a large effect n the residents f Furneaux Way, with a significant but lesser effect n nearby streets including James Ck Crescent and Middletn Rad. Auckland Transprt wuld require Furneaux Way t be cnverted int a public rad, therefre taking wnership f this land and maintenance respnsibility. AT received a frmal respnse frm Bradway Park Residents Sciety n 28 March 2013 advising that they are nt supprtive f the ptin, preferring a bridge frm Cwie Street t Laxn Terrace (Optin 1). If n agreement can be reached, there are prvisins under the Lcal Gvernment r Public Wrks Act that culd affect changing the status f the rad frm private t public. Legal advice frm Simpsn Griersn indicates that there is a strng case fr a favurable utcme shuld AT prceed in this directin althugh the prcess t secure a reslutin may be prtracted. A single-lane shared space rad cnnectin wuld prvide a lesser level f amenity cmpared t the tw-lane ptins being cnsidered fr a Cwie Street bridge r Newmarket Park Rad, albeit nly ver the 20m length f the existing walkway. Resident survey feedback n this ptin has been strngly negative frm Bradway Park residents, mixed frm Sarawia Street, Laxn Terrrace and Yungs Lane residents and supprtive frm Cwie Street and Ayr Street residents. As with the Newmarket Park alternative access, a cnnectin t Furneaux Way will als require the cnstructin f a pedestrian bridge between Newmarket Park and Sarawia r Cwie Streets. The ecnmic case fr the single-lane ptin is Medium, with a BCR f 3.2. The ecnmic case fr the duble-lane ptin is Lw, with a BCR f 1.3. Figure 14: Prpsed Cnnectin t Furneaux Way 26
Optin 3: Newmarket Park thrugh Rad Cnceptual explratin f the tw Newmarket Park thrugh rad ptins by Opus in 2012 fund a range f technical bstacles assciated with each ptin. These issues were largely cnnected t the histric use f Newmarket Park as a land fill site, and resulting gelgical and civil challenges this creates. As a result f discussins with Opus, the thrugh rad was identified as the mre viable ptin, due t less area f rad being lcated ver unstable land, n requirement fr the acquisitin f private land and the pssibility t tie in with an existing entry/egress pint n Ayr Street, rather than creating anther intersectin in an already cngested area. A rad thrugh Newmarket Park expands the existing walkway bisecting the reserve and ties int the current car parking area. Mre defined design wrk has been carried ut by Opus during the latest stage f investigatin t determine the pssibilities fr rad alignments, car parking spaces and the safety f the ptin. The entrance t Newmarket Park is currently clsed at night t reduce litering and assciated crime. If access t Laxn Terrace was t prceed via the park this gate wuld need t remain pen at all times, and wuld be likely t increase the incidence f night time litering by peple wh d nt live in the area. Advice frm AT Prperty is that if AT cmpensated AC Parks fr the land used by the rad, AT wuld likely be able t prceed. Hwever further investigatin by T&T int the authrity ver the park has identified the imprtant rle that the Lcal Bard have with respect t any decisins t use park land fr an alternative access ptin. Resident survey feedback n this ptin has generally been negative. The Auckland Cuncil Parks, Sprt and Recreatin Department, the Lcal Bard and Parnell Cmmunity Cmmittee all ppse this ptin. The requirement fr all frms f level crssing t be remved at Sarawia Street, nt just vehicular as first thught, means that the Newmarket Park thrugh Rad ptin will als require a pedestrian and cycling bridge t / frm either Sarawia Street r Cwie Street t satisfy the public needs fr a nrthern pint f access between Bradway and Newmarket Park. As a result f the negative feedback frm numerus parties, especially the frmal respnse frm the Lcal Bard rejecting the ptin, Newmarket Park is n lnger seen as a viable slutin. The ecnmic case fr this ptin is Medium, with a BCR f 3.0. 27
Figure 13: Prpsed Newmarket Park Rad Layut Optin 4: Sarawia Street t Laxn Terrace Underpass As a result f the public cnsultatin and stakehlder engagement, an underpass ptin was presented t Auckland Transprt by the Parnell Cmmunity Cmmittee that had nt previusly been explred, with a rad running parallel t the rail line in KiwiRail land. This underpass alignment was investigated further by AT in respnse. The alignment f the access rute begins frm the suthern end f Sarawia Street and heads suth west alng the western side f the rail tracks, drpping frm rad level at Sarawia Street t a depth that allws clearance beneath the rail crridr. At this pint the rad turns suth east under the rail crridr and cnnects t Laxn Terrace apprximately 60 metres frm the current level crssing. Opus was engaged t investigate the feasibility f this access ptin. Three ptin schemes were develped in mre detail with tw f these being identified as ptential alternative access rutes, fitting within the gemetry f the site. Hwever there are still getechnical and KiwiRail access issues (t Newmarket Triangle) arund the ptin that have nt been dealt with in the ptin design t date. A traffic safety review has been carried ut n the tw ptins that have been highlighted as achievable by Opus. This safety review identified a number f cncerns with the design arund large vehicle tracking, visibility, ftpath frmatin and cnnectin with the existing rads. Each f these items shuld be pssible t address with further design. Refer t Appendix sectin six fr the full Traffic Safety Review. The cst cmparisn with the previus develped ptins shwed that the underpass is the mst expensive ptin, with high level estimates identifying a cst f $9.0m (Alignment 1) 28
and $7.5m (Alignment 2). Assuming prgressin f the lwer cst Alignment 2, this prvides a Lw BCR f 1.3. Figure 15 and 16: Prpsed Underpass Alignment 1 (tp) and Alignment 2 (bttm) 29
Evaluatin Assessment The evaluatin carried ut fr in this reprt fr the purpse f generating BCR values was fully cnsistent with the NZTA Ecnmic Evaluatin Manual (EEM). Cst and benefit streams were calculated ver a 30 year perid and discunted at 8% p.a., with the first year f the evaluatin perid being 2013/14. Refer t Appendix sectin seven fr the full business case reprt. The evaluatin tk int accunt the fllwing benefits and dis-benefits which wuld result frm remving the level crssing: Time savings fr rail passengers Pssible extra jurney time fr vehicles Pssible extra jurney time fr pedestrians Rail Patrnage AT Operatins have nt cmpleted mdelling needed t precisely determine the vlume f rail patrnage passing thrugh the Sarawia Street crssing at this pint in time. Hwever, AT Operatins have prvided interim data used in the design and develpment f Parnell Statin. The indicative mdelling used fr the planning f Parnell Statin utlines apprximate 2016 patrnage values f 7,500 passengers n this sectin f track in the mrning 2 hur peak perid which, using standard scaling factrs equates t 25,000 passengers per day (weekday). As f August 2012 these numbers are estimated at circa 3,700 in the mrning peak and 14,000 acrss an entire day. The number f passengers thrugh this track has a direct effect n the BCR calculatins, as the time cnstraints that the crssing places n trains is measured by the number f train users. Therefre the 30 secnd delay caused by the level crssing (as utlined in the 2011 KiwiRail reprt n the clsure f the crssing), is attributed t each f the 25,000 passengers ging thrugh this sectin f track each day. Figure15: Rail Patrnage thrugh Sarawia Street Level Crssing Mrning Peak (2 hurs) Daily Ttal Current Rail PAX (2012) 3700 14000 Future Rail PAX (2016) 7500 25000 30
Time/Distance changes fr Vehicles and Pedestrians In rder t quantify the time/cst changes fr each f the develped ptins in terms f distance travelled by car, the analysis has measured the distances by rad t Laxn Terrace frm tw lcatins: Suth: the junctin Bradway /Remuera Rd Nrth: the junctin Ayr St /Parnell Rd It has been assumed that f traffic entering r leaving Laxn Terrace, 60% wuld be t /frm the nrth (CBD) and the remainder, the suth (Newmarket and beynd). The rad distances are shwn in fig. 16, which als shws the extra distance invlved fr each ptin relative t the D Minimum. These have been used in the evaluatin f car user impacts. Figure 16: Distances by rad t Laxn Terrace (metres) D Minimum Furneaux Way Link Newmarket Park Rad Cwie St Bridge Frm Suth 2750 2250 4250 3000 Frm Nrth 1500 4750 1500 1500 Distances (m) relative t Opt 1 Frm Suth -500 1500 250 Frm Nrth 3250 0 0 The distances utlined abve have been cnverted int times using an average car speed f 30kph and the extra times have then been mnetised and included in the benefit calculatin, refer fig. 20. Fr pedestrians, the situatin is different. Pedestrians t/frm the suth (Bradway /Remuera Rd) are likely t be already using Furneaux Way s any changes at the crssing will be immaterial. Fr pedestrians t / frm the nrth (Parnell Rd e.g. t catch a bus int twn) the new Cwie r Sarawia Street bridge wuld allw pedestrians t avid the delays at the crssing. In light f this it has been assumed that with all the ptins there wuld be n dis-benefit t pedestrians. In rder t cnvert the patrnage and rad user benefits int dllar values all calculatins used a suitable value f time (per hur), taken frm EEM, as shwn in fig. 17. 31
Figure 17: NZTA Ecnmic Evaluatin Manual Values User Type peak ff-peak Update factr 1.37 1.37 Frm NZTA: updates frm the 2002 values in EEM t a 2013 value Rail passenger (same as car ccupant) $10.14 $9.18 Car (urban arterial) $17.02 $21.43 Including update, frm EEM varius tables giving value f time and traffic breakdwn per hur by purpse Pedestrian $10.14 $9.18 Same as rail passenger The assumptins abut annual transprt grwth in future years f the evaluatin are given in fig. 18. The relatively lw rate fr traffic reflects the fact that further develpment in Laxn Terrace is unlikely, s any grwth wuld nly arise frm increased car use by apprximately the same number f residents. The rail passenger grwth rate is typical f histric Public Transprt grwth in Auckland but belw that f rail alne; in additin any increase in rail patrnage as a result f the imprved rail jurney time has nt been taken int accunt, meaning that the reprted benefits will be cnservative. Figure 18: Annual Transprt Grwth User type Annual grwth Pedestrians and cars 1.0% Rail passengers 3.0% Cst Estimates The cst estimates have been prepared thrugh a cmbinatin f the cnstructin csts utlined by Opus fr the varius ptins alng with assistance frm the AT Prperty Team t determine apprximate land acquisitin csts fr the numerus parcels f land that are required t be purchased. Additinal cst estimating assistance has been gained frm Cuesk Cst Cnsultants t prvide high level pricing f the recent underpass access ptins cmpared with the already develped ptins (Cwie Street Bridge, Furneaux Way). Bth the Cwie Street bridge and Furneaux Way ptin csts were re-evaluated t bring them in line with assumptins used by Cuesk in evaluating the underpass csts. The table belw highlights the base capital cst f each ptin, which includes a 10% cntingency. This includes the design, cnstructin and land acquisitin csts assciated with the implementatin f a selected design. Each base cst is accmpanied by tw utlying figures in the frm f a minimum and maximum cst. These have been generated thrugh discussins within AT and with external cnsultants invlved in the investigatins, and these variatins n the base csts are utilised fr the sensitivity testing later in the reprt. 32
Refer t appendix sectin six fr a mre detailed breakdwn f the ptin csts. Figure 19: Prject Capital Cst Estimates Optin Min Cst Base Cst Max Cst Optin 1: Cwie Street Bridge $5.2m (base -10%) $5.72m $6.86m (base +20%) Optin 2a: Furneaux Way Duble Lane + Ped/Cycle Bridge $5.44m (duble lane shared, Cwie pedestrian bridge, 50% land acquisitin) $6.53m (duble lane separated, Cwie pedestrian bridge, 50% land acquisitin) $10.89m (duble lane separated, all prperties purchased, Sarawia bridge) Optin 2b: Furneaux Way Single Lane + Ped/Cycle Bridge $2.47m (single lane shared, Cwie pedestrian bridge) $3.24m (single lane shared, Cwie pedestrian bridge) $4.05m (single lane separated, Sarawia pedestrian bridge) Optin 3: Newmarket Park thrugh Rad + Ped/Cycle Bridge $3.42m (basic parking, Cwie pedestrian bridge) $3.70m (enhanced parking, Cwie pedestrian bridge) $4.43m (enhanced parking, Sarawia pedestrian bridge) Optin 4: Underpass Alignment 2 $6.82m (base -10%) $7.51m $9.01m (base +20%) Cst estimates used in the BCR calculatin are based n the csts abve and additinal maintenance and renewal cst estimates ver a 30 year perid using the fllwing estimates: Item Cst Estimate Rad Carriageway Underpass Ftpath Street Lighting Signs and Rad Markings $5,500 per km per year $2,200 per year $850 per km per year $4,200 per km per year $130 per km per year 33
Drainage Rad resurfacing: chipseal Rad resurfacing: AC $2,700 per km per year $7 per sq. m per 10 years $25 per sq. m per 10 years Ecnmic Outcme / Benefits The results f the ecnmic evaluatin are presented in fig. 20. Figure 20: Ecnmic Evaluatin Results Item Optin 1: Cwie St Bridge Benefits 2016: Reduced delays t rail passengers and Benefits 2016: Remve delays t level crssing users Dis-benefits 2016: Delays t rad traffic Present value f benefits, $m Present value f dis-benefits, $m Present value f net benefits, $m Present value f net csts, $m Optin 2a: Furneaux Way Duble Lane Optin 2b: Furneaux Way Single Lane Optin 3: Newmarket Park thrugh Rad Optin 4: Underpass Alignment 2 $612,620 $612,620 $612,620 612,620 $612,620 $6,040 $6,040 $6,040 $6,040 $6,040 $6,460 $113,040 $113,040 $38,760 $0 $7.74 $7.74 $7.74 $7.74 $7.74 $0.07 $1.22 $1.22 $0.42 $0 $7.67 $6.52 $6.52 $7.32 $7.74 $4.21 $4.87 $2.05 $2.46 $5.74 Ttal BCR 1.8 1.3 3.2 3.0 1.3 The benefits fr all ptins are dminated by the benefits t rail passengers s the BCR depends largely, but nt entirely, n csts, with lwer cst meaning a higher BCR. The disbenefits frm additinal vehicle jurney times t and frm Laxn Terrace / Yungs Lane users are minimal in cmparisn t the rail passenger benefits, and the differential pedestrian walking distances are smaller again if anything at all due the requirement t keep pedestrian access t Laxn Terrace and Newmarket Park frm the nrth, whether this be frm Cwie Street r Sarawia Street. The Present Value (PV) Csts d nt align with the ptin csts utlined in fig. 19 due mainly t the fllwing; 34
The PV Csts are relative t the D Minimum csts, in this case the $75k per year t man the crssing. These csts are als based ver an extended perid f time, with any csts being spent after the first year being subject t the discunt rate utlined by the EEM. Csts include maintenance and renewals estimates calculated ver a 30 year perid, as per the EEM. In terms f the NZTA assessment prfile, benefits frm all ptins are Lw with the exceptin f the single lane shared Furneaux Way ptin, which delivers Medium benefits. Sensitivity Analysis A series f sensitivities have been tested as utlined belw. The results indicate a gd level f rbustness with adjustments t the key variables f capital and patrnage grwth. Als included is a variatin t the time savings per rail passenger and benefits utside f the peak hurs. Figure 21: Sensitivity Analysis Breakdwn Case BCR Opt 1 BCR Opt2a BCR Opt2b BCR Opt 3 BCR Opt 4 Cmment Base 1.8 1.3 3.2 3.0 1.3 N need t have crssing manned, just full width barrier Maximum expected cst Patrnage 10% higher Patrnage 10% lwer Rail benefit is reliability and s is weighted Lwer benefit per rail passenger 1.5 1.2 2.3 2.3 1.2 N pex in the DM effectively increases the csts f the ther ptins 1.5 0.8 2.4 2.4 1.1 2.0 1.5 3.6 3.3 1.5 1.6 1.2 2.8 2.7 1.2 2.4 1.8 4.4 4.0 1.8 Higher value f rail passenger time see D Minimum 1.2 0.8 1.9 1.9 0.9 Taken as 20 secnds, nt 30 35