You may recall back in October that Auckland Transport was consulting on increasing ferry service to Pine Harbour to take advantage of a new vessel operator Sealink was building.
In perhaps the least surprising outcome to a consultation, last week Auckland Transport announced that when they asked locals if they wanted more services that they said yes.
Early results from a public transport survey carried out in the Beachlands Maraetai community has signalled strong support for a proposed new ferry timetable.
“Even though we’ve only just begun analysing the 541 submissions received,” says Gareth Willis, AT’s Ferry Services Manager, “initial results show that residents support the proposed new timetable, and that it would encourage 86% of those who responded to use the ferry more often. This is a very encouraging response.”
The timetable changes, which were open for public consultation from 19 October to 2 November this year, proposed an increase in the number of sailings between Pine Harbour and the Downtown ferry terminal in Auckland, as well as introducing some later evening and weekend services.
“We appreciate the feedback and comments people gave us, and as a result of the survey we are likely to make some changes to the proposed timetable that was included in the consultation,” says Mr Willis. “We hope to implement the new timetable in early 2016.”
A public information campaign will be carried out before the changes are made, and the new timetable will be available ahead of time, so that passengers will be prepared.
Once full analysis is completed a survey summary will be available on Auckland Transport’s website, and available for viewing in local libraries.
Feedback relating to the bus service requirements for the Beachlands Maraetai community is still being analysed, and results will be used to decide on the next steps to be taken.
“Whether changes are required to the current 589 bus service, and how they would look, is yet to be decided. However we will have more clarity around this by early to mid-2016, once full analysis has been completed” says Anthony Cross, Public Transport Network Manager.
Mr Willis adds, “We also appreciate the previous survey on public transport that was carried out earlier this year by the Pohutakawa Coast Community Association, and we are reviewing that survey’s results as part of our analysis.”
Once the new timetable is implemented it should help to see ferry use continue to grow. The last year has seen patronage on ferries grow by more than 10% over the last year with the strongest growth on the contracted ferries – which is all routes with the exception of Devonport, Stanley Bay and Waiheke – but they still make up the minority of total ferry trips.
It’s that time of year again where tens of thousands of people embark on an annual pilgrimage to Auckland’s city centre to watch the Santa Parade. The parade this year is being held on Sunday 29th at 1pm (it’s been at 2pm in the past).
In the past we’ve criticised Auckland Transport for how they’ve handled various aspects of the parade. In particular this has been the transport arrangements they create for getting to the parade and how they deal with Queen St and people afterwards. So what are they doing this year?
First on the transport arrangements AT have published information about this and while a slight improvement over last year, once again I’m left disappointed.
The good thing is that on many routes extra buses, trains and ferries have been put on and AT are being clear about where these are. Last year AT made it clear about the extra trains and ferries didn’t say anything about extra buses despite actually putting them on – putting extra services on for events and not communicating it has been a common issue for AT. The website lists all the bus routes which will have extra services and the times they will run so well that’s a good thing.
There are extra trains being run too however if you want to catch one keep an eye on the timetables. On many of the lines the extra services are only doing a short run, for example on the Western Line they will only run from New Lynn which means if you live further out you only have the normal half hourly services. When it comes time to head home things may be a little crowded too, out west there’s only one extra train on each of the three main lines to take people home
The downside of it all is that normal fares still apply. Given the $24 family pass can only be purchased from a few train stations it cab makes travel very expensive for many families. For example a family of four travelling from Papatoetoe would have to pay almost $31 for their journey to and from the city and that’s only if they all had HOP cards. If they didn’t have HOP cards that cost goes up to $42.
Note: Stations that you can buy a family pass from are Britomart, New Lynn, Newmarket, Panmure, Manukau, Papakura and Pukekohe.
With prices like those many families will likely opt to drive, especially considering that once again Auckland Transport are offering free carparking in their city centre buildings
If you are planning to drive to the parade, please be aware that road closures and parking restrictions will be in place.
Public parking is free at the Downtown, Victoria Street and Civic (parking will be limited at Civic) car parks for vehicles exiting between 1pm and 6pm.
Given those buildings combined only have capacity for about 2,000 vehicles it’s amazing that AT once again offered this.
The other main issue we’ve had in the past is a rush by AT and the likes of the Police to shuffle families on just so that they can reopen Queen St as fast as possible to a handful of drivers.
AT haven’t yet stated what time they’ll reopen Queen St to traffic however in my view they should leave it closed for the day, helping encourage people linger in the city. The numbers in Queen St at this time easily eclipse most other days. This can easily be seen from the excellent data Heart of the City collect through a network of automated pedestrian counters and which they publish online.
As you can see below, pedestrian volumes at 210 and 261 Queen St on the day of the Santa Parade were considerably higher than the year before and well above normal (volumes are just for one side of the road)
It will be interesting to see what they do about the Santa Parade next year seeing as a key part of the route – up Albert St – is going to be in the midst of construction of the CRL and many other buildings.
Rail patronage continues to soar to new heights and yesterday passed 15 million trips within a year for the first time. That marks also the third million trip milestone we’ve seen this year after passing 13 million trips in March and 14 million trips in July. This is a fantastic result and continues to show that when given a decent option that Aucklanders will use it.
General Manager AT Metro, Mark Lambert says rail patronage in Auckland has grown by 22% over the past year. “Just four months ago we marked 14 million passenger trips. And if we go back 10 years we had just 4 million trips a year.”
Auckland Transport chairman Dr Lester Levy says when he became AT chairman in November 2012 rail patronage was just 10 million. “What Aucklanders have wanted for decades is reliable, frequent and safe public transport options and we have a very clear focus on delivering to those wants and needs.”
Mayor Len Brown says this is another outstanding achievement for public transport in Auckland. “At this rate we will pass the next big milestone – 20 million – at the start of 2017. Aucklanders love their trains and compared to this time last year, they’re taking around 10,000 extra trips every day across the suburban network.”
Since the rail network went all-electric in July, from Papakura to Swanson, there has been a marked improvement in reliability and on-time performance. In October 93% of services arrived at their destination within five minutes of their scheduled time and the previous month 94.9% of services arrived on time, a new record for Auckland trains.
Mr Lambert says “Our customers are liking the improved level of service and the comfort and convenience of the new trains. We’re also working on a timetable improvement which will see services on the Western Line go to six trains an hour at peak like the Southern and Eastern Lines.”
Overall public transport patronage in Auckland across rail, bus and ferries now exceeds 80 million passenger trips a year.
The result also marks us being halfway to the government’s patronage target for the CRL of 20 million trips by 2020 just over two years after it was set.
If current trends continue we will hit 20 million trips in mid 2017 however the Ministry of Transport have continued to claim that patronage growth will taper off. There’s no sign of that happening yet and in fact patronage has continued to grow at increasing rates with it currently increasing by over 22%. There are also a lot of improvements still to come. As AT say in the press release above they are working on increasing frequency of trains on the western line which last I heard was expected to occur around April. That will both help address capacity constraints and make the service much more useful at the same time. In the middle of next year we will also get integrated fares which will make most journeys cheaper and in the South the new bus network will be rolled out which should see more people transferring to trains. The changes to will happen after that. All of this means that patronage is likely to continue to grow strongly for some time yet.
One aspect I will be watching is to see how it takes us to reach the next million milestone. We’ve seen the last two taking just four months. There’s been a distinct downward trend although I’d be surprised if it went lower. One aspect likely to help keep the current trend up is that this year will see the shortest rail closure over Christmas so we should see some decent increases in patronage in the December and January months.
The patronage results for October have also been released ahead of the AT board meeting next week. Other than rail which reached 14.8m to the end of October both bus and ferries also saw patronage increase despite there being one less business day this October compared to the last one. Buses were up 0.5% for the month while ferries have continued strong growth over the last six months or so up 8.2% for the month.
Patronage results for September are out and once again there are some spectacular results, especially on the rail network which continues to be the star performer when it comes to growth. Total patronage for September was up 5.6% on the same month last year however included in that figures is a massive 21.7% increase in rail patronage. That has raised the rolling annual total to 14.6 million trips, over 700,000 more than there were just three months ago which is the data the Ministry of Transport used in their analysis of the City Rail Link. As you can see in the table below all modes are growing which is great to see.
In a few ways I was a little shocked the rail growth is as large as it has been and that’s because September last year was one of the high months at that time and was up 21% on September 2013. Combine those results and you can see that rail patronage in the month of September was up 47% on the same time two years ago – a very impressive increase.
One aspect bound to be having an impact on patronage is the rapidly improving punctuality. In September AT say that 94.9% of all trains arrived at their destination within 5 minutes of their scheduled time which I think is a record for Auckland. Perhaps it’s time to tighten up that five minute window to three minutes like many other cities.
A good news story from the business report is that the strong growth is likely to continue over the upcoming December and January months with the smallest rail shutdown we’ve seen for a long time with the western line remaining open all the way through.
Christmas 2015 rail closure has been confirmed for maintenance and upgrade works. Closures in 2015 are limited to between 27th December and 4th January Eastern Line Sylvia Park to Manukau, Onehunga Line and Southern Line with services operating Eastern Line Britomart to Sylvia Park and Western Line. Rail services will operate on Christmas Day for the first time and Boxing Day across the full network for the first time in many years. Closure permits NZTA works at Ellerslie and Takanini, KiwiRail maintenance and AT works for the new Otahuhu Station
The other fast growing mode right now happens to be the ferries. Annually they are up over 10% with the non-exempt services increasing the fastest. Both the exempt and the contracted services (contracted services are Devonport, Stanley Bay and Waiheke) are bound to see some growth after the announcements recently about new ferries for the harbour.
A good news story across all modes is the continued improvement in farebox recovery and therefore lower subsides per passenger km. If the current trend continues Auckland will be over 50% soon which is unprecedented for the city – at least any time recently.
On the subject of rail ridership growth variability reader and occasional poster Greg N has sent us the follow chart highlighting the trend since 2005, including the RWC/HOP blip [green]:
As you can see with the RWC 2 month blip shown in green, the “major dip” in patronage Post-RWC is revealed for what is was – back to normality for a few months and then the upward trend continued as per usual.
Its been pretty much a linear trend since 2005 of upwards month by month (allowing for the seasonal variations of patronage).
And we surpassed the RWC blip in patronage over a year ago. So where is this “patronage variability” crap MoT talk about coming from.
Oh and to make it Crystal clear what is going on at Christmas with patronage, I marked up the annual Xmas shutdown in the chart so you can see their impact too.
And given that post RWC we had endless, ongoing nightly shutdown on the rail network past 8pm with rail buses for Monday-Thu and Weekend network shutdowns almost every weekend, it amazing that the 2012/13 patronage is as strong as it was.
Some good news for Ferry users with a number of improvements on the way.
New Waiheke Ferries
Fullers are spending $16 million to build two new 360 seat vessels for use on the run to Waiheke. The design will be based on the Te Kotuku which launched just over a year ago and incorporate modifications based on staff and passenger feedback. Combined Fullers say that the three vessels provide standardised and therefore a more consistent level of service. The two new vessels will replace the Jet Raider which is used as a backup and eventually the Quickcat.
Like the Te Kotuku the two new vessels will be built at the Q-West boat builders in Wanganui and are expected to launch in October 2016 and April 2017.
I’m guessing these new vessels are in part to the competition being put on Fullers from Explore Ferries which started running services to Waiheke last year.
More Services to Beachlands
Sealink which operates the ferries to Pine Harbour are currently building a new vessel also at Q-West called the Clipper V – it appears to be an almost identical design to the Clipper IV which is already used on this route.
AT want to use its introduction to increase the number of services to and from the city. They’ve published a proposed new timetable and are seeking feedback from users on it. From what I can see the key changes include a shift to 20 minute frequency services in the morning and afternoon peak from what is mostly 30 minute services. There are also some new evening services on Friday and Saturday nights. Increasing the frequency, capacity and span of service can only be a good thing for patronage and ferry patronage has been growing well recently with annual figures up over 10% on this time last year. Below is a sample of the proposed timetable which they currently anticipate will be implemented in January.
AT are also looking at how to better connect buses through Beachlands and Maraetai and they are also seeking initial feedback on that with a second consultation happening at a later stage.
As part of the works for the City Rail Link, Queen Elizabeth Square will be completely dug up however as we know it won’t be replaced, instead the square has been sold to Precinct Properties and will be developed. In its place the current road area of Queen St between Customs and Quay Streets – with the exception of a small access to Galway St and from Tyler St – will be created.
The council have also said the proceeds of the sale of QE Square would be used to go towards at least two of three new public spaces proposed along the waterfront and that the spaces should be delivered by 2018. An update to the council’s Auckland City Centre Advisory Board a few weeks ago gives an update on that with some useful information about what we’ll get. The three potential public spaces are
- new/improved space west of Queens Wharf on the water’s edge at the foot of Lower Albert Street
- improved space around the historic ferry building and at the base of Queens Wharf
- new/improved space east of Queens Wharf in the Admiralty Steps area.
Of the spaces the third is tied up in what is currently the operational area for the port so relies on the outcome of study into the ports future. That means the two spaces being focused on are 1 and 2. The report says that within the ferry basin the plan will deliver a total public space of 4,700m² of which 2,100m² will be brand new space. To put that in comparison the area being lost from QE Square is about 1,800m². As you can see that will obviously require some changes to the current ferry piers.
The report highlights a few major issues related to budgets.
- The council won’t receive the money from Precinct for QE Square till at least February 2018 which is about 6 months later than when they estimate they need to start construction and of course money is needed immediately for design, planning and consenting works.
- A pre-requisite for the works is the seismic upgrade to the Quay St seawall however that isn’t budgeted to occur till after 2020.
- It requires redevelopment of the downtown ferry terminal however that isn’t currently budgeted for in the 10 year Long Term Plan.
The minutes aren’t available to confirm what was agreed however the City Centre Integration team were looking for an agreement in principle to use funding from the CBD targeted rate to progress the investigation and design of project.
In July, I started taking a look at the economics of public transport fare policies. In the first part of the series, I took a look at how traffic congestion can be a rationale for public transport fare subsidies. (Parts 2 and 3 dealt with different issues.) I observed that:
In the absence of congestion pricing (and in the presence of other subsidies for driving, such as minimum parking requirements), higher public transport fares can result in a perverse outcome – additional congestion and delays for existing road drivers. This is shown in the following diagram:
Effectively, a failure to price roads efficiently means that we have to provide subsidies for public transport to prevent car commutes from being even more painful than they currently are.
But how much congestion reduction can we attribute to public transport? How much slower would car commutes be if some people weren’t travelling by PT instead of clogging up the roads? And how much is that worth to us?
It’s not possible to test this experimentally – we can’t exactly build a bunch of cities that are identical except for their PT systems and see what happens. (Transport research budgets are not nearly large enough.) However, we can observe the outcomes from various “natural experiments” that disrupt public transport systems while leaving everything else unchanged, such as natural disasters and public transport strikes.
Stu Donovan pointed me towards a recent research paper that analysed traffic speeds during public transport strikes in the Dutch city of Rotterdam. The authors, Martin Adler and Jos van Ommeren, use detailed traffic flow and speed data to model how 13 PT strikes that occurred from 2001 to 2011 affected traffic speeds. Because strikes prevent people from using PT without impeding road traffic, the outcomes observed during strikes give us some indication of what would happen to congestion in the absence of PT.
If you’re interested in knowing a bit more about the topic or the methodology, I highly recommend you read the paper. (It’s an excellent paper!) Here, I’d like to focus on a few key findings from the analysis.
First, the authors found that PT helps to speed up car journeys by reducing the number of people driving:
We demonstrate that during a citywide strike, car speed within the city decreases by about 10%. For highways, strikes exhibit a much smaller speed reduction of about 3%. During rush hours, the reduction in speed is more pronounced. These results imply that during rush hours, public transit provision reduces car travel time on inner city roads by about 0.2 minutes per kilometer travelled, whereas it reduces car travel time on highways by 0.02 minutes per kilometer. Hence, for cities such as Rotterdam, travelers on inner city roads benefit much more from public transit provision than highway travelers.
Intuitively, these results make sense. The benefits of PT for drivers are much higher in busier areas, such as Rotterdam’s inner city roads. However, Rotterdam’s ring road highways still derive some benefits.
The second interesting finding is that the popularity and ease of cycling in Rotterdam – even though it’s not exactly leading by Dutch standards – cushioned against some of the negative impacts of PT strikes:
a full-day citywide strike increases bicycle flow by 24% implying that a large share of travelers switch to bicycle use (rather than car use), which presumably reduces the car flow increase and therefore the speed reduction of a strike. Bicycle ownership and use is much higher in the Netherlands than in other countries in the world, so this result is likely specific to the Netherlands.
In other words, the availability of multiple congestion-free networks – public transport and cycling – meant that the roads didn’t have to accommodate all of the people who couldn’t get on the bus on strike days. In other words, the availability of multiple transport choices enhanced network resilience.
Third, the authors calculated the value of congestion reduction benefits attributable to public transport in Rotterdam. Based on some plausible assumptions about journey lengths and the value of time, they estimate that:
The annual public transit congestion relief benefit is then about €95 million (assuming 252 working days), so about €79 per inhabitant. This excludes any benefits of public transit provision on weekends that we assume to be negligible, so this is likely an underestimate. Given 721 million public transit passenger kilometers (OVPRO, 2014), the congestion reduction benefit per public transit kilometer is €0.13. This benefit is substantial given that the cost per public transit kilometer is €0.46.
In addition to congestion welfare losses there are rescheduling costs to car travelers. [Note: only 55% of the reduction in PT trips on strike days was balanced out by the increase in car and bicycle trips, meaning that a large share of people chose not to travel.] We do not include these costs, nor do we include the loss to public transit ticket holders or any other external cost of car driving that are likely an order of magnitude smaller than the effect through congestion.
The costs of providing public transit in Rotterdam are partially covered by subsidies, about €0.28 per public transit kilometer. So, the congestion relief benefit is about 47% of subsidies.
This is a really interesting finding! It puts a monetary figure on the congestion relief delivered by PT. (For Rotterdam, at least.) And, interestingly, it’s a large enough figure to justify a good proportion of PT fare subsidies. There are also other rationales for fare subsidies that I haven’t discussed here, such as social equity for people without cars and various types of network effects in PT provision.
But even if we leave those aside, this finding suggests that drivers should be happy to spend some fuel tax revenues to subsidise public transport.
What do you think about congestion and public transport?
It’s a good thing the government might be moving on the City Rail Link because Auckland Transport’s latest patronage report for July shows that there has been no slowdown in the staggering growth of the rail system – or the rest of the PT system for that matter.
Overall the annual patronage across the entire PT rose to 79.7 million trips, an increase of 9.6% on the previous year. Assuming things carry on – and I see no reason why they shouldn’t – then we should pass 80 million trips any day now if we haven’t already. That’s a significant increase from the 50 million trips a decade ago with the last 10 million coming in just 18 months. AT have a target for this year of 84.47 million trips and at current rates that will be considerably exceeded.
New financial years tend to bring a few changes to the way AT reports on patronage – both in what is covered and in presentation – and this year is no different. The good news is that they are now providing more detail about patronage, the downside being we don’t have any history to compare to. The new information is broken down a few ways:
- Bus patronage is broken down by the Busway, Frequent buses and Connector/Local and Targeted buses. Splitting out the patronage this way matches the classifications of the new bus network and therefore this reporting structure will give a better indication as to whether the flagship frequent services are performing as expected. This also responds to a new target in AT’s Statement of Intent that patronage on the Rapid and Frequent networks will increase at a faster rate than the network as a whole. Unfortunately at this stage I’m not sure just what routes are counted in the frequent routes.
- It splits out ferry patronage in into commercial and exempt services. The exempt services are to Devonport, Stanley Bay and Waiheke.
- The Monthly Indicators report now also gives more info about a variety of stats including Farebox Recovery
Once again the rail network has been the star performer with the annual result up 14.2 million trips, up 22.5% over the previous year. With the electric trains running on all lines for just over a week of that I’m really looking forward to seeing how August patronage stacks up as I think it will be huge. What will also help August’s result is that reliability and punctuality have noticeably improved in recent weeks which will help encourage more people to use trains. Auckland Transport have an annual rail patronage target to the end of June next year of 16 million trips, at current rates we’ll blow that figure out of the water.
Another area that continues to have very good results is the Northern Busway combined with rail forms our rapid transit routes. One interesting aspect about this result is that the annual figure of 3.5 million which is much higher than we had last month. I can only guess that they are now including patronage from some of the other buses that use the busway.
While we don’t have anything in the way of history, for the rapid buses one thing we can tell from the information table is that patronage on those services are rising fast and the increase percentage is not far off the busway. As expected the connector and local buses aren’t seen as attractive and therefore aren’t growing at the same rate.
Like the other modes ferries are also growing fast at nearly 10% and leading the charge are the contracted services. I wonder if part of this is due to the issues that have occurred with some of their vessels such as the Kea.
Looking at performance there was significant improvement on the rail network following the introduction of all EMU service on 20 July which AT says justifies their decision to pull the date forward. After falling to a low of just 73.6% of trains arriving at their destination on time in June, July jumped up to 83.7%. In addition AT say for 1-16 August that is up further to 89.3% and some days have exceeded 95%. The eastern line remains the poorest performer at just 73% punctuality.
Since AT stopped relying on operators self-reporting performance and instead using tools like GPS tracking they’ve seen bus performance also improve. It is now approaching 95% after being around 90% last year.
Apart from just moving more people, one other reason the rise in patronage is good is that it should also be helping to reduce subsidies thanks to more fares being collected. The good news is that’s exactly what’s happening as the Monthly indicators report shows that over the last year farebox recovery (how much of the costs are covered by passenger fares) has improved quite a bit going from 45.4% last year to 47.2% this year. That might not sound like much but is a significant improvement. Note: the data is only till June
Farebox recovery is only one part of the story though and the next chart shows the amount of subsidy per passenger km. As you can see the cost per passenger kilometre travelled for rail are falling dramatically and seeing as this report is a month behind, as such we should see quite significant improvements once the July data is made available.
We learned the other day the patronage results for rail in June, now we have them for all modes and once again they are extremely good – helped a little bit by there being an extra business day compared to June last year. The results are also significant as June is the end of the financial year so the results are what are compared against targets and compared against other metrics.
For the 12 months to the end of June, patronage was 79.25 million trips which is up 9.5% on the 2014 result. That’s an increase in almost 7 million trips over the course of a year and given the strong weekday growth probably represents around an extra 30,000 trips being taken each working day. When you think of it this way it’s not surprising that so many trains and buses have been full to the point of leaving people behind. The changes for individual modes were:
- Bus (excluding Northern Express) – 57 million trips, up 6.6%
- Northern Express – 2.8 million trips, up 17.2%
- Rail – 13.9 million trips, up 21.7%
- Ferry – 5.5 million trips, up 8.3%
As you can see from the numbers above the Rapid Transport Network (rail and busway) continue to shine with stunning levels of growth once again highlighting that investing in frequent and high quality services is really pays off. And of course the growth is likely to continue strongly following the roll-out of the electric trains on Monday – which should really help drive up patronage – and the Northern Busway which is about to get a capacity and free advertising) upgrade in the form of new double-decker buses which should improve (the new network for most parts of Auckland doesn’t start rolling out till next year).
The results meant that AT smashed it’s patronage targets for the year – although in fairness the Council had agreed to lower them to stupidly low levels. The Long Term Plan sees some much rougher targets
And here’s an update as to how rail patronage is tracking vs the 20 million trip target the government set back in 2013
The patronage increases along with the roll-out of the electric trains on the rail network are clearly having an impact on subsidies with the per passenger kilometre figures continuing to fall.
Not everything is good news though. On the rail network the key stats of punctuality and reliability are some of the worst I can remember seeing. If such poor outcomes continue it must surely start having an impact on patronage at some point.
Things are a bit brighter for buses with results improving since AT started using actual data to monitor where buses where – as opposed to AT being provided data from the operators. While they might be much smaller than the other companies, Urban Express are out performing them on these stats.
Overall it’s been a pretty good year for patronage growth in Auckland. Let’s hope that the same thing happens again this new financial year and that AT and the bus companies have the ability to respond to the capacity needed
The patronage results for May are out and again the numbers are increasing – although not quite to the same level as recent months. This is in part due to there being one less business day in the month compared to May last year. Here are the results.
Once again the rail network is leading the growth with an over 12% increase in patronage compared to May last year although AT say if that is normalised to account for the reduced business day it increase is actually 17%. That’s fairly impressive considering just how poor the performance of services has been – more on that soon. The primary driver for patronage growth continues to appear to be on weekdays with AT saying there are now around ~48,000 trips on a weekday on the rail network which is up from ~41,000 a day in May last year.
The other normalised results are:
- Total – 6.2%
- Northern Express – 13.3%
- Other Bus – 3.3%
- Ferry – 8.3%
With the continued strong growth in the busway it once again highlights that focusing on rapid transit services is the right approach. Combined rail and the NEX services know make up 21% of all patronage across the network and that figure is growing fast. While many areas of the PT system are obviously in need of improvement, the strong growth in the RTN is a message I really do hope is getting to the Minister as RTN’s are the PT equivalent of motorways and really the kind of infrastructure the government (and of course AT) should be investing in.
With the Other Bus patronage a bit lower than the other modes, I wonder if that was impacted by the decision by AT to start charging for the City Link Bus (previously free with a HOP card).
Coming back to the issue of trains, as mentioned growth has been very strong despite an appalling service standard lately. Out of just over 12,000 trains that were meant to run in May, 650 – (or just over 5%) of them were cancelled – or at least didn’t reach their final destination for some reason. On the Western Line around 10% of all services didn’t reach their destination although I suspect many of these were cases of trains terminated at Swanson. Of those that did run around 20% ended up late. That’s a slight improvement on the month before but still dismal. I guess it proves that passengers will put up with a lot of disruption but likely only for so long.
AT say that five services across the rail network exceeded their planned standing/sitting ratio. This has commonly been reported however interesting one Eastern line service is mentioned which highlights just how very popular there the electrics are in driving up patronage.
Bus performance isn’t quite as bad – although it too could always be better. This sis shown in the table below
One good thing AT has recently done in is start publishing patronage data in on their website in .xlsx or .csv format without people having to trawl through years of documents. I’m told this is just the first step and that more data other than patronage will be coming over time. This is nice to see.
As well as patronage, HOP usage continues to increase and AT say that 72.4% of all trips were made with HOP which is up from 67.8% in April. I’m guessing the fare changes helped with that boost.
Lastly the data for May available yet however here is the results from Wellington up to April. Bus patronage continues to bob around the 24 million trips per year mark however rail patronage is numbers are increasing with April seeing annual growth of 5.5%.