Tag: regional public transport

Don’t Forget, AT is Asking On the New Southern Bus Network

Consultation Under Way on the Southern Bus Network   While the Unitary Plan has caught Auckland’s attention again (“Councillors at odds on housing plan” and “Report on Today’s Auckland Plan … Continue reading Don’t Forget, AT is Asking On the New Southern Bus Network

From Dr Lester Levy

Dr Levy writes in the NZ Herald


I caught this piece this morning (while debunking Orsman) from Dr Levy – head of Auckland Transport


Lester Levy: Restoring faith in Auckland’s transport system

Commuters can be assured public transport will be sorted and the service will be one everyone enjoys using.


Far too many Aucklanders have lost faith that there is an alternative to their private car. Photo / Brett Phibbs

Far too many Aucklanders have lost faith that there is an alternative to their private car. Photo / Brett Phibbs

When it comes to transport in Auckland the stakeholders are as many and varied as are the differing and divergent views.

I guess it has always been like this and over many decades ad hoc decisions, decisions half-made, questionable decisions and decisions deferred or never made have severely limited options.

Transport solutions in Auckland are well behind where they should be, but not where we have to stay.

I have been chairman of Auckland Transport for six months. What do I see? Public transport in Auckland is just not yet good enough. The trains do not run frequently enough and frequently they do not run on time. The bus real-time information does not seem real to many, because it is not, a lot of the time.

Peak times on trains and buses are often very crowded and it just seems like there are not enough of them – that is because often there are not. The new AT Hop card has had some issues – these have been very frustrating for passengers


You can read the rest over at the Herald site


I have made mention before of Dr Levy’s mission and drive for both Auckland Transport and Auckland’s Transport here at the blog:

While I can be harsh upon Auckland Transport (AT-HOP, Snapper and the Family Pass being the classics), in the same regard I can praise and work alongside them as well (The Regional Public Transport Plan which is back for consultation). Dr Levy though is right through Auckland losing faith in its public transport (as I covered with the fall off in patronage statistics with rail) and even AT itself. I do not particularly envy Dr Levy’s formidable task in turning AT and the public transport system around but I do praise him to take the task head and hands on. Having seen Dr Levy turn around Auckland Hospital I can have faith he can do it again with Auckland Transport 🙂


In saying that though while I have faith in Dr Levy, I am apprehensive about the Auckland Transport Executive Team headed by CEO David Warburton. I am allowed to feel apprehensive as a human is I have concerns from the executive team not pulling its weight enough to get the changes we need through. The disdain executive members can have for the Auckland Council Transport Committee don’t help me allay that apprehension and I wonder if all the changes required can be pulled off by 2020-2025.


The apprehension against the executive is my private ponderings although I have mentioned them here as I know they will pick up on this.


Still; full praise to Dr Levy and his mission.


If the RPTP can be pulled off right (so far it has (and I have been involved in it through submissions and hearings) then that should be a big boost for AT and the transport system in Auckland. In saying that I better brush up and prepare my submission for the RPTP southern sector feedback AT is asking after. Need to get those bus routes right you know 😉


Auckland Transport and Public Transport

Slick New Video on our Public Transport


If it was not for Budget 2013 and that Much-Ado-About-Nothing Accord causing grief in Auckland I would of gotten this post up yesterday. None the less Auckland Transport has released a rather slick video on how IT sees public transport post 2016. This is covered in the Regional Public Transport Plan (RPTP) and is stuff I have commented and submitted on before.

Take a look at the video from Auckland Transport which can be seen at their “New Public Transport Network” page.


Also take note of these wee facts:

Benefits of a simpler connected network will include:

  • Services at least every 15 minutes on the frequent network
  • Easier to understand
  • Access to more destinations across Auckland
  • Reduced waiting times

In October 2012, Auckland Transport called for Aucklanders to have their say on the future of public transport in our city. A total of 719 submissions were received on the draft Regional Public Transport Plan, which included the proposed new structure for Auckland’s public transport network. Approximately 70 per cent of submissions supported the proposed direction taken.

This schematic map of the proposed frequent network (PDF 250kb)includes the Southern, Eastern and Western rail lines, the Northern busway and high-frequency bus routes connecting major centres. This map shows only services (bus, rail and ferry) intended to operate at least every 15 minutes, 7am – 7pm, 7 days a week. Services will continue to operate outside these hours at lower frequencies. Other ferry, local bus and peak bus services will also operate.


I have not agreed or disagreed with what AT are proposing at this point and time. But, as mentioned earlier I have submitted and attended hearings on the RPTP thus far with another round of consultation coming next month.

Previous commentary and my presentation can be found at:


As also noted AT is beginning the next round of RPTP consultation starting with the south

Areas ​Consultation ​Implementation
South Auckland 19 June 2013 to
2 August 2013
Mid – end 2014​
North Auckland​ Early 2014​ Mid 2015​
Central, East and West Auckland Late 2014​ Mid 2016​


Also please take note of the Auckland Council Transport Committee and its deliberations over the RPTP at its Wednesday meeting:


So let see if proof is in the pudding after the next round of consultation with AT on public transport


As for things like the Manukau South Rail Link, Glenora Road Station, Electrification to Pukekohe, and Grade Separation of rail crossings which are all hot button topics and priority wants in the South; WORKING ON IT – still.



BR:AKL: Bring Well Managed Progress

The Unitary Plan: Bringing Change

Auckland: 2013 – OUR CITY, OUR CALL



The RPTP – Round Two

Next Round of Consultation with the RPTP


Bit of a break from the Unitary Plan this morning as I cover my perennial favourite topic: Auckland Transport (in particular public transport). Four days ago Auckland Transport released a full update post-hearings of the Regional Public Transport Plan (RPTP) which I both submitted and later presented in Manukau.

For a recap you can see my following RPTP posts on my submission and presentation


As a result of the hearings in February Auckland Transport has released a 57 page report on those hearings. You can read the report in the embed below:


I have not had a chance to read the document yet as such (busy with The Unitary Plan) however, take note of this:


When will the RPTP be formally adopted by Auckland Transport?

Auckland Transport has made significant progress towards the adoption of the draft RPTP.  Since the submission period closed:

  • We have successfully completed public hearings on the draft RPTP
  • After considering all the submissions received, the Hearing Panel presented a report to the Auckland Transport Board (the Board) recommending changes to the draft RPTP
  • In March 2013 the Board endorsed the changes to the draft RPTP recommended by the Hearing Panel.  This enables Auckland Transport to proceed with detailed local consultation on the proposed new public transport network for Auckland, a key element of the Plan.


The Land Transport Management Amendment (LTMA) Bill is currently before Parliament for approval.  Once the LTMA Bill is enacted by Parliament, the RPTP will be altered to ensure it is compliant with the new Act.  We envisage that any changes to what the board has endorsed will mainly relate to procurement issues.  Only once compliant, will the RPTP be formally adopted by the Board (expected to be later this year).  This delay is necessary because the new Land Transport Management Act will repeal the Public Transport Management Act under which the current draft RPTP was created.


Once formally adopted, we will inform submitters and make the final RPTP available for the public to view.


Local consultation on the proposed new public transport network for Auckland

Consultation on the proposed new public transport network for Auckland (the New Network) has been broken into 3 areas, with South Auckland being the first area to be consulted on.  Please see over the page the proposed consultation and implementation dates for the New Network.



Areas ​Consultation ​Implementation
South Auckland 19 June 2013 to
2 August 2013
Mid – end 2014​
North Auckland​ Early 2014​ Mid 2015​
Central, East and West Auckland Late 2014​ Mid 2016​

If you would like further information on the proposed New Network please visit our consultation webpage www.aucklandtransport.govt.nz/newnetwork, or email us at busreview@Aucklandtransport.govt.nz


Further information on the RPTP

To view further information on the RPTP; such as a copy of the draft RPTP, an electronic copy of the Hearing Panel’s report, or the hearings minutes please visit our consultation websitewww.aucklandtransport.govt.nz/rptp


So it seems I am back up for another round of consultation with the Public Transport Network (PTN) from June to August. I better brush up on my reading before submitting the next round of feedback (which is thankfully after the Unitary Plan).


Meantime I recommend a bit of brushing up as well with the PTN if you want a network that better serves you…



Back From Hearing Panel

Returned from RPTP Panel


First of all: A thank you to Councillor Mike Lee and the other panel members for taking time in listening to my presentation


I have arrived back from my presentation to the Auckland Transport Regional Public Transport Plan hearings panel this afternoon. I am pleased to say that the full ten minutes plus two extra ( 😉 ) were productive and a dialogue entered on:

  • the relocation of Te Mahia and Takanini Stations to Spartan Road and Walters Road (Technically Glenora Road but for now Walters Road has stuck as the rallying name) 
  • The Family Pass not being easily accessible


The presentation was designed in such a way that hyperlinks (in blue) were placed into the paper copies that allow the panel members or their assistants to look up ‘extended information’ (which is stored in this blog) on points I was making (the idea of the presentation was to sum up the main points and entered into dialogue – mission accomplished).

The presentation can be seen here:


After the presentation (actual) dialogue was entered to on two main points (there was a third point but that was me reinforcing the Manukau South Rail Link which by the looks of it has “a-lot” of support in South and Counties Auckland (basically everyone south of Manukau through to Pukekohe):

  • the relocation of Te Mahia and Takanini Stations to Spartan Road and Walters Road (Technically Glenora Road but for now Walters Road has stuck as the rallying name) 
  • The Family Pass not being easily accessible


Walters Road and Spartan Road Stations

In my presentation I had emphasised the point on closing Takanini and Te Mahia Stations and relocating them to Spartan Road and Glenora Road (Walters Road is the rallying name). The two new stations would be equipped with facilities such as a bus interchange for feeder buses and Park ‘N’ Ride. The panel nodded away and picked up on the strong emphasis on the Park and Rides at all stations south of Manukau (basically). I was questioned on the Park and Rides and my belief of them being integral to a fully integrated transit system.

My answer was that I use the Park and Ride at Papakura and would do so at the Glenora (Walters) Road Station when built. I further went on and said the further away we get from the inner suburbs, the lower density housing we have, and we also have rural communities coming into effect as well.  As a result feeder buses will do well up to a range of a 2km radius from a station (if run at a high enough frequency) but due to the nature of suburbia and all things rural south of Manukau (I was focusing on South Auckland); Park and rides extend the range of the station literally to an unlimited range.

For example a Park and Ride at Glenora Road would allow those as far as Clevedon to come in by car, park, and catch a train to town, Manukau, or even out west. A fully fledged Park and Ride at Pukekohe would allow (even more) residents from Waikau to come in by car then piggy back by train from Pukekohe to town and back again as happens now. Park and Rides also give maximum flexibility to bus or rail users that allow patrons to rock up to the station in their own time then continue the trip by bus or train (which is why I use Park and Rides). But at the end of the day feeder-buses, and Park and Rides both have their places especially as you go further out away from the CBD into suburbia and even more rural communities. This is the point I was bringing across to Auckland Transport this afternoon.

More on the station relocations can be found in my THE RAIL EFFICIENCY PROGRAM #5A post


The Family Pass not being easily accessible

This point took up most of the allocated time session in regards to dialogue between myself at the AT panel members. Councillor Mike Lee – who is also an Auckland Transport Board “Director” led the questions on the consequences of the scaling back on the availability of the rail Family Pass. The basic sum up of my answers can be found in my “FAMILY PASS HARD TO GET” post but basically the following was observed:

  • Notice was given in a publicity drive before AT-HOP was rolled out in September 2012 about the scaling back the accessibility of the Family Pass
  • Family Passes were available on the trains at their designated times as well as ticket offices before AT-HOP
  • After AT-HOP Family Passes are now available only at the four (soon to be five) ticket offices but not on any of the 57 (approx) blue Rail Ticket Machines
  • Complaints rolled into Veolia about the scaling back of the accessibility of the Family Pass as soon as the publicity started one-month prior to AT-HOP
  • Veolia front line staff were at pains having to explain to passengers trying to explain the decision a logic behind Auckland Transport scaling back the accessibility of the Family Pass
  • It is believed verbal abuse claims rose initially after the removal of the Family Pass from the trains but not available from the ticket machines
  • Patronage in the weekend and off-peak slipped considerably especially on the Eastern Line (via Sylvia Park) due to removal of the Family Pass (and Day Rover)
  • I mentioned that in school holidays; Eastern Line trains were full when the Family Pass was readily available (everyone going to Sylvia Park), however now you would be lucky to get near 1/3 full currently with the Family Pass scaled back
  • I thus mentioned the HAS to be an option on the Rail Ticket Machines – with maximum publicity to get the Off-Peak and Weekend patronage back up again


So the questions were asked, the answers given to AT in person for all to hear and transcribe.


Now it is a case of we wait and see what happens.


To me personally and above all else right now – having the Family Pass option installed on the Rail Ticket Machines would make me the most happy 😀


As I said – we now wait and see – but I have done all I can folks!


RPTP Presentation

Ready, Set, Go for Presentation


Thursday 7th February at 1400 hours – Manukau Civic Centre I give my presentation to the Regional Public Transport Plan submission I wrote last year. I have finally completed the presentation for the four panel members which includes Councillor Mike Lee and AT’s Head of Public Transport Operations – Mark Lambert, with the main focus being local. That is the focus is close to home and covers the Manurewa, Takanini, Manukau and Papakura areas (I live in Papakura).

The presentation in PDF format is embedded below:


The speaking slot is only 10 minutes however if the panel members have read my written submission already AND paid some attention to the blog where most of the presentation material has come from, then the bulk of the speaking session should be a dialogue between myself and the panel members as they flesh out the points I have made. Not  spending time going over the entire submission as our AT panel members should have already read it (the presentation basically is a refresher with some graphics thrown in to illustrate points).


Transportation to the Hearing


Now being the Social Liberal that I am and having declared earlier that I am sensitive to price and time consideration when choosing a mode of transit, we shall take a look at the options I have to get me from Papakura to Manukau.


Basic Requirement
  • Presentation is at 14:00-14:10
  • Location: Manukau Civic Centre – Manukau City Centre (same area as Westfield Manukau Mall and Manukau Train Station
  • Must be at Manukau by 13:40 to hand presentation and notes for the panel members


To go by car to Manukau

Using the motorways it would take 15 minutes to travel the 11.1km trip – this is one way. As parking is free the main cost is petrol so I would say $3 for the return trip


To go by train to Manukau

According to the AT Journey Planner

Not even an option as the train into Manukau Station either at 1:04pm or 2:05 pm – so missing the market entirely as I would need to catch the 12:40pm service from Papakura and relay with the Britomart – Manukau train service at Puhinui at 12:56pm. Cost if I did decide to do this is $1 to the Park and Ride at Papakura and a $3 – 2-stage fare using my AT-HOP card (approx).

For the trip home providing I was not held up I would catch the 14:31 service from Manukau to Puhinui and relay with the 14:46 Eastern Line train heading to Papakura which gets in at Papakura at 15:03pm. Again cost is the same as the trip into Manukau


To use the bus

Not my first choice however I do have the following: Route 472 (so a Great South Road trundler) departing at 12:50pm and getting me to Manukau Mall at 13:15pm. Cost is $3.40 – two stage. Now the actual time consumer is the walk from the Manukau bus stop to the Civic Centre which takes another 10 minutes. So providing the bus was not late I would arrive at the Civic centre at 13:30 give or take.

Trip home would entail the following: Bus leaving (again the 472) 14:45 and getting to Papakura at 15:15 with the fare being $3.40.


So $3 and 25 minutes by car for the return trip, or over an hour and costing $8 approx for using a bus (trains do not even get a mention as the time is just too excessive to consider unless I really want to time waste).


I think CAR is the preferred choice for my trip to and from Manukau on Thursday; based on cost, efficiency and time. It shouldn’t be the case but it is – and now you can see why I am submitting to the RPTP so this situation should not happen!


Rather ironic isn’t it?

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!



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

Auckland 2013: YOUR CITY – YOUR CALL



The Agenda




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.



Shining The Light –
To a Better Auckland

Auckland 2013: YOUR CITY – YOUR CALL