Every year Auckland Transport sets a new Statement of Intent (SOI) which sets out their strategic approach, priorities and targets for the following three years. Yesterday they released their SOI for 2013-2016. To me the most interesting parts tend to be the targets that get set after taking into account what has happened in the previous year.
While there is a high level statement about what the transport system should be, that gets broken down into 6 outcomes that Auckland Transport are aiming to achieve. These are:
- Better use of transport resources to maximise return on existing assets
- Increased customer satisfaction with transport infrastructure and services
- Auckland’s transport network moves people and goods efficiently
- Increased access to a wider range of transport choices
- Improved safety of Auckland’s transport system
- Reduced adverse environmental effects from Auckland’s transport system
It is from these outcomes that the various targets are derived. Most of the targets seem to carry over from year to year but there always seems to be some little changes in reporting. The ones I’m most interested in tend to relate to public transport patronage – which as regular readers will know, has been struggling over the last 18 months or so. The targets are set for total PT trips, rail trips, busway trips, Other bus trips and Ferry trips. Due to the poor patronage performance some of the targets have actually dropped this year and here is the explanation given as to why:
Patronage targets were amended to take account of underlying growth over last seven years, 2011/12 RWC2011 patronage spike, 2012/13 patronage count methodology change from manual to electronic ticketing transition, lower 2012/13 starting point, recent leveling of growth. Further amendments to targets approved in June 2013 have been made at the request of the shareholder.
2013/14 rail and bus growth rates are considered stretch targets due to the difficult change environment in 2013/14 with the implementation of two transformational change projects: (a) for rail, completion of electrification programme by April 2014 will reduce the rail service offering on 2013/14 due to service disruptions and closures necessary for the infrastructure works and limit service development opportunities; and (b) for bus, the rollout of HOP electronic integrated ticketing on bus in the first half of 2013/14, which will have a disruptive effect on operators and customers
On to the targets themselves, while the table in the document is useful, to help explain what targets have been set I have created the graphs below which also include the previous targets back to the formation of AT.
Total Patronage
This has dropped slightly on the previously financial year however patronage is looking very flat. We will need to start seeing some overall growth starting to happen soon if AT want to have any chance of meeting this target.
Rail Patronage
This is where one of the biggest drops has occurred although it isn’t as large as AT originally wanted. It was increased to its current level by the council yet still represents a big change. You can see that to meet the current 2016 targets there are going to need to be fairly sizable increases in patronage in the coming years (which should hopefully happen with electrification). We do appear to have started to see patronage growth occurring again so hopefully this will continue and accelerate to enable AT to achieve this target.
Busway Patronage
My understanding is that this is really just the NEX services due to AT not currently being able to tell where people on other buses like the 881 actually boarded. The target actually dropped but only by 1000 trips a year which is why the line looks flat. Currently it looks like growth is happening but it will be interesting to see the outcome from changes to HOP.
Other Bus Patronage
This is probably my biggest concern among the graphs as the target has increased but patronage has been going in the opposite direction. Further as covering the largest amount of PT trips, it also has a massive impact on the total patronage figure.
Ferry Patronage
Ferries have actually been doing fairly well recently and was the only mode to actually meet it’s target in the last financial year
Quite a few of these targets look like they are going to be very difficult for Auckland Transport to meet as while there is a lot going on behind the scenes, much of it like the new electric trains and new bus network don’t really start to be seen until sometime next year.
The other interesting aspect in the SOI is the summary of capital projects which AT are undertaking (so the NZTA stuff isn’t included). The really big costs come from road renewals, AMETI, electric trains and the CRL land acquisition.
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Existing Network Reprioritisation (using roadmarking allocation motorways and key arterials-shared one lane for buses and trucks) , Existing Network Re-Stratigising (towards sensible rapid transit routes) , A rechargeable card with no zones, off-peak discount and easy to recharge with prepaid phone networks. Split existing buses 30% rapid network, 70% collector (control buses as the flexible feeds-monitoring network) (multi-interchange loop routes like what Steve at Auckland Transport come up with for southern catchment). Be prepared for take-off, buckle in, going vertical at light speed into unchartered territory.
why loops?
For the rapid ones more turnaround double-backs (figurative ok guess not a loop). For the collector feeders coverage and multi-stop. Open to suggestions when we get a go-ahead on the real thing and look at what is best and smartest to suit each location.
Probably best looking at the proposed southern bus priority what Steve at Auckland Transport came up with as a starter for approach. I’m suggesting 70% (700 buses) of the buses utilise this approach for the collector feeds going towards the rapid transit locations.
Then 30% (300 buses) simulating the 2030 rapid transit network or something close to. Direct links (double-back) where-possible can’t beat the motorways (50%-say 150-160) and the other 50% on key arterials. One command centre for the public transport network. Buses flexible to assist anywhere if behind or surplus-used to counter contingency measure on any slack etc on rail or ferry.
I see the anemic cycling growth target of 3% (almost no more than population growth) has been upgraded to about 10%. Good to see.
Yes, but I don’t see anything specifically cycling in the capex summary..
And first month trial free to get a rechargeable card in everyone’s wallet. A permanent choice to take.
Target launch date Monday Dec 15 2013. Gives until Monday Jan 20 to be tested with commuters. Mission Control everyone working towards this.
“Mission control” who???
I suggest Auckland Transport (Strategy/Public Transport/Road Maintenance/ Investigation and Design/Traffic Operations/Signal operations), Council City Transformation people in the town centre nodes, The HOP team ie staff on the payroll and anyone who just wants to get involved with a successful multi-modal network in mind . This is a short 13 weeks focus along the lines generally of what is thought about of completing all the networks the best we can right now on the existing motorways and arterials (rapid transit network) , and implementing the multi-transfer collector feeds. All live on this blog as we go. I don’t mind doing the base plans for free, in fact I will start doing motorway ones now. I have a meeting with the Mayor’s transport advisors to talk this idea through with them next week. They have responded to my email and collection of blogs which is a great start, not that I usually get involved in the policy side but this time is different. I can visualise a solution quite clearly,using the 2030 rapid network, a 30% share of the buses right now, and a southern type collector feed network -citywide, and then a rechargeable card with no zones and off-peak discounts. (it’s a bit of a mixture of everything on one date-16 Dec). Can but try.
It must be difficult when there are potential conflicting aims, e.g. increasing carpark occupancy rates while at the same time increasing public transport use etc.
Now we have a plan, a sure done thing to get off the ground. Do we have the mandate ? Lots of things to advertise as positive to the new network here and now:
– a free one month trial hop card and new network and cheaper fares there after. One rechargeable card easy to do.
– 30% (300) of the buses (flexible to suit demand) utilised as rapid transit buses.
-a whole new approach to public transport, with a rapid core and multi-transfers with overlapping loops through-out Auckland City..
-trucks being able to share the bus lane for instant improvement in our productivity.
-a collaborative effort open to the public for comments via this blog for a full multi-modal network but in particular a joint venture with Auckland Transport and the ATB.
-fixing up gaps in the cycle network as we remark.
-reviewing other walking focus areas like Queen St, Ponsonby Rd and Tamaki Drive.
-targeting 30% patronage 2 months, 50% in 12 months.
-less vehicles on the network full-stop-congestion stopped-no excess emissions using existing cars/trucks etc.-better for the environment right now and even better with time.
Doesn’t the above hit all the 6 in one direct punch!!! for peanuts and creating the mind shift in one go, utilising all assets to the max towards a new strategy?
1.Better use of transport resources to maximise return on existing assets (the above is exactly that not just on new projects but the entire existing network using just paint to proportion needs on the existing seal width)
2.Increased customer satisfaction with transport infrastructure and services (everyone involved in PT and a permanent option in wallet), off-peak discounts-service availablity.)
3.Auckland’s transport network moves people and goods efficiently (trucks able to use bus lane where implemented and on the motorway system)
4.Increased access to a wider range of transport choices (all modes working at maximum)
5.Improved safety of Auckland’s transport system (completing on-road cycling loops and less vehicles)
6.Reduced adverse environmental effects from Auckland’s transport system (no congestion straight away)
We need to work backwards from the motorways (left lane shared bus and truck) looking at easy bus interchange locations near the on-ramp/off-ramps. I will start doing that first.
I wonder where the $24m of renewed footpaths are? And is that $10.3m “Footpaths total” new ones?
You are correct Peter seems a lot. Plus I see already $3m on network improvements allocated (I presume signal optimisation) . Come on Auckland Transport let’s focus on what is being suggested above for a real positive change. Looks like lots of scope to tweak things around for 4 nights of roadmarking changes on all the arterials and symbols on left lane of the motorway.
Plenty of scope for some fast footpath extensions to stops at on-ramps/off-ramps for interchanges and around the network with what is suggested above for the 1000 buses doing overlapping loops. 300 of which (the rapid part) not so overlapped only at key off-ramp/on-ramps or key pick-ups.
Can someone ask where shared spaces are classified?, are they Roading renewals, or Footpath renewals,
Paid for out of targeted rates on local businesses, so possibly not on this list at all?
But even if it has dedicated funding, it should appear here as Capex, should it not?,
The EMU proceurement cost is there and it has a separate funding source (although it will eventually be paid for out of council income somewhere along the track
I hope none of them need renewing quite this soon…
Where does the cycling budget fit in?
Bryce I think there is a constant $10M allocated somewhere else plus they are incorporating cycling into all the NEW projects. Anyway we’ll try and complete the on-road network (on all the key arterials on the existing network) with the above suggestion at the sametime ready for Monday Dec 16 .
If AT genuinely want to increase customer satisfaction with rail they are going to have to look long and hard at the way the network goes into utter chaos (frequently) when there is a break down or some other problem. It is like there is no contingency planning in place, rather ill conceived solutions amounting to panic. Part of the problem may lie in the fact that its a long way between parts of the network where trains can cross from one track to the other to bypass the blockage. For whatever reason, and AT will know why, passengers are simply dumped on the nearest platform so the train can run non stop to its end destination. Unless you one of those lucky passengers who are going that far, tough bickies! On the western line the next train can be quite some time away. Its simply not good enough and bloody annoying.
KiwiRail
I think if 30% buses (flexible) are simulating the 2030 network and there is a command centre ensuring buses are best allocated this helps all-round contingency measures as well (or peak events like rugby games, trips up north etc) .
I would like to see “Other buses patronage” broken down to areas.
This will make judging changes-such as the new network-a lot easier. Is this available anywhere?
Actually reading them forecasting rail disruptions while implementing the electrification in April means the better we have a rapid core equivalent (300 buses) or higher with buses even more important.
That rules us out of the next holidays. Dec 16 better do it. Or even more pear shaped than the status quo.
I think AT could do a lot to increase bus patronage but don’t seem to be bothered or at least seem to be progressing very slowly. When I moved back to Auckland from London 8 years ago I was shocked how bad it was when I caught the bus down Dominion Road.
This is an improvement list I compiled 8 years ago (I was going to send it to the council but never did):
1) Integrated ticketing (like Oyster)
2) Frequency – at least every 10 mins all day every day
3) Significantly less stops – trains don’t stop every few metres, why should buses?
4) Dedicated bus lanes 24×7 (or at least 7AM-7PMx7)
5) Large penalties for paying cash to almost eliminate it (I waited 5 minutes at one stop while cash fares were being paid!). Round cash fares up to whole dollar amounts.
6) Simplify fares, there are way too many zones at present
7) Free transfers
8) Reduce fares – $4.50 from Mt Roskill to City seems very expensive compared to other countries I’ve been to
9) Consider overpasses at busy intersections – e.g. Dominion Road / Balmoral Road
10) Better signs and timetables at bus stops
11) Bendy buses to increase capacity
Apart from HOP, almost nothing has been done in the last 8 years. Some of these changes are going to happen, but why are they taking so long? If the roads where in such a bad state, I’m sure something would have been done about it years ago!
Has anyone seen the AT flags hanging off the power poles in Sandringham? In terms of advertising they look fantastic and really stick out. But in terms of what they are saying (a bus every ten minutes between 7-9AM weekdays), this is really not that exciting (in fact I assumed Sandringham Road would have had that kind of frequency for a while now). Now if it was a bus every 10 minutes between 7AM-7PM 7 days that might get peoples attention!
Rapid Express Buses (300 based on 30% existing plant) with priority as good as practicable -Draft Initial Bus Split (just a starter for 10 don’t shoot it straight away..just demonstrating impact)
MOTORWAYS (160 RAPID EXPRESS BUSES) Loops split into smart sectors based on population % catchment
Southern Motorway-Express – 50 buses (all the way south to the Bombays-picking up loops from Pukekohe)
North Western – 50 Express Buses
Northern– 50 buses (all the way to the top of Rodney Ward-Wellsford)
Onehunga to/SH 20A -Airport -3
Manukau to Airport-2 via 20A – 2
SH16 Westgate to Kumeu -5
ARTERIALS (140)
Dominion Rd – 35
AMETI -(width as is) – 35 buses (feed to Howick 25, Feed to East Tamaki/Botany 10)
Split remaining 70 buses
Review Eastern loop Botany to Manukau City – 15
New North Rd-10
Great South Rd-10
St Heliers Bay rd to Panmure Station-5 (leaving out Tamaki Drive on purpose)
Kepa Rd (St Heliers Bay rd to Britomart)-5 (leaving out Tamaki Drive on purpose)
Hillsborough Rd-10
.Esmonde to Devonport-Loop down same road-5
(option ferry or northern busway)
Glenfield to Northcote-5
Inner City-5
then the 700 collector buses similar approach. More buses/higher frequency/more priority on where the route lines converge the most.
No zones. $140 per month all times or $90 off-peak 2 hr continuous travel on network before peak time charge kicks in. Either valid prior or start walking.
Loops maybe just turnaround on same route as this has been proved to be of greater efficiency.All done Dec 16 any questions? Symbols on motorway -bus/truck each symbol size of bonnet every 200m (aluminium template for both) . I can do this under a mobile closure if need be for nothing. Cost an issue -no. Just need a mandate from the top. On harbour bridge probably left lane of main bridge Im guessing.
First month trial free with the rechargeable card. And super easy instructions to top up before Jan 16 2014. Network tested again Jan 20. Refinements on-going to inter-change bus stops once proven successful.
“Smashing Congestion”. An 11 week Network focus. Hitting all motorways and arterials via roadmarking and signal optimisation. With the cumulative affect of all the best ideas implemented on one day 16 Dec 2013.
Idea 1- One team focussed on the problem being congestion. No mode bias.
Idea 2- Fully a network focus not just a project focus. Opens up other adjacent routing solutions. so all networks are completed as best as possible-listening to preferred routes/compromises etc.
Idea 3- Minimal disruption and max impact- fully ready Dec 16 best we can. Rapid via Roadmarking symbols , signal optimisation-B-Phase or advance loops etc.
Idea 4- Using bus stop signs only (maybe temp) while under 1 month trial for best locations.(If not we will move them as we go).
Idea 5- Utilising a 2030 rapid core network. (splitting off 30% buses to simulate same approach)
Idea 6- Utlising the multi-transfer(same as already being consulted on southern area) but citywide.
Idea 7- Utilising this blog so everyone can get involved. Consultation fixed.
Idea 8- The Hop card simplified , no zones, off-peak discounts, one month free trial, easy to recharge. Spikes patronage and gets everyone involved in a new system and mode choice. 6 weeks of holidays no massive pressure for 100% solution the next day.
Idea 9-One campaign hitting all of Auckland.”Smashing Congestion” get Levi and David Tua to support Mayor and Auckland Transport Chairman.
Idea 10- Reprioritisation of existing seal width to get goal focus.
Idea 11- Routes maximised and as close as possible to ultimate network (2030) so no wasted efforts.
Idea 12- Buses have the flexibility to move location, express to collector feed etc. Redirection of resourceS is easy or should be.
Idea 13-This helps PT Network contingency measures from here on.
I don’t think congestion is a problem.
I think if everyone is looking big picture (congrats on the 2030 network ) made me look big picture too. Sometime it is hard to see the solution when the problem is directly in front of you. Anyway I think if the problem can take up an entire Campbell Live show it at least deserves a specialist team to fix it. That will be my stance to the Mayor’s advisors next week. If we are all free to work /contribute together , respecting all modes of travel (but starting with a clean road slate) I think various networks can be completed for peanuts.
First foreseeable contingency measure trips up north or south for xmas holidays. With a strong rapid focus (a viable choice) -provides other options -Bombays to Wellsford. Car by one member of the family can go up North and South ready for collection during off-peak, maybe can even comeback on the PT system. Family members limited by work time can utilise the PT system-and it can be advertised that way (and during the first month being free!!) . Isn’t this a smarter more efficient way. Or is the status quo acceptable.
Now is the RON (up north) of national significance or really should have a (in) in front of it?. If working together with other regional bus services (outside of Auckland) at the sametime could really be super- efficient use of space.
That red line is going vertical if the 13 ideas get implemented ….we need a new scale. Put the car trips on there.
Not just the red line on overall PT …..the actual….being the blue line..hope to overtake the following . Red line 30% target 2 months.50% mode share 12 months.
If no political barriers 100% achievable. First trial month free of the new road network under the “Smashing Congestion” Team after Monday Dec 16. First and the most important goal is a Mayoral /AT /NZTA mandate to generally do the above 13 points with a congestion free -network focussed team over the next 11 (plus 2 weeks-downtime mandate). With freedom for a one lane bus/truck conversion each way (especially where multiple key bus routes combine and on all motorways and arterials).