At Arta Guidelines Passengertransportnetworkplan2006 2016

www.arta.co.
nz
AUCKLAND PASSENGER TRANSPORT
NETWORK PLAN
2006-2016
6-1 118823 ARTA Final PTNP.indd 1 01/12/2006 11:29:41 AM
SPECIAL NOTE
Published November 2006
The Auckland Regional Transport Authority
Private Bag 92 236
Auckland New Zealand
ISBN-10: 0-9582719-3-3
ISBN-13: 978-0-9582719-3-6
This document is available on the ARTA website: www.arta.co.nz
At the time of going to print a Technical Working Group of ofcers from
Treasury, Ministry of Transport, the ARC and ARTA, was reviewing the ARTA
Rail Development Plan, which was endorsed by the ARC Transport Policy
Committee in September 2006, to recommend an agreed central and local
government position on electrication of the Auckland rail network and
optimum timescales by end of 2006.
6-1 118823 ARTA Final PTNP.indd 2 01/12/2006 11:30:19 AM
1
TRANSPORT NETWORK PLAN 2006/16
THE AUCKLAND PASSENGER
CHAIRMANS FOREWORD ................................................................................................................................. 2
1 BUILDING A WORLD CLASS PASSENGER TRANSPORT NETWORK OVERVIEW .......................................... 3
ARTAs Long Term Plan for a World-class Passenger Transport Network for the Auckland Region ........................ 3
Meeting the Future Needs of Auckland ........................................................................................................... 6
10-Year Passenger Transport Plan for the Auckland Region .............................................................................. 6
10-Year Plan Benefits and Costs ..................................................................................................................... 6
Funding Required to Deliver the 10-Year Plan ................................................................................................. 7
Priorities and Available Resources ................................................................................................................... 7
2 SETTING THE SCENE ................................................................................................................................... 8
The Role of the Passenger Transport Network Plan .......................................................................................... 8
Relationships With Other Plans ...................................................................................................................... 8
10-Year Trends and Challenges .................................................................................................................... 12
Long-term Considerations ............................................................................................................................ 13
Lessons From Other Cities ............................................................................................................................ 14
3 PRINCIPLES AND SERVICE LEVEL GUIDELINES .......................................................................................... 15
Principles of the Passenger Transport Network .............................................................................................. 15
Guidelines .................................................................................................................................................. 17
4 DEVELOPING THE AUCKLAND PASSENGER TRANSPORT NETWORK ......................................................... 21
The Development Process ............................................................................................................................ 21
The Existing Passenger Transport Network .................................................................................................... 21
Patronage Trends ........................................................................................................................................ 23
Future Urban Growth and Trends ................................................................................................................. 24
Gap Analysis of the Passenger Transport Network ......................................................................................... 27
Key Actions to Develop the Network ............................................................................................................ 27
5 THE 10-YEAR PLAN ................................................................................................................................... 33
Prioritisation of Infrastructure and Service Delivery ........................................................................................ 33
Programming of Infrastructure and Service Delivery ....................................................................................... 33
Outcomes and Benefits ................................................................................................................................ 46
6 IMPLEMENTATION MONITORING AND REVIEW ........................................................................................ 49
Availability of Funding ................................................................................................................................. 49
Background Growth Factors ......................................................................................................................... 49
Progress with Project Implementation ........................................................................................................... 49
Project Costs and Impacts ............................................................................................................................ 49
Project Prioritisation and Overall Plan Delivery ............................................................................................... 49
7 PRIORITIES AND FUNDING ........................................................................................................................ 50
Passenger Transport Priorities ....................................................................................................................... 50
Funding Issues and Impact ........................................................................................................................... 50
6-1 118823 ARTA Final PTNP.indd Sec1:1 01/12/2006 11:30:19 AM
22
Advancing Aucklands position as New Zealands major commercial and population centre is
vital to the countrys long-term economic future.
In order to effectively secure this future, the development of an efcient transport system for
Auckland is an imperative.
Internationally, there is a paradigm shift in the focus of city transport systems planning which
previously concentrated on building more roads to move cars and trucks.
Increasingly, successful modern cities are now working on getting passenger transport moving
faster and more frequently to move their inhabitants more effectively around the city to work,
educational facilities and for leisure activities. The subsequent decrease in private vehicle use
eases congestion, making the city more economically viable, and allows a greater ease of
movement of freight by road as well as rail.
ARTAs 10-year Passenger Transport Network Plan (PTNP) focuses on developing the infrastructure
and services necessary to deliver those outcomes to enable Auckland to become a much more
effective and desirable city to live in.
The plan has been developed in consultation with Aucklands Territorial Authorities (TAs) and is
intended to help guide TAs, Transit New Zealand and ONTRACK in their long-term funding
decisions. ARTA is very appreciative of those people who submitted comments and helped to
shape the plan. We look forward to their continued support for the development of a world-
class passenger transport network for the Auckland region.
Fundamental to the PTNP is the development of a rapid transit network, a quality transit
network and an integrated network for the Auckland region.
Essential elements of the plan include: a modern electried rail system which by the year 2030
could carry 30 million passengers, up from the current ve million passengers per year, an
expanded busway system based on the highly successful Northern Busway and associated
services; the design of an integrated network which connects train, bus and ferry services, an
integrated ticketing system and simplied fare structure allowing Aucklanders to travel around
the network with ease.
Funding is an issue that must be addressed. ARTA will be working with both the Auckland
Regional Council and Central Government (and its various agencies) to ensure that the required
level of investment is made available to implement the PTNP.
If additional funding does not become available, tradeoffs will have to be made, resulting in the
delivery of a reduced transport programme. This will have a negative impact on road congestion
levels, the environment, the economy and the health and quality of life of Aucklanders.
ARTA supports the need to increase the quantum of available funding to the levels proposed in
this plan, and in doing so to enable Auckland to become the world-class city it deserves to be.
Brian Roche
Chairman, Auckland Regional Transport Authority
CHAIRMANS FOREWORD
3
TRANSPORT NETWORK OVERVIEW
1. BUILDING A WORLD-CLASS PASSENGER
ARTAs Long-term Plan for a World-class Passenger Transport
Network for the Auckland Region
International research shows successful, modern nations are sustained
by prosperous cities. Maintaining and advancing Aucklands position
as New Zealands major commercial and population centre is vital to
the countrys long-term future .
Successful cities require transport systems that move people and
goods as effectively and efciently as possible in a sustainable way.
The plans in this document present a shift in the focus of city transport
systems planning, which previously primarily focused on moving cars
and trucks. It aims to get passenger transport moving faster, more
frequently, to allow Aucklanders the choice of relying on it to get
around the region, rather than using their private cars. The subsequent
reduction in car use will lead to an increasingly efcient movement of
goods by road.
Innovative transport solutions involving greatly improved passenger
transport networks, along with other sustainable transport options,
are needed to address the road trafc congestion that threatens to
drain the economic and social life out of the Auckland region.
ARTAs mission is:
To deliver a world-class transport system
that makes Auckland an even better place
to live, work and play
Looking ahead 40-50 years, when Aucklands population will be at
least two million people, a world-class transport system will require a
passenger transport network that can carry at least 200 million
passenger transport trips annually (around 15 per cent of the peak
mode share) between regional centres, at high frequencies with
reliable travel times.
ARTA also recognises that travel in Auckland is increasingly becoming
more dispersed, with a wide range of journey origins and destinations.
This trend has not, to date, been well matched by the passenger
transport system which is primarily radial, with the majority of routes
focused on Aucklands CBD.
Three essential components needing to be further developed for a
successful Auckland passenger transport system that meets the
future needs of the region are:
> A rapid transit network
> A quality transit network
> An integrated network.
4
Developing a Rapid Transit Network
A Rapid Transit Network (RTN) involves a passenger transport system
with a high frequency, high quality service operating on transport
spines that does not get held up by road trafc congestion.
Aucklands proposed RTN, outlined in this plan, is based primarily on
upgrading and expanding the current rail network in the west,
isthmus and south, and expanding the Northern Busway approach to
other parts of the region.
The two essential elements of the future RTN are:
1. A modern electried rail system
This will provide key long-distance arterials for Aucklands
passenger transport system south of Waitemata Harbour. An
expanded rail system would include an airport rail link, an
underground loop under the Auckland CBD and a rail connection
from Avondale to Southdown, parallel to State Highway 20.
By the year 2030 this expanded rail system could be carrying 30
million passengers, up from the current ve million passengers
per year.
2. An expanded busway system
Already proving to be highly successful, future busways would
include an extension of the Northern Busway to Orewa, a
connection between Albany and Westgate and an orbital
connection linking Manukau City to Botany, Pakuranga
and Panmure.
Further detailed work is required to dene the long-term RTN
(see Figure 1.1).
New Lynn
Auckland Airport
Manukau
Papatoetoe
East Tamaki
Auckland CBD
Henderson
Takapuna
Westgate
Kumeu
Hobsonville
Albany
Silverdale
Orewa
Pukekohe
0 4 8 12 16 2
Kilometres
Legend
Existing Rail
Quality Transit Network
Rapid Transit Network
Future Rapid Transit Network
Figure 1.1: Long-term Extensions of the Rapid Transit Network
5
Figure 1.2: The Proposed/Planned Rapid Transit Network and Quality Transit Network by 2016
Pukekohe
Drury
Papakura
Manurewa
Manukau
Botany Downs
Otahuhu
Panmure
Onehunga
Newmarket
New Lynn
Henderson
Waitakere
Westgate
Takapuna
Westlake
Constellation
Albany
Silverdale
Kumeu
Orewa
0 3 6 9 12 1.5
Kilometres
Legend
Sectors
North
West
Central
South
Interchange with Park and Ride
Interchange
Park and Ride Station
Intermediate Station
Local Station
Rapid Transit
Existing Rail
Local Authority Boundary
Auckland RLTS Boundary
Auckland Region Boundary
Developing a Quality Transit Network
To meet the future need for cross-town travel, and travel to Aucklands
CBD from areas not on the RTN, ARTA will develop a Quality Transit
Network (QTN) that provides fast, high frequency and high quality
passenger transport services between key centres. This QTN will
mainly be based on major bus corridors with extensive
bus priority measures, modern bus shelters, information and
branded services.
Developing an Integrated Network
Aucklands future passenger transport network will be integrated,
with train, bus and ferry services interconnected at passenger
transport interchanges.
The introduction of an integrated ticketing system and simplied fare
structure (applying across all bus and train services) will make
passenger transport much easier to use and allow passengers to
travel around the network on one ticket. Real-time information, that
tells passengers when their next bus, ferry or train is coming, will be
available at all major stops.
6
Meeting the Future Needs of Auckland
ARTA believes that the type and scale of the passenger transport
network described here is essential if the region is to meet the aims
of the Regional Growth Strategy (RGS), which envisages growth,
based around centres and corridors, rather than a sprawl-based
development pattern with the accompanying transport, social and
economic costs.
It is clear from trafc projections that roads alone will not provide a
sustainable future for Auckland. The completion of the major
motorway upgrades presently underway, including the new western
bypass (SH20), will increase the capacity of the roading network.
However, because of the rate of growth, congestion will increase
on present estimates around 20 per cent. Passenger transport
improvements are therefore critically needed.
ARTAs long-term view is also consistent with the 2005 Regional Land
Transport Strategy (RLTS), which involves a much greater focus on
passenger transport investment and other sustainable transport
options to address Aucklands transport issues.
This longer-term view has guided the development of the Passenger
Transport Network Plan (PTNP), which is focused on what we need to
do in the next 10 years to lay the foundation for the long-term and
to meet the short-medium term needs of Auckland.
10-Year Passenger Transport Plan for the Auckland Region
ARTA has developed a 10-Year Plan consistent with its long-term
plan for the Auckland Passenger Transport Network, and with
the passenger transport component of the 2005 Regional Land
Transport Strategy.
The major components of the proposed 10-Year Plan are:
Rail:
> Western Line duplication
> Newmarket station redevelopment
> New rail connection to Manukau City Centre
> Extension of train services to Kumeu
> Increased train services to Pukekohe
> Upgraded rail stations, across the rail network
> Electrication of the rail network
> New rolling stock (trains)
> Completion of station upgrading
> Upgrading of signalling.
Bus:
> Completion of the Northern Busway, extension of bus services to
Silverdale and Orewa
> Completion of the Central Transit Corridor
> Improved feeder services to the Rapid Transit Network
> Implementation of QTN services between key destinations in
the region
> New bus services to growth areas (e.g. Flatbush, Hingaia)
> New cross-town QTN bus services serving major movements
(e.g. Auckland Isthmus to Tamaki fringe).
Ferry:
> Upgraded terminals at Bayswater, Beach Haven and Half
Moon Bay
> New ferry terminals at Browns Bay, Takapuna, Te Atatu,
Hobsonville and Island Bay, and the introduction of services
> Service improvements as new and upgraded terminals
are completed.
Passenger Transport System Improvements:
> Continued implementation of real-time information
> Integrated ticketing
> A simpler, integrated fare system, offering common bus and
train fares.
10-Year Plan Benets and Costs
ARTAs 10-Year Plan is expected to result in an increase in passenger
transport patronage from the current 50 million trips a year to over
100 million trips a year by 2016. This increase will result in the
passenger transport mode share increasing from about 7 per cent
currently to 11 per cent in 2016.
A seemingly ambitious gure, this level of growth has been achieved
by cities similar to Auckland which have also recently increased
investment in their passenger transport networks as shown by
Figure 1.3.
ARTA believes implementing this plan will get passenger transport
out of the slow lane and into the fast lane, leading in the longer term
to a change in Aucklanders ability to rely on, and therefore their
attitude towards, passenger transport. The combined effect of
improving the QTN and RTN (refer Figure 1.3) will give Aucklanders
exible, dependable transport choices and offer them a real
alternative to relying on their private cars to get around the Auckland
region quickly and easily.
When compared to what could be expected if the 7 per cent
passenger transport mode share was maintained in 2016, the
economic, environmental and health benets of achieving an
improved mode share of 11 per cent by 2016 are likely to be:
> Eighteen thousand less car journeys each morning and afternoon
peak period
> Reduced congestion costs to road users of $200 million
per annum
> Reduced need to provide more roading capacity
7
Figure 1.3: Passenger Transport Trends in Perth, Portland and Auckland
> Reduced need for expenditure on road construction costs
estimated at around 130 kilometres of arterial and motorway
lanes, costing in the order of $3.8 billion
> Increased health benets and quality of life for all Aucklands
citizens through:
> Greenhouse gas emissions reduced by 175,000 tonnes
per annum
> A reduction of 7 per cent per annum in fatal road crashes
> Fifty-two million fewer litres of fuel being consumed each year.
Funding Required to Deliver the 10-Year Plan
$ Billion
Total Capex $2.72
Total Opex $2.26
TOTAL Funding Required $4.98
Priorities and Available Resources
If the resource needed to deliver these preferred improvements is
unavailable, projects will need to be prioritised and resources
allocated to those with the highest priority.
ARTAs top priority for development of a world-class passenger
transport network is to progress the development of the RTN. This
will primarily involve completing the Northern Busway and the
Auckland rail networks upgrade.
The next priority will be to develop the QTN, with the primary focus
on those sections which are not currently well developed (for
example, links between Manukau and the airport).
In developing the passenger transport system further, both the
service principles and guidelines (see section 3) and key priorities
ARTA will take into account (refer section 7 for more detail):
> Committed investments
> Geographic priorities
> Cost-effectiveness
> Long-term development of the passenger transport network
> Requirements of the objectives and policies of the RLTS.
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HEADING
8
2. SETTING THE SCENE
The Role of the Passenger Transport Network Plan
The Passenger Transport Network Plan (PTNP) will guide the delivery
of improved passenger transport services and infrastructure in the
Auckland region. In doing this, the main objectives for the PTNP
are to:
> Guide the development of an integrated passenger transport
network over the next 10 years
> Give effect to the passenger transport objectives and policies of
the Regional Land Transport Strategy
> Support the integration of passenger transport with land use
objectives in the Regional Growth Strategy and District Plans of
the region
> Prioritise the implementation of passenger transport
infrastructure, services and systems
> Inform other planning processes and stakeholders of the
passenger transport layers, principles and priorities
> Guide Local Authorities (Long-term Council Community Plans),
Transit New Zealand and ONTRACK in their long-term
funding programmes.
To achieve these objectives, the PTNP contains the following:
> A 10-Year Plan for developing the passenger transport network
(2006-16)
> Standards for delivering passenger transport services
and infrastructure via principles and service level guidelines
> An outline of a reformed fare system.
Relationships With Other Plans
The PTNP supports the other key plans which guide Aucklands future
growth and development, including the Regional Policy Statement,
Regional Growth Strategy and Regional Land Transport Strategy.
Figure 2.1 shows the relationship between these plans.
Auckland Regional Policy Statement (RPS)
The RPS provides the overarching planning framework for the
sustainable and integrated management of the regions natural and
physical resources. It sets out the major direction of transport policy
including managing the effects of transport on the environment and
developing an accessible transport network.
The Local Government (Auckland) Amendment Act (LG(A)AA)
requires changes to the Regional Policy Statement to provide
for integrated transport and land use, to give effect to the
Regional Growth Strategy. Changes currently proposed contain
objectives and policies that seek to improve the interrelationship
between land use and transport.
Auckland Regional Growth Strategy (RGS)
The RGS sets the context for the objectives of the PTNP, by
identifying the transport challenges to be faced and establishing a
framework for integrating transport and land use. The RGS and
related sector agreements form the land use basis on which the PTNP
is developed.
Regional Passenger Transport Plan
Context
> Introduction
> Role and Purpose
Passenger Transport Network Plan
> Sets direction and priorities for developing the network
to 2016
> Includes all PT modes and fares
> Demonstrates how RLTS outcomes will be achieved
by 2016
Service Designs
> Detailed plans and timetable for improvement of
PT services
> Species services ARTA proposes to be provided
Regional Policy Statement
> Overarching planning framework
Regional Growth Strategy
> Sets strategic development for urban development
to 2050
Regional Land Transport Strategy
> Sets expected transport outcomes for 2016
> Requires preparation of RPTP
Transport Services Licensing Act
> Requires preparation of RPTP
> Allows ARTA to contract passenger transport services
> Allows ARTA to be eligible for funding from Land
Transport NZ
Figure 2.1: Relationship Between Key Plans and Legislation
9
The RGSs strategic direction for the regions urban development to
2050 aims to ensure growth is accommodated in a way that meets
the best interests of inhabitants of the Auckland region, while
protecting the natural environment from the effects of urbanisation
and ensuring a more consistent approach to planning. It focuses on
intensication of development within selected urban areas and along
existing transport corridors to ensure a high degree of integration
between land use and transport.
The development of the RTN supports these intensication objectives
by assisting in leveraging higher land values in areas within walking
distance of RTN stations. The shift in land-use patterns towards a
more compact urban form focuses growth in more intensive mixed-
use centres along the northern, western, and southern passenger
transit corridors, as well as near main arterial roads.
The Auckland RGS was developed by the Auckland Regional
Council and the seven cities and districts within the Auckland region
in 1999.
Auckland Regional Land Transport Strategy (RLTS)
Aucklands RLTS details the way forward for the regions transport
system for the next 10 years. It outlines what is needed to achieve a
land transport system that can cope with the additional demands
placed on it by more people and business in a manner which assists
in giving effect to the RGS and the RPS.
The region is working towards achieving High Passenger Transport
use, which is supported by a substantial increase in passenger
transport spending and a signicant focus on travel demand
management, in particular increasing walking and cycling. However,
the majority of investment will continue to be on roading, with a
focus on completing the regions strategic roading network.
The RLTS objectives are to:
> Assist economic development
> Assist safety and personal security
> Improve access and mobility
> Protect and promote public health
> Ensure environmental sustainability
> Support the Regional Growth Strategy
> Achieve economic efciency.
The increased spending on passenger transport will allow signicant
improvements to all passenger transport modes. For example, trains
will operate no more than 10 minutes apart in peak times; as part of
the QTN enhancements there will be more cross-town bus services,
and bus priority measures will be widely introduced throughout
the region.
While the RLTS provides the framework for passenger transport
development as well as a high degree of guidance to the PTNP, it
does not specify specic projects this is to allow ARTA to full its
role of planning, funding and developing Aucklands land transport
(excluding State Highways).
The results expected from the implementation of the RLTS are:
> People will have far greater choice of travel modes and the ability
to change modes to improve travel options
> 37,000 more households will be within 30 minutes travel to
work by passenger transport in 2016
> By 2016, 15.5 per cent of all trips will be by walking or cycling
> The reliability of passenger transport services will be higher than
it is currently
> 11 per cent of trips during the peak periods will be by passenger
transport (up from 7 per cent)
> 49 per cent of trips into Auckland CBD will be by passenger
transport (up from 32 per cent now)
> 13 per cent of the population should be living in regional
growth centres
> Rapid transit services linking regional growth centres on the
rapid transit network will not be more than 10-15 minutes apart
in the morning peak.
The Land Transport Act 1998 requires every Regional Council to
prepare a Regional Land Transport Strategy (RLTS) for its region.
Aucklands new RLTS was approved by the Auckland Regional Council
in November 2005.
Auckland Transport Plan (ATP)
The ATP will provide the overall framework to integrate multiple
transport programmes. It will be a long-term multi-modal, integrated
implementation plan, and is due to be nalised in early 2007. The
Sustainable Transport Plan, PTNP, and Regional Arterial Road Plan are
all key inputs into the ATP. Other agency plans such as Long Term
Council Community Plans, Transit New Zealands State Highway
Forecast and ONTRACKs 10-Year Rail Network Development Plan
will also be key components of the ATP.
The ATP will provide for the preparation of annual work programmes
using a consistent integrated approach to prioritise transport projects
and packages within the Auckland Land Transport Programme.
Figure 2.2 overleaf shows the inter-relationship between the regions
strategies, plans and programmes including those ARTA has
established to full its role.
Auckland Regional Passenger Transport Plan (RPTP)
The purpose of the Regional Passenger Transport Plan is to describe
how the passenger transport strategies within the RLTS will be
implemented. Section 47 of the Transport Services Licensing Act
1989 requires ARTA to develop and make available to the public a
Regional Passenger Transport Plan that species the passenger
services it proposes to be provided in the region.
The current Regional Passenger Transport Plan (RPTP), which was
adopted on 22 September 2003, was prepared by the Auckland
Regional Council prior to the creation of ARTA and did not include an
implementation plan.
10
Under the LG(A)AA ARTA is responsible for preparing the RPTP. Given
ARTAs operational focus, the RPTP is being restructured to include
the PTNP and sector service designs, which will provide detailed area
service plans by either area and/or mode (see Figure 2.1).
Sector Service Designs
The sector service design process (see Figure 2.3) enables
implementation of the PTNP. The designs specify the services and
comprise the:
> Rapid Transit Network
> Quality Transit Network
> Local Connector Network
> And targeted services (routes, service levels, operating hours).
Additionally, the designs detail how the services will be integrated
and the supporting infrastructure (bus priority, transport interchanges
and car parks, passenger shelter, information provision) required to
implement the PTNP. The designs will identify the LCN within each
sector and will also seek to conrm the locations of the QTN.
Sector service designs are functional both from a planning and
procurement perspective and will be prepared for:
> Ferries
> School buses
> Eight geographic sectors (see Figure 2.4) Hibiscus Coast, North,
West, Central East, Central, East, South West and South.
Sector service design development will be phased, based on PTNP
priorities and aligned to procurement and tendering reform. They
will be prepared in collaboration with key stakeholders.
Figure 2.2: Auckland Regional Transport Policy and Planning Documents
Auckland Land Transport Programme
(annual programme)
Auckland Transport Plan
(Long-term (10-20-30 years), multi-modal, integrated implementation plan)
Rail Network
Development Plan
(10 years)
State Highway
Forecast (10 years)
Regional Land Transport Strategy
(10 years)
Regional Policy Statement
Auckland Regional Growth Strategy
(50 years)
Long-term Council Community Plans
(10 years)/Transport Strategies/District Plans
National Legislation (e.g. LTMA, Rail Bill etc.) and Strategies (e.g. NZTS, Rail etc.)
ARTA Passenger Transport
Network Plan
ARTA Regional Arterial
Road Plan
ARTA Sustainable
Transport Plan
Figure 2.3: Sector Service Design Process
Identify
Objectives
Identify primary
objectives and
outcomes
Scoping &
Issues Analysis
Scope transport
situation, carry
out initial
background
analysis and
engage with
stakeholders
Option
Development
Develop
passenger
transport
service options
and supporting
infrastructure
Proposal
Consultation
Consult
stakeholders
on Service
Proposals
(options)
Option
Renement
Rene options
and demand
estimation
Service Design
Consultation
Obtain ARTA
Board approval
to consult on
Draft Sector
Plan
Finalisation
& Approval
Finalise
preferred
option and
obtain ARTA
Board approval
11
Figure 2.4: The Auckland Sectors
12
10-Year Trends and Challenges
The PTNP takes into account key trends in Aucklands development,
including a number of important challenges:
> Auckland regions population is likely to grow by 340,000 people
over the next 10 years
> The increasing use and dominance of the private car for trips
means trafc congestion is likely to increase unless more people
use passenger transport to travel. Research worldwide shows
just providing more road capacity does not reduce but rather
increases trafc congestion
> The regions low passenger transport, walking and cycling mode
share. Unless there is substantial investment in upgrading the
passenger transport network and improving its integration and
efciency to make it more attractive than using the private car,
passenger transport will not be able to play the role envisaged in
the RLTS in shaping Aucklands future
> The Auckland CBD will remain a strong employment centre and
there will be an increase in the number of people living in inner
Auckland City
> Population growth outside the Auckland CBD will be evenly
distributed, with the main concentrations of growth in Flatbush,
Takanini, Mt Wellington Quarry/Glen Innes, Greenhithe, Albany,
Hobsonville Airbase and Orewa West/Silverdale
> Approximately 70 per cent of future employment growth in the
Auckland region will occur in four major centres the Auckland
CBD, Albany, Ascot Park/Auckland International Airport and
Waiouru. Henderson, New Lynn, Otahuhu, Manukau, Botany
and Papakura will also become increasingly more important as
places to work, shop and live.
Figures 2.5 and 2.6 show the future population growth and future
employment growth in the Auckland region. The red dots identify
the areas of expected population and employment growth.
Figure 2.5: Future Population Growth
Source: The Auckland RLTS 2005
13
Figure 2.6: Future Employment Growth
Source: The Auckland RLTS 2005
0 5 10 15 20 2.5
Kilometres
Legend
Employment 2001, 1 dot per 100 people
Employment growth 2021, 1 dot per 100 people
Rail
Motorways
Long-term Considerations
In line with the RLTS, the PTNPs implementation timeframe is 2006-
2016. To ensure the passenger transport system can meet Aucklands
needs beyond this timeframe, the likely future growth of Auckland
has been taken into account.
By 2046, Auckland is predicted to grow by more than a million
additional people to reach a population of over two million, as shown
in Figure 2.7 overleaf.
The RGS seeks to ensure that much of this growth is established
within the Metropolitan Urban Limits, in town centres and along
some key transport corridors.
Over time, passenger transport will play an increasingly important
role in terms of supporting this growth through offering journeys
that provide a more attractive alternative to car travel as the
region sees:
> Aucklands CBD continues to be the single most important
destination for passenger transport journeys
> Continued growth of cross-town and orbital travel as major
new developments, or growth centres, develop in areas outside
the CBD
> Future growth is concentrated in centres served by the rapid
transport network (guided by the RGS)
> The PTNP delivers a comprehensive, integrated passenger
transport network connecting growth centres, e.g. Onehunga,
Manukau, Henderson, Takapuna and the airport, and provides a
viable alternative to car travel.
By 2050, it is anticipated that the passenger transport system will be
carrying around 200 million passenger transport trips (or around 15
per cent of peak mode share) annually between regional centres at
high frequencies, with consistent travel times. This will need a
passenger transport system founded on a high frequency, high
quality service operating along a transport spine unimpeded by
road trafc congestion. The spine is likely to carry around 40 per cent
of all passenger transport trips, around 80 million a year. As the rail
network will form the backbone of this it will carry a high proportion
of these trips. To provide the required capacity on the rail system, the
CBD underground loop line needs to be built.
The mode share and annual passenger trips could be signicantly
higher than gures indicated (see Figure 5.5) if oil prices continue to
rise, assumed roading improvements are not completed or road use
charges are introduced.

14
Figure 2.7: Past and Predicted Population Growth in Auckland (1911-2046)
Source: Stats New Zealand, The Auckland RLTS 2005
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
2,200
2,400
2,600
1911 1921 1931 1941 1951 1961 1971 1981 1991 2001 2011 2021 2031 2041
A
u
c
k
l
a
n
d

p
o
p
u
l
a
t
i
o
n

(
t
h
o
u
s
a
n
d
s
)
Urban Area
Region (census)
Low forecast (Statistics NZ)
Medium forecast (Statistics NZ)
High forecast (Statistics NZ)
Lessons From Other Cities
Key success factors from ve overseas cities, with similarities to
Auckland in terms of population size and land use density, each
having made successful improvements to passenger transport
networks, have been identied. The cities are:
> Brisbane, Queensland, Australia
> Ottawa, Ontario, Canada
> Perth, Western Australia, Australia
> Portland, Oregon, United States of America
> Vancouver, British Columbia, Canada.
The core success factors have been incorporated into the PTNP and
are detailed below:
1. Strong institutional structures supporting integrated land use
and transport and passenger transport planning. Aucklands RGS
and RLTS provide overall direction for land use and passenger
transport planning in the Auckland metropolitan area.
2. A layered arrangement of passenger transport services, with a
high capacity rapid transit network forming the backbone; a
high frequency branded express bus service marketed as a
superior service to regular buses; and a network of supporting
services, acting as feeders to other parts of the network and
providing good geographic coverage.
3. Targeted services to ll particular market niches. The proposed
Auckland passenger transport network, comprising a Rapid
Transit Network, Quality Transit Network, Local Connector
Network and targeted services, will offer these.
4. High quality passenger transport systems with high quality, high
speed, high frequency, and high capacity services on a segregated
right of way to ensure high reliability. These systems provide
certainty to a region, creating opportunities for complementary
land uses, and help to make passenger transport systems viable.
5. High frequency and reliability of passenger transport services.
Often the greatest patronage gains can come from transforming
and reinforcing the existing networks, rather than introducing
new services.
6. Investment in transport interchange facilities, as well as
park and ride, enhancing customer information, improving
passenger comfort, safety and security and providing integrated
ticketing systems contribute to a successful total passenger
transport system.
15
3. PRINCIPLES AND SERVICE LEVEL GUIDELINES
Principles of the Passenger Transport Network
International research seeking to understand passenger transport
users and non-users needs and barriers shows that successful
networks must provide:
> Frequent services
> Service reliability
> Service coverage.
Passenger transport users and non-users want services that run on
time, that they dont have to travel too far to get to or wait too
long for.
Overseas experience and evidence from other New Zealand cities
shows that investing in more frequent passenger transport services
and improving reliability, by implementing bus priority measures for
example, provides good returns in passenger demand increases and
can help to contribute to a sustainable transport system.
Auckland already has the makings of a world-class passenger
transport system in its:
> Heavy rail network serving the Auckland CBD (where most
passengers head to now and into the future)
> Extensive bus and ferry networks.
Improvements to the rail networks capacity, in addition to more and
better trains (measures that are already underway in Auckland), will
allow the train network to take on the role of the Rapid Transit
Network envisaged in the RLTS for much of Auckland south of the
Waitemata Harbour and create a real alternative to the private car for
trips to work, shop and study.
Once the heavy rail network is upgraded to Rapid Transit standards
and the Northern Busway is complete, many bus resources presently
duplicating services to areas already served by the Rapid Transit
Network can be redirected into higher frequency services on the
Quality Transit Network (QTN) and as higher frequency feeder services
to Rapid Transit and Quality Transit nodes.
The PTNP aims to avoid duplication of services and resources and in
doing this be efcient and effective. Due to limited transport
resources a trade-off between service coverage and its frequency is
necessary to allow targeting of scarce transport funds to where they
will give best results. This means that in future people will have much
more frequent and reliable passenger transport services, but may
need to walk a little further to access them. Some bus users may also
need to transfer to complete a journey, where at present they may
have a direct (albeit less frequent) service.
The following operating principles have been developed for
Aucklands passenger transport network:
> A fast, reliable and frequent alternative to car travel on
congested corridors
> Meets customer needs
> Connects centres
> Efcient
> Four layered
> Integration
> Access to information
> Serving new urban areas
> Staged network development
> Beyond Aucklands CBD
> A guide to future development
> Supported by Travel Demand Management
> PTNP guides other plans
> A fast, reliable and frequent alternative to car travel on
congested corridors
A passenger transport system that is the main tool for relieving
congestion on congested corridors and reducing its negative
effects on economic productivity.
> Meets customer needs
A passenger transport network that focuses on customer needs,
by offering simple, easy to understand services that go where
people want to go, maximise convenience, comfort and safety,
and reduce the impacts of intermodal transfer.
> Connects centres
A comprehensive, integrated passenger transport network that
connects the regions activity centres, including the Auckland
CBD, as well as centres such as Westgate, Albany and Botany,
providing a viable alternative to use of the private car for work
trips and other purposes.
> Efcient
A passenger transport network that is efcient and effective,
matching the appropriate mode to the transport task, avoids
duplication of services where appropriate, and that prioritises
investment based on need across the whole network.
16
Table 3.1: Role of the Four Layers
Network Type Rapid Transit Network Quality Transit Network
Local Connector
Network
Targeted Services
Function Passenger transport
network back bone
Connects regional centres
to the Auckland CBD
along high density
corridors
Inuences future
development patterns
by encouraging more
intensive urban
development along the
corridors and in the key
growth centres it serves
Facilitates high speed,
reliable access around
the region
Supplementary high-quality
network with connections to
regional and district centres
and employment/activity
centres.
Provides coverage to medium-
high density corridors in areas
not served by the RTN
Implemented in medium-high
demand corridors as a
forerunner to RTN as
patronage increases
Facilitates high speed, reliable
access around the region
Generally connects
residential areas with
their local centre
Provides connections to
RTN and/or QTN
Emphasises coverage
and accessibility from
low-density areas
Connects rural towns
and settlements
Provide services for people
unable to use the regular
passenger transport
network because of mobility
impairment
School services for areas
where the regular network
is not suitable
Demand-responsive services
in areas of low demand
Operating
Characteristics
High speed
High frequency
(timetables do not need
to be consulted)
High reliability
High capacity
Modern vehicles
Extensive hours of service
Low coverage
High quality service
Integrated ticketing/fares
Moderate speeds
High frequency (timetables do
not need to be consulted)
Good reliability
Moderate capacity
Modern branded vehicles
Extensive hours of service
Reasonably direct
Moderate coverage
Planned, operated and
branded as a superior bus
service
Moderate speeds
Lower frequency
(timetables may need to
be consulted) with higher
frequencies during peak
times
Moderate reliability
Low capacity
Standard vehicles
Moderate hours of service
High coverage
Typical bus service
Special services and vehicles
for mobility-impaired users,
including subsidising taxi
fares for Total Mobility
and Dial-a-Ride on-demand
services for wheelchair users
Accessible buses for
some scheduled or
demand-responsive services
to regular locations in areas
of low demand or specic
demographic requirements
School services operating
regular buses
Right of way
and
infrastructure
requirements
Separate right of way
High amenity at stops
and stations
On-street running with
extensive priority including
bus lanes, signal priority in
congested areas
Good amenity and
information at stops
On-street running
Moderate amenity and
information at stops
Accessible vehicles, all
passenger transport
infrastructure accessible
> Four layered
A passenger transport network with four service layers that
contribute towards an integrated network, serving the different
needs of users. The four layers are:
> Rapid Transit Network (RTN) high quality, fast, high frequency
service in its own right of way where it is unaffected by
trafc congestion. The RTN will connect the major growth
centres to the CBD. It will include the Northern Busway and
the western, southern and isthmus rail corridors
> Quality Transit Network (QTN) fast, high frequency, and
high quality transit services operating between key centres
and over major corridors, providing extensive transit priority.
In conjunction with the RTN it will facilitate high speed
reliable access around the region through the integration of
radial and cross-town services
> Local Connector Network (LCN) bus, ferry and train services
that provide access to local centres and connect with the
RTN and/or the QTN. Priority measures will be provided at
key congestion points to improve service reliability
> Targeted Services services that provide mobility for groups
whose needs are not met by the regular passenger transport
network. They include the Total Mobility service for people
with disabilities, demand-responsive services in areas of low
demand, fare concession schemes and school bus services.
The four layers represent an interconnected hierarchy of services,
where lower-order services generally support higher-order layers.
These layers are described in Table 3.1 in terms of function,
characteristics and right of way requirements:
> Integration
The ability to transfer between services will increase trip opportunities
and the exibility of the passenger transport network. Passenger
transfer will be facilitated by the creation of:
> Well-designed transport interchanges and park and ride facilities
at stations on the RTN and activity centres on the QTN
> The introduction of an integrated smart card ticketing system
and high quality passenger transport information and trip
planning resources.
17
The provision and scale of interchange and park and ride facilities will
be guided by their role in the network, recognising their function and
the different needs of the centres they will be located in. Passenger
facility design will focus on safety and comfort.
Service provision will include a mix of direct services and transfers,
with connections between services being timed to minimise
transfer times.
> Access to information
Good transport information, way nding signs and trip planning
resources will be a key component of the passenger transport
network. The provision and scale of information at stops and stations
will be guided by their role in the network.
> Serving new urban areas
Passenger transport services will be introduced as early as possible to
new urban growth areas and existing services improved in areas of
growth and change to ensure that new residents have effective
passenger transport services to their nearby centre and RTN and QTN
networks, when they move in. This will increase social inclusion and
accessibility and provide residents and employees with alternatives to
using private cars.
> Staged network development
Changes to existing bus and ferry services will be staged to minimise
impacts on passengers, and complement the development of the
RTN and QTN and the expansion of the passenger transport network
to respond to Aucklands growth and development, particularly
longer-term trends.
> Beyond Aucklands CBD
Whilst Auckland CBD will remain the main employment centre and
travel destination, the passenger transport network will cater for
access to centres of employment and activity outside the CBD and
outside traditional working hours.
> A guide to future development
The provision of passenger transport infrastructure, including station
upgrades, bus-train interchanges, bus priority facilities, and park and
ride facilities, will be planned and coordinated to be consistent with
the development of the PTNP. The PTNP will also act as a guide to
future development in Auckland and be a reference point for
consideration of government funding and planning.
> Supported by Travel Demand Management
Good passenger transport services will form part of and be supported
by effective travel demand measures, both to improve community
sustainability and to help maximise access to passenger transport.
> PTNP guides other plans
Other plans, such as sector service designs, Corridor Studies, Annual
Land Transport Programme projects and other planning strategies
and policies will take account of and be consistent with the principles
of the PTNP.
Sector service designs will identify the LCN within each sector and
will also conrm the QTN structure, or may suggest an alternative,
more appropriate one.
Guidelines
Service Level Guidelines
Service level guidelines are used to establish minimum service levels
that are attractive to existing passenger transport users and will
attract new passengers.
Higher service levels can be provided where warranted by patronage
and circumstances require.
The minimum service level guidelines to be effective by 2016, as
shown in Table 3.2 overleaf, are intended to:
> Provide a level of service consistent with a world-class city
> Ensure an acceptable quality of service is provided on all of the
networks passenger transport services
> Ensure passenger transport services are accessible by all people
> Provide a consistent and fair basis for evaluating proposed
improvements to existing passenger transport services
> Guide resource allocation and, combined with other policies and
principles, provide ARTA with targets for evaluating existing
services and service improvements
> Recognise local conditions, different organisations and
practical realities that affect passenger transport service design
and provision
> Full the operating principles outlined above.
The minimum service level guidelines apply to three of the four layers.
The fourth layer, targeted services, involves a more individual
approach. For example, ARTAs approach to providing school bus
services and its policy and guidelines that underpin the services are
outlined in the School Bus Services Policy and Service Guidelines
Booklet. The guidelines are based on the following two objectives:
> Accessibility ensure that school students have safe and
reasonable levels of passenger transport access to their zoned
or/and nearest school
> Sustainability reduce growth in trafc congestion and resulting
adverse environmental effects by providing school bus services to
out-of-zone schools where travel demand analysis indicates a
school bus service will contribute to reduced car use.
18
Three layers of Passenger Transport Network
Service
Guidelines
Timing
or Mode
Rapid Transit Network (RTN) Quality Transit Network
(QTN)
Local Connector Network
(LCN)
Service Strategy Peak Express + Limited Stop + All Stop Express + Limited Stop + All Stop All Stop
Off-peak All Stop All Stop
Connections Non-timed connections Services should be scheduled to
arrive within 10 mins of drop-off
Services should be scheduled so
drop-off is within 10 mins of RTN
and/or QTN departure
Frequency Peak 5-15 mins 10 mins
(15 mins for new services/ferry)
20-30 mins
Interpeak 20-30 mins 20 mins
40-60 mins
Evening 30 mins 30 mins
60 mins
Saturday 30 mins 30 mins
60 mins
Sunday 30 mins 30 mins
60 mins
Service Period Monday-
Friday
5.30am-12.00am 5.30am-12.30am 5.30am-12.30am for services
feeding the RTN and QTN
6.30am-11.00pm for other
services
Saturday 7.00am-12.00am 7.00am-12.00am 7.30am-11.00pm
Sunday 8.00am-10.00pm 8.00am-10.00pm 8.30am-10.00pm
Service Review
Maximum Loading
Trigger Levels for
service review to
increase
frequencies or
expand capacity
1

(total capacity =
seated + standing)
Peak 15 mins:
85% of total capacity per route
30 mins:
15 mins:
30 mins:
15 mins:
30 mins:
Interpeak
(evenings/
weekends)
60 mins:
Passenger loads on some individual
trips may exceed these trigger
levels
60 mins:
Passenger loads on some
individual trips may exceed these
trigger levels
60 mins:
Passenger loads on some
individual trips may exceed these
trigger levels
Minimum
patronage
trigger levels
to decrease
frequencies or
lower capacity
Peak Demand analysis
(from patronage surveys or the
ticketing system)
Patronage is less than 50% of
seated capacity (averaged by the
number of trips operated during
any 20 minute period) at
maximum load point
maximum load point
Other
periods
Demand analysis
(from patronage surveys or the
ticketing system)
maximum load point
maximum load point
Reliability and
Punctuality
Contract
performance
agreement met
for all services
For train No services to leave early
99.5% operated as scheduled
90% within 5 mins of schedule
For bus No services to leave early
99.9% of all service trips operated
For bus,
and ferry
No services to leave early
No services to leave early
Accessibility For bus,
train and
Ferry
Vehicle and station accessible,
consistent with NZ Disability
Strategy
Vehicle, stop and station
accessible, consistent with NZ
Disability Strategy
Vehicles accessible, consistent
with NZ Disability Strategy
Vehicle/Vessel/
Rolling Stock
For bus,
train and
Ferry
Modern and comfortable vehicles Modern and comfortable
vehicles/vessels
Meet Vehicle Quality Standards
Vehicle Emission
Standards
2
For bus,
train and
Ferry
Euro IV or equivalent Euro III or equivalent Euro III or equivalent
Table 3.2: Minimum Service Guidelines (by 2016)
1. These trigger levels are for the highest passenger loads, averaged for all trips on a route averaged over a three month period, within the busiest
15 mins and 30 mins in the AM and PM peak periods and over 60 mins in the interpeak, evenings and weekends.
2. Electrication of the rail network will exceed these standards.
19
> Guidelines for introducing services in new and
developing areas
> Approximately 30 residents per hectare or 25 jobs per
hectare over a minimum developed area of 10 hectares
> Planning of developing areas has been coordinated with
passenger transport planning including the completion of a
transport audit as part of the development application
> Services may be introduced prior to the completion of
development where a nancial contribution towards the
cost of passenger transport has been obtained from the
developer
> Passenger transport-supportive road layouts (including
temporary road links to connect areas during staged
development) and good pedestrian access exist
> A minimum three-month trial period before any major
amendment to the service.
> Transport Interchange Planning Principles
A transport interchange allows passengers to transfer between
services to complete their journey; examples include bus stops, ferry
wharves, station platforms, kiss and ride facilities. Successful
interchange facilities are close together, that is allow convergence
of mode and/or services, and have adequate capacity for
expected demands.
Interchanges are also places where people wait for their passenger
transport service, taxi or ride, so safety and comfort are important
features. In addition to good, safe pedestrian access, secure cycle
storage facilities should be provided in the interchange precinct.
Commercial operations such as retail kiosks and automatic teller
machines (ATMs) can contribute to an enhanced waiting environment
and should be considered provided they do not conict with
passenger transport operations.
Best-practice transport interchanges should provide easy access for
all modes of transport walking, cycling, intermodal transfer and
private vehicles. Modes should be separated (including pedestrians)
for safety, efciency and conict-avoidance, but should also ensure
facilities are close together (with the most efcient access modes
given highest priority locations) to minimise passenger transfer times;
and integrate well with their surroundings, including town centres.
20
> Guidelines on the Provision of Facilities at Interchanges,
Stations and Stops
High quality transport information should also be provided at all
stops and stations in the network, including real-time information
at RTN and QTN stations. Guidelines on the level of facilities that
should be provided at each level of stop or station are included in
Table 3.3.
The application of guidelines and level of infrastructure provided will
be assessed on a case-by-case basis. Similarly, the achievement of
these guidelines is heavily dependent on adequate funding and the
commitment of the different organisations that have responsibility
for passenger transport infrastructure design and provision.
RTN
Interchange
RTN
Major
Station
RTN
Minor
Station
QTN
Major Stop
QTN
Minor Stop
LCN
Major
Stop
LCN
Minor
Stop
Comfort and Convenience Facilities
Shelter
Seating
Ticket machine
Pay telephone
Toilets
Commercial operations/
vending machine
Bicycle storage facilities
Information
Station/stop number
Station/stop name
Direction of travel
Site specic route numbers
and destination
Stop specic route diagram
Area route map
Site specic fare information
and zone
General fare information &
zone map
Stop specic timetable
General timetable
Real-time information
Safety and Security
Lighting
Video surveillance
Emergency help point
Tactile surface indicators
Accessible parking bays
Table 3.3: Guidelines for Facilities at Interchanges, Stations and Stops
21
PASSENGER TRANSPORT NETWORK
4. DEVELOPING THE AUCKLAND
The Development Process
In developing the Auckland Passenger Transport Network contained
within the PTNP, ARTA:
> Reviewed the existing passenger transport network
> Analysed patronage trends
> Identied areas of population and employment growth including
their timing
> Conducted public consultation to receive feedback from
interested people and organisations.
This information was then used to undertake a gap analysis to
identify travel patterns and potential or existing service gaps. This
section summarises the process and ndings.
The Existing Passenger Transport Network
Aucklands existing passenger transport network (shown in Figure
4.1 overleaf) has many elements of a world-class system and appears
extensive due to its coverage, but it is largely focused on travel to
the CBD.
Trains
The rail network extends from Pukekohe to Waitakere and comprises
four corridors Isthmus (Britomart to Westeld), Eastern (Britomart
to Westeld), Southern (Westeld to Pukekohe) and Western
(Waitakere to Newmarket). The current (2006) service frequency is:
> Eastern Line (through Panmure)
> Weekday peak 10-20 minutes; interpeak and evening
60 minutes
> Weekend 60 minutes
> Southern Line (through Newmarket)
> Weekday peak average 30 minutes; interpeak and
evening 60 minutes
> Western Line (through New Lynn)
> Weekday peak 15-40 minutes; interpeak and evening
40 minutes
While the rail network has been improved, with refurbished and
longer trains and higher frequency, coverage of Aucklands residential
areas is limited, with less than 15 per cent of Aucklands population
area within walking distance (800 metres) of a train station.
Bus
The bus network has over 450 routes, of which approximately 90 are
peak-only express routes. While the physical coverage of the bus
network in the urban areas is very good, most bus routes operate
infrequently, with around 75 per cent operating fewer than three
buses per hour. Around 80 per cent of bus routes also operate for
less than 11 hours per day, making them unattractive for trips outside
conventional working hours, or during off-peak.
Corridors with the highest frequency and most extensive bus priority
measures are located on the main radial routes that provide for travel
into the CBD. Passenger growth on the Dominion Road passenger
transport corridor shows how successful investments in good bus
frequency and priority measures can be.
Ferry
There are currently nine commuter ferry services. The current
frequencies are:
> Gulf Harbour
> Four weekday peak-only trips two in the morning and two
in the afternoon
> Devonport
> Weekday peak 15 minutes (morning only); interpeak
30 minutes and evening 60 minutes
> Stanley Bay
> Four weekday peak-only trips
> Bayswater
> Weekday peak 30 minutes; interpeak and evening
60 minutes
> Weekend two morning trips, three afternoon trips
each way
> Birkenhead and Northcote Point
> Weekday peak 30 minutes; interpeak and evening
60 minutes
> Weekend two morning trips, three afternoon trips
each way
> West Harbour
> Eight weekday peak-only trips four in the morning and
four in the afternoon
> Half Moon Bay
> Weekday three peak period trips; interpeak 120 minutes
> Weekend four trips
> Pine Harbour
> Weekday eight peak period trips and three interpeak trips
each way
> Waiheke
> Weekday three peak period trips, 14 interpeak trips, and
evening 90 minutes
> Weekend 10 trips
The number and frequency of ferry services has increased signicantly
in recent years. Since 1999, new services started from Half Moon Bay,
Gulf Harbour, West Harbour and Pine Harbour. Peak and off-peak
frequencies have also been improved on other existing ferry routes.
22
Figure 4.1: Aucklands Existing Passenger Transport Routes
Kumeu
Orewa
Puhoi
Albany
Bombay
Manukau
New Lynn
Papakura
Westgate
Meremere
Takapuna
Pukekohe
Onehunga
Henderson
Waitakere
Papatoetoe
Silverdale
Hobsonville
Helensville
East Tamaki
Auckland CBD
Auckland Airport
0 5 10 15 20 2.5
Kilometres
Legend
Roads
Rail
Scheduled Services
23
Ticketing and fares
Users of Aucklands passenger transport system can choose from
over 100 fare products, different fares for bus and train, and fare
stages every three to ve kilometres (with no consistency in spacing
across the region). Until now, services and timetables have generally
been planned separately, and operators have picked up or dropped
off passengers within their contract areas. Competition between
operators for revenue also meant there was no incentive to encourage
passengers to transfer to services run by competing operators. This
limited the integration that could be achieved between operators. By
introducing an integrated or transferable ticket and fare system,
together with the changed service procurement arrangements, ARTA
will remove these constraints. This is essential to the goal of achieving
100 million passenger boardings by 2016.
Patronage Trends
As Figure 4.2 shows, passenger transport patronage has been
generally increasing in Auckland since 1994, with substantial growth
in ferry and train patronage since 2000 demonstrating the impact of
investment in improved services, including the new Britomart station,
and higher frequency train services.
A recent decline in bus patronage can be attributed to the effects of
industrial action and a decline in certain key markets, particularly
foreign language students.
However, recent data shows patronage growth across all the modes
for the rst six months of 2005/2006. In March 2006, an historical
level of rail patronage was reached with over half a million passenger
journeys recorded on the rail network that month.
Figure 4.2: Auckland Passenger Transport Boardings by Mode
N
u
m
b
e
r

o
f

p
a
s
s
e
n
g
e
r

b
o
a
r
d
i
n
g
s

(
m
i
l
l
i
o
n
s
)
10
20
30
40
50
60
Rail
Ferry
Bus
1
9
8
9
-
9
0
1
9
9
0
-
9
1
1
9
9
1
-
9
2
1
9
9
2
-
9
3
1
9
9
3
-
9
4
1
9
9
4
-
9
5
1
9
9
5
-
9
6
1
9
9
6
-
9
7
1
9
9
7
-
9
8
1
9
9
8
-
9
9
1
9
9
9
-
0
0
2
0
0
0
-
0
1
2
0
0
1
-
0
2
2
0
0
2
-
0
3
2
0
0
3
-
0
4
2
0
0
4
-
0
5
2
0
0
5
-
0
6
Financial years running from July to June
24
Future Urban Growth and Trends
Table 4.1 shows area of population and employment growth in
Auckland, and the timing of the developments. The table illustrates
how new areas of travel demand will emerge in Auckland, changing
the requirements of the passenger transport system and providing
new opportunities for passenger transport to be a real alternative to
the private car for Aucklanders and other travellers.
Table 4.1: Signicant Population and Employment Growth Areas and Timing
Ref
No
Location Timing
Population
Growth
% of
new
pop.
Employment
Growth
% of
new
emp.
Other
Southern Sector
1 Flat Bush 2004-2020 47,000 22 1,000 1
2 Takanini 2005-2020 11,000 5 0
3 Hingaia 2005-2010 5,000 2 300 0
4 Pukekohe NE 2005-2010 3,000 1 0
5 Manukau City Sub-Regional Centre 2005-2020 3,000 1 3,000 3
6 Botany Town Centre 2005-2005 2,000 1 1,000 1
7 Papakura Sub-Regional Centre 2005-2020 3,500 2 Unknown 0
8 Waiouru Peninsula (Highbrook) 2005-2020 Nil 0 15,000 15
9 Wiri Quarry 2005-2020 0 Unknown 0
10 Ascot Park/Auckland International
Airport
2005-2020 0 15,000 15 17 million pax
per annum
SUBTOTAL 74,500 35 35,300 35
Central and Central East Sector
11 Mt Wellington Quarry/Glen Innes 2004-2010 11,000 5 200 0
12 Sylvia Park 2005-2008 5,000 2 2,000 2
13 Newmarket Sub-Regional Centre Ongoing to
2021
5,000 2 5,000 5
14 Central Business District (includes
Western Reclamation)
Ongoing to
2021
20,000 9 25,000 25 10,000 students
15 Otahuhu 2007-2021 5,000 2 Unknown 0
SUBTOTAL 46,000 22 32,200 32
25
Table 4.1: Signicant Population and Employment Growth Areas and Timing continued
Ref
No
Location Timing
Population
Growth
% of
new
pop.
Employment
Growth
% of
new
emp.
Other
Northern and Western Sector
16 Greenhithe 2002-2012 9,500 4 0
17 Albany 2002-2012 9,000 4 0
18 Long Bay 2002-2020 5,500 3 0
19 Albany Centre / Massey University 2003-2012 5,000 2 15,000 15 15,000 students
20 Smales Farm 2000-2010 0 5,000 5
21 Massey North / Westgate 2005-2020 Unknown 0 Unknown 0
22 Hobsonville Corridor / Village 10-20 years Unknown 0 Unknown 0
23 Hobsonville Airbase / Peninsula 2002-2010 10,000 5 1,000 1
24 Babich 2002-2007 2,000 1 0
25 Gulf Harbour 2002-2010 5,000 2 0
26 Orewa West / Silverdale 2003-2020 13,500 6 2,000 2
27 Kumeu 2004-2020 5,000 2 1,000 1
28 Helensville 2004-2020 2,400 1 0
29 Snells Beach / Algies Bay 2010-2020 5,000 2 200 0
30 Takapuna Sub-Regional Centre 2002-2020 5,000 2 4,000 4
31 Browns Bay 2002-2020 2,000 1 500 0
32 Highbury 2002-2020 1,500 1 500 0
33 Henderson 2002-2020 3,000 1 2,000 2
34 New Lynn 2002-2020 6,000 3 2,000 2
35 Orewa 2002-2020 2,500 1 1,000 1
SUBTOTAL 91,900 43 34,200 34
TOTAL 212,400 100% 101,700 100%
Note: numbers are totals
Key
pop. = population
emp. = employment
26
Figures 2.6 and 2.7, shown previously, illustrate the areas of future
population and employment growth in Auckland to 2016.
Data from Auckland Regional Councils Auckland Passenger Transport
computer simulation model was used to identify likely morning peak
period work trip travel patterns by all modes. This process illustrates
the patterns of movements of work trips to and from centres and
suburbs around Auckland, highlighting potential links that are
required on the passenger transport network.
The analysis of work trip travel patterns conrmed that the CBD will
remain the most important destination in 2016, but a number of
other important links and destinations were identied, including:
> Connections between the North Shore (Albany) and Westgate
> Links between Manukau and Botany, Papakura and the airport
area to connect important employment areas such as Manukau
West, Manukau city centre and Botany town centre with growing
residential areas in Manukau and Papakura
> Links to Henderson and New Lynn from the Central Isthmus and
Waitakere, to connect the employment areas of New Lynn,
Henderson, Westgate and Onehunga
> The importance of non-CBD employment areas, including East
Tamaki, Westeld/Mt Wellington, Albany, Botany and most
particularly the airport
> The airport employment area is a particularly strong trip attractor,
with trips being drawn from almost all parts of the Auckland
region. However, this dispersed nature of work trips to and from
the airport zone (as well as the low density of the airport
employment zone) means it is difcult to serve effectively by
passenger transport.
These results show the need for a comprehensive layered passenger
transport network that can meet the needs of people for travel to
places other than the CBD. The growth of centres like Manukau,
Albany, the airport and Westgate means that the passenger transport
network needs to provide a mix with links to the CBD as well as to
and between non-CBD centres and employment areas.
Figures 4.3 and 4.4 overleaf show examples of the analysis. Figure
4.3 shows the distribution of work trips to and from the North
Shore for instance this gure highlights a strong movement
between the North Shore and the Waitakere North zone, which
contains Westgate.
Figure 4.3: North Shore Trips
Waitakere North
Papakura
Hibiscus Coast
Howick Pakuranga Botany
ManukauWest
NorthShore North
NorthShore South
Isthmus East
Isthmus West
Waitakere South
Isthmus Central
Flat BushETamaki
Central City
6
4
4
3
0
1
3
3
8
4
5
5
1
2
7
2
9
0
3
2
1
6
6
3
4
4
6
3
3
1
9
7
5
5
6
7
7
3
5
6
1
2
0
7
2
1
1
5
2
3
1
9
2
0
0
3
9
3
5
8
2
0
1
1
1
0
9
3
7
9
1
2
6
2016 morning peak to and from
North Shore South
0 4 8 12
Kilometers
10000 5000 300
27
Figure 4.4 shows travel patterns for Manukau West, which includes
the zone containing Auckland International Airport and its associated
commercial and industrial areas and illustrates how this zone attracts
trips from all over Auckland.
Figure 4.4: Manukau West Trips
Gap Analysis of the Passenger Transport Network
In developing the Auckland Passenger Transport Network contained
within the PTNP, ARTA:
> Reviewed the existing passenger transport network
> Analysed patronage trends
> Identied areas of population and employment growth including
their timing
> Conducted a public consultation to receive feedback from
interested people and organisations.
This information was then used to undertake a gap analysis to
identify travel patterns and potential or existing service gaps. This
section summarises the process and ndings.
The gap analysis showed:
> Existing passenger transport route coverage is good, but
frequency is poor this highlights a need to improve service
frequency to make the network more effective
> A more effective use of passenger transport resources would
be to focus on improving frequency albeit with somewhat
less coverage
> Hours of operation of passenger transport services are poor and
do not match the needs of travellers
> The heavy rail system serves limited areas only for pedestrian
access to and from business, employment and schools
> For network development, this highlighted the need for
modications to bus services (that in many cases were competing
with train services) to focus on providing feeder services to
train stations
> Some important journey to work trip patterns that were not well
served by the existing passenger transport network, highlighting
a need to include these links in the network plan.
Summary
Although there have been marked improvements to services and
facilities, such as the extension of heavy rail to Britomart, upgrading
ferry services and infrastructure, the commencement of the early
stages of the Northern Busway and improved frequencies on many
bus services, Aucklands passenger transport network has suffered
from under-investment and lack of an overarching planning
framework, and has developed unsustainable features. These
features, largely a consequence of the regulatory and procurement
regimes mandated legislation, include:
> Lack of integration between modes
> Duplication of services between modes serving the same corridors
and destinations
> An emphasis on direct bus services (not requiring transfers)
resulting in long, inefcient bus routes operating at
unattractive frequencies
> Individual ticket and fare systems that discourage transferring
modes
Waitakere North
Papakura
Hibiscus Coast
Howick Pakuranga Botany
Manukau West
North Shore North
North Shore South
Isthmus East
Isthmus West
Waitakere South
Isthmus Central
Flat Bush E Tamaki
Central City
1
5
2
3
1
8
6
4
3
9
0
3
1
2
7
2
1
2
3
7
4
6
5
1
9
3
7
3
6
3
5
1
3
8
4
6
3
0
9
3
2
4
2
4
5
1
4
9
5
5
3
9
6
0
4
4
5
0
6
2
6
1
2
3
9003
6169
2016 morning peak to and from
Manukau West
0 4 8 12
Kilometers
15000 7500 152
28
> A lack of supporting transport infrastructure (such as transport
interchanges, high quality stations, bus priority and route
information).
Consequently, Aucklands passenger transport network now requires
improvement and expansion to keep up with changes in the regions
development, in particular the growth of metropolitan centres, urban
expansion and population growth on its peripheries (such as Flatbush
near Manukau) and the development of non-CBD employment areas,
such as East Tamaki, Westgate, Albany and the airport.
Key Actions to Develop the Network
The gap analysis, in conjunction with the review of the existing
passenger transport network, shows that while Auckland has the
key components of a comprehensive passenger transport network
a considerable challenge exists to build on these to deliver a
fully-integrated, world-class passenger transport network that
will meet peoples needs and increase use of passenger transport in
the region.
There is a clear need for improved service frequency and hours of
operation, better integration between parts of the network, a need
for effective feeder bus services to improve access to the rail network,
and a passenger transport network that connects key employment
and population centres, including centres outside the CBD. Because
of the dispersed nature of population and employment centres it is
not practical, or an efcient use of resources, to provide direct
passenger transport services for all trips to all destinations. Rather, an
integrated passenger transport network that allows easy transfers
will provide extensive choice in trip destinations and cater for existing
and future destinations. The service level principles detailed in
section 3 will dene the development of Aucklands future, layered
transport system.
To achieve this, the following developments need to happen and will
be phased in to the region by 2016:
1. Further development of the RTN
2. Establishing the Quality Transit Network
3. Recongure the Local Connector Network (LCN)
4. Provide Targeted Services
5. Serve new and developing areas
6. Improving the infrastructure
7. Marketing
8. Integrated ticketing and fares
9. Longer-term projects
Figure 4.5: Future Rapid Transit Network Development and
Mode Progression Strategy
Establish the
Network
Establish RTN
qualities and
functionality
> Fast
> High quality
> Direct
> Frequent
> Reliable.
Grow
Demand
Concentrate
land use
development
around stations
Enhance
Capacity
As demand
exceeds capacity
> Migrate
to the
appropriate
mode if
necessary
> Integrate
with the RTN.
1. Further Development of the RTN
> Double-tracking of the Western rail line and redevelopment of
Newmarket Station to accommodate higher service frequencies
> Completion of the Manukau rail link
> Completion of the Northern Busway
> Electrication of the rail network, as operating intensive diesel
services through the CBD tunnel will not be viable. Refer to inside
front cover for information on the Rail Development Plan review.
> Upgraded and purchase of new rolling stock (trains)
> Development and construction of rolling stock depots
and stabling
> Station upgrades to accommodate longer trains and greater
passenger numbers, improve security and information and to
meet disability access standards
> New and improved stations to serve growing areas, including
Manukau, Takanini, Drury and Parnell
> Upgrading of signalling and removal of infrastructure constraints
to accommodate higher service frequencies.
ARTAs approach to the future development of the RTN (see Figure
4.5) is to establish the RTN based on the PTNPs operating
principles and to grow demand through concentrated land use
development around stations, improve interchange opportunities
and as demand exceeds capacity to migrate to the appropriate mode
if necessary. This approach could have buses as the mode in the short
to medium term, with a progression to a higher capacity mode as
demand justies the shift. Future RTN routes would generally begin
as QTN routes.
29
3. Recongure the Local Connector Network (LCN)
As RTN and QTN services and infrastructure is introduced and
improved, the LCN will be established as local bus services are
restructured to act primarily as feeders to RTN stations and QTN at
regional and district centres and activity centres , facilitating passenger
transfer to faster transport. Some LCN bus services may extend to
centres and the CBD, to serve intermediate destinations, but they are
not intended to compete with RTN and QTN services.
Connections from rural to urban areas and the RTN and QTN will also
need to be considered as the network develops. ARTA will develop a
policy with key stakeholders that will guide the planning and provision
of services in rural areas.
4. Provide Targeted Services
Improvements to the Auckland passenger transport network will
remove many of the barriers to access for disabled people and others
whose mobility is impaired, either permanently, or temporarily (such
as parents with strollers). However, people with signicant mobility
impairments will still have access to the Total Mobility Scheme.
Working closely with representatives of disability and aged groups,
identify the potential for scheduled or demand-responsive services to
particular facilities with regular travel demands.
As the passenger transport network is upgraded, school bus routes
will be reviewed in relation to the new network, to avoid duplication
of services and resources.
5. Serve new and developing areas
Early introduction of passenger transport services to new and
developing areas such as Flatbush and the airport employment area
is a high priority for Aucklands passenger transport network. Refer
to section 3 for New and Developing Areas guidelines.
6. Improving the infrastructure
To make transfers easy and provide reliable travel times, a
comprehensive integrated passenger transport network must be
supported by appropriate infrastructure.
Bus lanes and other priority measures, including bays, queue jump
lanes to bypass congested intersections, and bus-only trafc signals,
will help reduce delays and improve bus reliability on the RTN, QTN
and LCN.
Transport interchange facilities at RTN stations and QTN major activity
centres will facilitate passenger transfer by reducing transfer distance
and time, providing a safe environment for waiting and passenger
movement and giving access to transport information and trip
planning help.
A hierarchy of transport interchanges and other facilities (including
park and ride) will maximise the efciency of investment and minimise
impacts on the centres the interchanges are located in, while ensuring
a consistent approach to infrastructure provision.
Kiss and ride, where people are dropped off to catch passenger
transport, space should be provided at all interchanges and stations.
Origin Destination
Northern Sector
Albany Takapuna
Albany Westgate
Takapuna Westgate
Albany Gleneld/Highbury
Browns Bay Constellation Dr/Takapuna
Devonport (ferry) Auckland CBD
Bayswater (ferry) Auckland CBD
Birkenhead (ferry) Auckland CBD
Western Sector
Westgate Auckland CBD
Westgate Henderson/New Lynn
New Lynn Auckland CBD
New Lynn Onehunga/Panmure
Central and Central East Sector
Dominion Road Auckland CBD
Mt Eden Road Auckland CBD
Onehunga Auckland CBD/ Newmarket
Airport via Dominion Road Auckland CBD
Onehunga Otahuhu
Panmure via Great South Rd Auckland CBD/ Newmarket
Panmure via Remuera Rd Auckland CBD/ Newmarket
Southern Sector
Airport Manukau
Airport via Otahuhu Panmure
Manukau via Otahuhu Panmure
Botany/Howick via Panmure Newmarket/Auckland CBD fringe
2. Establishing the Quality Transit Network
The gap analysis highlighted some key corridors that would
benet from high quality passenger transport links on the QTN. Table
4.2 shows the key movements that will be prioritised in developing
the QTN.
Table 4.2 details the elements of the QTN to be implemented
by 2016.
Table 4.2: Key Movements to be Prioritised by the QTN
30
Interchange Facilities
Major transport interchange facilities should be developed at:
Train/Bus
Britomart
Newmarket
Henderson
New Lynn
Panmure
Otahuhu
Manukau
Manurewa
Papakura
Bus
Albany
Constellation Busway station
Sunnynook Busway station
Westlake Busway station
Akoranga Busway station
Westgate
Botany
Takapuna
Onehunga
Ferry Terminal Facilities
Ferry
New ferry terminals at Beach Haven
Enhancement of the Downtown terminal
Ferry terminal improvements at:
Gulf Harbour
West Harbour
Stanley Bay
Half Moon Bay
Bayswater
New ferry terminals should be investigated at:
Island Bay
Hobsonville
Te Atatu South
Takapuna
Browns Bay
Park and Ride
ARTA will develop a park and ride strategy with key stakeholders that
will guide the planning and provision of park and ride facilities at
stations on the rapid and quality transit networks.
Examples of existing or potential Park and Ride locations include:
Train
Papakura station
Manurewa station
Homai station
Papatoetoe station
Glen Innes station
Sturges Road station
Swanson station
Sunnyvale station
Pukekohe station
Drury station
Bus
Westgate sub-regional centre
Albany busway station
Constellation busway station
Ferry
Half Moon Bay
Devonport
Waiheke
Bayswater
Birkenhead
7. Marketing
The Passenger Transport Network Plans four-layered service will
require correct market positioning, supported by targeted
promotion, so their benets are instantly conveyed to the customer
and uptake is encouraged. This will require relevant market
research, trial and testing of product names, to ensure success in the
Auckland market.
ARTA has prepared a Marketing Plan for the regions passenger
transport system that reects the core objectives of the RLTS and
ARTAs priorities and programmes. The Plan will be set to the realities
of the market and current customer perceptions. The core function
of the Marketing Plan will be to align ARTAs objectives and resources
with customer expectations and needs. It will be based on market
intelligence drawn from market research and stakeholder and
customer feedback from trials and testing of product names, cross-
referenced with system performance in the marketplace.
8. Integrated ticketing and fares
An integrated multi-modal smart card ticket system is critical to
the future operation of the passenger transport network, by
encouraging and supporting transfer between components of the
network, speeding up passenger boarding times and simplifying
administration of concession fare entitlements. Well-connected
services make it easier for passengers to get to where they want to
the easier it is to transfer between services, the more journey
destinations are possible.
Currently around 15 per cent of all trips involve at least one transfer;
by 2016 it is anticipated that around 30 per cent of all trips will
involve at least one transfer. This can only be facilitated by an
integrated or transferable ticket system.
The review of the fare structure, involving operator representatives,
territorial authorities, current and potential passenger transport
users, concluded that a fare structure that is simple and easy for
existing and potential users to understand, and that will provide the
framework for integrated ticketing, should be implemented.
31
The main components of ARTAs preferred fare and ticketing
strategy are:
> A zonal fare structure
> One fare for all travel within a zone, apart from short trips
> A short-distance fare for short-distance travel (approximately
3 kilometres)
> Uniform fare products across all operators, i.e. remove all operator
specic products
> Integrated fares for bus and train
> Point-to-point fares retained for ferries
> Niche service fares as appropriate
> An integrated multi-modal smart card ticket system.
This fare system will be much simpler and easier to use than the
current system.
Before the new system is implemented, ARTA will consult stakeholders,
decide ticket products to be offered, dene exact zone boundaries
and develop fare schedules. Zone boundaries will be nalised with
regard to a number of factors, in particular the location of transport
interchanges, town centre catchments, residents access to local
centres and sub-regional centres, and common travel patterns.
A no-fare, free travel option was considered and modelled but the
high cost in foregone revenue and in providing additional capacity
was disproportionate to the potential patronage increase and could
not be justied.
It is estimated that the user-friendly nature and marketability of the
proposed fare system will result in at least a 2 per cent 3 per cent
increase in patronage, although in some cities (such as Brisbane)
patronage gains have been higher.
9. Longer-term projects
This 10-Year PTNP has been developed up to the year 2016. A
number of key transport projects and issues have been identied
beyond 2016, which could potentially affect the network if
introduced.
Investigations will be carried out or completed by ARTA, in conjunction
with key stakeholders, into the extension of the Rapid Transit Network
(see Figure 4.6) including:
> An underground rail loop in the Auckland CBD
> An extension of the Northern Busway to Orewa
> A connection between Albany and Westgate
> An orbital connection linking Manukau City to Botany, Pakuranga
and Panmure
> A corridor from Avondale to Southdown, parallel to State
Highway 20
> Connections to Auckland airport
> A connection to Onehunga
> Inter-regional rail connections to the South and North.
32
Figure 4.6: Long-term Extensions of the Rapid Transit Network
New Lynn
Auckland Airport
Manukau
Papatoetoe
East Tamaki
Auckland CBD
Henderson
Takapuna
Westgate
Kumeu
Hobsonville
Albany
Silverdale
Orewa
Pukekohe
0 4 8 12 16 2
Kilometres
Legend
Existing Rail
Rapid Transit Network
Future Rapid Transit Network
HEADING
33
Prioritisation of Infrastructure and Service Delivery
The components of the PTNP have been prioritised to determine an
appropriate order in which they should be delivered over the next 10
years and to provide the contents of the detailed 10-Year Plan.
Prioritisation took place in two stages:
> Stage 1: Determining the availability of funding for uncommitted
project components after taking account of the costs of projects
which can be regarded as committed
> Stage 2: Prioritisation of the remaining uncommitted plan project
components within the nancial resources available.
Stage 1
Determining the availability of funding for currently uncommitted
project components takes into account:
> Total availability of funding for passenger transport both over the
plan period as a whole and by year within the period
> Expenditure level on project components regarded as committed
> Timing of committed expenditure
> These three factors determine the level and timing of expenditure
available for currently uncommitted components of the Passenger
Transport Network Plan.
Stage 2
Within the constraints of this potentially available expenditure, the
prioritisation of the individual components is undertaken, taking into
account the hierarchy of networks (RTN, QTN and LCN) of which the
component forms a part and the impact of the component by
geographical area. In determining the geographical impact, the
proposed prioritisation takes into account three main factors derived
from the guidelines set by ARTA and Land Transport New Zealand.
These factors are:
> Seriousness and Urgency of the issue being addressed
> Effectiveness of the proposed solution
> Efciency.
These factors reect both regional concerns and aspirations and also
broader national concerns and issues as set out in the New Zealand
Transport Strategy and the LTMA. An appropriate subset of criteria
was developed which reected the particular impacts of the proposed
project components; and as far as possible were based on transparent
and reproducible processes using outputs from the Auckland
Passenger Transport (APT) model.
The components are rated on each of the three criteria above and
given scores of High (H), Medium (M) or Low (L). This allowed their
overall prioritisation.
The overall prioritisation and programming of projects therefore
takes into account:
> The committed components of the plan
> The functional form of the proposed project component
> Geographical prioritisation
> Inter-relationships between project components
> The need to ensure that the network remains broadly in balance
throughout the 10-year period.
> The need to integrate with areas of employment and residential
growth, particularly for major future development in areas not
currently well served by passenger transport, including locations
such as Flat Bush, Westgate, Albany and the Western Reclamation.
Although in most cases this growth has been recognised in the
assessment of the 2016 position, the detailed prioritisation of
schemes over the 3- and 10-year plans will need to take into
account the growth patterns within these periods
> The need to integrate the PTNP with other components of
the Auckland Transport Plan, including highways and
sustainable transport.
Programming of Infrastructure and Service Delivery
The 10-Year Plan was developed based on the prioritisation outcomes
and taking into account the components regarded as committed and
their proposed timing.
Improvements have been phased in two groups: those that should be
implemented in the rst three years of the plan timeframe
(a timeframe based on the three-yearly review Regional Land
Transport Strategy), and those that should be implemented in years
four to 10. Refer to section 6 for more information on monitoring
and implementation.
Table 5.1 provides a summary of the overall nancial costs of the Plan
over the period 2006-2016. The costs are inclusive of all infrastructure
and operating costs and ticket revenue and represent the total net
cost of operating passenger transport services over the plan period.
5. THE 10-YEAR PLAN
34
Table 5.1: Financial Cost Summary of Implementing the Passenger Transport Network Plan Over from 2006-16
Project
Estimated
Cost ($000)
Project Period*
2006/07-2008/09 2009/10-2015/16
Capex
RTN Infrastructure Improvements 2,417,711
Bus Infrastructure Improvements 87,200
Bus Priority Improvements on the QTN and LCN 175,043
Ferry Infrastructure Improvements 48,820
Total Capex 2,722,774
Opex
Bus 1,256,367
Ferry 64,848
Rail 667,401
Other 273,386
Total Opex 2,262,002
Notes:
> Capex costs include professional service fee estimates and exclude land acquisition. Costs are derived from budgets provided by ARTA and
project estimates. It also includes TA contributions for improvements on the QTN and LCN
> The Opex is a net cost (gross cost less fare revenues). The bus Opex excludes TA maintenance costs
> All costs and revenue are in 2006 dollars
> The costs provided by ARTA were developed in November 2005 to deliver the Passenger Transport component of the 2005 Regional Land
Transport Strategy.
35
The major components of the 10-Year Plan are:
Rail
> Electrication of the rail network
> Completion of Western Line duplication
> Newmarket remodelling
> New rail connection to Manukau City Centre
> Extension of train services to Kumeu
> Increased train services to Pukekohe
> Upgraded train stations, including Newmarket, New Lynn,
Henderson, Panmure, Manurewa, Papakura and Otahuhu
> New rolling stock (trains)
> Completion of station upgrading
> Upgrading of signalling.
Bus
> Completion of the Northern Busway, expansion of service to
Silverdale/Orewa
> Completion of the Central Transit Corridor
> Improved feeder services to the Rapid Transit Network.
> Implementation of QTN services between key destinations
including the Auckland CBD, Botany, Manukau, Airport
> New bus services to growth areas (e.g. Flatbush, Hingaia)
> New cross-town QTN bus services serving major movements
(e.g. Auckland Isthmus to Tamaki fringe).
Ferry
> Upgraded terminals at Bayswater, Beach Haven and Half Moon
Bay
> New ferry terminals at Browns Bay, Takapuna, Te Atatu, Hobsonville
and Island Bay, and the introduction of ferry services
> Service improvements as new and upgraded terminals are
completed.
Passenger Transport System Improvements
> Continued implementation of real-time information
> A simpler, integrated fare system, offering common bus and
train fares.
The maps and plans on the following pages show the improvements,
associated costs and network location. The RTN improvements have
been separated from geographical sectors (Figure 2.2) grouped into
four areas:
> North
> West
> Central
> South.
36
Map 5.1: The Rapid Transit Network
Pukekohe
Drury
Papakura
Manurewa
Manukau
Botany Downs
Otahuhu
Panmure
Onehunga
Newmarket
New Lynn
Henderson
Waitakere
Westgate
Takapuna
Westlake
Constellation
Albany
Silverdale
Kumeu
Orewa
6.0
3.9
3.8
3.7
3.6 3.1
3.2
3.3
3.4
3.5
1.1
1.2
1.4
1.3
1.5
1.6
1.7
1.8
1.9
5.2
5.3
5.1
4.0
3.17
19.0
3.18
3.16
19.0
3.15
3.14
19.0
3.13
3.12
3.11
3.10
19.0
19.0
19.0
19.0
17.0
18.0
18.0
0 3 6 9 12 1.5
Kilometres
Legend
Sectors
North
West
Central
South
Interchange
Local Station
Rapid Transit
Existing Rail
37
Table 5.1: The RTN Plan
Map Ref. Project
Estimated
Cost ($000)
Implementation
Agency
Project Period
2006/07-
2008/09
2009/10-
2015/16
RTN Infrastructure Improvements
1 Western Line duplication between Avondale and Swanson
including station upgrades at:
132,626
1.1-1.9 Avondale, New Lynn, Fruitvale, Glen Eden, Sunnyvale,
Henderson, Sturges Rd, Ranui, Swanson and Kumeu
ONTRACK, ARTA
2 Newmarket Station redevelopment 34,400 ONTRACK, ARTA
3 New and upgraded stations: 51,756
3.1-3.5 Western: Boston Rd, Mt Eden, Morningside, Baldwin Ave,
Mt Albert
ARTA
3.6-3.10 Isthmus: Parnell (new), Remuera, Greenlane, Ellerslie, Penrose ARTA
3.11 Eastern: Sylvia Park (new) ARTA
3.12-3.18 Southern: Otahuhu, Middlemore, Te Mahia, Takanini,
Papakura, Pukekohe, Drury (including stabling)
ARTA, ONTRACK
4 Northern Busway Stage 1 and 2 191,000 Transit NZ
5 Northern Busway station improvements at: 47,000 North Shore City
Council
5.1-5.3 Sunnynook, Akoranga, Westlake
6 Manukau rail link including Manukau city interchange 57,000 ARTA, ONTRACK
7 Rail infrastructure and signalling improvements 233,010 ONTRACK
8 New and upgraded rail rolling stock and
maintenance facilities
471,920 ARTA
9 Rail electrication 150,000 ONTRACK
10 Non-rail committed improvements including integrated ticketing
and real-time passenger information
24,700 ARTA
11 Infrastructure to support additional services to meet
RLTS requirements
195,300 ONTRACK
12 Station improvements including park and ride facilities 50,900 ARTA/TLA
13 Further rolling stock to meet RLTS requirements 224,400 ARTA
14 Level crossing elimination and corridor safety improvements 136,600 ONTRACK
15 New Lynn grade separation 118,200 ONTRACK
16 CBD Loop implementation 238,400 ARTA
17 Longer-term improvements needing further analysis including
investigating rail extensions (costs to 15/16 only)
60,500 ARTA, Transit NZ,
ONTRACK
RTN Service Improvements
18 Increase rail services on network including
service extensions
ARTA
19 Increase services on the Northern Busway ARTA
Total 2,417,711
38
Map 5.2: The Northern Area
Silverdale
Albany
Constellation
Takapuna
Westgate
Orewa
Westlake
Sunnynook
Akoranga
Birkenhead
Bayswater
Devonport
2.8
3.8
1.1
3.8
2.8
1.5
1.2
4.1
2.5
3.2
2.2
4.2
5.2 3.6
2.6
2.1
3.1
1.1
4.1 5.1
5.3
4.3
5.1
4.4
5.2
4.3
5.3
4.1
1.2
1.4
3.4
2.4
5.4
1.5
4.5
3.6
2.6
5.5
4.7
2.6
3.6
1.3
4.8
3.2
2.2
3.1
2.1
3.6
2.6
3.6
2.6
3.6
2.6
2.6
3.6
5.4
2.5
3.5
1.1
4.6
2.6
3.6
4.2
3.6
2.6
1.6
Legend
Sectors
North
West
Central
South
Interchange
Local Station
Rapid Transit
Existing Rail
Motorways
0 1 2 3 4 0.5
Kilometres
39
Table 5.2: The Northern Area Plan
Map
Ref.
Project
Est.
Cost
($000)
Implementation Agency
Project Period
2006/07-
2008/09
2009/10-
2015/16
Bus Infrastructure Improvements
New and upgraded stations 11,000
1.1 Browns Bay North Shore City Council
1.2 Highbury North Shore City Council
1.3 Gleneld North Shore City Council
1.4 Northcote North Shore City Council
1.5 Takapuna North Shore City Council
1.6 Silverdale Rodney District Council
Bus Priority Improvements on the QTN and LCN
Priority improvements 38,363
2.1 Improvements such as bus priorities on the QTN from Albany
to Takapuna
North Shore City Council
to Westgate
North Shore City Council,
Waitakere City Council, Transit NZ
2.3 Improvements such as bus priorities on the QTN from Takapuna
to Westgate
North Shore City Council,
Waitakere City Council, Transit NZ
to Gleneld and Highbury
2.5 Improvements such as bus priorities on the QTN from Browns Bay
to Constellation Dr. and Takapuna
2.6 Improvements on the LCN such as bus priority to
allow better connection to the RTN and QTN in the northern region
Bus Service Improvements on the QTN and LCN
Service improvements*
3.1 Increase services on the QTN from Albany to Takapuna ARTA
3.2 Increase services on the QTN from Albany to Westgate ARTA
3.3 Increase services on the QTN from Takapuna to Westgate ARTA
3.4 Increase services on the QTN from Albany to Gleneld and Highbury ARTA
3.5 Increase services on the QTN from Browns Bay to Constellation Dr.
and Takapuna
ARTA
3.6 Local services recongured to allow better access to the RTN and QTN
in the northern region
ARTA
Ferry Infrastructure Improvements
Infrastructure improvements
4.1 Upgrade of Birkenhead/Northcote Point Terminal 1,930 ARTA
4.2 Upgrade of Gulf Harbour Terminal 450 ARTA
4.3 Upgrade of Bayswater Terminal 5,500 ARTA
4.4 Upgrade of Stanley Bay Terminal 2,600 ARTA
4.5 Provide a new Takapuna Terminal if supported by investigations 7,600 ARTA/North Shore City Council
4.6 Provide a new Browns Bay Terminal if supported by investigations 10,000 ARTA/North Shore City Council
4.7 Provide a new Island Bay Terminal if supported by investigations 500 ARTA/North Shore City Council
4.8 Provide a new Beach Haven Terminal if supported by investigations 2,000 ARTA/North Shore City Council
Ferry Service Improvements
Service improvements
5.1 Increase services on the QTN ferry service from Devonport to the
Auckland CBD
ARTA
5.2 Increase services on the QTN ferry service from Bayswater to the
Auckland CBD
ARTA
5.3 Increase services on the QTN ferry service from Birkenhead to the
Auckland CBD
ARTA
5.4 New services to the Takapuna and Browns Bay terminals if provided ARTA
5.5 New services to the Island Bay and Beach Haven terminals if provided ARTA
Total 79,943
*Cost for service improvements is shown in Table 5.1
40
Map 5.3: The Western Area
Kumeu
Westgate
Waitakere
Henderson
New Lynn
3.6 2.6
3.6
2.6
3.6
2.6
2.4
3.4
2.3
3.3
3.6
2.6
3.5
2.5
3.2
2.2
4.2
5.2 3.6
2.6
2.1
3.1
1.1
4.1 5.1
5.3
4.3
5.5
4.7
2.6
3.6
4.8
3.2
2.2
2.6
3.6
2.6
3.6
Legend
Sectors
North
West
Central
South
Interchange
Local Station
Rapid Transit
Existing Rail
Motorways
0 1 2 3 4 0.5
Kilometres
41
Table 5.3: The Western Area Plan
Map
Ref.
Project
Est.
Cost
($000)
Project Period
2006/07-
2008/09
2009/10-
2015/16
1.1 Westgate Waitakere City Council
2.1 Improvements such as bus priorities on the QTN from Westgate to the
Auckland CBD
Waitakere City Council,
Transit NZ
2.2 Improvements such as bus priorities on the QTN from Westgate to
Henderson and New Lynn
Waitakere City Council
2.3 Improvements such as bus priorities on the QTN from New Lynn to the
Auckland CBD
Auckland City Council
2.4 Improvements such as bus priorities on the QTN from New Lynn to
Onehunga and Panmure
2.5 Improvements such as bus priorities on the QTN from Henderson to
Auckland CBD
Transit NZ
2.6 Improvements on the LCN such as bus priority to allow better connection
to the RTN and QTN in the western region
3.1 Increase services on the QTN from Westgate to the Auckland CBD ARTA
3.2 Increase services on the QTN from Westgate to Henderson and New Lynn ARTA
3.3 Increase services on the QTN from New Lynn to the Auckland CBD ARTA
3.4 Increase services on the QTN from New Lynn to Onehunga and Panmure ARTA
3.5 Increase services on the QTN from Henderson to the Auckland CBD ARTA
3.6 Local services recongured to allow better access to the RTN and QTN in
the western region
ARTA
4.1 Upgrade of West Harbour terminal 1,800 ARTA, Waitakere City Council
4.2 Provide a new Te Atatu terminal if supported by investigations 2,200 ARTA, Waitakere City Council
4.3 Provide a new Hobsonville terminal if supported by investigations 3,550 ARTA, Waitakere City Council,
Hobsonville Land Company
5.1 Service Improvements to the West Harbour terminal ARTA
5.2 New services to the Te Atatu terminal if provided ARTA
5.3 New services to the Hobsonville terminal if provided ARTA
Total 40,737
42
Map 5.4: The Central Area
Constellation
Takapuna
New Lynn
Newmarket
Onehunga
Panmure
Otahuhu
Manuk
3.6
3.5
2.5
2.3
3.3
3.6
3.6
2.4
3.4
4.1
5.1
2.3
2.8
3.8
2.8
3.8
3.7
2.7
2.6
3.6
3.5
3.4
2.4
2.5
1.4
3.8
2.8 3.8
2.8
2.8
3.8
3.3
2.2
3.2
1.3
2.1
2.4
3.1
3.4
1.1
3.8
2.8
1.5
1.2
4.1
3.6
2.6
2.4
3.4
2.3
3.3
3.5
2.5
4.2
5.2
5.1
5.3
4.3
5.1
4.4
5.2
4.3
5.3
4.1
1.2
1.4
3.4
2.4
5.4
1.5
4.5
3.6
2.6
5.5
4.7
2.6
3.6
1.3
4.8
3.2
2.2
3.1
2.1
3.6
2.6
3.6
2.6
Legend
Sectors
North
West
Central
South
Interchange
Local Station
Rapid Transit
Existing Rail
Motorways
0 1 2 3 4 0.5
Kilometres
3.9
Waiheke Island Insert
43
Table 5.4: The Central Area Plan
Map
Ref.
Project
Est. Cost
($000)
Project Period
2006/07-
2008/09
2009/10-
2015/16
Infrastructure Improvements
1.1 Central Transit Corridor 20,500 Auckland City Council
1.2 Fanshawe Street widening 10,000 Auckland City Council
1.3 Dominion Road Busbay widening 2,500 Auckland City Council
New and upgraded stations
1.4 Onehunga 4,400 Auckland City Council
1.5 Civic 30,000 Auckland City Council
2.1 Improvements such as bus priorities on the QTN from Dominion Road to
the Auckland CBD
2.2 Improvements such as bus priorities on the QTN from Mt Eden Road to
the Auckland CBD
2.3 Improvements such as bus priorities on the QTN from Onehunga to the
Auckland CBD and Newmarket
2.4 Improvements such as bus priorities on the QTN from the Airport
(via Dominion Road) to the Auckland CBD
Auckland City Council,
Transit NZ
2.5 Improvements such as bus priorities on the QTN from Onehunga to
Otahuhu
2.6 Improvements such as bus priorities on the QTN from Panmure
(via Gt South Road) to the Auckland CBD and Newmarket
2.7 Improvements such as bus priorities on the QTN from Panmure
(via Mt Wellington Quarry and Remuera Road) to the Auckland CBD
and Newmarket
to the RTN and QTN in the central region
3.1 Increase services on the QTN from Dominion Road to the Auckland CBD ARTA
3.2 Increase services on the QTN from Mt Eden Road to the Auckland CBD ARTA
3.3 Increase services on the QTN from Onehunga to the Auckland CBD and
Newmarket
ARTA
3.4 Increase services on the QTN from the Airport (via Dominion Road) to the
Auckland CBD
ARTA
3.5 Increase services on the QTN from Onehunga to Otahuhu ARTA
3.6 Increase services on the QTN from Panmure (via Gt South Road) to the
ARTA
3.7 Increase services on the QTN from Panmure (via Remuera Road) to the
ARTA
the central region
ARTA
3.9 LCN improvements on Waiheke Island ARTA
4.1 Upgrade of Downtown Ferry Terminal 2,020 Auckland Regional Transport
Network Limited, ARTA
5.1 Service improvements to Waiheke Island (Matiatia) ARTA
Total 129,420
44
Map 5.5: The Southern Area
Newmarket
Onehunga
Panmure
Otahuhu
Botany Downs
Manukau
Manurewa
Papakura
Drury
Pukekohe
3.5
3.6
2.1
3.1
2.5
3.5
2.5
3.5
2.5
3.5
3.5
2.5
2.5
3.5
3.5
2.5
3.5
2.5
2.3
3.3
3.6
3.5
2.5
1.1
3.6
3.6
2.4
3.4
3.5
2.5
4.1
5.1
2.3
2.8
3.8
2.8
3.8
3.7
2.7
2.6
3.6
3.5
3.4
2.4
2.5
1.4
3.8
2.8
2.8
3.8
3.3
2.2
3.2
1.1
1.5
1.2
4.1
5.1
Legend
Sectors
North
West
Central
South
Interchange
Local Station
Rapid Transit
Existing Rail
Motorways
0 2 4 6 8 1
Kilometres
45
Table 5.5: The Southern Area Plan
Map
Ref.
Project
Est.
Cost
($000)
Project Period
2006/07-
2008/09
2009/10-
2015/16
1.1 Botany Manukau City Council
2.1 Improvements such as bus priorities on the QTN from the Airport to
Manukau
Manukau City Council
2.2 Improvements such as bus priorities on the QTN from the Airport (via
Otahuhu) to Panmure
Manukau City Council,
2.3 Improvements such as bus priorities on the QTN from Manukau (via
Otahuhu) to Panmure
2.4 Improvements such as bus priorities on the QTN from Botany and Howick
(via Panmure) to the Auckland CBD and Newmarket
to the RTN and QTN in the southern region
Papakura District Council,
Franklin District Council
3.1 Increase services on the QTN from the Airport to Manukau ARTA
3.2 Increase services on the QTN from the Airport (via Otahuhu) to Panmure ARTA
3.3 Increase services on the QTN from Manukau (via Otahuhu) to Panmure ARTA
3.4 Increase services on the QTN from Botany and Howick (via Panmure) to
the Auckland CBD and Newmarket
ARTA
the southern region
ARTA
3.6 Local service links improved to Highbrook employment area ARTA
4.1 Upgrade to Half Moon Bay terminal 2,670 ARTA, Manukau City Council
5.1 Service improvements to Half Moon Bay ARTA
5.2 Service improvements to Pine Harbour ARTA
Total 54,963
46
Outcomes and Benets
The proposed Passenger Transport Network Plan (PTNP) benets and
outcomes were calculated using the Auckland Regional Council APT
computer model.
Overall, the model results show that the 2016 passenger transport
network will be efcient and effective in serving Aucklands future.
It will cater for an increase in annual passenger transport boardings
from 42 million in 2001 to just over 100 million in 2016. Around 81
per cent of this demand would be satised by the RTN and QTN,
which together would only comprise 30 per cent of the passenger
transport network. This shows that an investment in service frequency
and quality on the RTN and QTN and catering for transfer between
service layers will be effective in meeting passenger needs to get to
and between important destinations in the region.
When compared to what could be expected if the 7 per cent
passenger transport mode share was maintained by 2016, the
economic, environmental and health benets of achieving an
improved mode share of 11 per cent by 2016 are likely to be:
Figure 5.1 Services and Utilisation Levels for the PTNP Services 2016 Morning Peak
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
LCN 3 8 5 , 6 6 1 3 3 5 , 3 0 9 5 4 6 , 9 2 6 9 5 , 1
QTN 3 6 0 , 5 8 2 9 9 9 , 7 8 7 1 4 4 , 3 4 2 1 5
RTN 6 5 4 , 5 4 4 2 0 0 , 0 6 1 , 1 6 3 9 , 6 2 7 7 1
m K r e g n e s s a P m K t a e S s g n i d r a o B h t g n e L
> 18,000 less car journeys each morning and afternoon
peak period
> Reduced congestion costs to road users of $200 million
per annum
> Reduced need to provide additional roading capacity to meet
extra demand
> Reduced need for expenditure on road construction costs
estimated at around 130 kilometres of arterial and motorway
lanes, costing in the order of $3.8 billion
> Increased health benets and quality of life for all Aucklands
citizens through:
> greenhouse gas emissions reduced by 175,000 tonnes
per annum
> a reduction of 7 per cent per annum in fatal road crashes
> 52 million fewer litres of fuel being consumed each year.
47
The following points highlight the role and functioning of the
different networks:
The RTN
> Provides the lowest level of coverage less than 10 per cent of
the network
> Attracts high levels of demand in terms of boardings (around 25
per cent) and the highest level of demand in terms of passenger
kilometres (around 50 per cent)
> Is used for long distance trips on average trip lengths are
around 16.5 kilometres. This reects the high levels of investment
in the RTN and that the RTN offers journeys which are unaffected
by road congestion. This means investment in the RTN is the
most effective way of reducing congestion as it attracts longer
distance trips that would otherwise have been made on
motorways and higher order arterials.
> Has the best levels of utilisation on average 40 per cent of seat
kilometres supplied are taken up in terms of passenger kilometres.
The QTN
> Provides a much lower level of coverage than the LCN around
20 per cent of the network
> Attracts high levels of demand in terms of both boardings (around
45 per cent) and passenger kilometres (around 35 per cent)
> Is used for medium distance trips on average trip lengths are
around 7 kilometres
> Has good levels of utilisation about 36 per cent of the seat
kilometres supplied are taken up in terms of passenger kilometres.
The LCN
> Provides a high level of coverage shown in terms of the length of
the network (70 per cent) as well as seat kilometres (around 30
per cent)
> Attracts relatively low levels of demand in terms of the passenger
kilometres (less than 20 per cent) reecting the role of the LCN
in providing feeder trips to the QTN and RTN as well as connecting
surrounding communities to local centres
> Is used for relatively short trips on average trip lengths are
around 5.5 kilometres
> Has low levels of utilisation on average around 18 per cent of
the seat kilometres are taken up in terms of passenger
kilometres
The RLTS identied a series of outcomes that the strategy sought to
achieve within its goals, vision and objectives. Some of the key RLTS
outcomes with relevance for the PTNP are highlighted in the table
below, with a comparison of the outcomes likely from an integrated
passenger transport network developed consistent with this plan.
The expected PTNP outcomes have been identied through
computer modelling of the performance of a 2016 passenger
transport network.
As Table 5.6 shows, the PTNP will meet the expected outcomes in the
RLTS, including in key passenger transport target travel times,
passenger transport use levels for trips into the central city and
service frequency.
Table 5.6: Expected PTNP and RLTS Outcomes
Objective 1: Assisting Economic Development
Desired Outcome RLTS Expected Result PTNP Expected Result
Effective links to key import and export
points.
Modelled PT travel time from CBD to Airport
= 44 mins
Modelled PT travel time from CBD to Airport
= 44 mins
Objective 3: Improving Access and Mobility
A high level of integration between all
transport modes in the transport system.
People will have a far greater choice of travel
modes than now, and it will be easier to
change between modes when making a
journey, through the introduction of through
ticketing and other measures
Integrated ticketing will be implemented by 2010.
Services designed to complement not compete
with each other. Fare structure and products will
be simplied across all modes. Park and Ride will
be expanded at appropriate key interchanges
Aucklanders and visitors are able to access
all signicant destinations within the
urban area by passenger transport
11% of trips are expected to be made by
passenger transport in peak periods, up from
7% currently
Modelled PT trips 10.9% of all peak period trips
by 2016
Proportions of people travelling by passenger
transport relative to car travellers in the
morning peak period are expected to be:
Into Central City = 49%
Across Harbour Bridge = 38%
Into the Isthmus = 18%
Proportions of people travelling by passenger
transport relative to car travellers in the morning
peak period are expected to be:
Into Central City = 48%
Across Harbour Bridge = 38%
Into the Isthmus = 18%
Objective 6: Supporting the Auckland Regional Growth Strategy
A transport system which provides better
linkages to and between the higher
density centres identied in the growth
strategy
Rapid Transit services linking regional
growth centres on the Rapid Transit Network
will not be more than 10 mins apart in the
morning peak
Rapid Transit services linking regional
growth centres on the Rapid Transit Network
will not be more than 10-15 mins apart in the
morning peak
48
Figure 5.2: Auckland Passenger Transport Boardings by Mode
Figure 5.3 - Auckland Passenger Transport Mode Share (2016, Passenger Kilometres)
20
40
60
80
100
120
1
9
8
9
-
9
0
1
9
9
0
-
9
1
1
9
9
1
-
9
2
1
9
9
2
-
9
3
1
9
9
3
-
9
4
1
9
9
4
-
9
5
1
9
9
5
-
9
6
1
9
9
6
-
9
7
1
9
9
7
-
9
8
1
9
9
8
-
9
9
1
9
9
9
-
0
0
2
0
0
0
-
0
1
2
0
0
1
-
0
2
2
0
0
2
-
0
3
2
0
0
3
-
0
4
2
0
0
4
-
0
5
2
0
0
5
-
0
6
2
0
0
6
-
0
7
2
0
0
7
-
0
8
2
0
0
8
-
0
9
2
0
0
9
-
1
0
2
0
1
0
-
1
1
2
0
1
1
-
1
2
2
0
1
2
-
1
3
2
0
1
3
-
1
4
2
0
1
4
-
1
5
2
0
1
5
-
1
6
A
n
n
u
a
l

P
a
s
s
e
n
g
e
r

T
r
a
n
s
p
o
r
t

T
r
i
p
s

(
m
i
l
l
i
o
n
s
)
Rail
Ferry
Bus
P
r
o
j
e
c
t
e
d

p
a
s
s
e
n
g
e
r

t
r
a
n
s
p
o
r
t

t
r
i
p
s
As Figure 5.2 shows, passenger transport patronage is expected to
increase substantially by 2016 under the PTNP, with some 79 million
bus trips per annum, 15.6 million train trips and 6.5 million ferry trips
per annum (gures include school buses and Waiheke Island ferry
passengers (previously not modelled)).
The resulting mode shares measured in terms of passenger kilometres
by mode are shown in Figure 5.3 below.
Bus and train will carry about 97 per cent of all travel on the
passenger transport network, with train carrying 35 per cent and bus
62 per cent.
Train
Ferry
Bus
35%
62%
3%
HEADING
49
6. IMPLEMENTATION MONITORING AND REVIEW
The PTNP sets out the proposed priorities for the development of the
passenger transport network in the Auckland region over the next 10
years. However, this is based on a number of forecasts of changes
into the future, including:
> Patterns of employment and residential growth;
> The availability of funding over the PTNP period;
> The effectiveness of the projects contained within the PTNP;
> Progress on implementing schemes both for passenger transport
and other transport modes; and
> Changes to the service procurement regime to facilitate the
integration of services and the introduction of integrated fares
and tickets.
Given the uncertainties attached to each of these, it will be necessary
to monitor on an ongoing basis the progress of the PTNP both in
terms of the delivery of project components and their impacts and
also broader developments likely to affect the planned implementation
of the proposed schemes and the possible outcomes.
Performance monitoring will review the actual level of service
delivery against target service levels identied, and at a broader
level will monitor against the PTNP principles and sector targets
set out in the RLTS and other policy and strategy documents.
This monitoring should be co-ordinated with that carried out for the
RLTS itself and for other agencies such as ONTRACK and the regions
Territorial Authorities.
It is anticipated that the form of the PTNP will be reviewed annually,
once the following years budgets are known. This is likely to occur
around July or August each year and the 10-Year Plan will be
subsequently updated, with project components reviewed and
reprioritised. As part of this review process the following factors will
be considered (also see section 5):
Availability of Funding
1. What total budgets are available for the following years and the
funding available for uncommitted schemes
Background Growth Factors
2. Growth in urban areas taking place at a rate different
to expected
3. Overall passenger transport patronage growth being different
to expectations
Progress with Project Implementation
4. What projects have been implemented in the past year (whether
programmed or not)
5. What projects, if any, were on the plan but have not been either
started or completed and the nancial implications of this
Project Costs and Impacts
6. Higher or lower than expected implementation and
operating costs
7. What has been the impact of implemented projects on passenger
transport use and the comparison with the predicted position
Project Prioritisation and Overall Plan Delivery
8. What projects, if any, are planned for the future and now have a
different priority
9. How the Auckland passenger transport sector as a whole is
delivering the targets set out in the RLTS, the Auckland Transport
Plan and any other relevant policy or strategy documents
produced by appropriate agencies.
The results of the ongoing monitoring and review process will lead to
changes to the PTNP in the future as ARTA identies additional
opportunities and network deciencies. These changes will then be
prioritised and programmed as part of the annual review process using
the same prioritisation and programming process described earlier. A
typical monitoring and review process is shown in Figure 6.1.
Figure 6.1: A Typical Monitoring and Review Process
Network Plan
10-Year Plan
Ongoing
Implementation
Review Process
Ongoing Monitoring
HEADING
50
7. PRIORITIES AND FUNDING
Passenger Transport Priorities
Should the resources required to deliver the proposed 10-Year Plan
not be available, projects will need to be prioritised and scarce
resources allocated to those with the highest priority.
The top priority for development of a world-class passenger transport
network is to make real progress in developing the RTN. This will
primarily involve completing the Northern Busway and the upgrade
of the Auckland rail system.
The next priority will be to develop the QTN, with the primary focus
on those sections which are not currently well developed (for
example, links between Manukau and the airport).
In addition to these key priorities, ARTA will take into account:
> Committed investments ARTAs investment should support
transport projects for which major investments have been made,
or committed, by the region and/or Central Government (for
example, the Northern Busway and upgrade of the rail network,
including the Western Line duplication, upgrade of Newmarket
and other key rail stations, Manukau rail link).
> Geographic priorities a gap analysis undertaken while developing
the PTNP has identied areas which are currently relatively poorly
served by passenger transport, and which require urgent
improvements in the level of passenger transport services.
> Cost-effectiveness Different projects will have differential
impacts on passenger transport patronage, for differing costs.
Projects that are the most cost-effective in delivering positive
travel impacts should be ranked highly.
> Long-term development of the passenger transport network
projects that contribute towards the preferred long-term
development of the passenger transport network.
Funding Issues and Impact
ARTAs passenger transport operating and capital expenditure is
jointly funded by the Auckland Regional Council (ARC), from rates
and regional investment funds held by Auckland Regional Holdings,
and by Land Transport NZ.
The ARC has indicated in its draft 2006/7 2015/16 Long Term
Council Community Plan (LTCCP) that it is unable to fully fund ARTAs
10-Year Plan outlined in this document, both in terms of operating
expenditure and capital expenditure. As Land Transport NZs funding
is dependent on a matching contribution from local/regional funds,
the ARCs funding shortfall will have a substantial impact on the
proposed 10-Year PTNP.
Set out opposite is a summary of the Plan elements that could be
funded under the ARCs draft LTCCP and those that could not be
funded. An indication of the impacts of proceeding with this reduced
programme is also provided.
51
Table 7.1: Service Reduction Implications of LTCCP Funding
Mode
2006-08 2009-15
Funded Not Funded Funded Not Funded
Bus > Limited provision of
feeder services to
Flat Bush
> Limited additional
school bus services
> Limited extension of
some services to
Auckland airport
> Increase in frequency
of Northern Express
Busway service from
opening of Northern
Busway
Up to 2009, additional funding
for improved bus services is
extremely limited. The types of
services that are unlikely to be
funded are:
> Increased services on key
QTN links
> Increased services to
growth areas
> Increased feeder services
to rail and ferry terminals
> Increased off-peak and
weekend services
> Limited service to and
from Waiuku
From 2011/12 funding becomes
available to signicantly improve
bus services. The types of service
improvements that could be
made include:
> Increased services on key QTN
links (major bus routes)
> Increased services to growth
areas, eg Albany, Flat Bush,
Mt Wellington
> Increased cross-town services
> Increased local services to
provide access to local town
centres and connect with
Train/Busway Stations and the
major bus routes (QTN)
> Increased ferry feeder services
> Although major bus
service improvements
will be made, the 5-year
delay in improving bus
services and reduced
total funding will mean
that some growth areas
requiring new services
will not be able to
be served
Train > Increased Southern
Line off-peak train
services
> Increased frequencies
on peak period
Western Line services
to Swanson
> Extensions to Sunday night
services hours of operation
> Introduction of late night
services on all lines on
Mondays to Thursdays
> Improved frequency on
weekend services (all lines)
> Increased frequencies
on Western Line
interpeak services
> Electrication
None > No further service
improvements can
be funded. Therefore
introduction of services
to Manukau City,
Onehunga, Kumeu/
Helensville and on
south-to-west
cross-town routes
cannot be implemented.
> Electrication
Ferry > New Beach Haven
ferry service
> Increase in frequency for
West Harbour ferry service
> Increased services to
Bayswater, Devonport and
Gulf Harbour
> New service to Island Bay
From 2011/12, funding also
becomes available to signicantly
improve ferry services.
Improvements will include:
> Increased services on major
(QTN) routes, eg Devonport,
Bayswater
> Increased services on other
routes, eg Half Moon Bay,
Birkenhead
> Possible new services (eg
Hobsonville to CBD, Browns
Bay and Takapuna to CBD)
depending on development
and funding of ferry terminals
> Low priority ferry services
such as Te Atatu
System > Integrated ticketing
(capital expenditure)
> Rollout of real-time
information
(operational expenditure)
52
The estimated implications for patronage of these budget reductions are shown below.
Figure 7.1: Estimated Impact of Operating Budget Cuts on Passenger Transport Patronage
0
10
20
30
40
50
60
70
80
90
100
110
2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16
A
n
n
u
a
l

P
a
s
s
e
n
g
e
r

T
r
a
n
s
p
o
r
t

T
r
i
p
s

(
m
i
l
l
i
o
n
s
)
Lost Patronage
Revised Patronage Estimate
Figure 7.1 shows that the rst ve years are likely to have the most
severe impact on expected patronage growth.
Over the 10-year period, relative to the PTNP estimates, these budget
cuts are likely to result in 149 million fewer passengers being carried
and a passenger transport mode share of approximately 9 per cent
by 2016. This would make it impossible to achieve the expected
outcomes set out in the RLTS.
When compared to the LTCCP budget allocation, the costs of
not achieving the outcomes expected from the PTNP by 2016 are
likely to be:
> 7,000 more car journeys each morning and afternoon
peak period
> An increase in congestion costs of $90 million per annum
resulting from an increase in travel times on the road network as
shown in Figure 7.2
> The need to provide 56 kilometres of arterial and motorway
lanes, costing in the order of $800m in additional road
construction costs
> Reduced health benets and quality of life for all Aucklands
citizens through:
> greenhouse gas emissions increased by 70,000 tonnes
per annum
> an increase of 3 per cent per annum in fatal road crashes
> 21 million more litres of fuel being consumed each year.
Apart from these negative economic, environmental and public
health impacts, short-term funding constraints will severely impact
on ARTAs ability to deliver its long-term plan. In particular, the
funding provided for by the LTCCP will not allow electrication of the
rail network. However, rapid growth in patronage demand is
outstripping rail capacity, and along with the need to replace rolling
stock at the end of their useful lives, decisions have to be made now
on the purchase of new rolling stock. Delays in purchasing rolling
stock compatible with the needs of electrication will dramatically
push out the possible electrication timeframe.
Funding constraints may also be affected by other factors such as
price and availability of fuel and increasing capital costs.
ARTA strongly recommends to the funding agencies that they lift the
quantum of available funding to the levels proposed in this plan.
53
Figure 7.2: Average Vehicle Speeds on the Road Network Comparing the Preferred PTNP Services with the LTCCP Services
(2016, AM Peak)
34.5
35.0
35.5
36.0
36.5
37.0
37.5
Presently Available Funding ARTAs Plan
A
v
e
r
a
g
e

V
e
h
i
c
l
e

T
r
a
v
e
l

S
p
e
e
d
s

(
k
m
/
h
o
u
r
)
ARTAS MISSION:
TO DELIVER A WORLD-CLASS TRANSPORT SYSTEM
THAT MAKES AUCKLAND AN EVEN BETTER PLACE
TO LIVE, WORK AND PLAY.
www.maxx.co.nz

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