Category: Transport Planning

Looking at Transport Planning and Design

Wheels of Progress Turning Ctd

·

NZ Herald on “Boost for Trains In (the) South”

 

Wednesday I had posted on The Wheels of Progress Turning and how we are a step closer to Electrification all the way to Pukekohe and getting the Manukau South Link built and operating. Today Mathew Dearnaley from the NZ Herald posted his article on these two developments.

From the NZH:

Boost for trains in south

By Mathew Dearnaley

Auckland Transport will be asked by its council parent to give high priority to a south-facing rail link from Manukau while also considering the cost of electrifying trains to Pukekohe.

The council’s transport committee this week heard the organisation’s board is to consider electrification costs to Pukekohe at its next meeting in a fortnight.

But after the Franklin and Papakura local boards urged a more direct rail link with Manukau, the committee also decided to ask Auckland Transport to give that high priority before electric trains start running in 2014.

Although the Government’s existing $500 million electrification project is to stop at Papakura, committee member Christine Fletcher said an extension to Pukekohe was “the next logical step”.

Mrs Fletcher, who is also a council appointee to the transport board, believed an existing order of 57 electric trains being built-in Spain should be extended.

Although the cost of electrifying rail to Papakura was estimated at $115 million in 2008, and would normally be seen as the Government’s responsibility, committee chairman Mike Lee noted that he and Mrs Fletcher had persuaded the transport board last month to save $50 million by scaling down the upgrade of Dominion Rd.

“So it’s a matter of priority,” he said.

The committee also decided council staff should do their own study, although in consultation with Auckland Transport and the local boards, on the costs and benefits of a south-facing link from Manukau in relation to other rail projects.

Councillor George Wood said an $81 million north-facing line to Manukau, built to feed into a new Manukau Institute of Technology campus, was not “giving anywhere near the level of service it could do to people living to the south”.

 

Hmm Mathew, you might want to do some research (or get your junior to do so) on how the Manukau South Link came about. To give you hand go click THIS LINK and THIS LINK and THIS LINK on how the entire Manukau South Link matter arose and got to where it was.

As I have emailed Councillors Wood, Fletcher and Lee; a massive thanks to all three of them was sent for facilitating the discussion on the Manukau South Link which then got put alongside the Pukekohe electrification proposal. A special thanks to Councillor George Wood was also mentioned for bringing to the Transport Committee the Notice of Motion after I had raised concern about the South Link with him directly.

Now I will work on operation proposals on services running from Pukekohe and Papakura to Manukau using the South Link using both the existing DMU (Diesel) rolling stock and the new upcoming EMU (Electric) rolling stock and forward them to the Transport Committee for consideration.

But as I have said before:

I will continue to advocate and lobby hard for that South Link to be built – FOR YOU, the residents of South (and Counties) Auckland! As you deserve better!

 

Why?

 

Well I get nothing out of this directly nor personally per se. What I do get once the South Link is built and operating is the quiet satisfaction that access for South and Counties Auckland to Manukau via the South Link (Manukau being the major Southern Hub of Auckland) has been greatly improved for residents and communities south of Manukau. Quiet satisfaction that as a citizen and ratepayer of Auckland, I have done my part in advocating and lobbying our civic institutions in wanting to make my community that I live in a better place. And that is regardless if I am elected to Papakura Local Board next year or not!

 

I’ll draw up another post this weekend on my campaign for Papakura Local Board, but as Councillor Wood noted and thanked in the Transport Committee on Wednesday: I do have a real passion and drive on transport and planning issues here in Auckland as I just simply want Auckland my home to be a better place to live, work and play in. Thus why I lobby, advocate and draw up proposals for Council on all things Transport and Planning – it is not for me – it is for you!

 

BEN ROSS : AUCKLAND

Shining The Light – To a Better Papakura (OUR home)
AND
To a Better Auckland – (OUR City)

Auckland 2013: YOUR CITY – YOUR CALL

 

Wheels of Motion are Turning

·

Fighting for the South Manukau Link

 

Continuing to advocate and lobby hard for that South Link to be built – FOR YOU, the residents of South (and Counties) Auckland! As you deserve better!

 

Last month I had posted on someone deciding to place a nice big concrete pad in the middle of the path for the Manukau Rail Southern Link. You can see the post (SOUTH AUCKLAND GETS SHAFTED – YET AGAIN) by clicking on the link.

Well after some advocating and lobbying, Councillor George Wood who is a member of the Council Transport Committee got a Notice of Motion placed into November’s agenda about the South Link. The Notice of Motion is:

Requests Auckland Transport to give a high priority to the installation of a south facing rail link between the Manukau Spur Line and the North Island Main Trunk Line at Wiri so that this connection can be in place by the time
that electrification of the Auckland Metro rail systems occurs. 

You can see the Notice of Motion in the November Transport Committee Agenda at the bottom of this post.

 

Naturally I am supporting this motion after kicking up the initial fuss in the first place when I first spotted the concrete pad in the middle of the South Link’s path.

I had this to say in my material forwarded to Councillor Wood as well as my submission to the Regional Public Transport Plan:

The link to the original New Zealand Herald article: http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10799107

 

As I said above, the Herald and I had commented on the missing link in April. Now some seven months later it seems apparent the link is a no-go or basically dead. Without the link; Manurewa, Papakura and Pukekohe are virtually isolated in easy access to Manukau by rail. This flies directly in the face of the idea around a Rapid Service that should allow very easy access with minimum fuss or transfers to a primary service centre for South Auckland.

The current proposal using trains which incur a transfer penalty at Puhinui or the bus trundling along the Great South Road (which takes more than double the time a train does) from Papakura to Manukau (and skipping Homai on the way) to me in my opinion is substandard for the people in these locales, and basically reinforces the isolation factor/feeling these residents have from a major service, employment and leisure centre!

Operational Proposal for Manukau to Papakura Link

With the Manukau to Papakura Link (The South Link) built for around $3.8m, the next question is what kind of services do you run. The answer is both straight forward for both the existing diesel passenger train fleet and the upcoming new electric passenger train fleet. The estimate length of journey from Papakura to Manukau Station via The South link is around 19 minutes (plus a seven minute walk from the Manukau Station to the Westfield Manukau Mall), compared to 30 mins using the Waka Pacific 471 and 472 bus according to the www.at.co.nz Journey Planner.

Thus allowing for turnaround at Manukau and Papakura Stations and knowing what rolling stock availability there is available pre-EMU’s; I recommend using one ADL-2 class DMU to run a single service backwards and forwards between Manukau and Papakura every one hour  in a single direction from 6:00am until around 10:19pm – seven days a week. That means for example your Papakura to Manukau via The South Link would start at Papakura at 6:30am and arrives in Manukau at 6:49am; then leave Manukau at 7:00am to make its return run to Papakura via the South Link.

An example of how a proposed Papakura-Manukau via The South Link Timetable would work (for brevity I have not included the afternoon services)

From Papakura Arrive at Manukau From Manukau Arrive at Papakura
    6:00am (first service) 6:19am
6:30am (first service) 6:49am 7:00am 7:19am
7:30am 7:49am 8:00am 8:19am
8:30am 8:49am 9:00am 9:19am
9:30am 09:49am 10:00am 10:19am
10:30am 10:49am 11:00am 11:19am
11:30am 11:49am 12:00pm 12:19pm
9:30pm (last service) 9:49pm 10:00pm (last service) 10:19pm

 

When the new electric trains are fully on-stream replacing the diesel fleet between Papakura and Swanson, the frequencies can be increased to every 30 minutes at the minimum, or 20 minutes for optimum service delivery until either the Botany or Airport Line (via Puhinui Station) is open and a new operating model would be in place (subject to EMU fleet availability).

In concluding this section of my RPTP; I highly recommend Auckland Transport remedy the situation and get that link for $3.8m built by 2016 at the absolute latest. Once the link is built, operating services would begin on an hourly timetable, stepping up to 20 minute frequencies once the new EMU fleet is fully online. To do otherwise is not an option unless you endorse isolating a major part of the community from its main service centre!

 

Now what I did not mention is the fact that we will have 10 ADL-class DMU’s available when all the EMU’s are online 2016. With ADL DMU’s already by then doing the Papakura – Pukekohe shuttle runs until the main line is electrified from Papakura to Pukekohe, those DMU’s can be extended to do a full Pukekohe – Papakura – Manukau via the Southern Link shuttle service until such a time Pukekohe is electrified and the EMU’s fully take over. So with upwards of 10 DMU’s, you can pretty much obtain 15-20 minute frequencies on Pukekohe – Manukau shuttles until those EMU’s can do the runs in place of the DMU’s (most likely 2020).

 

 

So here I am pitching for the residents and communities of: Homai, Manurewa, Takanini, Mahia, Papakura, Drury and (in-part) Pukekohe to get the missing link built for a frequent and rapid service to Manukau – the primary service and employment hub of South and Counties (former Franklin District) Auckland. Manukau has more connections to South Auckland residents than the CBD ever will, and as a result South Auckland should be able to access Manukau easily and efficiently which building The South Link will provide. To not provide the link and roll out the services utilising the link in my opinion as a Papakura resident and ratepayer, an insult to my fellow South Auckland neighbours and communities.

 

Thus I will continue to advocate and lobby hard for that South Link to be built – FOR YOU, the residents of South (and Counties) Auckland! As you deserve better!

 

BEN ROSS : AUCKLAND

Shining The Light – To a Better Papakura (OUR home)
AND
To a Better Auckland – (OUR City)

Auckland 2013: YOUR CITY – YOUR CALL

 

 

The Agenda

 

 

 

Ooooops

·

Who Got Fined Again?

 

 

Ooops at the tune of $3 million a month just in Auckland. Well that is if the Herald article this morning was anything to go by:

 

From the NZH on this Labour Day:

Drivers fined $3m a month

By Mathew Dearnaley

5:30 AM Monday Oct 22, 2012

 

AA shocked at rise in amount collected by Auckland Transport for vehicle offences.

Auckland Transport has been slugging motorists with fines of $3 million a month for parking and other vehicle offences.

Figures it supplied to the Herald for its first 20 months have shocked the Automobile Association, which suspects they reflect “anti-car” tendencies of its Auckland Council parent.

The figures detail $36.2 million of fines collected from motorists in the financial year to June 30.

That leaped from $20.5 million for the previous eight months, from when Auckland Transport began business in November 2010.

Although the latest total was for a longer period, the monthly average has risen to just over $3 million from $2.54 million in the organisation’s early days.

The $17 million was Auckland Transport’s half-share of warrant and registration fines. The Ministry of Transport received the rest.

But AA spokesman Simon Lambourne believed an increase in parking fines from $4.4 million for the eight months to last winter, to $7.2 million in the year to June 30, showed too much effort put into enforcement of a flawed system and not enough into education.

That was not counting $16.4 million in court penalties for all types of vehicle infringement over the year.

Auckland Transport also raised $32.7 million last financial year from standard motorists’ fees for street parking and parking buildings, and $2.1 million from bus lane infringements, although that represented an easing from $1.9 million collected for the previous eight months

 

You can read the rest of the article at the NZH. But what I want to get at is the AA’s rather archaic thinking here, in particular to comment from them:

But AA spokesman Simon Lambourne believed an increase in parking fines from $4.4 million for the eight months to last winter, to $7.2 million in the year to June 30, showed too much effort put into enforcement of a flawed system and not enough into education.

And

Of parking fines, Mr Lambourne said: “The amount of money being collected is alarming. It’s not being realistic about the importance of the car to mobility in Auckland.”

Oh boohoo and go back to the 1950’s as you get no sympathy from me here AA! With education; well teach your member drivers how to read the following signs: No Parking, Mobility Holders Only, Bus Stop, P60, Clearway, Loading Zone, Bus Lane, etc and then you might find the amount of fines given out decreasing. As for WoF and rego fines, well who was the nupty there for parking without a current WoF or registration 😛

As for importance of the car to mobility; dang that is 1950’s thinking knowing where the AA is going with that line of thought!

 

Look I do not deny the car as one of the sources of mobility in Auckland – that is ONE OF THE SOURCES! However we do have (and need investment) other sources of mobility such as public or active (walking) transport that need equal attention (if not more) as the car. In my submissions to The Auckland and Long Term Plans I gave equal weight to both car and public transport in investment for Auckland. An example was $3.6b on the City Rail Link and Rail Efficiency Program while an equal amount of cash was allocated to The Eastern Highway and the East-West link in Penrose/Mt Wellington. All three of those projects have high benefit to Auckland and are considered Priority One and Two (so completed by 2025 or 2032). There is no skewering towards one particular mode of transport over the other here.

 

As for the CBD, cars and parking; well the CBD is a premium place with premium parking so I somewhat expected premium parking prices here. The CBD can still be access easily whether by car, bus or train; we just have to be smart on how limited CBD is allocated to traffic and how measures can be taken to best utilise premium CBD space. My parking regime submission to AT gives an idea on what I would propose for the CBD:

 

ALTERNATIVE TO CENTRAL CITY PARKING ZONE REGIME

Posted by BR:AKL_Admin01 on June 14, 2012 · Leave a Comment (Edit)

Need the Alternative first before “penalising” car users

 

MY ALTERNATIVE LAID OUT

Last week I wrote a post on how Auckland Council and Transport were planning to change the parking regime in the Auckland CBD. In the post I spelled out the pros and cons of such a change (mainly cost of parking would be more expensive than Central London (exchange rate taken into account) and my viable alternative to such a regime – both pre and post City Rail Link.

Lets take a brief recap of the alternative I laid out:

I would support the new parking scheme if we had a viable alternative in position, but because we do not I OPPOSE the scheme – pure and simple. To get me to support the scheme you need the following in position first for the CBD:

  • The CRL – so the main sections of the CBD are reachable by train regardless on how you got to the CBD from the suburbs first
  • Parking Garages on the outskirts of the CBD, complemented with shuttle buses, and the City and Inner Link Buses (for the North Shore you would need a big park and ride at Akoranga Busway Station). This would allow people to drive from the suburbs to the CBD outskirts, park up then catch a shuttle, bus or train into the main CBD core. You would also get spin offs through being able to add more pedestrian malls and shared zones with reduction of inner CBD traffic.
  • A working and frequent off-peak service to give better incentive to come into the CBD via mass transit from the suburbs (could mean extending timetables and better security on mass transit to discourage anti-social behaviour (a real turn off from using the bus or train).

If one was wondering where the main parking garages would be ringing the CBD I was thinking (but not limited to) these areas:

  • Next to Grafton Station (the old Brewery Site is up for redevelopment) and may be Mt Eden Station on the Western Rail Line.
  • Near Newmarket South (there is some under utilised car lots next to the Newmarket Viaduct that would do just nicely – and still within an 800 metre/10 minute distance gap to Newmarket Station (see Mapnificent Graphic below for areas within reach of proposed parking building)
  • The Auckland Water-Frontier Transit Station (has to be built first and that is at least 20 years away)
  • Orakei and G.I Train Stations which have Park and Rides
  • Wynyard Quarter near Fanshawe Street (State Highway One end) (My proposed Wynyard Transit Station)

Well today I drew up some maps of this alternative scheme, and filed my submission to Auckland Transport formally opposing their Central City Parking Zone WITHOUT viable alternatives in position first.

 

You can see the rest of that particular post by clicking on the link above

 

In the end, it is about being balanced and fair (well much as possible) to all users. What the AA suggests is not fair and balanced, what I propose and advocate for is. And while my alternative is CBD focused, it can be easily translated to the suburbs including my home community of Papakura! Speaking of which I think a Town Hall meeting is required in mobility and access in Papakura, especially with 500 “social” and “affordable” houses due to be built behind me – and no access what so ever to public transport…

 

In Brief

·

A Brief View of Auckland

 

 

Was a busy day in the NZ Herald today with two different articles on Auckland’s Transport, and another two on our Council Control Organisations.

 

The two transport articles were:

 

In both these cases I have run commentary on these and are giving specific mention in my submission to Auckland Transport‘s Regional Public Transport Plan. Further commentary will be at hand as the week advances and I continue my RPTP submission.

 

As for the other two articles covering our CCO‘s, they were:

 

In regards to these issues, I have run commentary on this before and it seems I will be doing so again here at BR:AKL again this week if not next week. CCO’s being secretive is one of my pet hates and a campaign plank as I run for Papakura Local Board in next year’s Local Government 2013 Elections.

 

So yes today was a very busy day in the NZ Herald, with plenty more to campaign on for a Better Auckland here at BR:AKL!

 

BEN ROSS : AUCKLAND

Shining The Light –
To a Better Auckland

Auckland 2013: YOUR CITY – YOUR CALL

 

Family Pass Hard To Get

·

Yes We Know You Can Not Get Family Passes for the Train Easy Any-More

 

The guys over at Transport Blog picked up and ran with a post on the lack of accessibility to get a Family Pass for the trains, for a day out as currently being seen in the school holidays:

By cbtadmin, on October 11th, 2012
…This policy discriminates against any family that doesn’t live near the three stations mentioned. For instance a family of 5 wanting to travel from the new Manukau Station to Britomart return will have to pay  ($6.80 x 2) + ($4 x 3) = $25.60 x 2 = $51.20 return!  The same family of 5 going from Britomart to Manukau return could get the $24 family pass….

 

Sorry to say guys but where have you been for the last three to four weeks – seriously?!

BR:AKL picked up on the Family Pass issue last month and ran an extensive post on this: $57.80 FOR A RETURN TRIP ON AN AUCKLAND TRAIN

 

The BR:AKL post also included all relevant public information available on the ticketing regime change as well as the Fare Matrix on the new costs of a family day out on the train due to the Family Pass issue.

I emailed every single Councillor and the Mayors Office over this situation as this was of high concern as we approach Labour Weekend and the summer holidays. Needless to say I have received a few replies back and been in extensive email conversation with Councillor Mike Lee over the Family Pass (as well as the fare affordability situation in general) issue.

BR:AKL will maintain the pressure to assure a fair and balanced outcome for family and day tripping users as it is unfair and unbalanced to get slugged $57.80 for a day in town compared to $26 if that same family went by car!

 

I have also made it an election campaign pledge in my running for Papakura Local Board (Local Government 2013 Elections) next year to continue the lobbying and pressure Auckland Transport to restore fair and balanced fairs for families if the situation as not been reverted by then (one year from now).

 

 

But regardless to who posted first on the Family Pass issue, the point being is that Auckland Transport needs to fix the issue NOW as there are not a lot of happy people. Actually off-peak patronage as noticeable dropped these school holidays according to feedback to BR:AKL. I wonder if that is due to the difficulty getting Day Rovers, Family Passes and Discovery Passes from the rail network now. Hmm…

 

IF YOU HAVE ANY QUESTIONS, QUERIES OR COMPLAINTS ON FARE MOVEMENTS WITH AT-HOP THEN CONTACT ANYONE OF THESE AUCKLAND COUNCILLORS ON THE ACCOUNTABILITY AND PERFORMANCE COMMITTEE WITH YOUR CONCERN. THEY ARE THE ONES THAT CAN HELP YOU (or Auckland Transport themselves) WITH YOUR CONCERN – NO ONE ELSE (including Veolia)!

SUBMISSION TO RPTP – CTD

· 1 Comment ·

Part One Down, Onto Parts Two and Three

 

As mentioned in my SUBMISSION TO RPTP post, my submission is currently being written in response to Auckland Transport‘s call for feedback on the Regional Public Transport Plan:

Have Begun Writing Submission to Regional Public Transport Plan

As mentioned in the ALL THINGS PUBLIC TRANSPORT, Auckland Transport has released the Regional Public Transport Plan for public submissions. I have read the 138 pages of the RPTP document and have begun writing my submission to the plan. My submission will be covering five main points on the RPTP which will be further reinforced in the subsequent hearings panel afterwards – the points being:

  1. Lack of direct Manukau to Papakura South Rail Link from Manukau Station
  2. Constructive Criticism and Praise to Chapter Five – Key Directions which looks at the proposed network (and services) through to 2022
  3. Chapter 6.4 – Fares and Ticketing. Specially my counter proposal around zone fares and pricing
  4. Chapter 6.5  – Infrastructure of the physical Public Transport network and facilities (building on from my submissions to The Auckland, and Long Term Plans)
  5. Chapter 6.6 – Customer Service Interface – and how best it can be used and improved for a clean,easy, efficient and “happy” portal for customer service interactions

I will endeavour to keep a running commentary as I write my submission and get it in by the deadline of Monday 4th November 2012…

 

I have completed Point Three: Fares and Ticketing. That part of my submission is around introducing zonal fares rather that fares based on distance travelled, coupled with suggestive fares public transport passengers would be charged. You will be able to see the full submission as I send it to AT once I have completed it.

And so I move onto the next part which is Points One and Four: The Lack of direct Manukau to Papakura South Rail Link from Manukau Station; and Chapter 6.5  – Infrastructure of the physical Public Transport network and facilities (building on from my submissions to The Auckland, and Long Term Plans).

 

In regards to the lack of a direct link from Manukau to Papakura; I will continue to lobby and advocate to Auckland Transport on getting a firm timeline of completion for that link. As I have commented in the past here at BR:AKL (formerly VOAKL) Manukau Station is handicapped by access and pathetically low patronage due to a lack of a direct link from Papakura to the station. In my experience, the bulk of your peak and off-peak passengers (regardless of the tertiary institution campus being built on top) to and from Manukau come from your: Homai, Manurewa, Papakura and Pukekohe stations. Currently the passengers from the south have to catch a train and go as far as Puhinui Station before transferring to Manukau from Britomart service (it is vice versa if leaving Manukau and wanting to go back south)  which runs hourly in the off-peak and weekends, and around 20-30mins in the morning and afternoon peaks.

To me this is unacceptable to which I actually put the blame on Auckland Council and the former Manukau City Council rather than Auckland Transport. Auckland Transport got lugged with the Manukau mess so I am strongly recommending to AT to help clean up the situation and pressure Kiwi Rail to build that South Link by 2018!

 

In regards to the infrastructure point, I am basically looking at rail and bus stations in regards to: facilities on the stations, ease of access, whether Park and Rides should be build adjacent to the said stations, and whether the tough call needs to be made in closing down or relocating stations for better patronage and access to the travelling public. I will also investigate looking in establishing a light rail system that spans the Waterfront to St Heliers Bay along with running up and down Dominion Road as far as Lynfield. Now I said investigate as Light Rail was part of my Auckland Water-Frontier proposal especially around Wynyard Quarter, so I will “see” if this system can be expanded further in its reach and access. Now if anything, this part of the submission and the fares part will be the most prickly in the hearings with AT after I submit my submission (unless AT really take to task my points on the Customer Service Interface – and how best it can be used and improved for a clean,easy, efficient and “happy” portal for customer service interactions knowing how err sensitive our CCO can be).

But at the end of the day I am submitting fair and balanced, but constructive feedback to Auckland Transport on their RPTP. There will be no defaming, there will be no harsh negative comments. Any thing I do constructive criticise will have ideas, proposals and alternatives from what I believe can make our public transport submission better.

And this is the goal of this submission; “To a Better Auckland”

 

My RPTP, along with all other submissions I have done to Auckland Council or Auckland Transport (Auckland Plan, Long Term Plan, CBD Parking Regime Change, City Centre Master Plan, the Regional Land Transport Plan, soon the Unitary Plan, and currently the Regional Public Transport Plan) form my policy platform (extending on my What I Stand For fundamentals) as well as I stand as a candidate for Papakura Local Board in next year’s Local Government Elections – for a Better Auckland.

 

Updates will continue as I continue to write the submission to the RPTP

BEN ROSS : AUCKLAND

Shining The Light –
To a Better Auckland

Auckland 2013: YOUR CITY – YOUR CALL

Submission to RPTP

·

Have Begun Writing Submission to Regional Public Transport Plan

 

As mentioned in the ALL THINGS PUBLIC TRANSPORT, Auckland Transport has released the Regional Public Transport Plan for public submissions. I have read the 138 pages of the RPTP document and have begun writing my submission to the plan. My submission will be covering five main points on the RPTP which will be further reinforced in the subsequent hearings panel afterwards – the points being:

  1. Lack of direct Manukau to Papakura South Rail Link from Manukau Station
  2. Constructive Criticism and Praise to Chapter Five – Key Directions which looks at the proposed network (and services) through to 2022
  3. Chapter 6.4 – Fares and Ticketing. Especially my counter proposal around zone fares and pricing
  4. Chapter 6.5  – Infrastructure of the physical Public Transport network and facilities (building on from my submissions to The Auckland, and Long Term Plans)
  5. Chapter 6.6 – Customer Service Interface – and how best it can be used and improved for a clean,easy, efficient and “happy” portal for customer service interactions

 

I will endeavour to keep a running commentary as I write my submission and get it in by the deadline of Monday 4th November 2012. But in the mean time I will again show my (counter) proposal for zone based fares including this time MAPS and Graphics on my counter proposed zones. Also note that this RPTP submission will form the continuation of my comprehensive policy proposal package for my election campaign next year to the Papakura Local Board (in the Local Government 2013 elections).

 

BEN’S PROPOSALS FOR ZONE BASED FARES (Update Version 2.0)

 

Four Zones (maps of the first draft of the proposed zones are below)) with the Central Post Office (so Britomart Transport Centre) as the central focus point in which the zones are calculated:
  • City Zone: (Orakei, Newmarket and Ian McKinnon Drive, the city side of the Harbour Bridge and Ponsonby Road form that boundary (so the CRL falls inside the City Zone))
  • Isthmus Zone: (Basically marked by the traditional Otahuhu (Mangere Road and Savill Drives and New Lynn (including Rata and Ash Streets) fare boundaries, and Northcote Road on the North Shore)
  • South and East Zone: (Manurewa, Mill Road (north end), Point View Drive)
  • Mid West Zone: (Westgate (Brighams Creek) and Swanson, west side of the Waitemata Harbour)
  • Mid North Shore Zone: east side of Waitemata Harbour, Albany and Long Bay)
  • Outer South, North and West Zones: (all areas beyond the outer zone)
  • Optional South and East Zones: ((so South and East mega zone split into two) State Highway One and Otara Locality)

These zones are like a target with a cross in the middle extending through the zones. From the very south to the very north of the zoned areas would mean travelling through seven zones one way. Four zones to get half way the journey and another four zones as you move through the centre to the other end of the city.

The fares for moving within or between the four zones (single trip – cash fare one way – flat fee regardless or adult or child)
  • Within a single Zone: $2
  • Between two Zones: $3
  • Between three Zones:$5
  • Between four Zones: $7
  • Five or more Zones: four zone fare plus the price of the “extra zones” travelled to the daily fare cap of $15 (so travelling six zones would equal $7 + $3 = $10 one way)

I also propose a maximum fare cap of $15 per day for all travel on the integrated public transport system. However you would still be able to by a full day pass for unlimited travel on all modes across all zones from 9am Weekdays and all day weekends and public holidays for a discounted cap price of $13 if you know you are going to be travelling around all day.

The trusty Family Pass should also be made available at the same time as a full day pass for the flat fee of $25. Super Gold holders ride free per usual at their dedicated times.

Okay so we have the zones set (maps further down) and the fares organised for cash-single trips (no using an AT-HOP card), the day and family passes, Super Gold Holders and the maximum fare cap for any one day’s travel.

Now to using an AT-HOP card in place of cash.

Those who would use an AT-HOP card would be our current more frequent travellers who use the exiting ten-trip passes (being phased out) or monthly passes. Using an AT-HOP card should mean you get a discount when paying your fare compared to feeding money down a ticket machine or to the ticket office. Thus I propose the AT-HOP cards have a flat 20% discount regardless of child, adult or tertiary student on the cash fare otherwise charged for your journey. As for Monthly passes there would be four sets of “monthlies” available with prices reflecting discounts accordingly. The same conditions on your 31 days of use from the first day “used” with the existing monthly paper monthlies will transfer over to the AT-HOP Card loaded with Monthly profiles.

The Four Monthly Passes and fares (child in brackets)

  • 1-Z – For travelling within one zone: $60 ($50)
  • 2-Z – For travelling between two zones: $90 ($75)
  • 3-Z – For travelling between three zones: $ $150 ($110)
  • A-Z – Ultimate pass – travelling between four or more zones: $210 ($150)

The discount rate for adults with Monthly Passes is at minimum 25% compared to single-cash fare with child passes higher (there are no Tertiary discounts).

As for bikes – free travel but as per usual to on-board staff discretion depending on train loadings.

 

These are the maps of the proposed zones (first draft and subject to refinement)

Click for enlarged pictures

 

Balance, simplicity, fairness and minimisation of fare evasion was the methodology behind the zone fares, prices and boundaries stated above. Further refinement will be done as I continue the submission but constructive feedback in the comments department down below is welcome as always.

This submission is part of my “What Do I Stand For and Believe In – For a Better Auckland” fundamentals;  the backbone in the formation of my comprehensive policy proposal package for my election campaign next year to the Papakura Local Board (in the Local Government 2013 elections). :

Part Three of the Better Auckland fundamentals: An Integrated Approach to Transport: None of this “all for one but not the other approach” we get from both roading and Green lobbyists. Road and Mass Transit both have their places here in Auckland – albeit more balanced like the Generation Zero 50:50 campaign. This integrated approach also applies to many other things out there – I call it The Best of Both Worlds.

BEN ROSS : AUCKLAND

All Things Public Transport

·

Auckland Transport Releases RPTP

 

Some good news after the Bums Rush Auckland Council gave yesterday with its continuing crap handling of our finances. Auckland Transport had released the much vaunted Regional Public Transport Plan (RPTP) for viewing AND submissions. You can check the RPTP at the AT website HERE (which includes links to the submission form) or read the embed at the bottom of this post.

I am busy reading through the 138 page document but from what I have seen so far I can personally say that if we follow through with this, then Auckland as another blogger said is on the cusp of a (Public) Transport Revolution. Yes I will be forming an extensive submission on this RPTP, especially around the “zones,” fares and most likely feeder bus set ups. And yes I will trundle along to a hearing in front of Auckland Transport if the CCO gives enough heads up for me to get a period of time off work.

 

As I said earlier, I am busy reading through the document, so no extensive commentary just yet. But from glances at the website and summary documents I can safely say (for now) that the RPTP will meet the number three fundamental in my “What I Stand For – For Auckland” page:

  • An Integrated Approach to Transport: None of this “all for one but not the other approach” we get from both roading and Green lobbyists. Road and Mass Transit both have their places here in Auckland – albeit more balanced like the Generation Zero 50:50 campaign This integrated approach also applies to many other things out there – I call it The Best of Both Worlds.

 

While I begin writing the submission to the RPTP, I’ll show an example of what will be in my submission – in this case Zonal Fare:

From my ZONAL FARES post written last month:

Ben’s Proposals for Zone Based Fares

Four Zones (I will draw a map later) with the Central Post Office (so Britomart Transport Centre) as the central focus point in which the zones are calculated:
  • City Zone (Orakei, Newmarket and Grafton Trains Stations, plus the city side of the Harbour Bridge andPonsonby Road form that boundary)
  • Inner Zone (Basically marked by the traditional Otahuhu and New Lynn fare boundaries, and Smales Farm on the North Shore)
  • Outer Zone (Manurewa to the south, Westgate and Swanson to the West and Albany to the north)
  • Regional Zone (all areas beyond the outer zone)

These zones are like a target with a cross in the middle extending through the zones. From the very south to the very north of the zoned areas would mean travelling through eight zones one way. Four zones to get half way the journey and another four zones as you move through the centre to the other end of the city.

The fares for moving within or between the four zones (single trip – cash fare one way – flat fee regardless or adult or child)
  • Within a single Zone: $2
  • Between two Zones: $3
  • Between three Zones:$5
  • Between four Zones: $7
  • Five or more Zones: four zone fare plus the price of the “extra zones” travelled to the daily fare cap of $15 (so travelling six zones would equal $7 + $3 = $10 one way)

I also propose a maximum fare cap of $15 per day for all travel on the integrated public transport system. However you would still be able to by a full day pass for unlimited travel on all modes across all zones from 9am Weekdays and all day weekends and public holidays for a discounted cap price of $13 if you know you are going to be travelling around all day.

The trusty Family Pass should also be made available at the same time as a full day pass for the flat fee of $25. Super Gold holders ride free per usual at their dedicated times.

Okay so we have the zones set (map coming later in an update) and the fares organised for cash-single trips (no using an AT-HOP card), the day and family passes, Super Gold Holders and the maximum fare cap for any one day’s travel.

Now to using an AT-HOP card in place of cash.

Those who would use an AT-HOP card would be our current more frequent travellers who use the exiting ten-trip passes (being phased out) or monthly passes. Using an AT-HOP card should mean you get a discount when paying your fare compared to feeding money down a ticket machine or to the ticket office. Thus I propose the AT-HOP cards have a flat 20% discount regardless of child, adult or tertiary student on the cash fare otherwise charged for your journey. As for Monthly passes there would be four sets of “monthlies” available with prices reflecting discounts accordingly. The same conditions on your 31 days of use from the first day “used” with the existing monthly paper monthlies will transfer over to the AT-HOP Card loaded with Monthly profiles.

 

The Four Monthly Passes and fares (child in brackets)

  • 1-Z – For travelling within one zone: $60 ($50)
  • 2-Z – For travelling between two zones: $90 ($75)
  • 3-Z – For travelling between three zones: $ $150 ($110)
  • A-Z – Ultimate pass – travelling between four or more zones: $210 ($150)

 

The discount rate for adults with Monthly Passes is at minimum 25% compared to single-cash fare with child passes higher (there are no Tertiary discounts).

As for bikes – free travel but as per usual to on-board staff discretion depending on train loadings.

I still have a lot of work to do on these but it is a start and would be a good time to get the initial dialogue going to refine this idea ready for a submission to Auckland Transport in due time.

 

Well that due time is here and it is time to write that submission.

The submission will also become another piece of my “policy platform” when I contend for Papakura Local Board in next year’s Local Government Elections.

 

BEN ROSS : AUCKLAND

Shining The Light –
To a Better Auckland

Auckland 2013: YOUR CITY – YOUR CALL