1 Regional Public Transport Plan and Future Public Transport Network IPENZ 16 October 2012

Anthony Cross, PT Network Planning Manager

Stuart Donovan, MRCagney Project Manager

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Regional Public Transport Plan (RPTP) • Regional Public Transport Plan (RPTP) required by Public

Transport Management Act

• Purpose: to give effect to public transport service components

of the Regional Land Transport Strategy

• Must describe services proposed for the region

• Must include public transport policies

• Must follow “Special consultative procedure”

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Why do we need a new Plan? • Current Plan prepared in 2010 by ARTA

• Changes since then require a review, including:

• Changes to Auckland’s governance: creation of Auckland Transport

• The new Auckland Plan: setting the strategic direction for Auckland

• Changes to contracting model (PTOM) – how we purchase bus services

• Proposed changes to the network structure (with implications for service descriptions, fares and infrastructure)

• NZTA requirement to include 50% farebox recovery policy

• Changes expected to PTMA later this year: approach expected to be consistent

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Key Areas of Focus • Network Plan – hierarchy established in 2006 , now been revised

and ready for implementation

• Confirmed fares and ticketing policies: post-Integrated Ticketing need fare system to support network integration

• Farebox recovery policy: move to 50% over 3 years

• Infrastructure: focus on coordination of investments with service changes

• Procurement policies: provide for PTOM implementation

• Service descriptions: aligned to new PTOM units

• Implementation plan: staged implementation of new services, with associated infrastructure

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Dependencies

Network Plan

Integrated Ticketing /

Fares

PTOM

RPTP Electrification (Rail Capacity)

PT Infrastructure

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Network Plan Review – What is it? Why Change? Why Now?

• Review of entire Auckland PT network

• Maximising the value of RTN investment

• Using new local government structures to best advantage of Auckland

• Doing more with our existing resources

• Using new contracting arrangements to best advantage

• Current network is too complex and infrequent

7 What is wrong with the current PT system?

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New Network Features

• Simplicity – reducing the complexity of Auckland’s network. Currently 350+ bus route numbers

• Building high frequency – “frequency is freedom”

• Making connections easy, convenient and attractive

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Moving Towards a Connected Network Direct Service Option: many infrequent overlapping lines (Auckland now):

Connective Network Option: Fewer routes, more frequency (Auckland future):

9 routes operate at 30 minute frequencies

3 routes operate at 10 minute frequencies with same number of buses

10 Proposed 2016 Frequent All-Day Network Services operating at least every 15 minutes, 7am-7pm, seven days a week

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Title

Current vs Proposed Frequent Network

12 Proposed 2016 All-Day Service Network

Services operating at least every 15 minutes, 7am-7pm, seven days a week PLUS Services operating at least every 30 minutes, 7am-7pm, seven days a week

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Impacts of new network • Simplified network, easier to understand

• Less duplication, especially in rail corridors

• Less buses in central city

• Greater range of destinations

• Ability for all day travel across a wider range of services – not just the journey to work

• Customers required to make more connections (transfers)

• Some customers must walk further to new network

• Infrastructure requirements – interchanges and stops

• Need for integrated fares

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Consultation Timeframes (tentative)

• RPTP October – December 2012 (Hearings possibly January – February 2013)

• Local Design

• Early 2013 – Southern network

• Mid-Late 2013 – Northern network (incl Hibiscus Coast)

• Mid-Late 2014 – Central, Eastern and Western networks

* Note order of phase 2 and 3 consultation to be confirmed

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Implementation - Timeframes (tentative)

• Tender for services after completion of Local Design;

• Implementation about year after tender – Tentative

• Phase 1 – Southern network – mid 2014

• Phase 2 - Northern network (incl Hibiscus Coast) - 2015

• Phase 3 - Central, Eastern and Western networks – late 2015

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Service-led infrastructure development • Previous definition of QTN did not provide information on

routes and/or peak frequencies.

• With the new network largely defined we can now start to consider what infrastructure is required to support the services that Auckland will run in the future.

• We are in a much more informed position than in the past; allows us to pursue “service-led infrastructure development”.

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Infrastructure categories • Supporting infrastructure falls into several categories:

1. City Centre operations

2. Major PT interchanges

3. Integrating on-street bus stops

4. Bus priority

• Investigations and preliminary designs underway for key projects – AT is working through funding and timing implications with stakeholders

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1. City Centre operations • Need for buses within the City Centre remains – but the new

plan will reduce their impact and improve reliability by:

1. Concentrating services on fewer streets – resulting in better transport outcomes for all modes

2. Reducing bus turning movements – e.g. removing left turn movements from Wellesley into Queen

3. Through routing services (where possible) – e.g. Takapuna to Onehunga and GNR to Tamaki Drive

4. Terminating services on edges of City Centre – e.g. Victoria Park and University, less so Britomart

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1. City Centre operations

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1. City Centre operations • Major corridors:

• North-south – Symonds and Albert Streets

• West-east – Wellesley and Fanshawe Streets

• Major termini: Victoria Park (west) and Universities (east); Britomart to a lesser degree.

• Now need to start thinking about longer bus infrastructure needs in the City Centre

• Opportunity to integrate with City Rail Link both before and after, i.e. buses will extremely important during construction period, whereas afterwards their role changes somewhat.

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2. Major PT interchanges • The key interchanges for the new Network are:

• Otahuhu Bus-train interchange

• New Bus-train interchange at Manukau

• Pukekohe Station Upgrade

• Panmure Bus–train interchange, part of AMETI

• Te Atatu SH16 interchange and Triangle Road bus interchange

• Investigations and preliminary designs underway for key projects – working through funding and timing implications

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3. Integrating on-street bus stops • The Network presumes that passengers can connect

between routes, especially on frequent network

• Not all connections will be at interchanges; many will be in an on-street environment, i.e. bus to bus

• On-street connection points need to:

• Minimise walking distance (less than 100m walk); and

• Provide safe and convenient facilities.

• The Network demands that we re-visit the configuration of some major intersections.

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Mt Eden / Balmoral

• ~400m walk between pairs of stops

• Passengers can’t see where other stops are

• Inconvenient and illegible connection

• Many other examples …

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Toronto – Best practise bus stop design

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Toronto – Keele and Wilson

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Toronto – Keele and Wilson

North-South line stops far side

West-East line stops near side

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Toronto – Keele and Wilson North-east pair of stops

South-west pair of stops

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Toronto – Keele and Wilson

35m

North-east pair of stops

South-west pair of stops

40m

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Toronto – Wider network

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3. Integrating on-street bus stops 1. Locate on-street bus stops close to intersections.

2. Diagonal pedestrian movements will be important.

3. May need to remove slip lanes on some approaches

4. Cars may have to queue behind a bus.

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4. Bus priority measures • Certainty over bus routes and frequencies will allow us

what/where priority measures are necessary

• May be opportunity to integrate bus priority measures with projects that are already programmed?

• Complexity creates greater need for engineering input into design of intersection geometry / signal phasing

• Please consider the new PT network in your work!

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Questions?