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Feasibility of UNZTS
targets when applied to
Government
Peter King
2/22/2008
The Ministry of Transport has proposed a range of targets for the future of transport in New
Zealand. This paper examines the feasibility of applying these targets to Government.
Contents
Table of Contents
Contents .................................................................................................................................................. 2
Executive Summary ................................................................................................................................. 2
1. Introduction ........................................................................................................................................ 3
2. Relevant components of the UNZTS ................................................................................................... 3
3. Nature of the New Zealand Government Transport Task .................................................................. 4
4. Applicability of UNZTS Targets ............................................................................................................ 6
4.1 Fleet Targets .................................................................................................................................. 6
4.2 Trip Targets ................................................................................................................................... 7
5 Conclusions .......................................................................................................................................... 7
6. Recommendations .............................................................................................................................. 7
Executive Summary
The Government itself is a significant user of light vehicles.
There is no particular reason why Government agencies should not be directly bound by the targets
contained in the UNZTS.
There is some evidence that most Government agencies could meet the fleet requirements
contained in the UNZTS although there is a lack of data on the fitness for purpose of the
Government fleet.
There is no reason why Government agencies could not play a part in meeting the Single Occupancy
Vehicle and Public Transport mode share targets contained in the UNZTS.
The active mode share targets in the draft UNZTS are likely to be highly problematic to Government
agencies.
There is no good reason why Government agencies should be allowed to exclude National targets
which apply to the rest of the country simply because those targets are not convenient.
This implies that the active mode share targets in particular should be discarded or significantly
amended.
Feasibility of UNZTS Targets when applied to Government Page 2
1. Introduction
The draft Update of the New Zealand Transport Strategy contains a range of targets and principles
which are intended to inform transport policy until 2040.
The objective of the strategy is to guide the formation of the triennial Government Policy Statement
on transport and the formation of Regional Land Transport Strategies. In turn these strategies will
shape the investment policy and regulatory direction of Government at National and Regional levels.
However the Government is in itself also a transport operator of some consequence. In theory the
New Zealand Transport Strategy principles and targets should also apply directly to the whole of
Government.
The object of this paper is to make a preliminary assessment of the feasibility of applying the Update
of the New Zealand Transport Strategy principles and targets to Government agencies and
institutions.
2. Relevant components of the UNZTS
The UNZTS contains a number of high‐level outcome targets, as well as quantified intermediate or
detailed targets. As the verification of many of the high‐level targets is not quantifiable it is assumed
that these targets will be difficult to gauge progress against. Thus this paper focuses purely on the
quantifiable targets against which progress can be assessed.
Specifically these targets include:
1. Reduce the kilometres travelled in single occupancy vehicles in major urban areas on
weekdays by ten percent per capita by 2015 compared to 2007.
2. Increase public transport mode share of peak hour travel to work journeys in Auckland
Wellington and Christchurch from an average of nine percent to 20 percent and work with
each region to optimise peak hour travel targets. (targets to 2040)
3. Increase walking and cycling and other ‘active modes’ to 30% of total trips in urban areas
(currently about 17%).
4. At least double the overall public transport mode share to seven percent of all passenger
trips (currently about 2‐3%) (Targets to 2040)
5. 35% of the vehicle fleet to have emissions technology consistent with Euro‐4 or equivalent by
2015
6. Road deaths no more than 200 per annum (by 2040)
7. Over 40% of the light vehicle fleet to have four star or better occupant protection (currently
10 to 15%) by 2015 and 90% 2040
8. Over 25% of light vehicles to have electronic stability control (currently less than 5%) by 2015
and 95% by 2040
9. Reduce the CO2 emissions per kilometre of combines average new and used vehicles entering
the light vehicle fleet to 170 grams CO2 per kilometre by 2015 ( currently around 220 grams
CO2 per kilometre) with corresponding reduction in average fuel used per kilometre
10. Ensure 80% of the fleet is capable of using at least a ten percent blend of bio‐ethanol or bio‐
diesel, or is electric powered, by 2015.
Feasibility of UNZTS Targets when applied to Government Page 3
3. Nature of the New Zealand Government Transport Task
The Ministry of the Environment has carried out a complete study of the New Zealand Government
transport fleet. Its key findings1 are:
1. The government fleet is currently just over 21,000 vehicles, around half of which have an
engine size rating of 1,000‐2,000 cc.
2. Around 75 percent are petrol driven, 25 percent diesel and a small number of hybrid
vehicles have recently entered the fleet.
3. Approximately 80 percent of government vehicles are five years old or less and the most
common vehicle make is Toyota.
4. The average combined fuel consumption rating over all government organisation categories
(excluding the Offices of Parliament) is 9.2 l/100 km for petrol vehicles and 9.6 l/100 km for
diesel vehicles.
5. Current information from the Ministry of Transport's shows the emissions levels of most
vehicles are in the Euro II or equivalent category.
6. Carbon emissions from the total government fleet are estimated at 112,000 tonnes of
carbon per year, which is less than one percent of total emissions from vehicles in New
Zealand.
7. Vehicle safety is a key consideration in government fleets, with a number of surveyed
organisations identifying this area as their top priority.
The fleet is divided as follows:
Table 11‐1: Total number of vehicles by organisation
Territorial authorities and regional
5,543 26.2 58
councils (TLA)
Total 21,162
1
http://www.mfe.govt.nz/publications/sus‐dev/government‐fleet‐procurement‐practice‐
oct06/html/page1.html
Feasibility of UNZTS Targets when applied to Government Page 4
The report contains details on Government fleet fuel economy
The average combined fuel consumption rating over all government organisation categories
(excluding the Offices of Parliament) is 9.2 l/100 km for petrol vehicles and 9.6 l/100 km for diesel
vehicles.
With the exception of one diesel vehicle, the average, combined fuel economy rating of District
Health Board vehicles is notably lower than for any other organisation categories. This correlates to
the information provided on engine cc rating (Table 11‐2), which shows that DHB vehicles are
typically of a smaller engine size than those owned or leased by other organisations.
Non‐public service department vehicles are the most inefficient, with most being petrol‐fuelled and
with an average combined fuel economy rating of 11 l/100 km.
Petrol‐fuelled public service department (PSD), Crown entity (CE) and territorial local authority (TLA)
vehicles have an average combined fuel economy rating of between 8.4 and 9.2 l/100 km. Fuel
economy ratings for diesel vehicles owned or leased by PSDs and TLAs are 9.6 and 9.7 l/100 km,
respectively (no records are available for diesel CE vehicles).
Source: http://www.mfe.govt.nz/publications/sus‐dev/government‐fleet‐procurement‐practice‐
oct06/html/page12.html
The distances travelled by Government agencies is also of interest
Table 11‐9: Actual fuel consumption rates from FleetCheck audits
Organisation Km travelled for reporting period
public service department (PSD) 1,256,271
non‐public service department (NPSD) 353,188
Crown entities (CE) 42,792
district health boards (DHB) 3,142,393
territorial authorities and regional councils (TLA). (Petrol) 1,626,995
(Diesel) 329,985
This indicates that Government agencies travel a significant number of kilometres per year as part of
their operations.
The survey also examined the reasons for purchase in the various fleets
Feasibility of UNZTS Targets when applied to Government Page 5
Source: http://www.mfe.govt.nz/publications/sus‐dev/government‐fleet‐procurement‐practice‐
oct06/html/figure‐12‐4.html
From these results it is clear that the Government transport task is large. However the survey carried
out by the Ministry is solely concerned with environmental outcomes. Operational (usage) outcomes
have not been examined.
4. Applicability of UNZTS Targets
4.1 Fleet Targets
Although the average age of vehicles in the Government fleet is relatively young the spread of age of
vehicles is not uniform. Some forms of Government agency tend to operate older vehicles than
others. This may reflect varying levels of budgets for differing agencies.
Without a better understanding of the fit‐for‐purpose considerations it is difficult to know how
readily the Government can adjust to meet the fleet CO2 emission targets contained in the UNZTS
strategy.
It is difficult to determine from the data supplied by the survey whether a target of 35% Euro IV
equivalent by 2015 is feasible. However given the relatively young age of the fleet this suggests a
level of turnover which suggests this may not be difficult.
Provision of ESC and four‐star occupant protection would appear to be relatively easy to incorporate
into fleet acquisition policies.
Feasibility of UNZTS Targets when applied to Government Page 6
4.2 Trip Targets
Although the trip targets incorporated into the UNZTS are nation‐wide the question that they raise is
how feasible are they for the execution of Government business? This raises the question of
whether there is any particular reason why Government should exclude itself from national targets.
The relevant targets requiring attention are:
1. Reduce the kilometres travelled in single occupancy vehicles in major urban areas on
weekdays by ten percent per capita by 2015 compared to 2007.
2. Increase public transport mode share of peak hour travel to work journeys in Auckland
Wellington and Christchurch from an average of nine percent to 20 percent and work with
each region to optimise peak hour travel targets. (targets to 2040)
3. Increase walking and cycling and other ‘active modes’ to 30% of total trips in urban areas
(currently about 17%).
4. At least double the overall public transport mode share to seven percent of all passenger
trips (currently about 2‐3%) (Targets to 2040)
It is difficult to see why Government agencies should be excluded from the single occupancy vehicle
target any more than any other business or person. Government agencies can car‐pool as readily as
non‐Government agencies.
The peak hour public transport mode share target is equally as applicable to Government as any
other agency. Government agencies could as readily encourage public transport usage as any other
agency.
However the active‐mode trip share target is likely to prove as problematic to Government agencies
as it will any other business or person. Government agencies have large fleets in order to achieve the
benefits of mobility in urban areas. These benefits clearly outweigh the costs of operating vehicles.
The question however is if Government agencies could not meet this target why should any other
sector of the economy?
5 Conclusions
The Government is a significant user of light vehicles for a reason. The benefit of light vehicle use is
clear to Government operational agencies.
There is no reason why Government agencies should be excluded from directly meeting UNZTS
targets.
The feasibility of the active mode share target for Government is highly suspect.
6. Recommendations
The application of the Government’s UNZTS targets to its own agencies should be made explicit.
The active mode target should be modified or dropped so that it Government agencies can meet
UNZTS targets.
Feasibility of UNZTS Targets when applied to Government Page 7