Greetings from Barcelona, where I’m currently winding up a 3 week European holiday that has also taken me to Amsterdam, Paris, and Porto. But my thoughts on those cities will have to wait for another day, because right now I want to engage in some bloated, tapas-filled celebration of a more local achievement.
That’s right – our wee TransportBlog community can notch up another sweet (albeit small) civic success on our train belts (NB: Some of our earlier successes are documented here and here).
First some background. Some of our longer time readers may remember this post from approximately 18 months ago, in which I ranted and rallied against a metal post that had been rather brutally plonked smack in the middle of a narrow footpath, as illustrated below. I live and work in the area and this metal post was, frankly, a small but constant pain in the
ass head whenever I stumbled home blind drunk from many and varied soirees.
And just take a look at it now (NB: Photo taken by Kent Lundberg – urbanist extraordinaire and fellow MRCagney worker bee). Note this photo has been taken looking south, i.e. opposite direction from the previous photo.
Boo yah – begone ye post! And look at all those happy pedestrians; no longer do they have to swerve around the plywood box inconveniently placed in their way. Instead they can move freely, and glower at oncoming pedestrians without obstruction.
More seriously though: This is just one more small example of the sorts of positive transport outcomes that can be driven by an educated, informed, and pro-active community – such as that which TransportBlog has – over a number of years – sought to cultivate.
Of course credit needs to go to Auckland Council and/Auckland Transport for taking this issue up with the Pullman. I believe, from my not-so-secret contacts with democratically elected representatives, that Christopher Dempsey of the Waitemata Local Board also deserves mention for pursuing the issue.
In terms of the Pullman Hotel, I think it’s a crying shame you took so long to come to the civic party and acknowledge that you, or the Hotel’s previous owners, had clearly erred in placing this metal post in the footpath. Personally, I believe that “law” is a minimum morality and that their references to having consent for the aforementioned pole were a dereliction of duty to the community in which their Hotel operates.
But now that it’s been put right, I hereby declare that my Company’s embargo on your services has been lifted. Not that I’ll be using it anytime soon, preferring instead the wonderful travel opportunities opened up by the likes of AirBnb (NB: I hope to cover how this so-called “sharing economy” website is revolutionising how we travel and in turn how we utilise our housing stock in a subsequent post).
In spite of this sweet success, there is one obvious outstanding question: What’s the next priority for Auckland’s long-suffering pedestrians? Speak now; the AT/AC God’s may just be listening.
Between last November and February this year Auckland Transport ran consultation for a plan to further widen Lincoln Rd. It’s a road I’m particularly familiar with seeing as I use it regularly.
The upgrade seeks to
- widen Lincoln Road to provide an additional bus and high occupancy vehicle (transit) lane on each side of the road to increase capacity and improve passenger travel times.
- upgrade existing intersections to reduce congestion and improve safety
- build a solid raised and planted median to replace the existing painted median to improve vehicle and pedestrian safety
- install shared paths for pedestrians and cyclists on both sides of the road
- implement stormwater treatments to minimise surface flooding
- relocate and upgrade existing utility services
- integrate with the NZ Transport Agency’s current motorway interchange upgrade.
The plan raised a number of concerns for me, in particular that despite all the widening buses still wouldn’t have a dedicated lane. That despite having to buy up land for the widened road AT were still only proposing shared paths for walking and cycling – which happens to go against the region wide standards they were separately consulting on. Lastly that the intersections where horrifically massive blowing out to 9 lanes in places in a bid to try and cater for every single direction of movement in a dedicated lane or two. Here’s a cross section
And a video of the proposal
Auckland Transport have finally provided the feedback from the consultation and all up they received 162 responses and here are the results of some of the key themes.
Of the 162 people who made submissions, only 12 did not support any aspect of the proposals. Of the 162, 79 made a postal submission and none opposed the project overall.
The major issues identified by submitters, were:
- AT’s proposal is to widen Lincoln Road to create include a bus/T3 lane in both directions. This would convert to a bus-only lane when demand is great enough
23 submissions supported having bus lanes
25 submissions suggested that if Lincoln Road is to be widened a bus lane should be installed immediately and not also be a T3.
It may not be possible to make bus-only lanes immediately. This is being explored.
17 submissions supported T3 lanes.
27 submissions supported T2 instead of T3 lanes
19 submissions suggested converting an existing road lane to T3
Many more vehicles would use the transit lane if it is a T2 and this would interfere with the efficiency of the bus service.
Converting an existing lane to T3 was explored and will cause greater congestion and delays because it will restrict the majority of vehicles to one lane
- AT’s proposal is to have off-road shared paths on either side of Lincoln Road, for pedestrians and cyclists.
16 submissions appreciated improved cycling provisions and a further four supported improved pedestrian provisions.
60 submissions favoured separated cycle-ways.
A separated facility for cyclists will be investigated as part of the detailed design
- AT’s proposal is to have a raised solid median which would enable centreline planting and restrict right turn opportunities, including right turns to and from driveways.
29 submissions supported a solid median and only six submissions opposed a solid median.
With clear support for the solid median, AT will include this in the final design
- AT’s proposal included connecting Preston Avenue to Lincoln Road.
31 submissions opposed this aspect of the proposal.
Because of the clear majority opposed, AT will not make a vehicle connection between Preston Avenue to Lincoln Road.
- AT proposals covered a variety of other measures, such as pedestrian crossings, slip lanes, right turns, signals, etc.
39 submissions were received in total in relation to these issues, but no more than five submissions on any one individually
This feedback raises some questions. Why do they say AT may not be able to make the new lanes bus only, after all they do control the road and the widening project. In addition why do they only say separated cycling facilities will only be investigated as part of the detailed design. That seems very non-committal and hints that they may turn around later and say “we investigated separated facilities but decided against doing them”.
Along with information about the Downtown open space options, the agenda for the councils Development Committee (19 MB) contains an update on the Northwestern Busway. This seems like especially good timing considering the NW busway is something that has been suggested would be cut as part of the next Long Term Plan.
The busway is currently listed in the Integrated Transport Programme as being built sometime between 2021 and 2031 however the report highlights that it is likely to be needed sooner than that. This is primarily a result of the council’s decision to allow for a lot of greenfield growth in the Northwest. They say that up to 80,000 dwellings could be in the area by 2041 which would equate to over 200,000 residents and that’s just the greenfield growth. On top of this the local board for the area (Henderson-Massey) were perhaps the most progressive of all boards when it came to the Unitary Plan and pushed for many areas to be up zoned above what was originally in the plans. This will likely see a lot more people also in Te Atatu and other locations near the SH16 corridor.
In addition to the residential growth the council expects that up to 60,000 jobs will be in the area by 2041. While that’s a lot it’s nowhere near the amount of people who would be in the area so most people are likely to still need to travel for employment or study and that will put huge pressure on transport networks. All of which means that the busway is likely to be needed even sooner that the current plans suggest. It’s also correctly noted that the North West is quite a distinct corridor to that served by the rail network.
The report notes that modelling suggests that by 2041 there will be 30,000 trips across all modes from West Auckland to the city centre and fringe areas in the morning peak alone. That’s an absolutely massive number and as a comparison only around 20,000 are expected from the North Shore.
The NZTA is currently building upgraded shoulder lanes between Te Atatu Rd and Waterview which will come in to use in 2016 and apparently the NZTA will also build bus shoulders between Lincoln Rd and Westgate by 2018. However it is expected a full busway will be needed and AT believe the best place for that to happen is on the Southern side. The graphic below shows the busway as proposed and the shoulder lanes planed for SH16 in the meantime. It also shows bus lanes on eventually on SH18 as well.
Based on this the busway would be almost 7km which is similar in length to what the Northern Busway is. One difference to the Northern Busway though is the number of stations, many of which would likely be similar to Sunnynook and provide for local access rather than being large interchange stations (those are likely to be Te Atatu, Lincoln Rd and Massey North). Speaking of Te Atatu it appears to confirm that any future bus interchange would be on the South Western side of the interchange.
The ITP has the project listed at $376 million however AT say they are now working on a business case to understand the full costs and benefits of the busway.
I think it’s great that the busway is being progressed but I can’t help but feel like we missed a golden opportunity to get it implemented as part of the SH16 project.
I made my way to town this morning for the official opening of the Grafton Gully and Beach Rd cycleways. Perhaps because we’re only two weeks out from the election the government pulled out the big guns with John Key turning up to cut the ribbon along with Len Brown and Barb Cuthbert from Cycle Action Auckland. The ceremony itself took place under the Wellesley St underpass which was presumably a precaution from the rain that threatened but which thankfully didn’t eventuate.
There were four speakers who spoke about the project, Ernst Zöllner – the regional director for Northland and Auckland, John Key, Len Brown and Barbara Cuthbert from Cycle Action Auckland. I managed to get a recording of most of them so rather than repeat what they said they are below.
I missed recording the start of his speech but it was about how the Grafton Gully project came up very highly on all of the NZTA’s criteria.
There were quite a few interesting comments from the Prime Minister. He said the NZTA were ahead of the politicians on cycling issued and have driven them to do more for cycling. He talked about the Dutch experience and how they haven’t always been such a cycling friendly place and the big one I thought was him stating his support for Skypath
Like Ernst I just missed the start of Len’s speech however he started by talking about how views on transport in Auckland were changing rapidly and referenced the recent poll and was talking about how a huge percentage of people now want investment prioritised around PT and active modes.
Speeches over and it was time to cut the ribbon to officially open the route.
and a quick photo op ride along the cycleway.
It was then time for us to get our bikes and have a go. Of course being a cycling event a ton of people turned up with their bikes and the bike racks for guests were overflowing.
I’ll do a separate post looking at the cycleway itself including photos and video.
At the 2014 Election Transport Debate organised by the Campaign for Better Transport I was charged with summarising our Congestion Free Network as an introduction to the candidate’s speeches. Here is that short speech:
What is the CFN?
The CFN is a deeply considered answer to the question of how Auckland, our only city of scale, can best compete at all levels this century.
It is a world class Rapid Transit Network to go with our world class Highway Network.
1. It is designed for maximum economic efficiency; evaluating capital costs, operating costs, and long term value. It is a fully integrated top tier network; using busways where they are best option and extending the existing rail network where that adds more value, and ferries where they offer their particular advantage.
2. It builds on what we already have; it extends and complements our existing systems. It is the key to getting the highest value from earlier investments, especially our widespread road and highway networks. And it unlocks hidden capacity in the existing legacy rail network, and enhances its operational efficiency. It is about working our physical infrastructure harder and smarter as the city grows.
3. It facilitates better quality of urban form and supports higher quality of life and therefore the international competitiveness of the city, the nation’s gateway. It also complements the growth in Active travel; cycling and walking.
4. It greatly strengthens the city’s resilience through diversifying movement options in ways that are consistent with changes in technology and social trends and helps protect the city’s functionality against shocks in price or supply of imported fuels.
5. It greatly enhances freedom and choice for businesses, residents, and visitors alike. It supports the entire city, not just inner areas, including future growth areas on the urban fringe. It will make the choice to not partake in congestion in Auckland a truly viable one for more people, at more times, and for more trips.
It essentially is the answer to the question of what is needed next?
And it is not just a ‘nice to have’ but rather a carefully costed and highest value complement to the last sixty years of investment in motorways. It will unlock the motorway system for higher value users, in particular freeing it up for its vital role in the freight supply chain. In short to gain the next level of value from the urban state highways we need to invest away from them to keep them flowing efficiently. It also is what is needed to gain the agglomeration economies that flow from city shaped development.
And wonderfully It does not require anything other than a reprioritising of projects already identified for Auckland, and is achievable well within existing budgets. It takes no money away from other parts of the country’s transport share nor is it dependent on novel sources of revenue. It does however require an understanding that Auckland is at a new stage of development. One that requires more than just the single mode of movement and therefore while maintaining the existing road systems, investment in new infrastructure must be strongly directed to completing and optimising the missing modes. And this programme shows just how within reach this is.
In short it’s genius.
But because of how we control our transport spending it does need government to be willing to partner the city in investing differently than we have been. Nothing short of the success of our biggest city and the level of its contribution to the whole nation is at stake.
Starting with where Auckland’s nascent Rapid Transit network will be once the current upgrade of the legacy rail network is complete, the following maps show, in broad terms, how we can efficiently leverage off this resource to build a world quality and right sized extremely efficient Rapid Transit Network for Auckland over 15 years. Please note this only shows the top tier, separate right of way and high frequency Rapid Network. It is supported by and integrated with the New Bus Network, and other services. And of course it is designed to complement and operate separately from our widespread driving systems. Freeing them up for more efficient use.
For more detail on each route see under Our Proposals above.
In accessing Queens wharf on foot most people flow straight from the intersection of Queen St and Quay St as it is the most direct route. The only problem is that it’s also the entrance and exit on to the wharf for vehicles which often dominate the area. This is something I’ve written about before.
Thankfully Auckland Transport are finally going to do something about making the area safer for pedestrians by shifting the vehicle access to the east.
The changes will involve:
- Removal of the Quay Street right hand turn onto Queens Wharf
- Removal of the traffic lights from the current vehicle entrance onto Queens Wharf which will only be available for pedestrians and cyclists
- Relocation of the vehicle entrance to Queens Wharf eastwards which will not be signalised
- Vehicles exiting Queens Wharf can only turn left onto Quay Street
- Vehicles entering Queens Wharf must be traveling from the west, and must turn left off Quay Street onto the wharf
This is a good outcome and it’s good to see Auckland Transport finally doing this. It should help towards making Queens Wharf a nicer place for people to be. The changes are also shown below.
Weather permitting work starts on making this change tomorrow night.
This morning the mayor released his proposal for the Long Term Plan, which outlines the 10 year budget for the city. This is the first stage in a 9 month process.
Long-term Plan timeline
- August 2014 – Mayor’s LTP proposal
- December 2014 – Auckland Council adopts draft LTP
- January and February 2015 – Public consultation on the draft LTP
- April 2015 – Public hearings
- June 2015 – Local boards adopt local board agreements and governing body adopts final LTP.
The proposal is available on the council website here. The proposal does not have a huge amount of detail, and more based around funding outlines with some major projects mentioned. Today I will just do a quick outline of the document, and we will follow up with more analysis tomorrow.
Rates increases are 2.5% for the first two years, and 3.5% after that.
Here is what the document has to say about transport. Note that capital expenditure of $469 million, compared with $826 million in the 2014/15 Annual Plan. However this is going to be cut back by $150 million as we noted yesterday. This seems to be a mixed bag. Great to see City Rail Link still included. On the positive side good to see Penlink, other arterial roads and most of the oversized Park and Ride strategy cut back. However difficult to see how Lincoln Road is such a priority for upgrading, it is hardly lacking traffic lanes at the moment! Disappointing to see the North-Western busway pushed back even outside the 10 year timeframe. I’m sure this can be staged appropriately so we can see some good progress over the next few years.
Transport represents the most significant proportion of our total budget – almost a third of our operating costs and over 40% of our capital budgets. The funding envelope in the baseline budget is a significant reduction in the capital programme in the current LTP and has an even more significant shortfall on the aspirations reflected in the Auckland Plan.
This baseline proposal includes major projects such as:
- The City Rail Link
- North Western Growth Area projects
- Warkworth SH1 intersection improvements
- The East – West connections
- Lincoln, Te Atatu and Dominion Rd upgrades.
The full detail of the list will be the subject of discussion between Auckland Transport and ourselves over the next couple of months as part of fleshing out the draft LTP for consultation. The basis of that discussion will be the criteria by which we rank projects and getting a shared level of comfort with that process. Naturally I would want to see our strategic shifts towards public transport active modes strongly reflected in those criteria. However, the basic transport option is not what I believe Auckland wants or needs. It is an investment programme that will not solve our existing transport problems and in fact will see them get worse. Under current funding arrangements what we can afford involves foregoing a significant amount of transport investment that Aucklanders have told us they wanted through the Auckland Plan. We wouldn’t be able to deliver a range of projects including:
- A majority of local and arterial roading projects across the region
- Almost all of the park and ride projects currently programmed
- The North-Western busway
- Strategic projects such as Penlink and rail electrification to Pukekohe. I beleive Aucklanders want all of these projects and have an expectation that the entire transport programme contained in the Auckland Plan be delivered in the 30 year timeframe.
The plan also outlines a number of projects that will proceed as are needed to support growth including Special Housing Areas. That is something we have noted previously so is good to see this mentioned. Seems to be a little bit of a grab bag of projects though. Will need more than the Te Atatu busway station to support growth in the North-West, and not sure Drury station is a priority amid other capital cuts as will only be served hourly when Papakura station is so close and will have 10 to 15 minute frequencies.
Some examples of these projects are:
- Watercare’s central interceptor project
- Grade separation at Avondale
- Tamaki Drive shared walking and cycling path
- Work with mana whenua on redevelopment of Ruapotaka marae
- Otahuhu aquatic centre and library
- Improved public transport between Mangere/Otahuhu/Sylvia park
- New Takanini library
- Grade separation at Walters Road, Takanini
- Te Atatu bus interchange
- Westgate stormwater ponds
- Lake Road, Takapuna streetscape
- Train stations at Drury and Paerata
- Manukau transport interchange
- Ormiston library and community centre.
Grade separation at Walters Road has been the hold up for Addision/Glenora station so hopefully that should allow that station there to proceed.
Overall I think need to wait for more detail to see effect of transport projects, and it will be interesting to see if Auckland Transport prioritises public transport within this reduced spend or keeps building lots of lower value roading projects.
So what do you do when you’re told you have to cut some of your $826 million budget for capital projects and that in choosing what to cut it can’t apply to public transport projects?
Well it seems if you’re Auckland Transport you start by cutting PT and active mode projects.
Back in May when the council was discussing their budget for this year it was decided that Auckland Transport should reduce capital expenditure spend. At the time Chris Darby managed to get this amendment passed saying that the cuts won’t impact on PT.
MOVED by Cr C Darby, seconded by Cr PA Hulse:
Cr Darby moved by way of amendment, seconded Cr Hulse.
That the Budget Committee:
i) agree that the $5.1 million transport opex increase is dedicated to public transport and the $50 million reduction in transport capex will not be applied to public transport.
But it seems the $50 million isn’t enough if the council wants to keep to Len Brown’s goal of having rate rises next year average 2.5%.
- On 26 March, staff provided the results of financial modelling in response to the mayoral direction for the LTP 2015-2025. One conclusion from this analysis was that it is not possible to reduce the average rates increase for 2015/2016 down to 2.5 per cent solely by reducing or deferring capex in that particular year.
- The lagged impact of changes in the capital programme on operating budgets means that reducing or deferring capex in 2014/2015 will have a greater impact on rates for 2015/2016. The Budget Committee therefore agreed on 8 May 2014 to request the Chief Executive undertake an immediate review of 2014/2015 capex programme with a target of reducing or deferring $300 million of capex.
The cuts mean Auckland Transport has to find $100 million (which goes up to $150 million once NZTA subsidies are included). They don’t say all the items they’ll cut but the ones named are all PT projects.
The targeted reduction can be achieved via the reduction of budget across all transport activities. Projects such as Parnell Station, the Pukekohe Station upgrade and bus and transit lane improvements may have to be deferred to the LTP period. The Auckland Transport Board will consider the current capital programme to confirm which projects may be stopped, reduced or deferred to the LTP in order to minimise negative impacts on Auckland Plan outcomes. An updated 2014/2015 capital programme will be provided to the CCO Governance and Monitoring Committee in November.
It seems the only projects specifically named as being deferred are those that PT projects which goes against what the council asked for in the first place. Further projects like bus and transit lane improvements are often some of the cheapest and highest benefit projects. An example of this is the recent extension of the Fanshawe St bus lanes resulted in lots of full buses being sped up in the evening for what I understand was a fairly minor cost. In saying that I can live with the Silverdale Park and Ride (which is having issues of it’s own to sort out first) and can also live with Parnell to a degree.
Here’s the total list of capital projects in the current annual plan.
It seems to me there are a lot of other projects on the list that should be being cut before $2.5 million bus lane improvements, for example Lincoln Rd or Penlink.
For their part the council passed a (much weaker) resolution saying that AT should take into account the councils priorities around PT and active mode outcomes however based on past performance I wouldn’t hold up hope of AT actually listening to that.
The Auckland Transport board meeting is today and below are the bits and pieces from the reports that caught my attention.
First up as usual there are a number of items in the closes session of the meeting that it would be very interesting to see the details about. These are
- Ferry Services Contract
- EMU Implementation
- City Centre Access Options
- Mill Road
- Parking Services report
- AT HOP Update
- Rail Operations shortlisting
On to the Chief Executives report. These are generally just in the order they come up in the report.
AT are working with some of the teams from the HackAKL event and two of the top five teams will have a completed concept within three months.
Discussions have been held with the top 5 teams, 2 have progressed to a stage where the concept will be completed inside of 3 months, with the help of AT. The other 3 in the top 5 are still discussing within themselves how to progress. As well an additional application (hop Balance) from one of the other groups has been launched. We are still restricted in the data that we can make available, PT is working on this with the bus operators.
AT are creating a customer charter which includes specific measures that cover PT, roading, walking and cycling and they say they have been looking overseas to find out what the best practices are. They say the draft versions of the charters will go to a board committee in October. I think a customer charter with specific measures is a good thing and I would hope that there is some consultation from the public on final versions.
AT will be holding a consultation in late September on the rehabilitation of Franklin Rd and surrounding streets. They say Major focuses for the consultation include maintaining the heritage value of the
road (including the trees), parking, a lowered speed zone, walking and cycling.
A detailed business case will finally be done for the East West Link. It’s something I would have thought should have happened long before it was moved near to the top of the priorities list.
AT say the Environment Court appeal against the Silverdale Park n Ride might delay construction till the next financial year (i.e. after July next year).
On the EMUs there were 22 in the country at the time of writing the report however some more arrived yesterday and provisional acceptance had been issued for 18 of them. After the August summer holidays production will be ramped up as the intention is that by the end of the year we will get four delivered a month instead of the current two per month. On the issues with the over cautious signalling system they say
The ETCS system has been modified by reducing the driver warning before curves and other infrastructure features and the resulting improvement in running times.
As part of the Otahuhu Bus Train Interchange AT are looking at connections to and from the station. The report notes that this will include additional bus priority and improved walking and cycling connections.
At Panmure the new road alongside the tracks is almost finished and due to open to use at the end of September. It’s been called Te Horeta Rd. The image below is from the board report showing the road and it’s looking very much like a mini motorway although I would be happy to be proven wrong once it’s finished.
HOP use keeps on growing which is a great sign. Overall 67% of trips were paid for with HOP which was up from 65% in June. By mode bus was up from 62% to 65% while rail was up from 75% to 76%. In some ways this is not surprising given the changes in fares that occurred and means the trend of increasing HOP card usage is likely to continue. They also say a strategic business case as well as revenue and patronage modelling for integrated fares is almost complete.
Perhaps the biggest news from the report is about the next train timetable which is now targeted for November
Finalisation with KiwiRail and Transdev of the new timetable to support the increased frequency of Manukau services and the introduction of an EMU weekend timetable was progressed in July and early August. This provides 6 trains per hour from Manukau in the peak period and 3 trains per hour in the interpeak and off-peak, with weekends going to a 30 minute service plan. When the timetable commences, diesel shuttle services will run an hourly service between Pukekohe and Papakura on Saturdays and Sundays and connect with arriving/departing EMUs at Papakura. The target date for the timetable introduction is early November following progressive replacement within the existing timetable of diesel rolling stock with EMUs on the Manukau Line.
Some good news about the look of buses in the future with AT developing what sounds like a region wide design. This is long overdue although I’m sure some operators won’t be happy (I for one can’t wait to see the back of the horrid Birkenhead bus livery). They say the starting point for the new livery is based off the design used on the electric trains and the livery will be included in the future operator contracts which will be rolled out with the new network.
AT say they are also working on a wayfinding system which is something long overdue.
The patronage results for July are now available and they show another strong month of growth.
Auckland public transport patronage totalled 72,740,387 passengers for the 12 months to Jul-2014, an increase of +0.5% on the 12 months to Jun-2014 and +5.9% on the 12 months to Jul-2013. July monthly patronage was 6,268,752, an increase of 343,651 boardings or +5.8% on Jul-2013, normalised to ~ +5.4% accounting for additional special event patronage only, same number of business and weekend days in Jul-2014 compared to Jul-2013.
Rail patronage totalled 11,552,643 passengers for the 12 months to Jul-2014, an increase of +1.0% on the 12 months to Jun-2014 and +14.4% on the 12 months to Jul-2013. Patronage for Jul-2014 was 1,089,839, an increase of 117,561 boardings or +12.1% on Jul-2013, normalised to ~ +9.9%.
The Northern Express bus service carried 2,460,177 passenger trips for the 12 months to Jul-2014), an increase of +1.4% on the 12 months to Jun-2014 and +7.6% on the 12 months to Jul-2013. Northern Express bus service patronage for Jul-2014 was 233,814, an increase of 33,433 boardings or +16.7% on Jul-2013, normalised to ~ +15.2%.
Other bus services carried 53,653,594 passenger trips for the 12 months to Jul-2014, an increase of +0.4% on the 12 months to Jun-2014 and +4.6% on the 12 months to Jul-2013. Other bus services patronage for Jul-2014 was 4,578,804, an increase of 228,637 boardings or +5.3% on Jul-2013, normalised to ~ +5.2%.
Ferry services carried 5,073,973 passenger trips for the 12 months to Jul-2014, a decrease of -0.7% on the 12 months to Jun-2014 and an increase +1.6% on the 12 months to Jul-2013. Ferry services patronage for Jul-2014 was 366,295, a decrease of -35,980 boardings or -8.9% on Jul-2013, normalised to ~ -8.9% (no special events).
Again it’s the rail network showing the most growth up 13% with the 12 month rolling total up 14.4%. One of the interesting aspects about this result is the Western Line managed a 14.2% increase despite there being no additional services other than half hourly services on Weekends in October last year. The Onehunga line continues to show strong growth since it was converted to using electric trains – although part of the month saw the old diesels return as Auckland Transport and others try to address some ongoing power supply issues. The most impressive result was on Manukau services in the first full month that the new MIT campus was completed. Patronage on those services was up over 26% and it will be interesting to see if that level of growth continues.
To highlight the growth that’s occurring this graph shows the average patronage on each weekday which since July last year has risen from just under 37,500 to about 42,000 per day. AT say that on average seven services per day are over the planned capacity ratio of four people standing for every 10 sitting while a further six were very near to that level
While the rail network is increasing the fastest the biggest growth by overall number continues to be the bus network which was up 5.8% when you combine the Northern Express with other bus services. The graph below shows the NEX patronage while the one after shows the average weekday patronage for the other bus services
As AT said last month, from now they have finally dropped the self-reported bus reliability and punctuality stats and have instead moved to reporting them using the on-board GPS tracking equipment. A separate report on the stats highlights the reasons why the old self-reported stats were so high.
Under existing contracts, bus operators provided AT with a monthly service delivery report. Two main variants of contract exist: ‘North Auckland Spine’ (~5% of services), and the remainder (~70% of services). Commercial services (~25% services) are exempt from performance reporting. The majority of contracts reported contracted performance rather than actual customer experience, i.e. excluded trips where performance was impacted by factors outside of operator control e.g. adverse weather, exceptional passenger loadings and significant traffic congestion, resulting in artificially high performance reports. Various metrics were used including reliability at within 30 minutes of start of trip.
Reliability and punctuality has been predominantly monitored through manual self-reporting systems. AT has been working with operators to transition to an automated system based on actual performance data generated from new GPS-tracking equipment. Reporting reliability and punctuality using GPS-tracked performance data will commence from 1 July.
New and consistent, PTOM KPIs will be reported – reliability (trips started within 10 minutes of schedule and completed) and punctuality (trips started within 5 minutes of schedule). In future punctuality at points through the trip and at the final destination will also be measured.
This new methodology reports on customer experience with no exclusions or exemptions such as congestion or adverse weather. An expected punctuality is 100% at start of first each duty timetable trip (operator reaching the trip start) and for all other trips, allowing for an element of average statistical non-performance from outlying high congestion, poor weather, accidents, etc, and compounded where successive trips are linked, 95% at trip start for non-right-of-way (mixed with traffic) and 98% for right-of-way (busway) services.
As a result of no exceptions, the GPS-tracked reliability and punctuality will be lower than previously reported, however performance data collected will permit improvements in service delivery through an ongoing iterative programme of six to twelve monthly timetable reviews.
It’s almost unbelievable that operators were allowed to ignore commercial services, services with lots of passengers, services caught in congestion or results when the weather was bad and it’s no wonder they always managed 99% of services on time. Like the self-reported stats this only reports buses based on when they start their run however AT say they are also looking at performance based on certain timing points too. Below is the punctuality results for July compared to December last year which I assume was when AT finalised their tracking methodology.
So Airbus, the service you probably most want to be on time has the worst performance. This graph shows how the performance has changed since December.
The PTOM target is the target that will apply once the new contracts are rolled out as part of the new network. They say that performance above or below the target will be subject to financial bonus or deductions so based on the info above I bet all the operators are happy those contracts aren’t in force yet. The same also applies to bus reliability (whether the bus even starts it’s run) for which there will be financial deductions for results less than 98% with again no operators yet meeting that level.
It’s great to finally have some proper visibility around this and something we’ve only been calling for for about 3 years.
The biggest downside to Julys results was with cycling numbers which were down 21% on last July for some reason (despite what the text in the report says). If anyone has any reasons they might have fallen so much please let us know in the comments but a quick check shows that July was drier than normal with rainfall in Auckland at only 50-79% of an average July.