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AT Launches the new PT Network

33 comments to AT Launches the new PT Network

  • snap, spotted you in the video there Matt!

  • And well done to those tireless advocates who have been pushing AT to up their communication of this plan……!

  • Christopher T

    A long-awaited example of professional information sharing from AT. As a matter of interest does anyone know where they broadcast these things, aside from the net?

  • Liam W

    Excellent(!!!!) communication, explains the rationale and benefits so well! Such an exciting proposal – well done AT.

    This vid also is ideal template for something on the CRL – no talking heads, no boring technical shit, just visuals like this video showing the limitations of the rail network and how the CRL will fix them – through-routing and so forth.

  • Chris Randal

    One problem that I have is with the cessation of the Great South Road service all the way into town. Sure this duplicates the train but when the train is not available due to train faults/freight train failure/track fault or because somebody at Veolia doesn’t give a damn and cancels services to get back on time there is no alternative because buses are feeding the appalling train network.

    • Daighi

      Bear in mind that this network is designed to work with the new electric trains which are expected to be a whole lot more reliable than what exists at the moment. Ultimately, it should be the job of the rail network to step up its game; not the job of the bus network to cover for rails drawbacks. This is the only way you’ll get an efficient, reliable, integrated multi-modal transport network.

      • Steve D

        The new bus network is supposed to take effect in the South from “mid-end 2014″, well before the electric trains will be running all of the services on the Southern and Eastern lines. On the other hand, hopefully the network will be more reliable with the works for electrification complete, and a few spare trains in case of breakdowns.

    • You raise a good point Chris. In the first instance there is a bus alternative up Great South Rd, but it does involve transferring from bus to bus (and possibly a third bus depending on how far out you are). But it does point out that we will need a proper railbus fleet and processes to manage disruptions and planned closures.

      When the network is so reliant on bus-rail integration there needs to be contingency measures to maintain service if the rail component fails.

    • SteveC

      it has always been my view that buses on a route like Great South Rd serve a different market from the trains, a short trip/long trip opportunity provided by the different spacing of stops & stations

      therefore there needs to be a continuity of bus service along these routes, but it need not be a continuous route along the full length and if the interfaces between bus routes are well planned, i.e. converging on major employment/activity nodes, the need for bus to bus transfers should be minimised

      • Stu Donovan

        yes Steve completely agree. Great South Rd serves at least two quite distinct markets: north of Ellerslie and south of Otahuhu, which deserve much greater frequency than the bit in between. That’s the benefits of developing a connective network – you split it into relatively distinct markets that can each be operated at the frequency they deserve, which enabling connections between them for people making slightly unusual longer trips. Or they catch a train.

  • Great to see this all moving ahead, but why did they release this on budget day? This would appear to minimise the chances of positive and effective coverage, given most journos will be busy with budget stores. Is the threat of old Mr or Mrs X complaining in the herald about losing their bus stop really that scary? :)

  • Sailor Boy

    I really hope that they sort the buses on the Hibiscus Coast out, they are an absolute mess. Should be simple to, an RTN route to Silverdale, then an FSN route to Gulf Harbour, and one to Waiwera, plus 1 route each in Orewa and on the peninsular to act as coverage routes that go hourly.

    • Stu Donovan

      RTN requires grade seperated right-of-way, which you won’t get to Silverdale for a while yet. But if you look at the RPTP (or the map above) you can see that some of the services on the NEX will be extended North to Silverdale.

      • Sailor Boy

        That isn’t how it is going to work though. Nor is it the best way for it to work. My main issue is that there are 15 routes going from town to the coast, yet in the middle of the day you may well have to wait 55 minutes for any of those buses. Again, would be be much better as an RTN (FSN until that can be done) all the way to silverdale and then remove all of the routes that currently do the trip From Silverdale to town.

  • Wow, three different bus routes out of Milford to ease the congestion that won’t happen from development of the town centre. But I suspect that the problem for the vociferous locals has never been about the threat of congestion, but rather that less affluent people would have a chance to move into the suburb.

    • Sailor Boy

      2 actually, but completely agree. My line to sum up their arguments is that ‘we couldn’t possibly allow anyone incapable of buying a million dollar house to move here’

  • Stu Donovan

    do I win the chocolate fish prize for spotting the spelling mistake in the map? Pukehoke?

  • DavidB

    It’s a really nice network diagram, and I was delighted to see an Auckland-wide network that shows services (bus, train and ferry) intended to operate at least every 15 minutes, 7am-7pm, 7 days a week. Well done, AT!

    If it performs as promised it will deliver really strong economic benefits to Auckland, and quite quickly as well. Consistently reliable service frequency is the key to getting success in public transport.

    The section in the full report on ‘farebox recovery’ is also interesting (p.115) in that it shows how different public transport mides are subsidised unequally. Bus fares are about 50% subsidised by the council, train fares are about 75% subsidised and ferry fares are only about 20% subsidised. No wonder that ferries are so expensive then!

    It would also be interesting to see how the comparison with private car use looks, because looking at the billions being poured into roading I suspect that car usage is more heavily subsidised than any of the public transport modes. Don’t know how the road expenditure would translate into per-trip subsidies though, including an equivalent contribution from bus users.

  • nzdn

    Any bets on what the feedback from Auckland Airport will be?

    Probably something along the lines of: “we are against frequent buses which would increase congestion on the already busy routes to the airport. We strongly prefer a train line extension to the airport instead.”

    The unspoken position would be: “we will never let anything screw up our carparking revenues which are a license to print money. The airbus concession is a reasonable little earner too. To deflect criticism we will support a train line in favour of buses as long as there is no money or political will to build track. As soon as rail gains momentum we will find reasons to object. And ultimately, we own the land all around the airport, so nobody can make us improve public transport services.”

  • Sailor Boy

    You could actually put some really nice apartments insome of the areas around the airport aye. Not too close but on the edge of their land, well connected to everything, close to potential large parks etc.

  • R Yap

    This is just a draft map? Because there doesnt seem to be a Northcote to Takapuna line…apart from that it looks good

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