Ridership figures for public transport in Auckland during October are now available and they continue to grow, driven almost exclusively by huge growth on the Rapid Transit Network (RTN) – the rail lines and the Northern Busway.
Compared to October-2015, total ridership this October increased by 2.7% with just under 7.3 million trips taken, but within that figure the use of the RTN has continued its double-digit growth and is up 16.3% (rail up 16.4% and busway up 16.2%). This kind of great growth is to be expected as it reflects the RTN continuing to establish itself as the core of the PT network. Now over 26% of all PT trips in the region happen on the RTN and the RTN will continue to grow in the future as it usage tends to follow a fairly simple and proven formula; high frequency services + high capacity vehicles + dedicated infrastructure = great PT use. The graph below shows the growth in the RTN and the overall PT growth over the last decade or so – at the start of the graph, the RTN accounts for just 10.5% of all trips vs 26.3% now.
But the RTN isn’t the only PT that’s been growing though, ferry use has continued some steady growth, inching ever closer to 6 million annual trips and a milestone that’s likely to be achieved any day now. AT also say the Mt Eden Rd and Onewa Rd bus services continue to see good growth which is positive. The former has seen the introduction of double deckers relieving some of the overcrowding issues that were seen earlier this year while the latter has also seen some improvement, Onewa Rd services are also due for more capacity early next year with AT saying double deckers are due to be introduced on some Birkenhead Bus services in February.
But the good news stories are partially balanced by other parts of the bus network which continue to see declining use. AT say the buses in the southern area continue to perform poorly and with bus services from the west which were heavily impacted about a year ago by the bus stop changes related to the City Rail Link works. It’s possible some of the changes from both the south and the west are a result of people migrating to the rail network.
For the south at least, it will be interesting to see how the numbers change over the coming months in response to the introduction of the new bus network that went live at the end of October. These kinds of changes can often take at least a few months to bed in before ultimately bearing fruit. Even if growth happened immediately we also may not see it unless AT split their patronage reporting out (which I hope they do).
Here is the detailed table they publish with the results.
It should be clear by now that growing the RTN is essential to the future growth of PT in Auckland. As such, AT really needs to put pressure on themselves to deliver on RTN expansion because at the moment it all seems to be moving at a glacial pace and the AMETI busway is a prime example of the heel dragging that has plagued the organisation. AT are only just now going for consent on the Panmure to Pakuranga section. The recent ATAP reports calls for that busway to be built as far as Botany within the next decade as well as the first parts of the North-western Busway, but both projects only seem to be in very early stages.
Here are a few other graphs from the stats report that we like to keep an eye on.
Farebox recovery has slipped again but is still well within the target range for the year and we expect to see some improvement from the implementation from the new network.
HOP use is down a little on recent months but it’s positive to see it’s use on buses continue to grow.
Parking occupancy continues to remain high. This is interesting because as you can see both on-street and off-street usage is near the top of their respective target ranges and so based on AT’s policy, suggests prices will need to go up in the future.
Auckland public transport patronage for September is now available and sitting on a Shinkansen racing across Japan seems like the perfect time to write about it.
Compared to September 2015 there is once again a marked difference between the modes with AT reporting the following high level results for the month:
- Total – up 3.4%
- Bus – up 0.4%
- Train – up 13.8%
- Ferry – up 6.7%
The more detailed breakdown is shown below
Once again you can see that with bus, it’s the busway that continues to be pull up the numbers up with stellar growth. With Ritchies now running all but two buses in the peak as double deckers, hopefully we’ll see this fantastic growth continue. AT also report that they’ll be adding more NEX services to the peak in January and February head of March Madness to help cope with expected demand and ongoing growth.
But the growth on then NEX also means that the results on other bus services remains poor. AT have said in the past this is partially due to a range of issues such the CityLink buses no longer being free, buses from the west not being as attractive due to the changes with the CRL works and poor overall performance on buses in the south, something we should hopefully see some improvement on as a result of the new network.
On trains there are continues to be strong growth but the percentages in recent months do appear to be starting to reduce from the regular 20%+ we were seeing for a couple of years. But we did expect this to happen eventually and in reality it’s odd to be seeing 20% growth as a normal thing. What’s worth pointing out though is that even though growth as a percentage is slowing down a bit, it’s primarily due to being compared against a higher base. In total numbers it remains high and on an annualised basis we’re continuing to add over 2.7 million trips a year as you can see in the graph below.
What’s also worth noting is the results for the different lines. Following the long awaited increase in frequency on the Western Line it continues to grow well and on an annualised basis has now passed 6 million trips. It’s worth noting that just 9 years ago the entire rail network had fewer trips on it that.
At the same time the Southern Line only had 4% more trips than September 2015. I wonder if what’s driving this is the same as affecting buses or if there are other issues such as capacity constraints. AT do say they’ll me making some slight changes to how they run trains from this month which will see another 3-car set freed up which can be used to help increase capacity.
There is planned to be a new timetable in March which will see services sped up and which will free up two more 3-car sets to increase capacity. AT say the March timetable will finally see the electric trains on the Southern and Eastern line running faster than the diesels that they replaced. On the Western Line speeds will be about the same as they were and can’t be faster due to the safety measures needed around the way too numerous level crossings.
For rail, on an 12m rolling basis there are now over 60,000 trips being taken on weekdays.
Ferries continue what has been some solid growth and while most of it is on the except services (Devonport, Waiheke and to be soon to be formerly Stanley Bay), as a percentage growth is strongest on the contracted services which is an area AT have been improving services. With some recent improvements to Half Moon Bay and Pine Harbour, and the new Half Moon Bay ferry terminal under construction, we’ll hopefully see these results continue to improve.
On to some of the other PT metrics, punctuality seems to be a mixed bag. Overall it is improving but has been declining on ferries. Over the last year or so, AT have standardised all of their punctuality metrics to focus on the time the service departed its origin destination. I don’t agree with this way of recording results as it feels like a convenient way to make the results look better than what most people experience, especially for buses which often get caught in congestion. As a comparison, for rail AT still show the percentage of trains that arrive at their final destination within 5 minutes and that shows 96.3% of trains on time vs the 98.6% based on departure time.
Since the introduction of integrated fares, farebox recovery has fallen a bit. This was to be expected but is still will within AT’s target range for this financial year. NZTA’s farebox recovery policy means it needs to reach 50% by June 2018 so at 49% it’s still looking pretty good. One positive thanks to the increasing patronage is that the subsidy per passenger km for rail continues to improve. We should also start to see it improve for buses from November with the New Network in South Auckland saving AT around $3 million annually.
HOP usage continues to improve, with 84.5% of all trips in September being via HOP. What is interesting is the steady increase in HOP use on ferries. I wonder if this is mainly due to the increase in contracted services.
Overall we’re continuing to see some positive results. Now back to the rest of my Shinkansen trip.
We often talk about the big projects, networks, as well as game changing best practice regulations. However what about the small things, low hanging fruit where for cheaply i.e. not for 100s of millions of dollars we can achieve with a “Small Step” a “Great Leap” for the people the project & area it effects, part 3 is about the difficultly of transfers in the off peak.
During the peak, transfers are not to bad, lots of bus routes have 10-15 frequencies, as well as the trains. However during the offpeak transfers become difficult, because of timings. Here are 3 examples
- The Southbound Southern Line service on the Weekend departs Newmarket the same time the Westbound Western Line is scheduled to come into Newmarket, meaning a 30 min transfer wait is required as you always miss the transfer.
- The Eastbound service from Britomart leaves 1 min after the Western Line arrives on the Weekend, if you know this, putting yourself strategically in right carriage, and know to run, you can just make it if Eastern TM is onto it, however if not you will usually miss the service which means 30min transfer wait.
- A person I knew wanted to head to the Airport from Avondale, the original plan was they would catch 008 to Onehunga & then 380 to Airport, however the 380 left one min they said before 008 was timetabled to arrive. Again 30min transfer wait.
These types of events really put people off, and make people not want to use PT on off peak except for direct to destination services. While in the long run Auckland Transport should fix these issues through the introduction of the New Network with many routes including the trains having a service every 15mins 7-7, Monday to Sunday. However the New Network won’t go live until later next year for Central, East & the North Shore, the 380 also is still only has a 30 min frequency service in the New Network. I also can’t see how they can run a train every 15 mins Monday-Sunday 7-7 due to the Eastern & Southern Lines sharing the tracks between Westfield to Wiri, this would mean in this section 8TPH would be running each way, now this is fine for passenger services we run 12TPH each way during weekday peaks on that section, but the question would be when & how easily would KiwiRail fit in it’s freight services without a third main in that section?
While it was good to see the Westfield-Wiri third main in the indicative projects lists in the first decade, we still have no idea if this means it will funded tomorrow, 2018, or even 2028, it is an ATAP ASAP for me, but whether it is for AT & Government I am not sure.
In the meantime, we could make peoples lives easier if in the next timetable adjustments, we tweaked a few off peak services to better connect to each other like the examples above.
So what do you think?
In July Auckland Transport stealthily uploaded a 97 page Programme Business Case on the Light Rail page of the AT website. Due to ATAP (Auckland Transport Alignment Project), the Unitary Plan and City Rail Link (CRL) has gone a little bit under the radar.
So what is it? Technically while Light Rail is one part of the business case, the document is called the Central Access Plan (CAP) & deals issues identified in City Centre Future Access Study, which was even with the CRL CBD bus corridors would reach breaking point due to bus congestion/numbers on Wellesley & Symonds Streets.
Bus Numbers with CRL 2041
It looks to be part of a wider scope of studies/works about providing transport access to Central Auckland, they being the CRL which provides good access for the West/South/Inner East, the North Shore Rapid Transit study, which I assume is looking at a need for future rapid transit options either standalone or as part of AWHC project in the foreseeable future, and the Northwest Rapid Transit Project which one would assume is the Northwest Busway report due April 2017 prepared by Aurecon.
Access to Central Auckland
The area the Central Access Plan looks as if it trying to address is Void, which has been mentioned on this blog before, the isthmus area between the Western & Southern lines. This area consists of some of Auckland’s major arterials & bus routes – Mt Eden Road, Sandringham Road, Manukau Road and Dominion Road.
The study identified 3 major problems
- The inability to meet current and projected transport demand on key corridors will sustain unreliable travel and poor access to productive central city jobs
- Blockages and delays in central bus services worsen travel times and customer experience for those using public transport
- High and increasing traffic volumes on residential and inner city streets create adverse urban amenity and environmental effects.
The study also notes that “There is already a substantial problem now with buses frequently late and full, resulting in passengers being left behind. Projects and initiatives such as the City Rail Link (CRL) and the New Network, largely with double-decker buses, will provide substantial additional capacity, but the underlying growth in projected demand is so great that most bus routes and the associated terminals and bus stops will have reached capacity by the early 2020s. The stress on the system at that time will be such that only the introduction of a mode that can move more people in fewer vehicles and that can use the sole under-used City Centre corridor – Queen Street – will provide more than very marginal relief. While measures to optimise the use of the bus services and reduce demand through promoting active travel are integral components of the proposed programme, they only ‘buy time’ before the extra corridor must be brought into use with a higher capacity mode. They will help to make conditions more tolerable as demand continues to grow and before a step-change can be introduced.”
CBD Street Capacity
The below graphs show the buses per hour needed on each street, the Orange shows unmet demand due to over the realistic capacity of buses on the corridor.
Wellesley St Bus Numbers
Symonds St Bus Numbers
The below map shows the Business as Usual scenario, with the red areas no longer within the 45min PT Commute of the City if speeds decrease by 31% (This was a KPI in ATAP)
Areas within 45 CBD PT Commute
To try & mitigate the 3 problems above they first tested 6 options against the Do Minimum Network (The Do Minimum Network included CRL/AMETI/Busway to Albany, Puhoi-Walkworth, as well as Southern/Northern Corridor Improvements.), the options were (Please note these are the Plan’s Pros/Cons, I don’t necessary agree with all)
Option 1 – Do Regardless which includes: Auckland Cycle Network – $200m, More Double Deckers – $80m, City Centre Street Improvements – $30m, Footpath improvements – $15m, Bringing forward Te Atatu and Lincoln Rd stations – $10m, Implementing off board collections, traffic signal changes, more cycle parking and bus shelter improvements – $2m
Pro: Buys Time & minor increase of capacity.
Option 1 – Do Regardless
Option 2 – Non-Financial Demand Management which included reducing parking supply in CBD, all lanes on Symonds (Past K’ Road) & Wellesley during peak would be bus lanes, more aggressive cycle/walking upgrades due to removal of parking.
Pros: Improves Bus Efficiency, more space for Active Modes, does not preclude further options & reduction in pollution.
Cons: Effectiveness Short Lived
Cost: $540M (Not sure if Do Regardless Cost is Part of each Options Cost or Not)
Option 2 – Demand Management
Option 3 – Extended Bus Network which turns Queen Street into a surface busway for Dominion & Sandringham Road bus services as well as changes to other routes.
Pros: Increase of Capacity & Bus Efficiency, Removal of General Traffic from Queen, Buys a number of years before further intervention.
Cons: Lots of Buses on Queen Street, effective short lived without bus terminal capacity, restricts future interventions, high cost.
Option 3 – Extended Bus Network
Option 4 – A Mt Roskill Spur using the Avondale Southdown Corridor with two stations at Owairaka & Mt Roskill.
Pros: Low Impact due to using rail designation, provides extra capacity on inner west stations, buys time before further intervention, some reduction in buses, does not affect further intervention.
Cons: Short lived, low train frequencies adds to travel times, longer distance for Dominion Road.
Option 4 – Mt Roskill Spur
Option 5 – An LRT Network which consists of 5 stages. Stage 1: Mt Roskill via Queen Street & Dominion Road, Stage 2: An extension to Wynyard Quarter, Stage 3: A Sandringham Road LRT Line via Queen Street, Stage 4 & 5: Three Kings via Symonds & Mt Eden Road LRT, Onehunga via Symonds & Manukau Road LRT.
Pros: Provides necessary capacity, travel time improvements, removes high level of buses from CBD, removes traffic from Queen Street, increase of public space.
Cons: Cost & potential impact on general traffic in isthmus.
Option 5 – LRT
Option 6 – The introduction of a Bus Rapid Transit System with a CBD Bus Tunnel.
Pros: Provides necessary capacity, travel time improvements, removes buses from CBD surface, increase of public space, North Shore services can use tunnel.
Cons: Extremely high cost, large tunnel portals & potential impact on general traffic in isthmus.
Option 6 – BRT Tunnel
AT then put each option against criteria with a ranking of 1-5 for each, the total was the average score with LRT coming on top as best option with a average of 4.4/5 compared to the next highest option the BRT tunnel at 3.7/5.
Cap Option Evaluation
After concluding that LRT was possibly the best way forward, they looked deeper into the option, the first observation they made from the models was that “a second light rail service pattern using Symonds Street, Manukau Road and Mt Eden Road may be required towards the very end of the 30 year period. Allowance has not been made for this service pattern in the IP owing to the level of uncertainty in forecasting so far out as noted in ATAP.” So in the time frame they would only be looking at Cost/Benefits of two of the LRT Lines, Dominion Rd & Sandringham Road
Dominion Rd LRT had a Cost Benefit Ratio (CBR) of 0.7 – 1.9 if land value uplift was included, this allowed the potential of a Mt Roskill Spur to be potentially added to the package. The Cost of Dominion Rd LRT including Wynyard Quarter was $1,367m.
Dominion Rd & Sandringham Rd LRT had a CBR of 0.5 – 1.1. However they say this should improve due to it being able to be staged. The cost of Sandringham LRT they have estimated at $500m.
AT says there is issues with the modelling however for the following reasons which do not allow a proper case to be made
- The constraint of requiring a fixed land use for the evaluation is a flawed assumption, as without additional capacity for travel to the City Centre, the ability to deliver the land use is compromised.
- Similarly, for the people that are ‘crowded off’ the public transport services, there is likely to be a second order effect on general traffic as some of them would be forced back to car travel, making it even less efficient in the process. The performance of the road network would also be expected to degrade over time so potential benefits further in the future are likely to be under represented.
- Large public transport projects where a step change is being made represent a significant investment up front, but offer comparatively modest benefits in the early years. However, for a number of reasons there is a need to make that investment at that point in as there are no feasible options to allow continued functionality without the investment.
- The reliability improvements that come with almost completely segregated travel need to be explored further, particularly as the EEM currently caps them at the same value as the travel time savings.
- The non-transport benefits, such as increased tourism activity in the City Centre would further contribute to the overall economic benefit of the IP.
- Land use value uplift has not been estimated in detail but based on overseas examples is potentially large. Further assessment will confirm the magnitude of these benefits.
These are now the same graphs as before but with the Programme Interventions
Wellesley St Bus Numbers with Intervention
Symonds St Bus Numbers with Intervention
With ATAP released the other day, it should be noted they in the Indicative Projects List have said that Bus Improvements may be able to last until the 2nd Decade 2028-38 period before a Mass Transit system may need to be introduced, I am not sure ATAP & CAP are on the same page regarding this, and this issue may potentially need more investigation.
So what do you think?
Auckland’s public transport patronage results for August are now available and there are some decent numbers on show. This was partially expected thanks to there being two extra business days in August this year compared to August last year but even accounting for that, numbers are up. August is traditionally a strong month for patronage with its 31-days and no school or public holidays, and the month didn’t disappoint clocking in with the third highest patronage behind March 2015 and 2016. The month was significant as halfway through we finally had integrated fares roll out, something that Auckland has needed for decades. Changes like we had normally don’t have an immediate impact though and so it will be some time for us to see the full extent of the new structure and for many, cheaper fares.
Overall patronage was up 8.7% for the month (normalised to 3.9% when taking account of the extra weekdays) and 7.9 million trips were taking on PT. Drilling down to the PT modes:
- Trains once again led the charge up 18.4% (normalised to 14.5%) and on a 12m rolling basis, we surpassed 17 million trips for the first time. Looking at the rail numbers we’re still seeing fantastic results but the percentage increases are slowly starting to reduce, guess we can’t grow at 20%+ per annum for ever. The next boost is likely to come from the roll out of the new network.
- Buses have been struggling lately despite some key routes such as the busway growing impressively. This month we’re still seeing that overall trend with this month the busway looking even more impressive after posting a 34.6% increase in August. On a 12m rolling basis, Busway usage could soon exceed usage on the Eastern Line. In fact, patronage growth has been so strong that AT say Ritchies will increase the number of double deckers on Northern Express services in October from 16 to 29 and there will only be two non-double decker buses used (all off peak services will be double deckers too). Other routes that have had double decker love are also said to be posting some good growth. But with stagnant patronage on buses overall, it means those routes seeing crazy growth are offsetting declines elsewhere and the two areas experiencing this the most are the south and the west. More on this later in the post.
- Ferries have continued to show relatively good and consistent growth over the last 18 months or so.
As part of some travel planning, AT conducted a survey of employees in a number of large office buildings in the CBD on how they travelled to work. From over 10k responses an impressive 51% said public transport.
In some analysis of bus patronage performance, AT have broken the results down by area and eventually route. As you can see from the last image, many of the routes in the south have been on a bit of downward trajectory. Hopefully the New Network launching at the end of next month will help address this.
Looking at some other results, farebox recovery was expected to take a bit of a hit, and it has, but not by too much. We really need to wait to see a few months with integrated fares to see just what impact it has but a promising start at least. Related to integrated fares, AT say 84% of all PT trips were taken by using a HOP card.
The biggest driver of public transport ridership over the last year has been on the Rapid Transit Network (RTN), which consists of the busway and the rail network. Over the 2015-16 financial year both grew an astonishing 20.6% after each also grew by over 20% in the 2014-15 year. Trips on the RTN now make up over 25% of PT trips in Auckland, up from 10% a decade ago and that’s while usage of non RTN services has increased by 35% over that same time frame. The RTN has helped in showing that when relatively fast, frequent, reliable and high quality services are provided, that Aucklanders will flock to use them.
Auckland Transport have now kindly provided the the numbers breaking down both the busway and train results by station including where each
Before delving into it a few caveats.
- The rail trips only count completed trips i.e. where both the origin and destination are known. This means trips where someone has forgotten to tag off, trips on some passes like the child monthly pass (a paper ticket) and special event trips aren’t included. The trips included below account for about 92% of all rail trips.
- Where a train to train transfer takes place, such as at Newmarket, the transfer is included as a new boarding
- The busway figures are slightly different and are based on trips that board or alight at a busway station. Outside of the busway, such as in the city, AT don’t show the exact stops where people board or alight but just group them into the general council area such as Waitemata and Gulf. As an example a trip from town to Albany busway station will show as boarding in the Waitemata and Gulf area and alighting at Albany station.
- These aren’t busway stats, they’re results for the busway stations themselves. The results don’t show trips where people board and alight a bus outside of the busway where the bus travels on the busway for part of its journey e.g. someone who boards the 130 in Hobsonville and alights at Takapuna despite the bus travelling down the busway.
- The busway results also include where a paper ticket is bought at a busway station but where the destination is unknown. Surprisingly that only accounts for about 7% of trips from busway stations.
As a result of the caveats above, I don’t think the rail and busway stations can be directly compared but seeing how they’ve changed over the year is valid.
This graph shows the change in boardings for each RTN station over the last year. The colours are based on the ones AT use with the grey, purple and orange depicting stations shared by multiple lines. I’ve also included the Waitemata area in the busway results as most of that will represent people catching a bus from town to a busway station.
- As expected, Britomart easily dominates the results with 4.7 million people boarding a train from the station in the last year, up from 3.9 million the year before. In total 59% of all rail trips begin or end at this one station.
- Some good growth too for Newmarket and for buses from the city too
- Two stations actually saw usage drop, Pukekohe – which will almost certainly be attributed to the shift to shuttle services – and Sunnynook, for which I have no idea why usage has dropped.
- Hibiscus Coast busway station only opened in about October last year so I haven’t included it here but impressively it now already it has about the same number of passenger trips as the Sunnynook station.
The graph below looks at the how the usage of stations has changed as a percentage. Some observations:
- Swanson has had great growth from its low base which I would assume is due to the opening of the new park & ride as well as the closing of Waitakere which will have seen a lot of users now drive to Swanson.
- Manukau had the strongest growth and I expect that will only continue once the new bus network and particularly the new bus station open.
- Puhinui is also improving well and even if you take the transfers out, it would still be up 28%
Below is a bit of a wall of number which are the basis for the graphs above for anyone interested. On separate tabs is also a matrix showing how many people travelled between each station should anyone want to make a visualisation of it. Or friend Aaron Schiff has in the past.
What do you think of the station usage results?
Update: Thanks to some comments I found I made a mistake with the Sunnynook and Smales Farm results for 2014-15. I’ve corrected that in the graphs and data set.
When it comes to public transport patronage, June is always important as it represents the end of the financial year and so also gives up the official annual results for the year. The June results are now available and the result was fairly similar to what we’ve been seeing for a few months now, continued strong growth on the rail network, decent growth on the ferries but with bus numbers relatively stagnant, even after some fairly great growth on the busway services.
All up patronage grew by 4.6% to 82.9 million and I’ve heard that only one other region in NZ experienced growth over the 2015/16 year, which I assume to be Wellington based on the numbers up to May. That’s the highest patronage has been since 1956 – although we obviously had a much lower population then.
The breakdown of the June results is shown below. A couple of things that stand out in particular include:
- The busway continues to show great growth, good thing we have all of those double deckers on it but perhaps more will be needed soon.
- Other buses are performing poorly, some more details of which are below.
- Rail is still performing strongly and the western line is clearly benefiting from the increased peak frequency.
For a bit more detail, here are some comments from AT’s business paper on the results
Bus patronage has grown by a modest +0.7% which is contrary to the general downward trends experienced across New Zealand where Auckland is only one of two systems (18 in total) that have experienced growth. The comparison found after allowing for population changes, the total New Zealand boardings /capita in 2015 declined by 3.2%. This may be compared with increases in 2013 (+1.0%) and in 2014 (+0.4%). The main reasons cited for the 3.2% decline include a real reduction in fuel prices impacting boardings by (-1.5%) and car ownership increase as a result of real price reduction in cars of (-0.8% reduction in boardings). Specifically in Auckland fare elasticity on a single service resulted in (-1.1%) reduction in boardings. In addition there were some unique events affecting Auckland, including disruptions as a result of CRL works and a bus strike earlier in the financial year
Train services totalled 16.8 million passenger trips for the 12-months to June, an increase of +20.6% on the previous year. Patronage for June was 1.5 million, an increase of +17.3% on June 2015. June normalised adjustment ~ 15.5% accounting for special event patronage, with the same number of business days and weekend days/public holiday. Rail patronage during FY16 has continued to grow in line with extra capacity provided by way of a homogenous EMU fleet, improving passenger comfort, punctuality and reliability. An increase in western line peak frequency in May 2016 with timetable improvements in February 2017 should see continued growth in this mode.
Ferry services totalled 5.9 million passenger trips for the 12-months to June, an increase of +6.2% on the previous year. Patronage for June was 0.41 million, an increase of +9.6% on June 2015. June normalised adjustment ~ 9.6% accounting for special event patronage, with the same number of business days and weekend days/public holiday. Ferry patronage growth of +6.2% has been strong, with Gulf Harbour, Hobsonville and Pine Harbour showing strong growth in line with increased residential development in these areas. Additional sailings by two competing companies on the Waiheke route also saw strong growth both in terms of service trips and patronage. Continued expansion of capacity and further development in these areas
It will be a few months before we see any results but it is going to be fascinating to see just what impact the introduction of Simplified Fares will have on the numbers. Also likely to be having an impact soon will be the introduction of the New Network to South Auckland, due on 30 October.
The recent changes to SuperGold is likely driving some of the changes with HOP usage, as of the end of June AT say 78.2% of all trips used HOP while I understand some days are now seeing well over 80% HOP usage which puts it on par with systems like Brisbane which has had integrated ticketing and fares for about a decade.
One area AT have been doing particularly well on has been farebox recovery which has now stormed above 51% to the end of May (it is always two months behind). This is a great result considering that the NZTA require AT to reach a 50% farebox recovery by the end of June 2018, so the recent results should have given them a bit of breathing space. One of the biggest factors has been the significant improvement in the rail result thanks to electrification lowering costs and encouraging more people to use the system. In the coming year a number of things will be impacting this including:
- Simplified Fares which will see a lot of trips get cheaper, the question is just how much impact it will have, perhaps it will drive enough additional people to use the system to offset some of the costs.
- The New Network in South Auckland which will considerably improve services while seeing AT also save around $3 million a year in costs.
- Additional rail service improvements, likely to come early next year should see better off peak and weekend services to tie in with the new network.
With a lot of the improvements on the way it’s going to be another interesting year ahead.
The public transport results for May are now available and once again there are some very impressive results on the Rapid Transit network with busway and rail network combined up 25% compared to May last year – although an extra business day in the month helped too. Ferries have also continued a good run with the only disappointment continuing to be buses (other than those on the busway) which were only up 0.1% and would’ve been down were it not for the extra day.
During May Auckland Transport finally increased the peak frequency on the Western Line and early indications are promising. It will be good to see how things go over the coming months. Also important is AT say that punctuality remains high which is good as one of the fears I’d heard was that the additional services would make the network less reliable.
It turns out that May now holds the record for the highest single month for rail after eclipsing even the March result thanks to the impact of Easter. March is shown with the orange bars. That’s seen the 12 month rolling result now surpasses 16.5 million.
While the new trains and service improvements have undoubtedly played a key role in the improvements, so too have punctuality and reliability. We now start to regularly see more than 95% of trains arriving at their destination within 5 minutes of their scheduled time which is up dramatically from about 74% about a year ago. From memory, prior to electrification we peaked at just over 90% – but then the current timetable has been padded out in part to deal with the terribly slow dwell times we currently have.
That stellar rise in rail usage has also seen another milestone eclipsed. Now 20% of all public transport trips are by train which is up from just 5% when Britomart opened and with the speed that usage of trains is increasing, that figure could hit 25% before the City Rail Link even opens. The busway currently accounts for around 5% of all trips. To me that’s important as it highlights that rapid transit is doing an increasing share of the heavy lifting – and we’d expect that given the investment.
As I’ve liked to highlight in recent months, the farebox recovery results continue to improve. These results are always an extra month behind with the latest results being to the end of April, so on the rail network we might see a bit of a reversal once the impact of the extra western line services is felt. Still it’s worth celebrating that farebox recovery has passed the NZTA’s 2018 target of 50% and is the highest it’s been in more than a decade. It really shows just how important it has been to have electrification to simultaneously drive up patronage and reduce operational costs.
I was concerned at the results last month that HOP use was a little stagnant. I spoke a little too soon as May has recorded the highest result yet. In the business report, AT say that HOP use has risen and on 23 May it passed 85% for the first time. With all of the SuperGold card holders now having swapped or hopefully in the process of swapping to HOP, that result is likely to go higher still. As AT point out, the results are similar to Brisbane and South Australia who have had similar systems for much longer
South Queensland Go Card has 86% trip penetration after 10 years and the Adelaide Metro Card 87% after 4 years.
While talking about HOP, the business paper also says this. As yet I’ve had no indication of what this new monthly pass is.
Development of a product transition plan will result in the new monthly pass being marketed in June 2016 for 1 July 2016 launch. A discounted introduction price will be available during July.
Hopefully we’ll find out soon.
Is Auckland Transport doing enough to improve public transport or is it resting on its laurels basking in the glow of the spectacular increases being seen on the rail network and busway. That’s a question asked by Radio NZ the other day in highlighting that patronage on the bus network outside of the busway has actually fallen recently and will mean that AT misses its PT targets for the year.
The number of trips being taken on Auckland’s public transport network looks set to miss targets this year, and a new survey shows public perception of the services is worsening.
There has been strong growth on trains and the dedicated Northern Busway but fewer people are using the general bus network, which carries 75 percent of the city’s public transport users.
With two months to go, patronage is down slightly – despite population growth – and overall bus trips are expected to fall short of the annual target of 51.5 million, by more than 4 percent.
I’m not quite sure where the 51.5 million comes from as buses already carry well more than that so it might be a year to date target but that doesn’t change the fact that patronage has dipped in recent months. The four graphs below show how we’re performing across each of the modes and the targets are based on information from the Council’s Long Term Plan debate last year. As you can see both trains and ferries have already exceeded targets but bus use has tailed off and that’s dragged the overall total down.
So what’s causing this drop. AT attribute to a number of factors such as charging for the City Link which they say has seen the biggest change and resulted of around 700,000 fewer trips, something AT seem fairly nonchalant about. But seeing as they’ve been doing a lot of advertising recently including large ads in Britomart and people walking around with the modern day version of a sandwich board it’s obviously trips they want back on the buses.
“If you’re transferring from another bus or another train using the AT HOP card, the service is still free,” AT Metro general manager Mark Lambert said.
“But I guess some of those people who were using the City Link for relatively short distances would rather walk a few hundred metres than pay a 50 cent fare. That’s completely understandable and that’s probably a good thing.”
Other factors likely include that people are being put off some buses as a result of the bus stop and route changes made to accommodate the construction of the CRL and possibly even lingering effects of people put off by the bus strike and March Madness a few months ago. But I suspect there are additional factors too.
Over the 18 months or so, AT plan to roll out some of the biggest changes we’ve seen for PT in the form of Integrated Fares (next month) the new bus network (South Auckland in October and the rest of Auckland some-time between then and early 2018). Both of these changes will undoubtedly be positive when they arrive and be the result of countless hours and effort put in by AT staff. Yet at the same time I also wonder if they’re hiding a little behind those projects or perhaps that they’ve just got so much resource tied up in getting those projects over the line that other improvements suffer.
AT said the bus network had suffered years of neglect, but new fares and a redesign of routes over the next 18 months were expected to provide a boost.
“As we change the bus network there may be a localised stagnation, as people get used to the changes, but we certainly expect to see strong growth as a result of those service re-designs,” Mr Lambert said.
One such example which is seemingly languishing on AT’s list of projects includes the roll out of bus lanes on which their latest report says they have under spent for this year.
Bus Priorities and Bus Lanes
Whilst we have received a number of requests from AT Metro in the last few weeks, we are still forecasting to underspend by $1.5m as undertaking any physical works this FY related to those requests will not be possible.
Just one example are the proposed transit lanes along Manukau Rd which would cut journey times for bus users and thereby making the buses along the route much more attractive and efficient. Other routes they’re looking at are shown below from their latest report but it seems the roll out of them is going far too slow.
What do you think, are AT doing enough to keep patronage on buses growing or should we just hang around till October when the new network starts rolling out? If you were in charge what would you do to get that growth happening again?
Public Transport patronage results for April are now available and even taking into account that there was an extra weekday, the results were pretty good. This is a good to see after fewer work days in March dragged down the results a little bit.
Once again the most impressive results are coming from the Rapid Transit network consisting of the rail network and the busway. Both of those saw growth of over 30% compared to April last year and even taking one working day off the growth for rail was still over 25% (the adjusted figure isn’t available for the busway). We learnt in early April that rail patronage passed 16 million but from the results we can see it has now soared passed 16.2 million. Combined with the busway which has also passed the milestone of 4 million trips means that rapid transit is now carrying over 20 million trips annually or just under 25% of all PT trips. That’s up 5 million trips in just 18 months, not bad considering a decade ago our rapid transit network carried fewer than 5 million trips and accounted for less than 10% of all PT trips.
One of the results that strikes me the most from the results is the Western Line which is up 35.6% on April last year. This is impressive as other than some added capacity that came with the new trains, there hasn’t been a weekday timetable change for years and the frequency during the peak hasn’t changed since at least 2008. With the change earlier this month giving a 50% increase in frequencies at peak – now every 10 minutes – and improved inter-peak frequencies it will be interesting to see what impact they have. In the business report AT say the initial two weeks are already showing an over 30% increase on the same time last year.
One aspect that will also be having an impact on train results is that punctuality has considerably improved. In April it reached its highest result ever with 96.4% of all services arriving at their destination within 5 minutes of what is on the timetable.
Of course the Busway is also doing extremely well which will be in part due to the increased capacity from the Double Deckers now a regular sight on the busway and the extension to Silverdale which less than 6-months after starting has seen high growth resulting it having “insufficient capacity”. AT are planning on increasing capacity and peak frequencies to Silverdale in late June. It’s also worth noting that the Northern Express performs better than other buses on punctuality too.
Both the busway and the rail network continue to perform ahead of projections made when the various projects were justified. One of the best examples of this is with Britomart where the business case for building the station assumed that by 2021 about 22,000 train trips would start or end there. Data provided to me by AT last week shows that already almost twice that is happening with the number at around 42,000 a day.
As expected farebox recovery – which is always reported a month behind – continues to improve. It is now tantalisingly close to the 50% magical mark which is the level it has to reach by the end of June 2018 to meet the NZTA’s farebox recovery policy. If current trends continue it should mean that AT will have additional funding with which to either improve services or reduce fares. The improvements to rail primarily as a result of electrification continue to be impressive.
One area that isn’t seeing much change in recent times is HOP usage which seems fairly stubbornly stuck in the low-mid 70% range. Perhaps changing all SuperGold card users to HOP will help boost that up a little bit but I hope AT have some plans to improve utilisation above that. One thing area that may help for trains at least is that they say they’re working on designs for gates at Manurewa, Papatoetoe, Middlemore, Glen Innes, Henderson and Papakura Stations.
Overall some good results from April and I’d expect those to continue in the coming months. Changes such as the improvement in timetable on the western line are bound to drive passengers. As is the roll out of double deckers to Mt Eden Rd yesterday – although it could be a little while before we see just what impact this has.
We’ll also see double deckers on the 881 route by the end of June and at the end of July we’re due to finally get integrated fares which I think could have a significantly positive impact on PT use.