Auckland has no shortage of big road projects on the go at the moment but one of them that has at least improved a bit over the last few years has been the Northern Corridor Improvements project. This plans to convert the last remaining part of SH18 to full motorway standard with some direct motorway to motorway ramps to the north along with extra lanes. The improvement has come in the form of the NZTA now confirming that an extension of the Northern Busway will be part of the project. This a significant change as it had been specifically excluded by the government when the project was accelerated by the government in 2013 – which we understand was against the advice of the NZTA at the time.
The NZTA say the next stage of the project has now been approved which means they’ll be working towards getting consents before starting construction in 2018. As part of this they’ve now come out with an “Approved Draft Plan” which they say includes:
- A new direct motorway to motorway connection between SH18 and SH1, separating motorway traffic from local road traffic.
- Additional motorway lanes in both directions on the Northern Motorway (SH1) between Greville Road and Constellation Drive.
- Extension of the Northern Busway from Constellation Bus Station to Albany Bus Station. Auckland Transport is investigating a new bus station along the extension in the Rosedale area.
- A 5km dedicated shared walking and cycling path on the eastern side of the Northern Motorway (SH1), built alongside the new Busway extension and alongside Upper Harbour Highway (SH18) all the way to Albany Highway. A proposed new walking and cycling bridge across SH1 in Albany will connect Pinehill and East Coast Bays residents with Albany’s shopping, employment and university areas.
- Local road improvements through the Constellation Drive and Caribbean Drive intersections, and a new Paul Matthews Road bridge.
- Further investigation of a proposed bridge over SH18 to improve connections for the Unsworth Heights community
Here is the latest plan which also includes a few changes from the last time we saw the project almost a year ago. The main changes I can see compared to then are:
- They’ve now clarified the connections around Paul Matthews Rd
- They’ve dropped a big swooping on-ramp providing a direct connection from Albany Expressway to the motorway southbound.
- Previously buses would use the bridge at McClymonts Rd to access the busway station before looping back to the motorway via Oteha Valley Rd. Now a new busway bridge will be built directly across the motorway to the station.
- They’ve dropped a potential walking and cycling underpass from SH18 and seem to plan to include a connection as part of a new bridge extending Unsworth Dr
- Previously there was a ‘potential path still under investigation’ showing along SH18 including west of Albany Highway. They’ve confirmed the walking and cycling path as far as Albany Highway but not west of there. This is a shame as the motorway has a much nicer grade than using Upper Harbour Highway
On the busway they say in more detail
It’s now confirmed that the project will include an extension of the popular Northern Busway from Constellation Bus Station to Albany Bus Station. This means buses will be able to travel on a dedicated busway all the way to Albany, reducing travel times and improving public transport options. Auckland Transport is also investigating a new bus station and Park & Ride options in Rosedale along the new busway extension. As part of this, Auckland Transport will look at local road improvements and additional feeder services that could help transport people in and out of the station from the East Coast Bays, North Harbour, and Rosedale. Similar to Smales Farm, it is expected that this station will be a destination station for the many people who work, go to schools or attend sporting activities in the area. It will also provide another station to catch the Northern Express service to and from the city
As part of this final step before going to consenting they are giving people another chance to have a say on the project. Unfortunately, this post is too late for any of the open days but you can still email them or fill in their survey which is focused on a few specific issues like urban design, the new busway station, walking and cycling options and some other local road changes like the potential Unsworth Rd Bridge.
I’d like to see is the busway built first as it would have an added benefit of giving people options during the inevitable disruption that will occur during the construction of the motorway.
One aspect that the NZTA hasn’t talked about since the project was announced is the cost. Back then it was estimated at $450 million but that was without the busway.
On Monday, the Auckland Transport Board are expected to rubber stamp the outcome of the final and biggest of the major consultations for the new bus network, Central and East Auckland. The consultation was held at the end of last year and AT say they received over 3,700 pieces of feedback for the Central network and almost 1,200 pieces of feedback for the East Auckland network. For the Central network 60% of people were in support or not opposed to the proposed changes while in East Auckland that number was 64%.
As a result of the feedback AT say they they have made changes to 29 out of the 52 routes in the central area while in the east 10 out of the 15 routes had changes to them and timetable changes for 8 of them. That’s a lot of changes and not all of them appear to be good, in fact some effectively break the principles behind the new network which I think will undermine the success of it. The biggest concern is in the central area where there now appears to be much weaker cross town services thanks to most of them rerouted, downgraded, truncated or removed entirely. In the end it feels much more like an extension of the status quo than the revolutionary connected network we were promised.
Next I’ll step through the central and east networks separately. Perhaps it’s just the way the image looks in the board paper but one immediate observation of both central and east is the maps feel more cluttered and harder to read compared to those used in the consultation. This seems to be in part due to some of the changes that were made.
Some of the major changes include:
- The outer Link has been retained – although on a modified route between Mt Eden and Newmarket.
- As a result of the Outer Link, the Crosstown 6 route along St Lukes/Balmoral Rd/Greenlane West has been had it’s frequency downgraded and at it’s eastern end, it no longer connects to the Orakei Train Station meaning there is no longer a frequent all day service service there.
- The Crosstown 5 route which also served Orakei as well as proving a connection between Ponsonby, Kingsland, Valley Rd, Mt Eden and Remuera and Mission Bay town centres has been removed. Both this and the Crosstown 6 are suggested to be in part the result of people from Orakei not wanting to transfer to get to the city centre.
- There are a number of new peak only services to the city centre
- The frequent service along Tamaki Dr and a new route through the eastern suburbs will be branded the Blue Link
There are many other many other changes but it is hard to list them all here.
Here’s the final network
As a comparison, here’s the network that was consulted on
To clarify which roads have at least one frequent service to the city all day, AT have the map below. They also say
The final New Network will mean that the arterial routes listed below will continue to have all-day frequent service to and from the City Centre, with enhanced capacity and levels of service (including in most cases 15 minute or better frequencies in the evenings and on Saturdays, Sundays and public holidays), to support the increasing level of economic and social activity in the city centre outside normal business hours. Most of these routes will also operate every 30 or 60 minutes between midnight and 3.00 am on Saturday and Sunday evenings to replace the Nite Rider services. Routes anticipated to utilise double-decker buses within the next 2 – 3 years are underlined:
- Jervois Rd (Outer Link)
- Ponsonby Rd (Inner Link)
- Great North Rd as far as New Lynn
- New North Rd
- Sandringham Rd
- Dominion Rd
- Mt Eden Rd
- Manukau Rd
- Ellerslie Panmure Highway and Ti Rakau Drive
- Remuera Rd
- Parnell Rd (Inner and Outer Links)
- Tamaki Drive
As mentioned earlier, there have been a number of changes in the east, the two big ones are:
- They’ve swapped the frequent service that will go all the way to the city from being the service from Howick (route 55) to the service from Botany (route 53). It will be interesting to see how the latter route performs in the future given that it could make services on the busway AT want to build less reliable.
- The route down Te Irirangi Dr (35) has been upgraded to a frequent.
Here’s the final network
As a comparison, here’s the network that was consulted on
As part of the new network networks AT will need to roll out around 100-150 new bus shelters across both central and east. That’s not all that much more than just the South Auckland network which I guess is in part due to many of the main routes on the Isthmus not needing to be changed.
There is also talk of bus priority being added over the next 2-3 financial years. Where bus lanes are or are expected are shown below. AT Also say this which is promising.
bus lanes will be added on Pakuranga Rd and a start will be made on the South-eastern Busway between Panmure, Pakuranga and Botany
I know there has been pressure from a number of sources to roll the network out sooner and positively the document says they plan to roll out the networks in two separate stages in the second half of 2017 which is promising as previously they had been saying early 2018.
I hope that AT are able to revisit some of the poor decisions they’ve made around the new network in a couple of years’ time, perhaps when the CRL opens and that they don’t just assume this is complete and doesn’t need changing.
The public transport results for May are now available and once again there are some very impressive results on the Rapid Transit network with busway and rail network combined up 25% compared to May last year – although an extra business day in the month helped too. Ferries have also continued a good run with the only disappointment continuing to be buses (other than those on the busway) which were only up 0.1% and would’ve been down were it not for the extra day.
During May Auckland Transport finally increased the peak frequency on the Western Line and early indications are promising. It will be good to see how things go over the coming months. Also important is AT say that punctuality remains high which is good as one of the fears I’d heard was that the additional services would make the network less reliable.
It turns out that May now holds the record for the highest single month for rail after eclipsing even the March result thanks to the impact of Easter. March is shown with the orange bars. That’s seen the 12 month rolling result now surpasses 16.5 million.
While the new trains and service improvements have undoubtedly played a key role in the improvements, so too have punctuality and reliability. We now start to regularly see more than 95% of trains arriving at their destination within 5 minutes of their scheduled time which is up dramatically from about 74% about a year ago. From memory, prior to electrification we peaked at just over 90% – but then the current timetable has been padded out in part to deal with the terribly slow dwell times we currently have.
That stellar rise in rail usage has also seen another milestone eclipsed. Now 20% of all public transport trips are by train which is up from just 5% when Britomart opened and with the speed that usage of trains is increasing, that figure could hit 25% before the City Rail Link even opens. The busway currently accounts for around 5% of all trips. To me that’s important as it highlights that rapid transit is doing an increasing share of the heavy lifting – and we’d expect that given the investment.
As I’ve liked to highlight in recent months, the farebox recovery results continue to improve. These results are always an extra month behind with the latest results being to the end of April, so on the rail network we might see a bit of a reversal once the impact of the extra western line services is felt. Still it’s worth celebrating that farebox recovery has passed the NZTA’s 2018 target of 50% and is the highest it’s been in more than a decade. It really shows just how important it has been to have electrification to simultaneously drive up patronage and reduce operational costs.
I was concerned at the results last month that HOP use was a little stagnant. I spoke a little too soon as May has recorded the highest result yet. In the business report, AT say that HOP use has risen and on 23 May it passed 85% for the first time. With all of the SuperGold card holders now having swapped or hopefully in the process of swapping to HOP, that result is likely to go higher still. As AT point out, the results are similar to Brisbane and South Australia who have had similar systems for much longer
South Queensland Go Card has 86% trip penetration after 10 years and the Adelaide Metro Card 87% after 4 years.
While talking about HOP, the business paper also says this. As yet I’ve had no indication of what this new monthly pass is.
Development of a product transition plan will result in the new monthly pass being marketed in June 2016 for 1 July 2016 launch. A discounted introduction price will be available during July.
Hopefully we’ll find out soon.
Sometimes it’s little things that can have a big impact on public transport and a bus full of people, stuck in bus stop because cars won’t let the bus out is a great example of one of those little things. It’s something that manages to tick mist of the boxes on the wrong side of the ledger and is frustrating while wasting both time and money. Some examples of why are:
- For passengers it makes buses slower and therefore less competitive compared to driving and therefore less attractive to use
- For operators and transport agencies like Auckland Transport slower buses mean they cost more to run because either more buses are needed to provide the same level of service or alternatively services need to be reduced.
- For private vehicle drivers, others pushing past buses can slow the entire road down, this was seen following the conversion of the Tamaki Dr bus lanes to T2.
Yet changing our rules to make it easier for buses to get of bus stops has to be one of the easiest things we could fix. And that’s something that NZ Bus have now raised.
New Zealand’s biggest bus company is calling for a new traffic law to give commuter buses right of way over cars.
NZ Bus says some buses are waiting minutes at each stop in for cars to let them into the stream of peak traffic.
Two minutes might not sound like much, but when it’s added to every stop on a busy route, it means buses are constantly running late.
“We think letting the bus go first is actually going to be not only good for the bus, but it’s going to have less people in cars and more people on public transport, and that’s hopefully going to be a win-win for all,” chief operating officer Shane McMahon says.
NZ Bus says on average a peak-time bus in Auckland carries 35-40 people. But on busy routes like Mt Eden Road, Sandringham Rd, Dominion Rd, Remuera Rd there’s up to 70 people on board.
A lot of Auckland’s main arterial roads have bus lanes, but not all the way into the city.
As mentioned in the article, many countries require divers to give way to buses pulling out of bus stops
Drivers in Australia, Singapore, and most of the UK must give buses the right of way. But with bigger traffic problems to fix, the Ministry of Transport says it’s not even on its agenda.
It would be interesting for one of our agencies to do an economic evaluation of the lost time caused by bus delays. A single bus with around 40 people on it delayed by just five minutes per trip equates to around 200 minutes which is over 3 hours, and that’s just for one bus on one trip. Multiply the delays across all buses across an entire year and the amount of lost time would be simply huge. My guess is the BCR would for fixing this would be off the charts and as a bonus, faster buses mean they’re cheaper to run and likely to attract even more passengers.
Now I must also say how good it was to see the media not just talking about the idea but showing just how much more efficient buses are by counting how long it took for the same number of people in cars to pass the bus stop, 1 minute 20 seconds. It’s why a bus lane that looks empty is actually doing its job and why filling those lanes up with electric vehicles is a really dumb idea.
As former (and now once again) Mayor of Bogotá Enrique Peñalosa once said “a bus with 100 people has a right to 100 times more road space than a car”. If you haven’t watched his Ted Talk on Why buses represent democracy in action then you should, and if you have watched it, it’s always good to watch again.
This seems like one of those no-brainer changes, it’s insane that this isn’t even on the MoTs agenda.
Is Auckland Transport doing enough to improve public transport or is it resting on its laurels basking in the glow of the spectacular increases being seen on the rail network and busway. That’s a question asked by Radio NZ the other day in highlighting that patronage on the bus network outside of the busway has actually fallen recently and will mean that AT misses its PT targets for the year.
The number of trips being taken on Auckland’s public transport network looks set to miss targets this year, and a new survey shows public perception of the services is worsening.
There has been strong growth on trains and the dedicated Northern Busway but fewer people are using the general bus network, which carries 75 percent of the city’s public transport users.
With two months to go, patronage is down slightly – despite population growth – and overall bus trips are expected to fall short of the annual target of 51.5 million, by more than 4 percent.
I’m not quite sure where the 51.5 million comes from as buses already carry well more than that so it might be a year to date target but that doesn’t change the fact that patronage has dipped in recent months. The four graphs below show how we’re performing across each of the modes and the targets are based on information from the Council’s Long Term Plan debate last year. As you can see both trains and ferries have already exceeded targets but bus use has tailed off and that’s dragged the overall total down.
So what’s causing this drop. AT attribute to a number of factors such as charging for the City Link which they say has seen the biggest change and resulted of around 700,000 fewer trips, something AT seem fairly nonchalant about. But seeing as they’ve been doing a lot of advertising recently including large ads in Britomart and people walking around with the modern day version of a sandwich board it’s obviously trips they want back on the buses.
“If you’re transferring from another bus or another train using the AT HOP card, the service is still free,” AT Metro general manager Mark Lambert said.
“But I guess some of those people who were using the City Link for relatively short distances would rather walk a few hundred metres than pay a 50 cent fare. That’s completely understandable and that’s probably a good thing.”
Other factors likely include that people are being put off some buses as a result of the bus stop and route changes made to accommodate the construction of the CRL and possibly even lingering effects of people put off by the bus strike and March Madness a few months ago. But I suspect there are additional factors too.
Over the 18 months or so, AT plan to roll out some of the biggest changes we’ve seen for PT in the form of Integrated Fares (next month) the new bus network (South Auckland in October and the rest of Auckland some-time between then and early 2018). Both of these changes will undoubtedly be positive when they arrive and be the result of countless hours and effort put in by AT staff. Yet at the same time I also wonder if they’re hiding a little behind those projects or perhaps that they’ve just got so much resource tied up in getting those projects over the line that other improvements suffer.
AT said the bus network had suffered years of neglect, but new fares and a redesign of routes over the next 18 months were expected to provide a boost.
“As we change the bus network there may be a localised stagnation, as people get used to the changes, but we certainly expect to see strong growth as a result of those service re-designs,” Mr Lambert said.
One such example which is seemingly languishing on AT’s list of projects includes the roll out of bus lanes on which their latest report says they have under spent for this year.
Bus Priorities and Bus Lanes
Whilst we have received a number of requests from AT Metro in the last few weeks, we are still forecasting to underspend by $1.5m as undertaking any physical works this FY related to those requests will not be possible.
Just one example are the proposed transit lanes along Manukau Rd which would cut journey times for bus users and thereby making the buses along the route much more attractive and efficient. Other routes they’re looking at are shown below from their latest report but it seems the roll out of them is going far too slow.
What do you think, are AT doing enough to keep patronage on buses growing or should we just hang around till October when the new network starts rolling out? If you were in charge what would you do to get that growth happening again?
Back in March, Auckland Transport announced a special shuttle to link a Park n Ride at Lloyd Elsmore Park to the Half Moon Bay Ferry Terminal. At the time it was announced I thought it was a silly idea but said that at least AT were trying things.
A LGOIMA request from reader Felix Lee has discovered just how silly the idea is.
- For the 5 trips being operated each day, can you tell me the average passenger number for each trip?
- Can you tell me the cost to operate this service?
The response from AT is below. It covers the period from 21 March when the service started to 21 May, a total of 42 working days (which is only when the service runs).
So a grand total of just 23 trips and it would seem that about 9 people didn’t even make the return journey. That seems like an abysmal failure to me.
But then we also need to consider the cost. AT say:
So over the 42 days covered above it cost about $7650 to run services on which just 23 trips were made so just over $330 per trip. Based on a quick search, at $175 for a 12 minute flight, it would have been almost half the cost to helicopter them directly to the city.
As I’ve said a number of times before, I believe that park n rides are often over-rated and clearly this example shows that parking then taking a shuttle to catch another PT service just isn’t attractive.
As I also said when this was announced, I think using the park as a park n ride is not a terrible idea but it should really be linked to bus services along Pakuranga Rd which AT have confirmed needs bus lanes in the recent information released about the Reeves Rd Flyover.
One other thing this episode highlights is the arguments over the bus colours recently. If you recall, those opposing the changes baulked at the suggestion that it might cost $9,000 to paint a bus and claimed that money could be better spent on new services instead. Here we have a service that runs just five times a day over ~2.6km for two months costing almost the same amount. This suggests that any meaningful addition to services on other routes will cost a lot more in a year than painting a few buses, the cost of which can be spread out over multi-year contract.
Coming back to the shuttle, the whole thing seems to have been a thoroughly predictable outcome. I guess the only real question is how much longer will AT keep the service running before they finally pull the plug on it?
Almost exactly 18 months ago, Auckland Transport launched their AT Metro brand which is what they’re using to define public transport in Auckland. As part of that they also revealed that all buses would have a consistent livery. At the time they said:
Auckland Transport’s General Manager Marketing and Customer Experience Mike Loftus says a single identity will give Aucklanders and visitors a clearer understanding of what public transport is on offer, and how buses, trains and ferries serve different areas.
“Most metropolitan cities have a single brand network that is easy to recognise and enables clear, consistent communication with customers.”
“Currently in Auckland there is no single identity, we have a variety of brands and looks. Customers relate to buses by the operator name rather than the wider public transport network”.
Auckland Transport’s Group Manager Public Transport Mark Lambert says having a single public transport network will ultimately build public confidence in the developing and improving PT system. “Knowing that all the services are integrated and part of the same system will help grow patronage”.
Fast forward to today and we’re seeing complaints from residents from the western North Shore wanting things to stay the same and complaints about the cost of it all.
Ratepayers are likely to be hit with a multi-million dollar bill following an order from Auckland Transport that all buses have to be painted the same colour.
The cost has been called “insane” by a ratepayers ginger group, but the move is being defended by transport bosses who say it will help to market Auckland as a whole.
It’s not known exactly how much painting the fleet the generic grey and blue will cost due to a combination of factors – contracts out to tender, new operators entering the market and buses being replaced – but an industry insider said it would cost upwards of $5 million.
The decision was made in 2014 to launch a “consistent brand” across Auckland’s buses, trains and ferries under the Regional Public Transport Plan.
Ritchies bus company owner Andrew Ritchie wasn’t sure how many buses in his fleet needed the transformation because he was currently tendering new contracts with Auckland Transport. However, each upgrade cost $9000.
“It’s going to cost millions all up.”
Mr Ritchie said the bill would be passed on to ratepayers because the expenses are written into the contracts with Auckland Transport.
“Someone’s got to pay – we’re charging someone and that will come back to the ratepayers.”
Birkenhead residents are set to submit a petition to the Auckland Council signed by almost 2500 people calling on Auckland Transport to change their decision to erase Birkenhead Transport’s 80 years of history with the stroke of a paintbrush.
Organiser Karen Goa said the fleet of 75 orange and cream buses was part of the neighbourhood’s identity which she felt was being lost in the Super City.
There are two issues here, one is whether we should let each operator retain their own liveries and the second is the cost of the change. Let’s look at both of those.
As AT say, cities all over the world work with a single brand and identity and all of which on systems much larger and more complex than ours. In my view having a different colour for every little corner of the city can easily cause confusion. We’ve even seen examples here in Auckland, even as recently as a few months ago when AT and operators shifted buses around during March to try and keep up with demand. That saw Ritchies buses running on some isthmus routes and had all buses been in the same livery passengers probably would never have even noticed a change.
In my view, the
historic putrid colour scheme on Birkenhead Bus buses is like a giant billboard saying public transport is stuck in the past and only an option of last resort. It is not how we want the city to be represented to either residents or visitors.
In a choice of each corner of the city having a unique livery or having a consistent look for PT, I prefer the latter.
This isn’t to say I think the new livery is fantastic either. On single decker buses I think the new blue and grey looks awkward and ill-fitting but on the double deckers I think it seems to sit quite nicely and looks good.
As it happens AT are already in discussions with Birkenhead buses about buying double deckers for use on Onewa Rd services which brings us nicely
There are around 1,000 used for PT in Auckland, at a cost of $9,000 per bus that would cost about $9m but there are many reasons why it won’t be that high. AT anticipated the inevitable claims of wasting money at the time saying:
Costs for the bus fleet will be kept to a minimum through:
- retention of ocean blue for Rapid Network services (Northern Express is already this colour).
- retention of red, green, orange and light blue for existing targeted services of the City LINK, Inner LINK, Outer LINK and Airbus.
- the rest of the bus fleet to be transitioned as part of new contracts and costs incurred through new contract rates.
That last point is the important part here. AT are currently rolling out the new bus network and with it new long term contracts – instead of rolling over existing short term contracts like they’ve been doing. The costs of repainting buses are able to be amortised across many years and would represent a tiny fraction of the amount we’ll be paying these bus companies over this time. And even with the requirement for a single livery, AT has managed to save $3 million a year on just the South Auckland contracts and once they complete contracting for the rest of the city the annual saving will almost certainly eclipse the one off cost of painting buses.
This goes even further though. As part of those new contracts, AT have said a number of bus quality requirements that mean operators will need to be buying a lot of new buses. In fact, the biggest operator in South Auckland as a result of the new contracts will likely need new buses for much of their fleet. The increase in the cost of painting new buses in the AT livery is effectively $0 to ratepayers as the cost would have been incurred anyway.
All up a bit of a storm in a bus stop.
The next AT board meeting is tomorrow and as I always do, I’ve been having a look at the publicly available reports to see what’s interesting. I usually cover off the items at the closed session of the board meeting however at the time of writing this post that agenda hadn’t be published online.
The board report usually contains quite a bit of information although this month there doesn’t seem a whole lot that’s new and interesting. What did catch my attention is below.
Rapid Transit – There are two pieces of busway news. AT say they’re starting an indicative business case this month for the North-Western Busway between the city and Westgate and that it will identify the alignment and station locations. They also say they’re developing an agreement with the NZTA on planning and consenting processes for a new Northern Busway station at Rosedale Rd which will be built as part of the Northern Corridor works.
Nelson Street Cycleway – News on the next phase of the of the Nelson St cycleway from Victoria St to Quay St has been pretty hard to come by since the consultation and AT saying that they were investigating some of issues we raised. AT now say it:
has been re-scoped due to changes to some AT Metro bus routes to accommodate CRL construction; this meant that cycleway and bus traffic could not safely co-exist in parts of the planned cycle route. Design began in May for a route from Fanshawe Street to the Waterfront via Market Place. Construction is planned to commence around January 2017.
I always thought the route along Sturdee St wasn’t ideal and it seems bus changes have confirmed that. It’s great that AT seem to have come around to the Market Pl option. With an upgrade and addressing the parking I think that route will be popular.
Newmarket Crossing (Sarawia St level crossing removal) – AT expect a decision back on the Notice of Requirement this month although residents who have been opposing it may yet appeal to the Environment Court.
Otahuhu Bus interchange – This is still reported to be on track for completion in August
Route Optimisation – AT say they’ve completed upgrades to 145 intersections out of the 212 they have planned for this year with the rest under way.
HOP and Integrated Fares – Integrated fares still on track for the end of July and interestingly “Development of a product transition plan will result in the new monthly pass being marketed in May 2016 for June 2016 launch”. As May has now passed I’m assuming we’ll hear something soon. The report also says AT were going to go live with HOP on Explore ferries on May 18, just 3 weeks after Explore pulled the plug on services to Waiheke. They are also working to have HOP on Sealink ferries for SuperGold use. Another positive is they say HOP use had it’s highest use ever on May 9 with 84.3% of all trips being via HOP.
New Network – The final route decisions for the Central and East Auckland new bus networks are expected to go to the board in the meeting at the end of June although at this stage it may not be rolled out till early 2018.
Bus Shelters – The new design shelters are being rolled out, particularly in South Auckland in advance of the new network although in other places too. The first intermediate size one was installed outside the Homai station.
Managing Traffic in the CBD
A separate report to the board is titled Managing Traffic in the CBD and covers off how AT have created a dedicated team to manage the road network within the city in response to there being so much construction happening in the city over the next few years.
The City Centre Network Operations (CCNO) team has been set up to co-ordinate the operation of the transport network in the city centre both in real-time and for planned events. This team will oversee proposals for changes on the network resulting from planned projects such as the CRL and private development. The team is empowered to undertake changes on the network to manage traffic flows, pedestrian safety and public transport reliability.
One aspect that is good is that they’re noting that PT trips now account for more than 50% of trips to/from the city in the peaks. Growing numbers of pedestrians and cyclists help boost the non-car mode share up even higher.
The area covered by the CCNO team is shown below with the black dots being signalised intersections.
Having a team focusing on the city centre should be a good thing but ultimately it will depend on what their priorities are. For example, the Downtown Mall has now closed and as part of the demolition that will soon be taking place the footpath along the northern side of Customs St has been closed off (as has the eastern side of Albert St). This means that pedestrians in this area only have the northern side of Albert St to use, which itself is often busy with people waiting for buses. It seems that this in order to maintain traffic flow more than anything else. This has already resulted in people walking along the traffic lanes to get to their destination rather than wait to cross multiple intersections.
One of the agenda items is what AT call the forward programme which gives an idea of what topics will be coming to the board and its committees in the future. Some of the interesting topics set for the next closed session of the AT board meeting (27 June) include:
- The North Shore Rapid Transit Network work that AT have been doing looking at the future of the rapid transit to the shore.
- An electric bus strategy
- Their future Parking platform which I’m guessing is related to the app we saw in the parking strategy video last week.
Public Transport patronage results for April are now available and even taking into account that there was an extra weekday, the results were pretty good. This is a good to see after fewer work days in March dragged down the results a little bit.
Once again the most impressive results are coming from the Rapid Transit network consisting of the rail network and the busway. Both of those saw growth of over 30% compared to April last year and even taking one working day off the growth for rail was still over 25% (the adjusted figure isn’t available for the busway). We learnt in early April that rail patronage passed 16 million but from the results we can see it has now soared passed 16.2 million. Combined with the busway which has also passed the milestone of 4 million trips means that rapid transit is now carrying over 20 million trips annually or just under 25% of all PT trips. That’s up 5 million trips in just 18 months, not bad considering a decade ago our rapid transit network carried fewer than 5 million trips and accounted for less than 10% of all PT trips.
One of the results that strikes me the most from the results is the Western Line which is up 35.6% on April last year. This is impressive as other than some added capacity that came with the new trains, there hasn’t been a weekday timetable change for years and the frequency during the peak hasn’t changed since at least 2008. With the change earlier this month giving a 50% increase in frequencies at peak – now every 10 minutes – and improved inter-peak frequencies it will be interesting to see what impact they have. In the business report AT say the initial two weeks are already showing an over 30% increase on the same time last year.
One aspect that will also be having an impact on train results is that punctuality has considerably improved. In April it reached its highest result ever with 96.4% of all services arriving at their destination within 5 minutes of what is on the timetable.
Of course the Busway is also doing extremely well which will be in part due to the increased capacity from the Double Deckers now a regular sight on the busway and the extension to Silverdale which less than 6-months after starting has seen high growth resulting it having “insufficient capacity”. AT are planning on increasing capacity and peak frequencies to Silverdale in late June. It’s also worth noting that the Northern Express performs better than other buses on punctuality too.
Both the busway and the rail network continue to perform ahead of projections made when the various projects were justified. One of the best examples of this is with Britomart where the business case for building the station assumed that by 2021 about 22,000 train trips would start or end there. Data provided to me by AT last week shows that already almost twice that is happening with the number at around 42,000 a day.
As expected farebox recovery – which is always reported a month behind – continues to improve. It is now tantalisingly close to the 50% magical mark which is the level it has to reach by the end of June 2018 to meet the NZTA’s farebox recovery policy. If current trends continue it should mean that AT will have additional funding with which to either improve services or reduce fares. The improvements to rail primarily as a result of electrification continue to be impressive.
One area that isn’t seeing much change in recent times is HOP usage which seems fairly stubbornly stuck in the low-mid 70% range. Perhaps changing all SuperGold card users to HOP will help boost that up a little bit but I hope AT have some plans to improve utilisation above that. One thing area that may help for trains at least is that they say they’re working on designs for gates at Manurewa, Papatoetoe, Middlemore, Glen Innes, Henderson and Papakura Stations.
Overall some good results from April and I’d expect those to continue in the coming months. Changes such as the improvement in timetable on the western line are bound to drive passengers. As is the roll out of double deckers to Mt Eden Rd yesterday – although it could be a little while before we see just what impact this has.
We’ll also see double deckers on the 881 route by the end of June and at the end of July we’re due to finally get integrated fares which I think could have a significantly positive impact on PT use.
In just over a month those over 65 will no longer be able to just wave their SuperGold card to get free public transport. Instead, following changes made by the government, they will be required to have an AT HOP card with a concession loaded. There are currently about 180,000 people in Auckland with a SuperGold card and that is growing by about 7,000 a year and AT say almost 42,000 already have a HOP card with the SuperGold concession loaded. That also means that potentially around 140,000 people won’t be able to travel unless they make the change over the next month.
Auckland Transport have launched a campaign to get those with SuperGold cards on to HOP including introducing a new SuperGold specific HOP card – although those with blue HOP cards can keep using those.
Switching SuperGold public transport use to the AT HOP card will also reduce improper use of the SuperGold concession and permit improved planning of public transport services making the scheme more sustainable, reducing taxpayer and ratepayer costs.
Mr Lambert says seniors using public transport in Auckland who do not yet have an AT HOP card will need to purchase one by 30 June, at a cost of $15 (the AT HOP card costs $10 and it must have a minimum of $5 credit loaded onto it at the time of purchase) The $10 card purchase price is non-refundable.
“We’re working with the Ministry of Transport and directly with seniors’ advocacy groups to make the process as easy as possible for seniors,” he says.
Auckland Transport is making an information pack available to all SuperGold cardholders, advising seniors of the changes and explaining how to purchase an AT HOP card and load a SuperGold concession.
“We have worked directly with seniors in focus groups to ensure the information provided is clear and easy to understand,” Mr Lambert says.
SuperGold card users purchasing an AT HOP card from 9 May will be issued with a specially designed, distinctive gold AT HOP card. However, blue AT HOP cards loaded with a SuperGold concession will continue to be accepted after 1 July 2016. Auckland Transport will be in contact with individuals who have a blue AT HOP card loaded with a SuperGold concession regarding the process to swap out their blue AT HOP card for a gold AT HOP card free of charge after 1 July 2016.
Having a specific SuperGold card is a good idea but oddly though it’s not a replacement for the SuperGold card so those eligible will have to carry both cards. Similarly, the Ministry of Social Development appear to have refused to help AT in the change over. I understand this isn’t the first time the MSD has done this and it appears to me that they want to operate in a silo over the whole thing.
At the same time Grey Power is calling the requirement to buy a HOP card cruel. While I understand why they’re saying it, I personally thing that’s a bit rough given that Auckland Council/Transport go beyond the SuperGold benefits and also cover evening peak travel too. Paying $15 for essentially unlimited free travel is still a very good deal.
I would expect most people who read this blog are likely to already have a HOP card with the concession loaded but
With the discussion on SuperGold I thought I’d also take a quick look at some of the figures around SuperGold which can be found on this NZTA site. It has annual data up to the end of June last year
In total there were 12.6 million trips via SuperGold across NZ in the 2014/15 year and that was worth just over $26 million in fares.
SuperGold trips in Auckland accounted for about 56% of that national total although only 54% of value of fares. For 2015 the breakdown of trips by mode and the percentage of total trips by that mode were:
- Bus – 5.9m (9.9%)
- Train – 680k (4.9%)
- Ferry – 445k (8.0%)
- Total – 7.1m (8.9%)
The costs are quite different though due to the high cost of ferries. In the brackets is the cost per trip
- Bus – $9.8m ($1.66)
- Train – $1.5m ($2.27)
- Ferry – $2.8m ($6.24)
- Total – $14.1m ($2.01)