On Monday Auckland Transport launched consultation for an amended Regional Public Transport Plan and that included a large section on integrated fares – or Simplified Fares as AT call them. Since writing the post AT have released a lot more information about their Simplified fares proposal so I thought I was worth while addressing the topic in more detail.
A key point on simplified fares is that you are charged based on your journey, not what services you use – with the exception of ferries. They define a journey as
- up to 3 trips on buses or trains,
- up to two transfers, as long as you tag on within 30 minutes of tagging off your previous service,
- complete your travel within 2 hours.
And example they give is someone who might travel from Albany to Newmarket taking a bus and a train. Currently it would be treated as two trips and be charged two sets of fares – albeit with a 50c transfer discount. Under Simplified Fares it would be a single journey and only charged a single fare.
Following the introduction of Simplified Fares it will be interesting to see is how they report on patronage and if they change to reporting journeys or if they just keep reporting boardings – preferably they’ll report both.
The zones AT are proposed are as I showed the other day.
As mentioned at the time I think a little more work is needed on the zone boundaries, perhaps having all of them them overlap by 1-1.5km on all boundary lines to help address the issue of short journeys across a boundary being penalised heavily. As an example (below) the 195 and 209 services currently travel down Godley Rd in Green bay and then on and through Blockhouse Bay. If someone was to get on the bus on Godley Rd and travel to Blockhouse Bay they would have to pay a two zone fare.
Another alternative would be for AT to introduce a short journey fare which is how the issue is dealt with in some other cities – such as Perth.
There’s one other feature on the map that’s bound to cause some concern and complaint and that is the boundary of the city zone compared to the current stage one zone. This appears to affect just south of Mt Eden and Orakei train station and is indicated on the map below with a black dotted circle. It means trips from those locations to the city will now pay a two zone fare whereas they current pay just a single stage fare. Depending on the fare levels AT set that could see costs for those users almost double.
One aspect of the information that has surprised me is that AT have given an indication as to the prices they’ll charge for the zones. The indicative fare table is below.
It seems most passengers will be better off with the changes – or at least pay roughly the same as they do now which is a good result from AT. They describe the main impact of the changes as:
- Commuters to and from the city to pay similar fares
- Longer distance trips to be cheaper
- Trips across zones to be substantially cheaper
- A small increase for short trips
For me a trip to town using HOP would drop from 5-stages for $6 to 3-zones for $5. Many other journeys I randomly checked – other than those mentioned above – seem to be in similar situation of becoming cheaper than they are today providing the person is using HOP. Those savings also get much larger compared to today if your trip involves a transfer. AT have a couple of example journeys here including the Albany to Newmarket one mentioned earlier.
It’s a different story if cash is being used and so as I’ve mentioned before, it will be critical that AT look for more ways to get HOP into peoples hands. One suggestion I’ve made in the past would be having bus drivers keep a stash of cards pre-loaded with regular the regular note denominations. If a note is presented they quickly hand over the pre-loaded card and tell the person to tag on and their change will be on the card.
AT have given some more detail about their plans for other fare products such as daily/monthly passes. There will be a single daily and monthly pass priced at $18 and $200 respectively. By comparison currently those passes have a zone based element to them which means there are some lower priced monthly pass options if you aren’t travelling as far. It would be a shame to see those lower priced monthly passes disappear so perhaps AT should look at something like a two-zone pass which as the name suggests is restricted to travelling through two zones.
The issues with ferry fares sitting outside of the rest of the fare system are not new however as happens now AT say ferry travel will be included in the future daily pass. That’s good but it seems that at the at the very least AT should also include ferry travel in the monthly passes. AT have also said they want to introduce ferry monthly passes and family passes.
Overall I think the changes are positive and for most will be cheaper and easier than what exists today. That should be useful for further growing patronage. It’s just a shame they we won’t see them implemented till mid-2016.
In 2013 Auckland Transport adopted the current Regional Public Transport Plan (RPTP) – a document required by legislation and which sets out how the regions public transport system will be developed and operated. The 2013 RPTP was significant as among other things it officially added the New Network to Auckland’s plans. There were however a number of issues left unresolved and in the last 18 months there have been other developments in AT’s thinking on PT in Auckland. As such AT are now consulting on a variation to the RPTP to include all of this. The consultation will cover and be limited to only four specific areas:
- The proposed introduction of simplified zone fares
- Proposals for a new light rail transit (LRT) network on some major arterial routes
- Service and infrastructure changes arising from the Ferry Development Plan which was approved by the AT Board in December 2014
- Revised service descriptions arising from community consultation on the new bus network
Submissions on the RPTP variation open from today to 05 June and AT hope to have the variation adopted in July. Below is a bit more detail about each of four areas mentioned above.
Simplified zone fares
This is another name for integrated fares and AT are setting out how they think the system should run. This includes both the fare zones themselves and future fare products.
For HOP card users, fares will be based on the number of zones travelled in as part of a journey. A journey may involve travel on up to three different services, provided the transfer between services is made within the prescribed transfer time limit.
The zonal fare structure will apply across all bus, train and future light rail services. For ferries, the existing point-to-point fares will be retained, subject to further investigation of how they should be incorporated into the integrated zonal structure in future. The different approach to ferry fares reflects the fact that some ferry services are deemed exempt services, and not subject to the policies in this Plan. It also reflects the higher operating costs and premium quality of ferry travel.
The fact that ferry services will sit outside the rest of the fare structure seems to once again highlight the stupidity of the government’s decision to bow to the lobbying of fullers and allow some of the ferry routes (Devonport, Stanley Bay, Waiheke) to sit outside of the rest of the PT system. The zone boundaries are based on approximately 10km intervals from the city centre. We saw a low res version of the proposed zones around a month ago.
I still think there needs to be some larger zone overlaps, particularly between the Isthmus to Manukau North/Waitakere zones and Waitakere to Upper North Shore. As an example it seems like the Upper North Shore zone should extend to cover Hobsonville Point.
Looking to the future AT say they hope to replace the monthly passes with weekly caps that will automatically limit the amount that customers will be charged for travel in any calendar week. They also say that in future that using stored value on a HOP card will be a minimum of 33% off the cash fare to encourage HOP use. As a comparison currently all fares 3 stages and over are just 20-26% of cash fares. AT also mention wanting to look at ways of using fares to grow patronage – especially in the off peak where there growth doesn’t affect operational costs. This includes wanting to:
- Investigate and implement off-peak fare discount options to spread peak demand and encourage off-peak trips
- Introduce 24/72 hour pass options to encourage off-peak travel by residents and visitors
- Provide fare incentives for weekend family travel
All of these things are aspects we and many readers have suggested for a long time so it’s great to see AT pursuing them. One thing that is important to note is that it’s not likely all new fare products will be introduced at once and instead AT are likely to stage implementation over a period of time.
PT services can’t be implemented if they aren’t in the RPTP and so AT are adding in the references to light rail now so that it’s possible for them to proceed with the project in the future should they wish to. We’ve already covered off AT’s light rail proposals quite a bit already and the proposed variation focuses most attention on the changes that would be needed to implement light rail on Queen St and Dominion Rd. There isn’t a huge amount of new information in the document with one notable exception – mention of light rail to the airport.
Subject to the outcome of these investigations, approval to proceed and funding, AT proposes a staged implementation of light rail, with completion of the initial stages (Queen Street and Dominion Road, with a possible link to Wynyard Quarter) within the 10-year planning horizon of this Plan. A possible extension of this route to the airport is also under investigation, along with metro rail options
The potential extension to the airport is also shown in the map below. I still believe that duplicating and extending the Onehunga line would be a better option due to a speed advantage compared with going via Dominion Rd- although it would possibly be a more expensive option.
Ferry development plan
Ferries are often touted as an area Auckland should focus on more and frequent suggestions included adding ferries to places like Browns Bay, Takapuna and Te Atatu. The RPTP suggested a review of the role of ferries and so last year AT created a Ferry Development Plan that was approved by the board in December. The outcomes from the development plan are included in the proposed variation. While I haven’t seen the full plan it appears from the variation information that AT’s have taken a sensible approach.
The Ferry Development Plan focuses on improving existing services and infrastructure and on greater integration of the current ferry network with local bus routes and supporting feeder services. It calls for service level improvements on existing ferry services to reach the minimum levels specified in the RPTP, with further increases to be implemented in response to demand. It also identifies a number of ferry infrastructure improvements and renewals that are needed to address capacity and customer amenity and safety issues at key ferry wharves.
The Plan also evaluated proposals for extensions to the existing ferry network, including new services to Browns Bay, Takapuna and Te Atatu. It concluded that due to the high infrastructure costs involved with new services, the priority for additional resources should be on improving the frequency and capacity of existing ferry routes, rather than network expansion.
The reality is the immediately viable ferry routes have already been developed and with the bus infrastructure that exists (or will shortly) it will be very hard for ferries to compete on speed, frequency, coverage and operating costs with some of the other locations mentioned. Getting service on existing routes up to regular all day every day frequencies will help make them a much more viable form of PT and useful not just for commuting.
New Network service descriptions
As mentioned at the start the RPTP sets out how the PT system will run and that includes exact and minimum frequencies. Since the RPTP was adopted AT have consulted on the new network for Hibiscus Coast, Pukekohe, South Auckland, West Auckland. The variation will update the RPTP with the changes that have already been consulted on.
There are also some changes to the network categories and maps with the new ones shown below.
As our network exists now, as you can see not much of the network meets the frequent definition being just a few bus services and the Southern line north of Penrose although arguably it should also be considered frequent between Westfield and Puhinui. You will also notice many of the ferry routes don’t exist on the map as they don’t have all day frequency.
By 2018 with the new network implemented and all electric trains rolled out this is what we should have.
And by 2025 with the CRL and even more bus improvements this is where the city will be.
At the Infrastructure Committee two weeks ago not only was there an update on AT’s light rail plans but also on the status of the New Network and Integrated Fares including some maps of what is proposed.
On the New Network there is the rough timeline of when we’ll see the next steps in the process.
2013, 2014 – consultations completed
- South Auckland, Green Bay/Titirangi, Hibiscus Coast, Pukekohe/Waiuku, West Auckland
2015 – Consultation dates
- North Shore Consultation – June to July 2015
- East and Isthmus – Combined Consultation – September to November 2015
- Waiheke Consultation – to be decided
2015 – Implementation of Hibiscus Coast
2016 – Implementation of South, Pukekohe/Waiuku, West
2017 – Implementation of North, East and Central
There are also some low quality images of what is proposed for the North Shore and Isthmus/East consultations.
Other than the busway it suggests there are four services which will meet the frequent definition of a bus at least every 15 minutes, 7am to 7pm, 7 days a week as well as a number of other services running at lower frequencies. For me personally I quite like that the services that serve Takapuna appear to be greatly simplified which should make it much easier for non-regular users to work out which bus to catch. Currently Takapuna is served by a handful of buses that pass through Takapuna on their way to other locations such as the East Coast Bays (and they tend to be well patronised throughout the day).
The presence of the busway also makes it much easier to develop a connected network on the eastern side of the North Shore which sees most services feed in to the busway stations. The same can’t be said for the western side which looks much like it does today with almost all routes feeding to the CBD. This makes it difficult for someone on the western side of the North Shore to reach the eastern beaches or north to Albany. Given Birkenhead Transport’s previous aversion to changes it seems like AT are still caving in to this patch protection effort. It is something that we will need to submit on when it consultation opens because it really weakens the new network in this part of the city. Of course this wouldn’t be so bad had the original busway plans of a having a station around Onewa Rd had happened but that was dropped after strong opposition from the Northcote Residents Association. Such a station would have allowed people using the buses that feed into Onewa Rd to the frequent Northern Express or Takapuna buses.
There’s also a slide suggesting that AT are thinking about how the buses that access the city centre will be dealt with. The two options are shown below with my preference being the second one which would be simpler while still enabling easy and frequent transfers to services covering Ponsonby Rd and Karangahape Rd from the proposed Victoria Park station.
This is where the new network will be at is strongest with the highest number of frequent routes including a number of frequent cross town routes. There also appears to have some changes to a few of the cross town routes compared to the current network schematic shown on AT’s website. As an example the frequent route along St Lukes Rd/Balmoral Rd/Greenlane West now carrying on to Orakei Rd and Kepa Rd and Glen Innes instead of terminating at Ellerslie. It seems like a good change. It also highlights how good Mt Albert is for Transit, it’s served by the western line, New North Rd buses, the remnants of the outer link and two cross town frequent lines – an ideal place for some intensification.
Of course I’m sure AT will also need to show at the time how light rail would fit in this mix, particularly as it seems like the tracks will remain north of SH20 so there will need to be an explanation of what happens south of that.
I think it’s worth remembering the southern part of the network looks a bit bare due to that part having been consulted on as part of the South Auckland Network e.g. there’s a frequent route linking Botany, Otara, Papatoetoe and Mangere. I also thought there would be a stronger connection between Botany and Manukau along Ti Iriangi Dr considering it’s meant to be a future Rapid Transit route – although again worth noting there’s also a non-frequent service connecting the two via Harris Rd/Springs Rd/Preston Rd.
Moving on to Integrated Fares it’s noted that in October the AT board approved the business case for Integrated Fares which will see us move to a Zonal based fare system. All up there are 14 different zones although only seven in the main urban area (eight if you include the Hibiscus Coast). However the second slide on fares suggests there will only be 5 zone fares which suggests there will be a maximum cap (not many would likely go over that anyway i.e. how many people are travelling from the Silverdale to south of Manukau on PT on a regular basis.
While I do think the map is an improvement on what we’ve seen before I still think there will be some major issues around the zonal boundaries, even where they overlap as the overlap seems to be fairly small. As an example someone going from Fruitvale to Avondale on the train pays the same price as someone from New Lynn all the way to the city centre. This is something that using distance based fares would have addressed.
The big winners in all of this will be those that make cross town trips like those in the green arrows below or across the isthmus e.g. from Mt Albert to Sylvia Park. Obviously a key feature is that there is no penalty for transferring however I wonder if there are any trips where the fastest option involved more than 3 legs.
For the next steps in rolling out integrated fares we should hear more detail next month. I like that they are talking about family and ferry passes although on the latter I suspect they’re still unlikely to include ferry trips in the monthly/daily passes also eligible for buses and trains. This is likely in part due to the key ferry routes of Devonport and Waiheke being enshrined in legislation as outside of AT’s control.
To implement this and some of the other changes like Light Rail at also note that they need to update the Regional Public Transport Plan (RPTP) which was formally adopted in September 2013 and that should also happen this year. This likely won’t be a full new RPTP but just a refresh of the current one.
With the year fast coming to a close this is the first in a series of posts wrapping up what happened this year. In this post I’m just going to look at the changes we’ve seen with Public Transport.
While 2013 was very much a lull year while many projects ticked on in the background, 2014 has arguably been one of the biggest years for PT in Auckland for some time. This has largely been thanks to two major projects seeing significant milestones.
The first trains arrived in 2013 but this year saw them carrying paying passengers for the first time starting with the Onehunga line at the end of April. Electric trains then started running to Manukau in August before a full timetable upgrade earlier this month that saw improved frequencies – especially off peak. We don’t yet know the impact the most recent change have made however the earlier changes have shown the sparks effect in action in Auckland with those two lines seeing massive growth compared to last year – in the case of Manukau patronage is up 50% on the same time last year.
The fantastic news about the electrification story is that the biggest impact is yet to come which will happen the Southern and Western lines go electric by the middle of next year.
After years of delays and issues, integrated ticketing was finally rolled out to all PT services meaning you can now use a single card to pay for any trip across Auckland, regardless of who operates it. That is especially useful for anyone who has multiple options for which service they catch or those who catch transfer between services. It’s hard to say for sure but integrated ticketing is likely to behind some of the spectacular growth we’ve seen this year as from memory, internationally it’s been credited with patronage increases of around 7%.
As with electrification the best is yet to come and in 2015 we will hear more about the real game changer of Integrated Fares. That should simplify the fare structure significantly and mean you pay a single fare for your trip regardless of how many services you catch to get to your destination. It makes transferring much much easier and is needed for the New Network to work. From what I understand Integrated Fares requires some significant changes the HOP system and as such is not likely to roll out till around this time next year so it won’t really start having an impact till 2016. In the meantime Auckland Transport have already started making some positive changes including increasing the HOP discount in July that meant if you were using a HOP card then for most trips (except ferries) fares actually got cheaper.
Other than the two key projects above there’s been a lot of improvement in the PT space. Here are some of the other things we’ve seen this year.
Patronage has grown very strongly this year and has been one of the best years we’ve seen. We’re obviously still waiting for the results for December however for the 12 months to the end of November patronage has increased by 5.685 million (8.2%) to be over 75 million trips. Within that the star performers have been the Rapid Transit Network which is made up of the rail network and the Northern Express which combined have grown by 17% (2.166 million) compared to the same time last year. 2.166 million trips. On the rail network Auckland achieved two milestones at the same time with patronage surpassing Wellington for the first time and also passing the 12 million trips mark. That occurred only occurred in September however growth has been so strong it’s possible we will pass 12.5 million in December. However the regular bus network hasn’t been standing still either with that seeing a 7% increase (3.485 million). By mode the changes are:
- Bus – 3.817 million (7.1%)
- Train – 1.835 million (17.8%)
- Ferry – 32,900 (0.6%)
Down in Wellington patronage has had a spurt of growth for the first time in a while with the total number of trips rising above 36 million for the first time.
This year for the first time in Auckland Transport’s four year history we saw them implement a new bus lane. It occurred on Fanshawe St after a great post from Luke highlighting why it was needed and while small has made a big difference to buses leaving the city towards the North Shore.
In November we learned of a lot more bus lanes that Auckland is planning over the next three years which should really help improve the customer experience for bus users and improve operational efficiency.
City Rail Link
It feels like news has been relatively quiet on the CRL this year although the project has definitely moved forward. Earlier this year the project received approval from the independent commissioners which means for the first time in the projects 90+ year history there is a designation in place. Some groups are challenging that aspects consent and they should be heard by the environment court in the first half of 2015 however that is unlikely to stop the whole project.
In the meantime Auckland Transport have been moving forward with the project and the first section – the enabling works which will see the tunnel dug from Britomart to Wyndham St – should kick off by the end of 2015. AT have already put out a tender for the works and that should be awarded in the next few months. Positively, while the council and government still debate over when to provide funding, it seems everyone is in agreement that the enabling works should kick off now as they are needed for Precinct Properties to build their redevelopment of the Downtown Mall site.
Perhaps the biggest news about the CRL was that AT have dropped the Newton station in favour of an upgraded Mt Eden station.
Just a few weeks ago AT launched a new brand for PT called AT Metro and to accompany it all buses will eventually have a unified livery rather than each operator having their own brand.
Three more consultations for the New Network occurred in 2014 following the South Auckland network in 2013. This year there were Hibiscus Coast/Warkworth, Pukekohe and Waiuku and West Auckland. One major issue that has emerged with the new network though is the lack of progress on interchanges with the West Auckland network suffering the most from this.
The first stage of AMETI which will eventually see a busway from Panmure all the way to Pakuranga and then Botany was completed at the beginning of the year with the opening of the new Panmure station and interchange. It is already having a significant impact with patronage at the station up as much as 100% in some months compared to 2013 and that is only likely to continue as more improvements are made.
The Manukau station opened back in 2012 however since then it has been a bit hidden away thanks to the construction of the MIT campus that sits above it – which was subject to delays thanks to the collapse of the construction company building it. Those issues are now over and in June the MIT campus opened providing a spectacular entrance to the station.
So what did I miss?
This is a guest post by reader Frith Stalker
Dear AT Hop
I have used Auckland buses for 30 years
I am very smart, very pedantic, very polite and very Rule Abiding
I am your perfect customer.
I always thank the driver.
In days of old – I always had the correct change, now I always have my card.
I am always ready when my stop arrives, and I get off quickly and efficiently.
I give up my seat for the old, the very young, pregnant women and those with disabilities.
I ‘be the bad guy’ when no one will move down the bus, so we can all get on with the journey.
I pick up rubbish and I teach my kids bus etiquette.
I report the dangerous bus drivers, but yes I also commend the good ones.
I study your crazy maps, persist with your: series of bus cards, totally random electronic “real time” (ha ha) boards, user-unfriendly-websites – and log in repeatedly to your user accounts until I get to where I need to go, one way or another.
I have no choice.
I have no car.
Lately I got a Smart Phone. I got your App. I use it – every day – despite the times it monumentally lets me down.
But, you know, when a bus is finally in front of me, and I can’t get on it – despite my monthly pass – that’s when I finally say: ENOUGH.
You want to know why buses have a bad rap? You want to know why lower income users don’t use your AT Hop cards?
I’ve estimated my usage. A monthly pass is worth my while, just, as I spend near that (gulp) but importantly it allows me: jump-on-jump-off without calculating every single fare.
I’ve budgeted. I talked to the hotline to check my facts. I’ve loaded up $140 monthly pass on my card.
It was scary shelling out for that. It’s scary spending that anywhere. (I don’t spend that in one go on groceries for my family of four) It was not easy to put that money aside and spend it in one hit. I waited weeks to have it ready. Now I am off: Unlimited trips within Zone A for 30 days. Right?
- Day One: Today seems okay. I Tag On/Tag Off and it’s working. It’s a good feeling.
- Day Two: The morning is fine. The afternoon… I get on an Inner Link and Tag On (Ponsonby Rd). All good. At K’Rd, as I Tag Off, I catch something other than the green light out of the corner of my eye. But it’s too late to read the message – I heard the beep and now I am off the bus. Shrug. Run for the next bus.
- Next bus, out of breath, I jump on (I am racing to take over childcare). I try to Tag On, but it reads “insufficient funds, please pay the driver”. WTF? $140.00 and now I can’t get on a bus. [In fact I refuse to get off. A lovely (or resigned) man offers to tag me on. The driver gives up, declines his offer and drives off. I’m humiliated. Angry. But at least I am on the way home.]
- I phone the AT Hop number, they tell me my card has to be in credit (cash credit, over and above my $140 monthly pass) for my pass to function. I am disbelieving. I am also indignant: I did have credit. A few dollars. Otherwise how did my card work on Day One. Right? How can I fix it? Go to Britomart (ok, using my bus card? With my 2 year old? Shall I take time off work to go somewhere not on my way to fix a problem I didn’t create?)
This saga dragged on and my card was useless to me for the next two days. Something had gone wrong on that second tag off – and it wasn’t me. Credit had been removed from my card, and my monthly pass was non-functional until I could top up with more cash. There are two major problems with this, and a third catch:
- I was not informed, upon purchase of my pass – nor on the Hotline when researching the pass – that a cash balance would be required on top of my $140 top up. Surely this constitutes a breach of good faith between customers and AT Hop?
- There was cash on my card – entirely coincidentally. It was removed due to an error with AT Hop which they refuse to acknowledge.
- I’m not due to go past a Top Up point until the day after next – no car, childcare drop off en-route to work. I have to plan my top ups with care…
So how to remedy it overall? Surely, AT Hop say ‘sorry! We messed up’ ‘please accept this credit on your card for the costs when you couldn’t use your card.’ Right?
Wrong. Email exchange with AT Hop: they refuse to refund my fares. No cash fares refunds – not even with receipts. I suggest they credit me one extra day on my monthly pass. No. What if I spend $16 on my card (once my pass is expired) and they can refund that? No.
Can they explain what happened? No response. How can I be sure it won’t happen again? No response.
The final insult to injury is when the journey becomes visible (or not) on my online account. The story does not add up. At All. My trip from Ponsonby to K’Rd doesn’t even show. There’s one totally bizarre entry for that afternoon: a Tag Off on Customs St (missing Tag On). Now – I was nowhere near Customs St that day – and my email records prove that I was still at work over an hour later.
My Tag On the Inner Link (around 5.00pm) was just fine – but it wasn’t even on the record. A more paranoid person might think At Hop had altered my record (I had told them in no uncertain terms how far I was willing to go to ensure the issue was not simply brushed under the carpet. It makes you wonder…)
So, I think this sort of issue is a fairly stern deterrent: I fork out 25% of my Gross Weekly earnings for a monthly pass, and five days later I cannot board a bus? Not good enough.
The existence of failures of this sort (technical) are not ideal, but I can understand and accept that they happen. Given they do happen, however, there must be something in place to protect the customer (I suggested pass holders present the receipt for their pass – with valid dates – to the driver for travel if their pass failed… No answer).
If issues like this continue to be swept under the carpet you will not get a culture of faith in the everyday workings of our transport network. When you don’t have a car – and therefore have no other means of transport – this is not just an inconvenience it’s a massive stressor and potentially a barrier to reliably participating in the workforce. Not good enough.
For a number of months earlier this year the Auckland Transport Board Reports included the following lines.
Testing of a new AT HOP Day Pass is underway for targeted introduction by April 2014 across bus, rail and ferry. The pass will offer greater flexibility through three separate geographic zones compared with the existing and to be withdrawn paper Discovery Day Pass
Testing of a new AT HOP Day Pass is underway for targeted introduction by May 2014 across bus, rail and ferry. The pass will offer greater flexibility through three separate geographic zones compared with the existing and to be withdrawn paper Discovery Day Pass. Existing Discovery Day Pass will remain in market until at least 31st May, to ensure customers still have access to multi-modal travel product
April and May came and went with no sign of a daily pass and in the May meeting the references to it disappeared completely. Reader Nigel Jones decided to try and find out what had happened with the day pass so lodged an LGOIMA request with AT to find out. He’s now had the results back and has written about it here. This post will be largely based on his post.
As part of their response to Nigel, Auckland Transport have confirmed the primary issue has been related to technical issues
However going through the responses Nigel found more detailed information on the issues AT were having. These include:
- Machines having taking up to 10 seconds to read the cards.
- Issues with apportioning revenue to operators – a great example of why we need to get the new PTOM contracts rolled out so AT don’t have to worry about this stuff.
- Inconsistent treatment of how the passes are sold depending on the channel
- Trouble with purchasing different zone products on the same card- i.e. if you have a monthly pass for one zone but want a daily pass for travel to another zone it won’t work on the same card
Some potential mitigation options for the issues were listed as
- Delay the daily pass implementation – something that had had already been done twice
- Reduce the number of pass options from 6 originally proposed.
- Setting up different processes to account for the apportionment issue.
- Accept the limitations and try to explain them in the comms process.
All up it seems like a pretty messy affair although one not all uncommon with technology development. However I can’t help but think the whole thing is something that they should have been on to much much sooner. I’m also concerned that are implementing a daily pass option which is something you have to know you want to purchase at the start of the day rather than developing a more customer friendly daily cap which effectively allows for free travel after you’ve spent a certain amount.
AT’s most recent board report states that the pass will be available in July/August and I understand the official roll out date will be 1st July with RadioNZ reporting passes will cost between $16 and $22
The Auckland Transport board met last week and while most of the board report didn’t seem overly interesting one part on HOP usage caught my attention. It broke down the patronage by HOP vs paper tickets not just for trips but for revenue (page 31). As far as I’m aware this is the first time PT revenue has been shown publicly – unless it’s been buried somewhere in the financial reports.
As someone who catches both trains and buses the difference between HOP usage is noticeable although that might also be because non HOP payers hold up buses due to slower boarding whereas they don’t impact on the journey times for trains. AT say that considering HOP only finished rolling out to buses earlier this year that the result isn’t too bad however they can’t use that excuse on trains which have been using the system for about 18 months now.
Looking at the revenues and trips per mode allows for an interesting comparison of average costs. As you can see in the table below the average fares for trains are about 37% higher for rail than they are for bus which reflects that on average train users take longer journeys than bus users. This could also be partly seen in station boarding data I wrote about a month ago which showed that stations outside the old Auckland City Council boundaries having generally higher patronage than those closer to the city. The average fares for paper tickets on both bus and rail are 3% and 4% higher than the HOP fares which considering HOP fares are at least 10% less it suggests that on average cash payers travel slightly shorter distances.
Interestingly the average fare of ~$2.20 isn’t all that different to what is seen in the Australian and Canadian cities I’ve looked at. That suggests our fares aren’t completely out of line with what is seen elsewhere in similar cities although
- they generally provide better services so you get greater value for your fare
- there might be greater differences on individual fare products which affects the averages.
They’ve also provided this graph showing usage although it’s a bit hard to track the history. February showed a big jump across both measures and I suspect that was primarily due to schools being back as NZBus which is the largest operator went live in the last months of 2013.
In addition to above they have broken down the revenues and sales by channel which again provides useful information into how the system is operating.
The average top up amount for stored value is similar across all three channels averaging $30 for face to face, $26 for ticket machines and $29 for online sales. In terms of where the sales happen 39% are face to face, 34% at ticket machines and 27% are online.
It’s great that AT have published this level of data and in the interests of transparency I hope they continue to do so. In addition it would also be great to see monthly information on how far people have travelled (should be easy for HOP cards at least) and how much the operating costs were. I also think that they probably need to do a push to get more bus users in particular on HOP.
Last week I looked at station boarding data which had been provided to me by Auckland Transport. The way it was provided showed the number of people that tagged on with HOP as well as the number that brought paper tickets. This allows us to work out how many people are using HOP both across the entire rail network as well as at an individual station level. The results paint a very different picture of the rail network than what the boarding data did.
The table below sets out the percentage of trips that used HOP and just to recap from last time, the data excludes fare evasion along with travel made on legacy tickets & passes, special events, group travel, incomplete HOP transactions or transfers. I’ve ranked the data by the top performing station.
Some of the things that stand out for me in this data are:
- The numbers bounce around a little which I suspect is due to differences in the make up of each month e.g. I suspect that commuters are probably stronger users of HOP than those who take one off weekend trips. If that’s the case then months with a higher number of weekend days would impact on the numbers.
- There’s probably not enough data yet to be sure but there does seem to be a slight increase in the percentage of people using HOP. That’s the trend I would expect to see as the system becomes more mature and accepted amongst customers.
- Grafton is way out at the top of the list and been there constantly. This really surprised me but then I wonder if this is the result of a lot of school kids simply not tagging on or buying a ticket at all. That might help explain why the number of people using Grafton seemed quite low compared to the numbers of people that seem to use it every day.
- Related to the point about Grafton. December saw the percentage of people using HOP spike upwards for most stations. I wonder if there is any relation to fewer school kids using the trains then.
- Most of the bottom 5 stations for HOP card use are all stations that had less than 10,000 boardings per month, the exception being Henderson (which had 28k in March). In many ways Henderson isn’t a surprise as it’s not uncommon to see queues of people lining up for a ticket machine.
All up the numbers show some positive signs of increases but the question is, what can be done to really get those currently without hop on to it.
Winston Peters shows that he clearly doesn’t understand HOP – although I guess that shouldn’t be surprising
New Zealand First is urging SuperGold Cardholders who travel for free on Auckland public transport not to waste their money buying a prepaid card.
New Zealand First Leader Rt Hon Winston Peters says seniors are being pressured to spend $15 on an Auckland Transport prepaid HOP card and advises those who have done so to demand their money back.
“SuperGold Cardholders should demand their money back if they paid $5 for the card and the minimum $10 prepaid credit because the HOP card is simply an attack on the elderly.
“Auckland Transport’s HOP-card campaign has already signed up 11,129 SuperGold Cardholders.
“That means Auckland Transport has fleeced more than $166,000 from seniors who gain no advantage from buying the tag-on, tag-off card,” says Mr Peters, who introduced the SuperGold Card in 2007. “It is a grand confidence trick.”
“All they need for travel on the bus or for a train or ferry ticket is their SuperGold Card. They can travel free in Auckland from 9am on weekdays and all day on weekends and public holidays.
“A SuperGold Cardholder told us she would never use the $10 she was forced to load on the card and quite rightly asked, what is Auckland Transport doing with all the money,” says Mr Peters.
There are in fact many good reasons for SuperGold cardholders to get a HOP card.
- While most card holders will likely be travelling off peak, many still travel at peak and a HOP card allows them to pay for their fare (and get the HOP discounts).
- Perhaps more importantly is a SuperGold concession can be loaded onto a HOP card that means it automatically gives free travel after 9am.
If you wish to travel using an AT HOP card, you can have a SuperGold Concession loaded onto your card. This will save you having to get a free SuperGold ticket before you travel on trains and ferries. You may only hold one AT HOP card with a SuperGold profile on it. Travel commencing after 9am weekdays and all day on weekends and on public holidays will still be free and you will be able to tag on and tag off with your AT HOP card.
Travel commencing before 9am will be charged at adult fares to your HOP Money balance on your AT HOP card with at least 10% discount off single trip paper tickets (excludes NiteRider and Airbus Express bus services). https://at.govt.nz/bus-train-ferry/at-hop/at-hop-concessions/supergold-concession/
- Using a HOP card to tag on/off at a train station is also easier than having to go to a ticket machine – something some older citizens seem to struggle with.
- On buses the HOP card speeds up boarding making for quicker trips, not just for those with SuperGold cards but for everyone else and as we’ve discussed before that can have potentially big benefits for operational costs.
The reason I highlight this, is not so much for this specific example but that I wonder if this type of lack of understanding is perhaps a symptom of just how poor our PT has been for such a long time. Many people simply don’t understand why developments like HOP are so vitally needed. It’s also something that we need to be especially mindful of with an election coming up. In this specific case Peters would be better advocating for a HOP card that looks like a SuperGold card so that those eligible only need a single card in their wallet.
Brian Rudman’s column on Friday about the completion of the roll-out of HOP had some good points, although also a few mistakes.
More than a year late, and about $13 million over the original $87 million budget, Auckland Transport’s pre-pay, Hop travel card has finally achieved 100 per cent coverage of the city’s train, ferry and bus network.
My understanding is the project was actually on budget with the reason for the difference being that the original plan didn’t include Auckland Transport paying for the installation of the system on to buses. It was initially planned to leave the bus operators to source their own HOP compliant readers. The issues that ended up occurring with Snapper (among other things) ended up seeing AT change the scope of the project to include buses too and so the project budget had to be increased accordingly.
The real reason of the piece was to highlight one of the real ongoing challenges and opportunities HOP has for Auckland Transport
Meanwhile, earlier in the day, we commuters on the usually reliable 005 bus to town also had reason to celebrate. The wondrous new Hop reader on our bus had gone feral and we got a free ride. With a smile and a shrug, the driver just waved us on board, saying not to bother swiping our card, or opening our purses.
A couple of stops further on, the free rides suddenly ended. Presumably the system had clicked back to life.
I bring this up not to knock Hop – glitches happen. But what the brief period of free entry highlighted was the time saved when passenger interaction with the driver while boarding the bus is minimised. This is what a smart card system like Hop is supposed to achieve – a quick procession of customers, swiping their smart cards as they enter the bus, with hardly a pause.
Yet despite the now 100 per cent coverage of the public transport network, we’re a long way from this ideal. This was highlighted by Tuesday’s little technical hiccup. Once the driver started taking fares, the bus stop delays returned.
To me, the celebrations are premature.
What’s the good of a $100 million smart card system if more than a third of your passengers continue to insist on paying cash. On Tuesday, while the worthies celebrated, 98,000 journeys – 36 per cent of all trips – were paid for in cash. Over the previous 30 days, 40 per cent of travellers used cash.
Because of the narrow entranceway on most buses, it takes only one cash fare to stall the boarding process. One of life’s mysteries is why a disproportionately large number of cash fare payers seem to wait until they’re standing alongside the driver before remembering they have to give him some money. They then delve into their bags to find a purse, which they then scrabble around in for loose change.
Then there are the blokes who proffer large notes, then fume irritably when the driver punishes them with a cupful of small change.
Meanwhile, Hop card holders debate whether or not there’s room to squeeze past.
It’s extremely noticeable the impact that cash payers have on boarding times. I’ve seen 20 people board a bus in almost as many seconds only for everyone to be held up by a single person paying cash. On one of the buses I caught last week, one guy held up a bus full of passengers for 3-5 minutes while he checked his wallet and pockets multiple times trying to find the exact change before finally handing over a note to pay. He then did the same thing the next day.
HOP has the potential to save huge amounts time if more people were using it. That means faster buses which not only makes them a more convenient and attractive option but has some potentially important operational benefits. If buses can be sped up enough it can mean either the same number of buses can perform more runs each day for no extra cost or less buses are needed to provide the same level of service. Getting any of those benefits is a good outcome for everyone.
So why are people, like the guy described earlier not getting a HOP card and what’s more what are. Auckland transport doing about it?
AT has started a campaign to sign up more cardholders, but the miserable 10 per cent saving over the cash fare that is the main drawcard has hardly been a great success.
Nor has the minuscule and unpromoted 50c (no, not per cent) discount offered to those transferring from one bus or train to another using a Hop card.
Perhaps the answer lies in London, where the similar Oyster card is used for more than 85 per cent of all bus and rail travel.
There, the penalty for paying cash – or if you prefer, the discount for using the smart Oyster card – is so substantial it becomes a no-brainer.
I think fares and the levels of discounts are just one thing that AT need to be thinking about. I’ve talked before about the need to make HOP useful for more people by getting it used for other services like parking – which is something I know AT are looking at. But what I want to know is what other ideas readers have for getting HOP into the hands of more people (other than those discussed in the article).