A revised plan published on 25 August 2004 reduced the number of lanes substantially (2-3 lanes + bus lane in each direction depending on the section), reducing the financial and ecological impact. Banks said he hoped the scheme would be acceptable to the opponents of the scheme, even though around 1,200 houses would still have to be demolished or otherwise affected. The Purewa Creek section was to be aligned on an elevated expressway to avoid damage to the environmentally sensitive area, while the motorway would be sunk into trenches in Glen Innes to reduce disruption. Depending on the connection to the CBD, the scheme would have either entered the city on a widened western Tamaki Drive section after crossing Hobson Bay, or gone through a tunnel under Parnell – which politicians promised would reduce much of the effects on Parnell residents. However the impacts were still high, and the costs rising (with a worst case estimate of NZ$3.9 billion), and at that point the corridor was fast becoming a political boondoggle. The proposed motorway was one of the principal points of contention in the 2004 local body elections and contributed to the defeat of Banks. It also led to the election of two candidates from the Action Hobson protest group who became councillors primarily on the promise to stop the new motorway. The Auckland City Council transport and urban linkages committee decided on 10 December 2004 to scrap the planned motorway component in favour of improved public transport and increased capacity on existing local roads. However the transport reserve remains in place, allowing for the motorway to be undertaken at some point in the future if it becomes economically and politically feasible. Walking and cycling infrastructure Auckland Transport and Waka Kotahi are building Te Ara Ki Uta Ki Tai (the path of land and sea) in this corridor. This will be built in four sections, from Glen Innes to Tāmaki Drive. The first 3 sections are open, and the last section is under construction . Alternative proposals Based on this strong opposition to a major link through this area of eastern Auckland, the AMETI (Auckland-Manukau Eastern Transport Initiative) project was intended to improve the connections of this area towards the south-east (Manukau City), via less problematic routes. The new roads and public transport links were to serve intensified residential and mixed developments like the Mount Wellington Quarry area. In 2010,