The number of people travelling on buses and trains has continued to surge in November resulting in more than 75 million trips over the previous 12 months, the first time that’s happened in over 50 years. That means the number of trips taken in the last year is up by 5.7 million (8%). The Rapid Transit Network comprising of the Northern Express and the trains continues to be the star performer with the annual number of trips increasing by 17%. There has also been solid growth in the bus network which carries the majority of people in Auckland with patronage up 6.8%.
The rail network has the highest annual growth of all modes up 17.5% and patronage is up 12.3 million. Within that the two small lines currently served by electric trains are up 20-30% which perhaps gives an indication of what we can expect once the bigger lines go electric. For the month of November patronage on the Manukau Line services alone was up 50%. I imagine that sort of growth will only continue with the new timetable too. Apart from the electric trains one of the reasons given for the improved patronage is that train punctuality and reliability has improved with November recording the highest result Auckland has seen with 91.9% of all services arrive at their final destination within 5 minutes of their schedule. The Manukau line was the highest at 96% and the Western Line the lowest at 89.3%.
If you recall back to my post the other day and the most recent advice from the Ministry of Transport on the CRL from August where they said
Growth of 1.4 million trips for the year to June 2014 is the highest annual growth in Auckland rail patronage achieved to date.
If growth continues at 1.4 million trips per year, annual patronage would hit 20 million trips around 2019/20. We expect patronage growth to continue at a similar rate as for the year to June 2014 until around 2017/18, as the full electric train fleet comes into service and the new bus network is rolled out. After 2017/18, we expect the rate of patronage growth to slow and at this stage do not anticipate it is likely that the threshold of 20 million trips well before 2020 will be met.
Well patronage is now up over 1.8 million trips and not showing signs of slowing down.
The Northern Express is also seeing fantastic growth this year with annual patronage now up 14.4% and rising above 2.6 million trips.
What’s also notable about this is that over the same time period the number of vehicles that cross the Harbour Bridge every day has dropped by 2%. Of course the NEX doesn’t include all bus trips across the harbour bridge and it would be fascinating to see just how many there are in total.
The annual Farmers Santa Parade is tomorrow. A few weeks ago Luke put together a great post highlighting primarily the issue of AT and the police rushing to re-open Queen St to traffic – which has absolutely zero need to be there – straight after the parade, he also briefly touched on the transport arrangements from last year. Auckland Transport have now published information about how to get there and it pretty much tells you that you should drive.
Join the fun and take the family by bus, train or ferry to the annual Farmers Santa Parade on Sunday 30 November at 2pm.
The parade is one of Auckland’s most popular Christmas events so public transport and roads in and out of the city will be busier than usual.
To manage the parade and public safety, roads around the parade route will be closed and there will be parking restrictions.
There is a range of transport options to get you and your family to and from the city so you should plan your journey in advance and set-off early.
Check services by using this link: https://at.govt.nz/bus-train-ferry/events/farmers-santa-parade/
Travel to the parade by bus:
Buses will operate to a Sunday timetable and normal fares/passes will apply. Due to road closures a number of city centre bus stops will be relocated and some route diversions will be in place. Auckland Transport Ambassadors will be on site to assist passengers.
Travel to the parade by train:
Trains will be operating to a special timetable with services approximately every 20 to 30 minutes on most lines into the city from 10.30. There will also be special services from Pukekohe.
Rail buses will depart Waitakere between 10.05am and 1.35pm. These services will transfer to trains at Swanson Train Station.
After the parade, passengers can board trains at Britomart to Swanson and transfer back to rail buses operating between 4.30pm and 7pm to Waitakere.
Britomart Station will be busy, ensure you use the Eastern Entrance in Takutai Square and be there early to board prior to departure time.
Event trains will depart Pukekohe Train Station at 10.30am, 10.58am, 11:30am, 11.58am, 12.30pm.
Return services to Pukekohe depart at 3.45pm, 4.15pm, 4.45pm, 5.13pm, 5.50pm and 6.20pm. Use the Concourse Entrance to Britomart in Queen Elizabeth Square.
Travel to the parade by ferry:
The Downtown Ferry Terminal is located on Quay St, normal fares/passes apply for ferry services. Fullers will be operating additional sailings between Downtown and Bayswater, Birkenhead/Northcote Point, Half Moon Bay and Stanley Bay.
Driving to the parade:
If you are planning to drive, please be aware that road closures parking restrictions will be in place. https://at.govt.nz/projects-roadworks/road-works-disruptions/christmas-event-road-closures/
Public parking is free at the Downtown and Victoria St car parks for vehicles exiting between midday and 6pm.
So let me get this right, AT want you to join the fun and take PT to the parade however:
- buses only run to a normal Sunday timetable – which means hourly or worse in some places – and pay for the privilege.
- trains do run more frequently which is good but I note AT don’t make it clear either way as to whether you will pay to use them.
- ferries will have some additional sailings than a normal Sunday but like buses you will have to pay to use them.
Alternatively you can drive and get free parking. I wonder which option most families will choose?
The one major downside to the driving option is that parking is only free at AT’s Downtown and Victoria St carparks which have 890 and 850 spaces respectively. A total of 1740 spaces isn’t going to serve very many families compared to how many people go to the event and is likely to lead to them quickly filling up and families having to find alternative and much more expensive places to park. That will likely help create congestion and unhappy parents. In short what the hell are AT thinking offering free parking in the CBD, this isn’t the 1960’s any more.
What AT should be doing instead is putting on heaps more buses, trains and ferries – perhaps even close to weekday peak levels – and marketing the hell out of them. On top of that make the PT options free and charge for the carparking to further encourage people to shift modes.
The charging option also highlights another failing of our current ticketing system, no family passes. These are currently only available from Britomart, New Lynn, Newmarket, Papakura and Pukekohe and they only for trains so they’re useless for many people. The table below shows what a family of four (2 parents, 2 kids) would pay for a return trip to the city depending on how many stages away they are (I’ve limited the number of stages to 6).
Auckland’s public transport patronage has been on a tear as of late and patronage is not only at its highest point in over 50 years but is currently up 7% on the same time last year. Included in that figure is the Rapid Transit Network (RTN) – which comprised of the rail network and the Northern Express – is up a massive 17%. The fact that patronage is growing so strongly got me thinking about how it compared to the targets that have been set. This is also important as the council will today be debating PT targets as part of their long term plan discussions.
Targets for public transport come from a number of places and don’t always line up with each other. We have:
- The Auckland Plan (AP) agreed to in 2012 set an aspirational target of doubling patronage to 140 million by 2022.
- The Long Term Plan (LTP) which sets targets over a 10 year period (updated 3-yearly). The current LTP was set in 2012 and the council will soon be consulting on the 2015 LTP
- The Annual Plan set targets for a single year based factors such as recent performance and funding available (which is often different to what was originally predicted in the LTP).
- Auckland Transport’s Statement of Intent (SOI) which is an annual document outlining the councils expectations of AT and lists three year’s worth of targets.
The SOI targets are arguably the most important as the SOI “sets out Auckland Transport’s strategic approach and priorities for the next three-years and how they contribute to the longer-term outcomes Auckland Council seeks to achieve“. In other words the SOI targets the ones that AT care about achieving (although generally they will match the council’s targets anyway although oddly not for this financial year). The targets are initially suggested by AT based on that they think is achievable based on current trends, projects and funding that is available. Council have a chance to change them before signing them off but generally what is suggested is what goes ahead.
Earlier this year we were quite critical of AT for suggesting, and at the Councillors for signing off the targets in this year’s SOI. The reason for this is AT wanted to reduce their PT targets compared to what had been set for this financial year in the 2013 SOI. The justification for doing so seemed to be that AT didn’t think it would meet its 2013/14 targets and extrapolated that forward to this financial year. This was despite the fact that patronage results had already started turning positive again and there are major changes that were about to flow through the PT system that would drive patronage such as electrification.
One example is rail patronage which had flat lined in 2012/13 (it looks like a decline due to impacts of the RWC and the HOP rollout) had it’s target for this year slashed from 13 million to 12.1 million despite the imminent arrival of electric trains. The predictions which fed those lowered targets had been created a few months prior to year end when it appeared we would miss the 2013/14 target by a wide margin however the surge in patronage meant AT was just 5,000 (0.04%) trips short. The fact that rail targets had been dropped the year before was also used by the Ministry of Transport as part of their justification for delaying the start of the CRL till 2020, suggesting that if AT don’t think rail use will grow as strongly as previously predicted then the CRL isn’t needed as soon either.
Fast forward to now and we’ve seen both bus and train numbers rising rapidly so how do they compare with the targets that have been set. With the exception of ferries all of the patronage targets for this financial year have already been met and are even on track to meet the 2013 SOI targets. On top of this every few months AT update their predictions for where patronage will end up for the year. The last predictions were in September so that doesn’t take into account Octobers strong growth and I’ll highlight those predictions below too.
Total patronage has already passed this year’s target thanks to the patronage growth that we’re experiencing. I’ve also included the draft 2015 LTP targets as from now on they only apply to the total patronage. More on the LTP targets at the end of the post.
Has continued to increase strongly. The current SOI target of 12.1 million trips was passed in October with patronage reaching 12.124 million. The last projection suggested that by the end of June patronage would reach over 12.9 million trips however it will now potentially be over 13 million which happened to be the figure from the 2013 SOI.
Busway (Northern Express)
Based on its performance against its target the NEX is doing the best having not only already beaten the 2014/15 target of but is only 8,000 trips off passing the 2013/14 target too. Further at it’s current rate it will hit the 2012 target as well and it has even surpassed it’ end of year forecast made just last month.
Like the busway, the rest of the bus services have showing decent growth with patronage likely to hit (or get very close to hitting) the target set for 2012
While buses and trains are doing well, as mentioned Ferries aren’t. Here’s the ferry graph.
So overall we’ve met almost all of the patronage targets already and for some modes it looks like they may hit the 2013 or even 2012 versions of their targets which is fantastic news. However it also highlights that the council need to do a better job of setting targets rather than being dictated to on them by AT.
October’s patronage results show Aucklanders are continuing to flock to buses and trains. It’s especially true for the rapid transit network which is seeing staggering growth, up over 20% compared to the same month last year. It’s showing that the public really value and are responding to services that have a decent priority so are less affected by congestion. Here are the results
We already knew that rail had passed the 12 million trips in a 12 month period mark earlier in October however it seems the growth continued on strongly with the October figure over 12.1 million trips, an increase of over 200,000 trips compared to the 12 months to the end of September. It’s also the second month in a row and the third month out of the last five months that patronage is up over 20% compared to the same month last year. The real stand outs are the Manukau and Onehunga services which of course are the only two lines so far that have the new electric trains on them. I suspect some of their growth is from existing users at stations served by both old and new trains changing their travel patterns so they can get electric services however there is also likely to be a lot of new users too. Of course the non electric lines are also showing strong growth too.
AT’s figures show that on weekdays, the average number of trips on the rail network has risen from around 38,000 to around 44,000. If you assume two trips per person that means an extra 3,000 people are catching the train a day.
The Northern express is also seeing staggering growth and as I talked about in this post, even counter peak is leaving people behind due to being so busy (it happened to me last night).
Considering there hasn’t been much in the way of additional services put on in the last year this patronage boost must good for farebox recovery.
And it’s not just the Northern Express that’s busy, other buses which provide the bulk of patronage in Auckland are up significantly too even off peak and on weekends.
Not everything is going up though unfortunately, patronage on ferries is down and AT attribute it to “the poor weather conditions throughout October, decreasing the number of noncommuter/tourism related passenger trips“. They say the trips on the contracted services (services except Devonport and Waiheke) were actually up however as the Devonport and Waiheke patronage makes up the bulk of the ferry numbers, decreases from them dragged the result down. Going forward I wonder how much the launch of the new Explore ferry service to Waiheke will affect things – and if they’re included in the patronage figures.
The other disappointment is that cycling numbers were down again too. I wonder if that’s also weather related as the morning peak numbers continue to show an increase in people cycling
52: Devonport Dining District
What if there was an easy way to breathe new life into Devonport?
Most Aucklanders and visitors to this city would agree Devonport is one of those special places with many natural advantages when it comes to its setting sandwiched between the harbour and two volcanic cones with spectacular city and sea views in almost all directions.
As a place to live, it is certainly one of the special and most desirable parts of Auckland. But as a town centre, it is looking pretty tired and seems to have stagnated over the past ten years or more while other locations have really surged ahead in terms of destination activities like food and drink offerings and boutique or specialist retail that you might expect from a town centre in such a beautiful setting.
Interestingly, the Auckland Plan and City Centre Masterplan identified Devonport as an integral part of the city fringe making it akin to the likes of Ponsonby and Parnell as one of the heritage urban fringe villages that overlooks and feeds off the city centre. This sort of thinking could really change the future prospects for Devonport as a destination town centre should there be interest in pursuing those opportunities.
Wouldn’t it be great if Devonport could develop as a dining district? Attracting night time visitors from the city side with top quality dining options with unbeatable harbour views and village character, combined with summer’s evening promenading around the harbour’s edge seems like a real winner. So why isn’t it like that already?
Stuart Houghton 2014
The Auckland Transport board meet today and other than the outstanding patronage results, here are the other items on the on the agenda or in the public reports of note. Firstly the closed session which once again contains quite a few interesting topics including:
- Newmarket Crossing – This is the Sarawia St level crossing issue.
- Penlink Designation – AT have been looking to make changes to the existing designation to Penlink although hopefully this doesn’t mean it is moving any closer to actually being built.
- CCFAS2 – AT are being very secretive about just what the second CCFAS is looking at.
- Integrated Fares Business Case
- Amendments to Statement of Intent 2014-17 – perhaps they’re correcting for the really low rail patronage targets.
- Parking Consultation Analysis – the feedback from the draft parking strategy consultation a few months ago.
- CBD/West Transport – I’m not sure what this is about but I was told it is confidential as involves property acquisitions (or the potential for them).
On to the items that are in the public session. From the board report:
AT are responsible for developing a region wide wayfinding system. Some of it has started to appear and they say the next stage will see precinct specific signage go through user testing and stakeholder feedback in January and February next year.
Construction of the Wolverton to Maioro cycle route will happen over the year end school holidays
AT say after reviewing feedback to the consultation on cycling routes through Wynyard they are now looking at alternative options. You may recall these are the cycling routes that many of the local marine businesses complained about claiming the loss of parking would destroy their businesses despite them having off street parking and the on-street parks being empty a large amount of the time.
AT are still working on the new Otahuhu Bus-Train interchange however they seem to be getting more vague about when it will be completed. This is important as the roll out of new network for South Auckland is reliant on the completion of this interchange and when announced at the end of last year was planned for mid-2015. In August they said the bus portion was targeted for completion in July 2015 with the rail upgrade completed by the December 2015. In September they said the target for completion was by the end September 2015 although this wasn’t specific to modes like August was. Now they are saying the interchange is scheduled for completion in the last quarter of 2015 and aligned to the new network. This suggests a delay both for the interchange and for the bus network rollout.
There are now 29 of a total 57 EMU’s now in Auckland with 24 unit’s with provisional acceptance (up from 20 in the September report). They say two more are due to arrive in November and another seven in December. Regular train users will have seen the EMUs start to be stabled at the old Auckland Railway station as Wiri only has the capacity to store 28 trains.
Strand Stabling Yard now in use, photo by Jonty
There is more detail about the upcoming timetable change which will be the first major one for a number of years. It will come in on the 8th December and as we found out last month all services from Pukekohe or Papakura will go via Newmarket and all services from Manukau will be via Glen Innes. The services on the Manukau line will increase to 10 minute frequencies and should also hopefully include some longer trains. Now AT are also stating that weekend trains to Onehunga will also see improvement moving to a 30 minute frequency (it would be good if they did 30 minute frequencies on weekdays too). Early testing of electric trains on the Western line has also commenced after Kiwirail finally finished in September, over a year late.
The first stage of AMETI is now effectively complete. The new road parallel to the rail line and which includes a 220m tunnel next to the station, named Te Horeta Rd, opens to traffic this Sunday 2nd November and there’s a public open day on Saturday 1st from 11am to 3pm. A separate paper to the board shows some before and after photos. AT say there is still expected to be some minor works on the project till early next year and that the final cost for this stage is expected to be $212 million compared to the project budget of $239 million. Here is a video from AT of the road.
HOP use as a percentage of all trips remained at 71% after jumping strongly in July and August following the change in fares from early July despite AT selling 15,000 new ones in September. AT say that now almost 420,000 have been sold with around 56% of them registered. The exact figures aren’t clear but it appears that HOP use for rail and bus is approximately 79% and 69% respectively. We’re now almost two years since HOP first started rolling out so this got me thinking about how the uptake of HOP compares to similar situations overseas. Back in May 2013 AT received this report from Deloitte doing just that. In the absence of the actual data behind the graphs, I’ve manually added approximately where HOP is and as you can see the result looks pretty good. I would suggest to AT staff that they might want to highlight this fact.
In a good move AT now have an agreement in place with Budgetary Agencies which allows them to give out a free HOP card as part of the assistance they give to clients.
Auckland’s Transport’s patronage results for September are now out and they show that the city is experiencing spectacular PT growth, growth which is also setting a number of records. The big news was earlier in the week was that when it was announced that over the last year there had been more than 12 million rail trips on the rail network and that for the first time more trips than the rail network in Wellington. As it turns out the 12 million trips milestone has actually occurred some-time in October rather than in September. Here are the highlights according to AT.
Auckland public transport patronage totalled 73,957,488 passenger trips for the 12 months to Sep-2014, an increase of +1.1% on the 12 months to Aug-2014 and +7.6% on the 12 months to Sep-2013. September monthly patronage was 6,612,702, an increase of 782,718 boardings or +13.4%on Sep-2013, normalised to ~ +11.0% accounting for special event patronage, one more businessand one less weekend day in Sep-2014 compared to Sep-2013. Financial year to date patronage has grown by + 8.5%.
Rail patronage totalled 11,923,347 passenger trips for the 12 months to Sep-2014, an increase of +1.7% on the 12 months to Aug-2014 and +16.7% on the 12 months to Sep-2013. Patronage for
Sep-2014 was 1,119,230, an increase of 194,217 boardings or +21.0% on Sep-2013, normalised to ~ +21.2%. Financial year to date rail patronage has grown by +16.8%.
The Northern Express bus service carried 2,540,018 passenger trips for the 12 months to Sep-2014, an increase of +1.6% on the 12 months to Aug-2014 and + 11.1% on the 12 months to Sep-2013.Northern Express bus service patronage for Sep-2014 was 234,282, an increase of 40,686 boardings or +21.0% on Sep-2013, normalised to ~ +20.8%. Financial year to date Northern Express patronage has grown by +18.6%.
Bus services excluding Northern Express carried 54,387,408 passenger trips for the 12 months to an increase of +1.0% on the 12 months to Aug-2014 and +6.2% on the 12 months to Sep-2013. Bus services excluding Northern Express patronage for Sep-2014 was 4,887,764, anincrease of 516,418 boardings or +11.8% on Sep-2013, normalised to ~ +8.8%. Financial year to date bus services excluding Northern Express patronage has grown by +7.1%.
Ferry services carried 5,106,715 passenger trips for the 12 months to Sep-2014, an increase of +0.6% on the 12 months to Aug-2014 and an increase +2.0% on the 12 months to Sep-2013. Ferry services patronage for Sep-2014 was 371,426, an increase of 31,397 boardings or +9.2% on Sep-2013, normalised to ~ +8.1%. Financial year to date ferry patronage has decreased by -0.3%.
At 73.96 million trips to the end of September represents a massive jump in usage compared to last year and even from last month when the total was 73.14 million trips. Importantly it’s not just from the growth of rail but increased bus patronage too that’s causing this surge. The Northern Express along is up 21% on the same month last year. It definitely appears that AT’s major projects such as integrated ticketing and electrification are starting to pay off and with so much positive change to go the tend is only likely to accelerate. One little milestone that did occur is that per capita we crossed 48 trips per person which is the first time that’s happened since 1989.
The rail patronage growth has been stunning for months and is really highlighted on the Onehunga and Manukau lines – the only two running electric trains so far – which respectively saw a 32.6% and a 50.6% increase for the month compared to the same time last year. I’ve personally really been noticing of late that both buses and trains have been getting very full, even if travelling against the peak flow such as from the North Shore to the city in the afternoon suggesting that we’re likely to see this strong patronage growth continue in October and be hopefully beyond.
Crucially the growth of PT is also happening faster than the population growth in Auckland with the latest results showing Auckland increasing at 2.3% per annum. With PT having grown as 7.6% over the last year it shows the growth is coming from many existing Aucklanders.
Moving on to other modes, for Ferries one thing that did catch my attention was this patronage graph. Significantly they have split out ferry patronage by whether the service is subsidised (contracted) or not. As I understand it only the Devonport and Waiheke runs are exempt and the graph shows how significant the patronage from those two locations compared to the rest of the ferry destinations.
Lastly after a few lower months (possibly due to a faulty counter) cycling numbers are up 6.3% on September last year and 11% on a 12m basis (despite what the Monthly Cycle Monitoring Report says). Partly because we’re now in spring but it certainly feels like in seeing a lot more people out and about on bikes, even compared to previous years.
This week we should learn about the patronage results for September and with this post I want to explore whether Auckland Transport are delivering the results to the public in the best way that they can.
Currently we get patronage results a couple of reports that go to the AT board each month. There is the Public Transport Monthly Patronage Report, the Monthly Transport Indicators, the Statistics Report and even some details about HOP usage in the Chief Executive’s Report. Each offers the same high level information but there are variations between them. I tend to use the Statistics Report as that generally has the more detailed information than the other reports. The fact there are multiple reports to begin with is odd and at the very least the Public Transport Monthly Patronage Report, the Statistics Report and the HOP reporting from the CEO’s report should be combined together in a single report.
Other than the number of them, there are a couple of other issues I have with the reports. The primary one is that they are only available as a PDF report. That means each month I have to go through the report and pull out all of the details manually if I want to keep track of them (which I do and I know some others do too). This opens up the chance of data entry errors with the information or incorrect numbers if a figure is revised which happens from time to time and happened recently with the ferries. You also have to know that the patronage results are included in the board reports and where those reports are buried on the AT website. Other issues relate to what information is available compared with what other cities provide.
So with that in mind here are some examples of what some similar organisations provide to the public.
Greater Wellington Regional Council (GWRC) through Metlink recently improved the level of information they provide and importantly do so in an easy format for anyone wanting to look at it. They provide a range of graphs showing the monthly results for the current financial year or the annual results as far back as 1999/2000 and most of the data is available in a spreadsheet that can be downloaded. The data provided includes many of the same types of areas that AT provide but there are some important additions. In particular
- Annual peak and off-peak patronage – this shows how much patronage occurred during the peak and off peak and in the spreadsheet is also available by mode.
- Annual passenger kilometres by year and mode – This shows how far people have actually travelled on each PT mode which is useful for seeing how commuting trends are changing. As an example on average bus trips are getting longer while rail trips are getting shorter.
The one downside to how GWRC produce their PT information is there is no context able to be given, for example patronage that is impacted by special events or holidays etc. The results are updated approximately 1-2 months after they occur.
The Public Transport Authority runs PT in the Perth through their Transperth brand. The authority provides monthly and annual patronage information via an online interactive table by mode and for trains by line. It’s not clear how frequently the information is updated however as the image below shows, it’s not as frequent as Auckland or Wellington. There are no graphs or any contextual information however. There’s also no information on other metrics
PT in Portland is run by TriMet and they provide a number of ways for the public to get patronage information. Firstly there is a Performance Dashboard which shows graphs about the average weekly boardings per month (instead of total patronage) but most interestingly they also provide financial information including the average cost per trip and revenue. Reporting revenue monthly is particularly interesting as in most cities you have to delve through dull Annual Reports to find the information hidden in the financials – although even this isn’t possible with Auckland Transport as it isn’t specified in their annual report.
In addition to the Performance Dashboard also publish monthly reports which includes all of the figures from the dashboard plus a few others and to top it off the data is also available back to mid-2008 in one file.
One of the more interesting aspects about all of the TriMet data is how they break the bus data down by whether the bus is a frequent route (at least 15 minutes all day) or a local connector route. In Portland frequent buses carry over 50% of all bus patronage. As Auckland Transport roll out frequent buses as part of the new network here I hope they differentiate between the frequent and non-frequent services too.
It would be great if AT could also provide operating cost information regularly
San Francisco (BART)
San Francisco is unusual in that the Bay Area Rapid Transit (BART) system is run completely separately from the rest of the PT services in the Bay area. The patronage information BART release doesn’t show the total number of trips, instead it shows the average daily ridership for a weekday, Saturday or Sunday. One of the advantages of using an average weekday result is it more easily accounts for the variations of the calendar and is something Auckland Transport have recently started doing. Instead of just showing the overall result the monthly data goes a step further by using an Entry/Exit Matrix which shows the average daily ridership from each station to each other station on the network. The image below is from last month and as an example it shows that on average for a weekday 852 people catch a train from El Cerrito Plaza (EP) to Berkeley (BK). This is a level of detail is likely to only be practical to provide for a rapid transit system and something I think AT should definitely do for both the rail network and the Northern Busway.
In addition to the level of detail the files are updated quickly and are usually available by the 5th of the next month (compared to almost one month later in Auckland). Lastly one extra feature is that a spreadsheet is available with the annual patronage information back to when the system opened in 1973
So what could AT learn from these cities to improve how it provides information on patronage to the public.
- At the very least:
- consolidate the various reports into a single report that contains all the relevant information
- a page on the AT website with links to each of the monthly patronage reports to the board.
- Should have:
- A page on the AT website with some graphs explaining the key PT results
- Provide a downloadable file with historical patronage results
- Would be nice to have:
- An Entry/Exit Matrix for the Rapid Transit network (rail and busway)
- Data updated automatically earlier in the month
- Operating Cost and Revenue information
- Would be ideal but won’t hold my breath for:
- An Entry/Exit Matrix for the entire PT network that the data wizards out there can use to create new insights into our system.
Is there anything else you would like to see?
Auckland Transport recently launched a new campaign featuring Jerome Kaino encouraging people to use PT and HOP. It seems to be primarily an online campaign focused on the videos below however I’ve also seen a few ads on the backs of buses too. Overall I think the campaign is pretty well done and Jerome seems like a good choice to front it.
I’m not sure I agree that the journey planner is as great as Jerome suggests. I find it often ignores the most logical or sometimes even the fastest options. For example to get from Takapuna to New Lynn on a Monday afternoon it only suggests catching the horrid 130 bus for almost two hours but ignores the much faster option of catching a bus to town and then transferring to either another bus or a train.
It’s good to see AT talking about what’s coming up and importantly highlight that the changes are helping to give Auckland a system like found in many other cities around the world.
Overall I think AT have done a decent job with this
Although it doesn’t have quite as many cool points as this 1980’s style video that L.A. Metro has just released.
News broke this week that from Saturday there will once again be some competition on the Waiheke ferry route.
The battle for passengers on the Waiheke ferry service is about to heat up – much to the relief of many who say the current Fullers service is just not reliable enough to get them to and from the island.
New rival company Explore will offer 12 sailings a day from this weekend and give passengers an alternative to Fullers, which has been going through a difficult period with several vessels out of action.
No details were available last night on just how competitive Explore’s services and prices would be.
A spokesman said Explore was still finalising details and awaiting Auckland Transport approval to begin sailings on Saturday.
This would consist of running ferries between Auckland’s Downtown ferry terminal to Waiheke Island 12 times a day, catering for the large number of commuters to and from the island.
Two boats would operate initially, led by Explore’s flagship vessel D5. Another new boat, D6, will be added to the fleet before the end of the year to boost capacity during the busy summer months.
Explore chief executive Kit Nixon said the company had 15 years’ experience in tourism in Auckland and was best known for its fleet of sailing boats on Waitemata Harbour.
Explore’s catamaran D5 had been refurbished to give a sleek and comfortable ride and travellers would be able to recharge their mobile devices and laptops. The vessel would eventually be equipped with wi-fi.
Mr Nixon promised “great value” fares across the board, including a 42-trip pass for Waiheke residents, commuters and frequent travellers which would roll over to the next month if a customer did not use up all their days.
Customers could reserve a spot on a specific sailing to guarantee them a seat.
The last time there was competition on the route was about a decade ago and I’ve seen a lot of comments from Waiheke residents over the years unhappy about the level of service they receive and the prices they pay. The Waiheke ferry along with the Devonport ferry are unique to PT in being Auckland/NZ in being fully commercial services. That means there is no public subsidy to run the ferries.
Since the original article in the Herald a few days ago the prices have been revealed and at least for casual users are the same as what fullers offer. What’s also not clear is if these ferries will accept HOP
While these prices are the same as Fullers the company is saying they they’ll offer some better pricing on passes.
“We want to provide flexibility, real value for money and fairness around the way people are buying their passes,” said managing director William Goodfellow.
An option offered was an equivalent to Fullers’ adult 30-day pass at $355.
“But the frequent pass can be used across two months not one.
“Also with a frequent pass you are allowed to tag on family and friends”
However, Explore would offer a resident’s pass at $15 for a one-way trip – a $5 saving on the other operator’s adult one-way fare.<\blockquote>
And here’s the timetable. One positive is that it does give Waiheke effectively a 30 minute frequency for much of the day.
I wish them the best of luck in carving out a slice of the market because as has been seen before, Fullers won’t give it up easily.