'Commercial Bay' named after Commercial Bay which was below the modern day site. Commercial Bay consists of the Commercial Bay (PwC tower) skyscraper and the Commercial Bay Shopping Centre. Auckland Council and proprietors Precinct Properties struck a deal to include tunnels for the City Rail Link directly underneath the premises. On 6 April 2021 at 1pm the surface building (also known as the Central Post Office) was reopened. The opening was attended by Phil Goff and members of the public. The surface building was ceremonially opened by a ribbon cutting. In June 2022, the number of serviceable platforms was reduced to enable the two outermost platforms (1 and 5) to be connected to the tunnels for the CRL and become through platforms. As a result of this, Onehunga line services were shortened to terminate at Newmarket instead of Britomart. Auckland Transport claimed that removing Onehunga line services from Britomart would be the least disruptive option. However, the Public Transport Users Association criticised the move and alleged that 60% of Onehunga line passengers wanted to travel to Britomart. Former Auckland councillor Mike Lee also criticised the change and claimed that rail staff had told him that the change was unnecessary as only one platform would be closed at a time, which still left four platforms for four lines to be operated out of Britomart. Lee explained that one platform was being used to accommodate a spare AM class EMU (the "hot spare") for service disruptions, however he believed that this spare unit could be held further up the line at The Strand Station which would free up a platform for Onehunga line services to continue to operate out of Britomart. Capacity and rail connections The station is designed to serve up to 10,500 passengers during the peak hour as a terminus. Capacity increases will probably not be possible without turning Britomart into a through station, with a tunnel underneath Auckland CBD (see City Rail Link section below). The station has five platforms, and is constrained by the 9.3 m width of the 426 m long double-track access tunnel. Early forecasts predicted that while double-tracking of the surrounding rail network would improve peak time train congestion, the capacity of the corridor would not be reached until about 2020. Growth in train patronage and increased services resulted in the tunnel being at maximum capacity from 2011, almost 10 years earlier than predicted. Because