Auckland Transport: An Auckland Council Organisation
Adapted in accordance with Section 69 of the Copyright Act 1994 by the Royal New Zealand Foundation of the Blind, for the sole use of persons who have a print disability. Produced 2014 by Accessible Format Production, Blind Foundation, Auckland, New Zealand. This edition is a transcription of the following print edition:
Auckland Transport, 6 Henderson Valley Road, Henderson, Auckland.
© Auckland Transport, 2013
For more information visit www.aucklandtransport.govt.nz/rptp
Images have been omitted from this e-text edition. In the case of maps, brief descriptions have been provided. For full verbal descriptions, please contact Auckland Transport on (09) 366 6400.
In tables where cells had been left blank by the publisher, the word "blank" has been added.
Foreword – Page 5
Executive summary – Page 6
1 Introduction – Page 16
1.1 Purpose of this plan – Page 17
1.2 Reasons for this review – Page 18
1.3 Scope of this plan – Page 18
1.4 Consultation and submissions – Page 18
2 Strategic context – Page 20
2.1 Statutory requirements – Page 21
2.2 Key strategic drivers – Page 21
2.3 Public transport funding – Page26
3 Our current public transport system – Page 28
3.1 Current system – Page 29
3.2 Recent developments – Page 29
3.3 Issues and challenges – Page 30
4 What we want to achieve – Page 34
5 Key directions – Page 38
6 Policies and actions – Page 48
6.1 Network structure – Page 50
6.2 Integrated service network – Page 52
6.3 Infrastructure – Page 56
6.4 Service quality – Page 60
6.5 Fares and ticketing – Page 64
6.6 Customer interface – Page 67
6.7 Assisting the transport disadvantaged – Page 70
6.8 Procurement and exempt services – Page 73
6.9 Funding and prioritisation – Page 78
6.10 Monitoring and review – Page 82
7 Description of services – Page 84
7.1 Scheduled services – current network – Page 86
7.2 Scheduled services – new network – Page 87
7.3 Targeted services – Page 91
8 Implementation plan – Page 92
8.1 Implementation timetable – Page 94
8.2 Service design and subsequent review process – Page 96
Glossary – Page 100
Acronyms – Page 103
Appendix 1: Proposed future service network – Page 105
Appendix 2: Schedule of current (2013) services – Page 127
Appendix 3: Statutory requirements – Page 163
Appendix 4: Policy environment – Page 165
Appendix 5: Public Transport Interchange Design – Page 171
Appendix 6: Farebox recovery assessment – Page 175
Appendix 7: Transport-disadvantaged assessment – Page 179
Appendix 8: Transition to PTOM contracts – Page 185
Appendix 9: Policy on significance – Page 187
Page 5Auckland needs first-rate transport infrastructure and services to remain internationally competitive. An effective transport system will allow for growth, help to attract and retain business, enhance the experience of passengers and – importantly – get goods moving.
The Auckland Plan calls for a transformational shift in public transport if Auckland is to achieve its vision to become the world's most liveable city. It identifies the City Rail Link as a major transport priority and sets a challenging but achievable target of doubling the number of passenger trips over the next 10 years.
This Auckland Regional Public Transport Plan represents an important development towards achieving this transformation. It outlines the public transport services that Auckland Transport proposes for the region over the next 10 years.
The success of the Northern Busway and the increasing popularity of public transport, resulting from ongoing investment in infrastructure and services, confirms that Aucklanders will use quality public transport. We know that there needs to be a continued focus on fast, frequent, reliable and cost-effective services, clean and good-quality vehicles, shelter from the weather, and real-time service information. Major investment and work on rail electrification, new electric trains and integrated ticketing will benefit passengers soon.
Despite these successes, however, Auckland's public transport system still has challenges to meet. A major review of public transport identified that significant changes are needed if we are to provide a simpler, connected network which can deliver better levels of service to Aucklanders and better connections to the places they want to go.
Current sources of funding won't cover everything that needs to be done, so a key focus over the next decade will be on enhancing performance and gaining better value from existing investment. Changes to procurement arrangements and increasing recovery of operating costs through fares are two responses to a constrained funding environment.
The public transport system needs to improve in its delivery of economic and cost-effective services. The new Public Transport Operating Model (PTOM) will help to achieve this by creating an environment of true partnership between the public and private sector in the design, procurement and delivery of public transport services.
A key feature of this Plan is the introduction of a simpler, better-connected public transport network that is more attractive to people who don't use it at present. This will involve changing the current way that Aucklanders use to catch buses or trains – including the need for some passengers to transfer at key interchanges. In return, the improved public transport system will offer more frequent and reliable transport over a longer time span (seven days a week) and with easier access to more destinations.
Public feedback to the proposed network changes through the consultation process regarding this Plan has been overwhelmingly positive. This response gives us confidence that a transformation from the existing complex mix of public transport services to a mature citywide network of connected, reliable and frequent services can be successfully achieved. Auckland Transport is committed to working with the community as we now move into the implementation phase.
Page 6This Auckland Regional Public Transport Plan has been prepared by Auckland Transport. It replaces the existing 2010 Regional Public Transport Plan and the Passenger Transport Network Plan prepared by the Auckland Regional Transport Authority in 2006.
This Plan describes the public transport network that Auckland Transport proposes for the region, identifies the services that are integral to that network over the next 10 years, and sets out the policies and procedures that apply to those services.
This Plan results from a number of recent changes to the planning and operating environment for public transport in Auckland, including:
Changes to Auckland's governance, which enable Auckland Transport to integrate the provision of public transport services and infrastructure more effectively
The new Auckland Plan, which calls for a transformational shift in public transport and sets a target of doubling the number of public transport passenger trips over the next 10 years
A new legislative framework for public transport, which provides for implementation of the new Public Transport Operating Model (PTOM). This adopts a partnership approach between funders and providers, for the planning and development of public transport services
The New Zealand Transport Agency (NZTA) requirement for regions to develop a farebox recovery policy to show the share of public transport operating costs to be recovered from users
A major refinement and review of the public transport network, which has resulted in a series of proposed changes designed to improve network efficiency and effectiveness by making best use of the significant ongoing investments in public transport infrastructure, including rail electrification, new electric trains and integrated ticketing.
A major focus of the Plan is on making the best use of available resources, and improving the frequency and range of travel options offered by public transport.
The statutory provisions relating to the regulation and management of public transport are contained in Part 5 of the Land Transport Management Act 2003 (LTMA). This includes a set of principles that are intended to guide the actions of organisations such as Auckland Transport in undertaking their public transport functions. These principles include working in partnership with operators, the coordinated provision of services that will grow patronage, access for competitors, incentives to reduce reliance on subsidies, and transparency in planning and procurement of services.
Part 5 of the LTMA also sets out the matters that Auckland Transport must take into account in preparing a RPTP. The statutory purpose of the RPTP is to provide:
A means for encouraging regional councils (including Auckland Transport) and public transport operators to work together in developing public transport services and infrastructure
An instrument for engaging with the public in the region on the design and operation of the public transport network
A statement of the public transport services that are integral to the public transport network the policies and procedures that apply to those services and the information and infrastructure that support those services.
The Auckland Plan identifies the transport system as crucial to achieving the vision for Auckland as being the world's most liveable city by 2041. The transport system also plays a key role in facilitating and supporting national economic growth and productivity.
The Auckland Plan identifies the need for a transformational shift in public transport and has set a number of challenging targets, including:
Doubling public transport from 70 million to 140 million trips by 2022 (subject to additional funding)
Increasing non-car (walking, cycling and public transport) mode share in the morning peak from 23 to 45 per cent of all trips by 2040
Increasing the proportion of all vehicular trips made by public transport into the city centre during the morning peak from 47 to 70 per cent by 2040
Increasing the annual number of public transport trips per person from 44 to 100 by 2040
Increasing the proportion of people living within walking distance of frequent public transport stops from 14 to 32 per cent by 2040.
A number of improvements to public transport have been made in recent years, resulting in a strong increase in passenger numbers. Total patronage has more than doubled since the low point in the early 1990s, and is now
Page 7at its highest level since the late 1950s. Significant ongoing investments in rail electrification, new electric trains and integrated ticketing are expected to further boost patronage in the short term.
Despite these successes, Auckland's public transport system still has shortcomings. The existing network of bus routes is complex, with around 400 different route variations. Many of these routes are infrequent, long and indirect. This results in customer confusion and duplicated resources. Public transport in Auckland can be particularly hard to understand for visitors to the city and occasional users of the system. When compared to car travel, many public transport trips are slow due to long waits between services and slow boarding and travel times.
Auckland Transport is committed to addressing these issues – but must do so within a constrained public transport funding environment. For this reason, a major focus over the next decade will be on enhancing network performance and earning higher value from the existing investment. To achieve this, the following combination of responses is included in this Plan:
Changes to the network structure, in order to deliver better service levels and higher patronage within the existing level of resources
More efficient procurement arrangements through the PTOM, to deliver better value for money
Increased user contributions through higher farebox recovery.
Our vision is for an integrated, efficient and effective public transport network that caters for a wider range of trips and is valued by Aucklanders.
To achieve this vision, Auckland's public transport system needs to deliver the following outcomes:
Services that align with future land-use patterns
Services that meet customer needs
Increased passenger numbers
Increased public transport mode share
Improved value for money.
Auckland Transport has identified a series of measures that will help to judge our progress towards achieving these outcomes. Key measures are outlined below, with an indication of current performance and projected targets that reflect both the Auckland Plan targets and those considered achievable over the next 10 years within current funding provision:
Table:
Outcome |
Measure |
Current performance |
Auckland Plan Target |
Funded Target 2022 |
---|---|---|---|---|
Services that align with Auckland's future land-use pattern |
Percentage of households within 500 metres' walk of the rapid and frequent service network |
14% |
32% (2040) |
40% |
Services that meet customer needs (a) |
Percentage of households within 500 metres' walk of a public transport stop |
Approximately 80% in urban area |
n.a. |
90% |
Services that meet customer needs (b) |
Percentage of customers satisfied with their public transport service |
87% |
n.a.; 140.0 |
>90%; 103.3 |
Increased passenger numbers (a) |
Total passenger boardings per annum |
69.1 million |
140 million (2022) |
103 million |
Increased passenger numbers (b) |
Annual passenger boardings per capita |
48.7 (urban area) |
100 (2040) |
57 |
Increased public transport mode share |
Percentage of peak-period trips to central city made by public transport |
47% |
70% (2040) |
55% |
Improved value for money (a) |
Farebox Recovery Ratio (FRR) |
45% |
n.a. |
>50% |
Improved value for money (b) |
Operating subsidy per passenger kilometre |
$0.27 |
n.a. |
$0.25 (CPI adjusted) |
End Table.
Achieving future targets is contingent on realising assumed land-use growth patterns, sufficient investment in public transport over the period and a positive response of the general public to service proposals.
Page 9Network planning for this Plan has focused on the changes and improvements needed to the public transport system before the completion of the City Rail Link.
This builds on the momentum being delivered by recent system improvements and other improvements that are in progress, including rail electrification, new electric rail units and integrated ticketing. The challenge is to do this in a way that better meets customer demands, while making best use of our limited transport resources.
The approach outlined in this Plan responds to these challenges by setting out a refined integrated network structure for Auckland's public transport system, to provide a city-wide connected and interlinked network of frequent and reliable services. This will improve levels of service through better utilisation of resources, delivering integrated and frequent services and more travel choices in a cost-effective manner. It will also support Auckland's future growth by providing a permanent network of frequent services and transport infrastructure that will provide greater certainty for land-use development decisions.
Page 10The new integrated service network structure is built around a core network of rapid and frequent services. These include the existing rapid transit services on rail and the Northern Busway, supplemented by a number of high-frequency bus routes connecting major centres.
The rapid and frequent service network will deliver at least a 15-minute service operating all day (initially from 7am to 7pm, with reduced frequencies outside those hours). It will be complemented by a network of connector routes that operate all day at half-hourly frequencies. In addition, a supporting network of local services, peak-only services and targeted services will cater for specific market needs. In combination, the services described in this Plan are integral to the operation of the new integrated network.
The network concept is illustrated below:
Diagram:
Transcriber's Note: The diagram text has been listed below. End Note.
Defining features: All Day Network
Minimum Frequency: 15 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Dedicated Right of Way
Defining features: All Day Network
Minimum Frequency: 15 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Priority measures required
Defining features: All Day Network
Minimum Frequency: 30 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Priority measures required
Defining features: Supporting Network
Minimum Frequency: Driven by demand
Operating Hours: Driven by demand
Achieving Speed & Reliability: Limited priority measures
End Diagram.
The main change from the current network pattern will be the much stronger focus on integration between services. This requires an equally strong focus on the development of convenient interchange facilities, high-frequency services and a simple integrated fare system.
Although some passengers will need to transfer between services to complete particular trips, this will be minimised by the provision of good interchange facilities, integrated ticketing and fares, and improved frequencies. An additional benefit results from access to a much wider set of destinations.
Chapter 6 provides the policy framework that will guide Auckland Transport's public transport decisions over the short to medium term, in order to make progress towards the longer-term vision and outcomes. It also describes the actions that Auckland Transport intends to take to implement those policies.
The objectives and policies are summarised opposite:
Pages 11–13Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policy area and objective; Policies. End Note.
A permanent network of connected frequent services that supports Auckland's future growth
1.1 Provide a core network of frequent and reliable services
1.2 Maximise access to rapid and frequent services from the urban area
1.3 Provide connections to the rapid and frequent service network
1.4 Encourage mutually supportive land use and public transport development policies
1.5 Integrate public transport services with parking policies
Simple integrated services that connect people with where they want to go
2.1 Provide a simple, layered network of public transport services
2.2 Ensure good access to public transport services from all parts of the urban area
2.3 Provide a public transport network that maximises the range of travel options and destinations available
2.4 Integrate ferry services into the public transport network
2.5 Enable timely and cost-effective service provision in developing urban areas
2.6 Ensure that services respond to identified customer needs
2.7 Maintain consistent levels of service in each service layer appropriate to demand
2.8 Enable timely and cost-effective service adjustments to meet demand
2.9 Co-ordinate services for special events to help meet the needs of the event and reduce demands on other parts of the transport system
2.10 Investigate inter-regional services
A high standard of public transport infrastructure that supports service provision and enhances customer experience
3.1 Integrate infrastructure and service provision
3.2 Provide well-designed transport interchanges on the rapid and frequent service network
3.3 Provide accessible customer-focused facilities appropriate to the public transport route and the immediate locality
3.4 Provide bus priority measures on key corridors
3.5 Provide Park and Ride facilities at appropriate sites
3.6 Integrate public transport with cycling and walking
A convenient and reliable public transport system using modern vehicles
4.1 Develop realistic, achievable timetables that are reliable and dependable
4.2 Improve public transport journey times to provide a service that is competitive with car travel
4.3 Provide a reliable, punctual, customer-focused network of services
4.4 Ensure that all vehicles and vessels meet required standards
4.5 Ensure that service agreements encourage good operator performance
4.6 Monitor and continuously improve service delivery
A fares and ticketing system that attracts and retains customers, while balancing user contributions against public funding
5.1 Implement a fares and ticketing system that supports public transport service integration
5.2 Provide integrated fares and ticketing across all bus, rail and ferry services
5.3 Investigate zone-based fare structure with standard fares across bus and rail operators
5.4 Simplify the range of fare products available
5.5 Maintain fares at a level that will achieve farebox recovery targets
5.6 Provide incentives to use integrated tickets
5.7 Provide concession fares for target groups
5.8 Provide off-peak discounts to spread peak demand and improve operational efficiency
5.9 Ensure that all users pay the correct fare
Simple, visible, and intuitive customer information and service
6.1 Use customer feedback to continually enhance the product
6.2 Provide a consistent brand for Auckland Transport throughout the region
6.3 Provide range of marketing material to attract potential customers
6.4 Provide a wide choice of information channels for customers to plan their journeys
6.5 Provide real-time passenger information
6.6 Provide a high quality travel experience
6.7 Improve the connection infrastructure
6.8 Provide a range of customer feedback channels
Improved access for communities and groups whose needs are not met by the regular public transport system
7.1 Provide a public transport network that is accessible and safe, particularly for vulnerable users
7.2 Provide transport services and facilities for customers whose needs are not met by the regular public transport network
7.3 Provide safe public transport access for school students to and from their zoned and/or nearest school
7.4 Provide concessionary fares for the transport-disadvantaged and other target groups
7.5 Support public transport services and facilities that better meet the needs of individual rural and isolated communities, taking into account value for money and local initiatives
7.6 Ensure that transport services and facilities account for socio-economic characteristics
A procurement system that supports the efficient delivery of public transport services
8.1 Ensure the appropriate allocation of roles, responsibilities and risk between Auckland Transport and operators, using the PTOM
8.2 Ensure service continuity to the travelling public
8.3 Identify specific exempt services that are not subject to PTOM contracts
8.4 Adopt a partnership approach to network planning and service changes
8.5 Ensure that rail services procurement recognises the need to complete the transition to fully electrified system
8.6 Manage the transition from current contracts to the future PTOM contracting environment
8.7 Ensure that the operation of exempt services does not adversely affect the wider public transport network
Effective an efficient allocation of public transport funding
9.1 Improve value for money from existing public transport funding
9.2 Increase the level of farebox recovery
9.3 Direct available funding to high priority activities
9.4 Encourage the development of new funding mechanisms for public transport
A system of monitoring and review that supports continuous improvement
10.1 Undertake regular monitoring and reporting of service and system performance
10.2 Regularly review and update the Plan to account for changing circumstances
10.3 Ensure appropriate public consultation on future Plan variations
End Table.
This Plan describes the services that Auckland Transport has identified as being integral to the regional public transport network in Auckland. It includes service descriptions for geographically defined units, which generally group together all of the services in a specific area and/or corridor with at least parts of their routes in common.
These unit descriptions are set out in Chapter 7 and Appendix 1. Details of targeted services, including school buses and Total Mobility services, are also provided.
The changes to the network structure outlined in this Plan represent a significant change in the way that public transport services are delivered in Auckland. Implementation across the whole region will require a detailed assessment of the specific route structure in each area. This assessment needs input from the community to ensure that local needs are identified and taken into account.
To achieve this, a staged implementation of the new network structure is proposed, with three main stages implemented over a three-year period, as follows:
Page 15Stage 1 (2014/15): South Auckland
Stage 2 (2015): North Auckland
Stage 3 (2015/16): Central, East and West Auckland
To facilitate these changes, a number of infrastructure improvements will be required. These are described in Chapter 8. Beyond 2016, significant further improvements will be enabled by the implementation of the City Rail Link, with associated capacity increases and new rail stations.
Implementing the network changes described above will require a major public engagement exercise.
Feedback on the specific local details, e.g. detailed routing, the mixture of local services, location of stops and other infrastructure matters will be gathered through local targeted engagement exercises prior to the procurement of services, as part of the PTOM contracting process.
Page 16This chapter shows how this Plan fits within the overall transport planning framework for the Auckland region. It also describes the proposed public transport services over the next 10 years, why this new Plan is needed, its scope and the public consultation process.
Page 17This is the Auckland Regional Public Transport Plan (RPTP or Plan). It has been prepared by Auckland Transport, in line with the requirements of the Land Transport Management Act 2003 (LTMA). The Plan describes the public transport network that Auckland Transport proposes for the region, identifies the services that are integral to that network over the next 10 years and sets out the objectives, policies and procedures that apply to those services.
Improved public transport is a critical component of overall plans to lift the performance of Auckland's transport system, improve quality of life for the city's growing population and build Auckland's economic competitiveness. This Plan shows the actions that Auckland Transport intends to take to provide a better public transport future. Figure 1-1 shows how the Plan fits into Auckland's overall strategic planning framework.
Diagram:
Figure 1-1: Strategic planning framework for Auckland
Transcriber's Note: The diagram text has been listed below, with numbers added to indicate flowchart order. A note to the diagram reads: *NZTA provide input. End Note.
[1] Auckland Plan: Purpose: Multi-objective plan for the Auckland region; 30 Year timeframe; Statutory
[2] Integrated Transport Programme*: Purpose: 30 Year timeframe, 10 years in detail; Gives effect to the transport components of the Auckland Plan; Focuses on integrating all transport modes into a single transport system
[3] Regional Public Transport Plan – Statutory; Regional Asset Management Plan – Statutory; Regional Arterial Roads workstream; Road Safety workstream; Active Transport workstream: Purpose: 10 Year timeframe; Regional Public Transport Plan and Regional Asset Management Plan; Statutory; Provides more detailed programmes and deliverables
[4] Regional Land Transport Plan*: Purpose: 10 Year timeframe, 3 years in detail; Statutory; Prioritised list of transport projects to describe funding requirements
Long Term Plan: Purpose: 10 Year timeframe; Statutory; Sets out the activities, services and projects and the required funding; AT is required to give effect to the LTP
End Diagram.
The previous RPTP was adopted by the former Auckland Regional Transport Authority in 2010. Since then, a number of changes have occurred to the planning and operating environment for public transport in Auckland, and these have resulted in the need to prepare a new Plan.
The key changes are:
Changes to Auckland's governance, including the amalgamation of previous councils into a single Auckland Council and the establishment of Auckland Transport. Auckland Transport now has responsibility for all local government transport activities in the region, meaning that public transport services and infrastructure can be provided and integrated more effectively.
A new Auckland Plan, which was adopted by Auckland Council in March 2012. The Auckland Plan sets the direction for growth in the region over the next 30 years and calls for a transformational shift in public transport services. It sets a target of doubling the number of public transport passenger trips over the next 10 years, on the path to achieving a 2040 goal of 100 annual public transport trips per capita.
This Plan shows how Auckland Transport intends to start that growth.
Amendments to the legislation governing public transport management, enacted in June 2013 as part of an amendment to the LTMA. This Plan has been prepared in accordance with those new statutory provisions. Amongst other things, the amendments to the legislation provide for the new PTOM approach outlined below.
A new Public Transport Operating Model (PTOM), jointly developed by the Government, regional councils (including Auckland Transport) and operators, and given statutory force through the recent amendment to the LTMA. The PTOM provides a new procurement and partnership approach between funders and providers, for the planning and development of public transport services. This will involve changes to the way in which services are procured, delivered and managed, with a strategic mix of tendering and benchmarked negotiation. This Plan provides the policy framework for this new approach in the Auckland region.
A national farebox recovery policy developed by the New Zealand Transport Agency (NZTA), which requires all regions to develop their own farebox recovery policy for inclusion in RPTPs. The Auckland farebox recovery policy, included in this Plan, shows the share of public transport operating costs that are expected to be recovered from users.
A major refinement and review of the public transport service network, to identify a connected network of frequent and reliable services that can deliver better levels of service to more Aucklanders and better connections to the places they want to go. The proposed changes will improve network efficiency and effectiveness by making best use of the significant ongoing investment in public transport infrastructure, including rail electrification, new electric trains and integrated ticketing. An important role of this new Plan is to describe the proposed new service network structure and how it will be implemented.
This Plan also replaces the Passenger Transport Network Plan prepared by the Auckland Regional Transport Authority in 2006.
This Plan covers all public transport services in the Auckland region that receive financial support from Auckland Transport.
While the Plan is for the whole of Auckland, its focus is on the metropolitan area and some peripheral areas where public transport services operate. This includes the Hibiscus Coast, the western corridor as far as Helensville, and reaches south to Pukekohe and east to Waiheke Island. In addition, the Plan includes some cross-boundary services that receive financial support.
The Plan includes school bus services that receive Auckland Transport subsidies as part of the urban network, and non-scheduled targeted passenger services such as Total Mobility services. It does not include services provided primarily as tourist services, charter services or school bus services provided by the Ministry of Education.
The Plan describes some existing services that are deemed to be exempt services under the LTMA. Unless specifically identified, the policies and actions in this Plan do not apply to exempt services.
In developing this Plan, Auckland Transport has consulted with a number of stakeholders including Auckland Council, public transport operators, NZTA, KiwiRail and the Ministry of Education.
A draft Plan was issued in October 2012 and Auckland Transport used the special consultative procedure set out in the Local Government Act 2002 to seek public feedback. More than 700 written submissions were received and a number of submitters presented their views at a series of public hearings held in January and February 2013.
As a result of the public consultation process, a number of changes to the draft Plan were endorsed by the Auckland Transport Board of Directors in March 2013. A further set of amendments to the Plan was prepared following enactment of the LTMA in June 2013; these amendments were subject to further targeted consultation with affected parties, including public transport operators, before being incorporated into this Plan.
Page 20This chapter summarises the strategic context within which this Plan has been prepared. It includes a brief overview of the statutory requirements, and the national and regional policy context for public transport. It also discusses the funding expected to be available for public transport in Auckland over the 10 year life of the RPTP.
Page 21The statutory provisions relating to the regulation and management of public transport are contained in Part 5 of the LTMA. The overall purpose of the LTMA is to contribute to an effective, efficient and safe land transport system in the public interest.
Section 115 of the LTMA includes a set of principles that are intended to guide the actions of organisations such as Auckland Transport in undertaking their public transport functions. These principles are:
Auckland Transport and public transport operators should work in partnership to deliver the public transport services and infrastructure necessary to meet the needs of passengers.
The provision of services should be coordinated with the aim of achieving the levels of integration, reliability, frequency and coverage necessary to encourage passenger growth.
Competitors should have access to regional public transport markets to increase confidence that services are priced efficiently.
Incentives should exist to reduce reliance on public subsidies to cover the cost of providing services.
The planning and procurement of services should be transparent.
Part 5 of the LTMA also sets out the statutory requirements for preparing an RPTP. The statutory purpose of the RPTP is to provide:
A means for encouraging regional councils (including Auckland Transport) and public transport operators to work together in developing public transport services and infrastructure; and
An instrument for engaging with the public in the region on the design and operation of the public transport network; and
A statement of the public transport services that are integral to the public transport network; the policies and procedures that apply to those services; and the information and infrastructure that support those services.
Section 124 of the LTMA includes a number of matters that Auckland Transport must take into account in preparing its RPTP. In particular, Auckland Transport must be satisfied that the RPTP contributes to the purpose of the LTMA, and that the principles outlined above have been applied. Appendix 3 sets out these matters and provides a summary of how they have been addressed.
Section 120 of the LTMA sets out the mandatory content requirements for the RPTP. These are also detailed in Appendix 3.
Auckland's increasing population and economic growth are leading to a significant increase in travel demand, with the population expected to grow by approximately 50 per cent over the next 30 years. The transport services and infrastructure required to meet this increasing demand are key influences on future urban design.
When the major roading projects currently under way – such as the Western Ring Route and the Auckland Manukau Eastern Transport Initiative (AMETI) – are completed, almost all of the existing major roading designations will have been utilised. This makes future roading extensions difficult and extremely expensive, and will result in considerable impacts on the built environment.
Uncertainties over future energy supplies, the rising cost of transport fuels and limits to the land available for parking will put further pressure on the transport system. Furthermore, demographic and social changes, such as population ageing, are presenting new challenges that need to be addressed to ensure that future access needs of all Aucklanders, including those with restricted mobility, can be met.
The ability of Auckland's transport system to meet these changes will depend heavily on the ability of the public transport system to significantly increase its share of Auckland's travel demand.
Public transport is far more efficient at moving large numbers of people over longer distances in urban Auckland than is any other travel mode. It also complements investment in the road network by attracting long-distance car travel away from congested motorways and arterial roads, freeing them up for freight and commercial use and other trips that cannot use public transport.
To achieve this, the public transport system needs to be attractive to users, both in terms of the convenience of the service that it offers and the relative cost to users compared to the alternatives available.
The challenges posed by Auckland's projected growth formed the backdrop to the first Auckland Plan, which was released by Auckland Council in May 2012.
The Auckland Plan sets a long-term framework for Auckland's growth and development, and identifies the existing and future locations of critical infrastructure facilities, including transport.
The Auckland Plan's development strategy calls for a significant amount of growth within the rural-urban boundary, with a strong emphasis on centre-based growth. It also identifies a number of priority growth areas where it expects public infrastructure development (including transport) to be focused (see Figure 2-1).
Page 22The Auckland Plan identifies the transport system as crucial to achieving the vision for Auckland to be the world's most liveable city by 2041. The transport system also plays a crucial role in facilitating and supporting national economic growth and productivity.
In particular, the Auckland Plan identifies the need for a transformational shift in public transport and has set a number of challenging targets. These include:
Doubling public transport trips from 70 million to 140 million by 2022 (subject to additional funding)
Increasing non-car (walking, cycling, and public transport) mode share in the morning peak from 23 to 45 per cent of all trips by 2040
Increasing the proportion of trips made by public transport into the city centre during the morning peak from 47 per cent of all vehicular trips in 2011 to 70 per cent by 2040
Increasing the number of public transport trips per person per year from 44 to 100 by 2040
Increasing the proportion of people living within walking distance of frequent public transport stops from 14 to 32 per cent by 2040.
Achieving these targets will require continued investment in frequent public transport networks that support the intensification of centres, corridors and future urban areas. As part of this, the Auckland Plan identifies the City Rail Link as the major transport priority for Auckland.
Page 23Map:
Figure 2-1: Auckland Plan development strategy
Transcriber's Note: The map shows projected urban development across the Auckland region including level of change to a given area, centre type, land use, transport routes, land type and selected transport facilities. Map key follows. End Note.
Urban development: Most change; Significant change; Moderate change; Some change; Least change
Metropolitan centre; Town centre (varying degrees of change); Emergent centre; Satellite town; Rural and coastal town; Major business areas
Future urban business areas (pipeline); Future urban residential areas (operative); Future residential areas (pipeline); Greenfield areas for investigation
Two big initiatives: City Centre & Fringe/The Southern Initiative
Ferry routes; Existing rail network; Proposed rail network; Strategic road network; Arterial roads; Rapid transit Network (RTN); Baseline 2010 Metropolitan Urban Limit
Bush living; Country living; Mixed rural production; Major public open space; Rural coastal; Rural island; Rural production; Defence land
Port; International airport; Area subject to the Eastern Access Agreement including Pūkai Marae AC and AIAL
The map should be read in conjunction with the relevant text in the Auckland Plan development strategy and supporting chapters.
End Map.
In addition to the Auckland Plan, Auckland Transport considered a number of other strategies, plans and policies when preparing this Plan. The policy implications of these other documents are summarised in Table 2-1 below and further details are provided in Appendix 4.
Table:
Table 2-1: Policy implications of other influencing documents
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Document; Policy implications. End Note.
Coordinates, prioritises and sequences transport investments over the next 30 years to give effect to the Auckland Plan. Includes a four-stage intervention process for prioritisation. Emphasises the need to maximise the use of current facilities and assets, and to establish a more connective network.
Highlights the Government's focus areas of economic growth and productivity, value for money and road safety. Focuses on the need for public transport to deliver value for money, provide access to economic opportunities, help relieve congestion and provide better transport choices.
Provides a new approach to planning, procurement and the development of public transport using a partnership approach between purchasers and providers. This has implications for the way in which services are planned and procured.
Seeks to improve value for money by increasing the proportion of operating costs recovered from user fares. Requires this Plan to include farebox recovery policy and targets.
The RLTS was adopted by the former Auckland Regional Council in April 2010. It focuses on the development of strong public transport links between growth centres and the need for an integrated hierarchy of services to support this. It also includes number of policies that influence the quality and level of service. Following the recent amendment to the LTMA, the RLTS will no longer be required and Auckland Transport will, in future, be required to prepare a Regional Land Transport Plan. However, as this RPTP is being adopted prior to 3 June 2015, when the new Regional Land Transport Plan must be in place, Section 15 (2) of the LTMA requires that Auckland Transport take the public transport components of the RLTS into account in preparing this RPTP. A summary of how this has been done is shown in Appendix 4.
Page 25The RPTP is required to take into account any regional policy statement, regional plan or district plan prepared under the Resource Management Act 1991. These plans contain a range of policies that encourage mutually supportive land use and public transport provision, which is reflected in this RPTP also. Auckland Council is currently preparing the Unitary Plan, which will guide Auckland's future land-use development through the application of policies and rules for development. This RPTP contains policies that promote the alignment of land-use development with public transport services.
Auckland Council and its council-controlled organisations have prepared other plans and policies that will impact the provision of public transport services and infrastructure in specific parts of the region. These include the Central City Master Plan and the Waterfront Plan.
The New Zealand Energy-Efficiency and Conservation Strategy provides an action plan for energy efficiency and conservation, and the use of renewable sources of energy. This strategy sets an objective of a more energy-efficient transport system, with a greater diversity of fuels and alternative energy technologies.
End Table.
In preparing the RPTP, Auckland Transport is required to take account of the public transport funding likely to be available within the region.
The two main funding sources are subsidies from the NZTA and local contributions. Local contributions consist of revenue (other than farebox revenue) and the contribution set out in Auckland Council's long-term plan as part of the funding for Auckland Transport's activities.
The 2012/15 Auckland Regional Land Transport Programme includes an indicative allocation of $7,081m to public transport services and infrastructure over the next 10 years, as shown in Table 2-2 below.
This includes $3,483m for services (including SuperGold card reimbursement and electric train financing costs) and $3,598m for public transport infrastructure (with approximately 80 per cent allocated to the City Rail Link).
Of the $946m in public transport services expenditure identified for years 1 to 3 of the programme, Auckland Transport has requested $500m, or 53 per cent, from NZTA. An additional $78m has been requested for infrastructure projects.
Table:
Table 2-2: 2012–2015 Regional Land Transport Programme indicative allocations to public transport ($000) (See Footnote 1)
Funding category |
2012/13 |
2013/14 |
2014/15 |
Total years 1 to 3 |
Years 4 to 10 |
10-Year total |
---|---|---|---|---|---|---|
Public Transport services (includes SuperGold card) |
286,840 |
305,146 |
288,710 |
880,696 |
2,274,459 |
3,155,155 |
Electric train financing |
18,541 |
19,996 |
26,967 |
65,504 |
261,962 |
327,466 |
Total services |
305,381 |
325,142 |
315,677 |
946,200 |
2,536,421 |
3,482,621 |
City Rail Link |
110,495 |
180,865 |
169,774 |
461,134 |
2,400,922 |
2,862,056 |
Other Public Transport infrastructure |
137,973 |
213,170 |
202,001 |
553,144 |
183,240 |
736,384 |
Total infrastructure |
248,468 |
394,035 |
371,775 |
1,014,278 |
2,584,162 |
3,598,440 |
Total public transport |
553,849 |
719,177 |
687,452 |
1,960,478 |
5,120,583 |
7,081,061 |
Footnote 1: The indicative allocations in the Regional Land Transport Programme include Auckland Transport's requests for funding from the contestable National Land Transport Fund and other items (notably the City Rail Link) for which NLTF funding is not sought. The indicative allocations for years 1 to 3 have a greater level of funding certainty than do those for years 4 to 10. End Footnote.
End Table.
NZTA seeks value for money from investing National Land Transport Programme funds via approved organisations. Its objective for public transport funding is to achieve better value for money from public transport services and infrastructure by seeking to maintain or grow patronage, particularly where it reduces congestion and supports economic growth and productivity, with the same or fewer resources.
Although additional NZTA funds will be available for the operating costs associated with current commitments to integrated ticketing and rail system improvements, the level of funding available in the short to medium term is expected to be similar to current levels. This means that funding for new initiatives will be limited.
NZTA has indicated that it expects organisations such as Auckland Transport to manage their public transport services and operations within their three-year funding allocation from the National Land Transport Programme, with no additional top-ups for cost escalation or indexation for inflation. In addition, the national farebox recovery policy requires regions to develop and implement their own farebox recovery policies to ensure that users contribute a reasonable proportion of public transport costs through fare payments.
These limitations mean that a major focus for the next decade will be enhancing network performance and achieving better value from existing investments. To achieve this, the following combination of responses is included in this Plan:
Changes to the network structure in order to deliver improved service levels and higher patronage within the existing level of operating resources
More-efficient service procurement arrangements through PTOM to deliver better value for money
Increased user contributions through higher farebox recovery.
The Auckland Plan proposes further major investment in the transport system over the next 30 years to support the growth of the city and to achieve transport outcomes and targets consistent with its vision.
Implementation of the transport aspects of the Auckland Plan will be done through the Integrated Transport Programme (ITP), which will be continuously updated. See Appendix 4 for more details.
The ITP has assessed the 30-year transport investment required to implement the Auckland Plan, and has adopted a four-stage intervention process to establish investment priorities.
In the first decade of the 30-year period, the intention is to build on the investments made over the last decade by completing the strategic road and public transport networks. Many of these investments, such as the rail network electrification, are already under way. When complete, these investments will provide improved service performance, which will, in turn, support economic development and productivity, and the liveability of the city.
Further major investments will be needed in the second decade to maintain this momentum. The priority investment for this decade is the City Rail Link, which will provide a dramatic increase in the capacity and effectiveness of the public transport system. The City Rail Link will result in a more cost-effective use of the whole rail network by removing the bottleneck at its centre (Britomart), in the same way that investments in the motorway network have progressively removed bottlenecks and increased the efficiency of the state highway network. As noted in the Auckland Plan, additional funding sources will be needed so that the City Rail Link can be completed.
Although the proposed investments will increase the whole-of-life costs of operating, maintaining and renewing the network, they will enable far more people to travel through the system safely and efficiently. By prioritising and sequencing the investment with land-use development and travel demand growth, it should be possible to deliver improved system performance and productivity, and lower unit costs over the longer term, as shown below:
Graph:
Figure 2-2: Auckland 30-year transport investment, productivity and unit costs
Transcriber's Note: The line graph data are summarised below.
y-axis: Patronage and Investment (no scale)
x-axis: Time (2012 shown approximately one third of the way along the graph)
Graph key: Patronage; Operating costs/passenger; Infrastructure investment and management to cope with growth
Patronage is shown to shown to start low and track upward in a gentle s-shaped curve.
Operating costs/passenger is shown to start at a medium level, rise gently until after 2012 and then drop off into a gradual downward trend.
Infrastructure Investment is shown to start low and increase rapidly until after 2012, where it dips, then levels off into a gradual upward trend.
End Graph.
This chapter summarises the current types of public transport services, recent investments and developments and the ensuing benefits. It also outlines the challenges that remain and proposed responses.
Page 29The current public transport network serves the Auckland metropolitan area along with some services to outlying centres such as Helensville and Beachlands. Services are provided by trains, buses, ferries and small passenger vehicles and taxis for the Total Mobility services. Service levels vary by route, by day of the week and by time of day, in response to changing demand.
The current services are described in Appendix 2. The network core consists of the services operating on dedicated rights of way, free of traffic congestion – the rail network and the Northern Busway. These are supported by bus services on major arterial roads, which generally operate at a high level of service, and local routes that are less frequent. Ferry services operate between coastal areas and the city centre.
Many current services operate on a radial pattern between the suburbs and the city centre. Crosstown services include the three LINK bus services that follow loop routes within the city centre and the inner suburbs.
Over recent years, improvements to Auckland's public transport services have focused on creating higher-frequency services and improved local networks. This has included significant investment in the rail network and the Northern Busway, which form Auckland's rapid transit network.
This investment has been supported by a range of improvements to both the quality and frequency of bus and ferry services, especially on major routes.
Current projects, including rail electrification, new electric trains and integrated ticketing will provide the foundation for a completely integrated network in the future.
The table below highlights developments in progress or completed since the 2010 RPTP.
Table:
Table 3-1: Public transport developments since 2010
Transcriber's Note: The table has been converted to text. End Note.
Western Line double-tracking; Onehunga Line reopened; Manukau Spur completed
Manukau and Onehunga Stations completed; Parnell Station started
New Lynn trench and bus/train interchange completed, with transit-oriented development underway. Panmure Interchange underway.
New Electric Multiple Units(EMU) depot complete and contract for electric trains let and underway
Electrification and signalling improvements progressing across network with 2014 target completion
Ongoing programme of station upgrades to accommodate longer trains and enhance customer amenities underway
Real-time information upgrades and rollout continuing
Implementation of integrated ticketing well underway
Ongoing programme of corridor, infrastructure and service reviews to improve operations
LINK and Western Bays network changes implemented
Real-time information upgrades and rollout continuing; Launch of mobile and Internet-based applications for bus departure times at all stops
Expansion of Albany Busway Park-and-Ride complete
Implementation of integrated ticketing well underway
Terminals for Hobsonville Point and Beach Haven complete, with new services running from 2013; Stanley Bay terminal upgrade completed
Birkenhead Ferry Terminal berthing improvements completed
Planning and investigations for the Half Moon Bay and Bayswater Ferry Terminal upgrades undertaken
Downtown Ferry Terminal upgrade and improvements ongoing
Implementation of integrated ticketing well underway
End Table.
The recent investment in public transport infrastructure and services to date has resulted in significant growth in patronage, with 71.1 million public transport boardings in the year to June 2012.
Auckland's historic pattern of public transport patronage shows that total patronage has more than doubled since a low point in the early 1990s, and has increased by 35 per cent in the last five years. Figure 3-1 below shows that total patronage is now at its highest level since the late 1950s.
All modes have shown growth, with rail patronage being particularly strong in recent years. Since the Britomart Transport Centre opened in 2003, rail boardings have increased sharply from 2.5 million to 10.9 million in 2012. Bus patronage has also increased significantly in recent years.
Graph:
Figure 3-1: Annual Auckland public transport boardings (millions), 1920–2012
Transcriber's Note:
The histogram graph data have been summarised in a table below. All data are approximate and have been rounded to the nearest 5 million.
End Note.
blank |
1920 |
1930 |
1940 |
1950 |
1960 |
1970 |
1980 |
1990 |
2000 |
2010 |
---|---|---|---|---|---|---|---|---|---|---|
Tram |
65 |
70 |
70 |
105 |
No visible data |
No visible data |
No visible data |
No visible data |
No visible data |
No visible data |
Bus |
No visible data |
10 |
15 |
20 |
60 |
45 |
60 |
55 |
40 |
70 |
Trolley bus |
No visible data |
No visible data |
No visible data |
10 |
30 |
20 |
5 |
No visible data |
No visible data |
No visible data |
Train |
10 |
10 |
10 |
10 |
5 |
5 |
5 |
0 |
5 |
15 |
Ferry |
5 |
5 |
5 |
10 |
5 |
0 |
0 |
0 |
5 |
5 |
End Graph.
Despite these successes, Auckland's public transport system still has shortcomings. The existing network of bus routes is complex, with around 400 different route numbers employed. Many of these routes are infrequent, long and indirect. This results in customer confusion and duplicated resources. Public transport in Auckland can be particularly hard to understand for visitors to the city and occasional users of the system. When compared to car travel, many public transport trips are slow due to long waits for connections to other modes and routes and between services, and slow boarding and travel times.
Looking to the future, Auckland's continued growth also presents a number of challenges for the public transport system. The major challenges, and Auckland Transport's proposed responses, are outlined below.
Pages 31–33Table:
Table 3 2: Major challenges and proposed responses
Transcriber's Note: The table has been converted to text. Table headings were: Challenge; Current situation; Proposed response. End Note.
Current situation: The absence of an integrated and connected multi-modal network means that mode specific patronage gains, especially with a city centre focus, are insufficient to achieve the major shift to public transport use across Auckland at the scale needed to achieve Auckland Plan targets.
Proposed response: The new service network structure identified in this Plan expands the coverage of high-frequency services. These will enable more people to access more destinations throughout the day, including metropolitan and town centres, in addition to the city centre. The integrated network will be supported by integrated ticketing and fares, greatly improving the ease of access to a wider range of key destinations.
Current situation: The current system is only partially aligned with land-use changes, with greenfield initiatives being a particular weakness. Until recently, development was not influenced significantly by the presence of good public transport access. There are signs that this is changing with the ongoing investments in high-quality, permanent, public transport infrastructure and services.
Proposed response: The new service network will provide a permanent connective grid of frequent services. This will provide certainty for land-use intensification. This Plan also enables service extensions to be planned together with greenfield developments.
Current situation: Auckland's travel patterns reflect a diverse pattern of movements from many origins to many destinations; this is difficult to service with a traditional, radial, public transport network. There is a limited customer base for many of the current peak and point-to-point focused services.
Proposed response: The new network will provide better integration of bus, rail and ferry services. This will enable them to work together to offer a wider range of destinations without compromising service coverage. In particular, the frequent 'all-day' service network will be greatly expanded to offer improved mobility to more destinations.
Current situation: Public transport funding is becoming more constrained as the Government strives to obtain better value for money from its current spending, while the economic situation demands restraint.
In the medium term, significant additional investment will be required to achieve the patronage targets set in the Auckland Plan. This will require new funding sources to be identified.
Proposed response: The need to make more-effective use of existing financial resources is a key driver of the policies in this Plan, including the new service network proposals. This has resulted in proposals that shift resources away from currently over lapping radial and point-to-point routes, to a stronger focus on newly emerging areas of demand and a connected service network. More efficient procurement arrangements will improve value for money also.
Current situation: NZTA has set a national farebox recovery target of 50 per cent. The current Farebox Recovery Ratio in Auckland is approximately 44 per cent. Improving this ratio towards the national target will require a combination of increases in fare revenues (from increased passenger numbers and fare adjustments) and reductions in operating costs (see Appendix 6 for more details).
Proposed response: The new service network proposals outlined in this Plan are expected to result in better utilisation of resources, and increased patronage and fare revenues through a service pattern that is better aligned to meet future demands. The farebox recovery policy also provides for regular annual fare reviews, to ensure that fare levels keep pace with changes in operating costs. The rail electrification and implementation of the PTOM should also deliver operational efficiencies as well.
Current situation: Appendix 7 describes the access needs of the transport-disadvantaged. The current public transport system caters to these needs through bus routes that connect to key activity centres, specialised services such as Total Mobility, accessible vehicles and concessionary fares to target groups.
Proposed response: The new network design places stronger emphasis on providing access to key activity centres, with the rapid and frequent service network allowing additional connections to other centres and the city centre. This Plan also provides for the continuation of concession fares, specialised services such as Total Mobility and community transport services in areas where scheduled bus services are not cost effective.
Current situation: Successful implementation of the new public transport network will require development of supporting infrastructure to provide safe and convenient interchanges between services. It is important that these facilities, and the services they support, are planned and implemented in a coordinated manner.
Proposed response: The new service network design identifies locations where new infrastructure is needed. This Plan includes policies that will facilitate the integrated planning and development of services and infrastructure, to ensure that the passenger experience is as safe, convenient and seamless as possible. As a single agency responsible for service and infrastructure delivery, Auckland Transport can ensure integration to greater extent than has been possible in the past.
Current situation: For most trips, public transport (particularly bus travel) is far slower than is driving due to a combination of low-frequency services (with associated waiting times), slow boarding times, and stop-start travel. Achieving a major mode shift requires actions to reduce travel time on public transport, making it more competitive with car travel.
Proposed response: This Plan includes a range of initiatives that will help to make public transport travel time more competitive. These include Auckland Integrated Fare System (AIFS) card implementation to reduce boarding times, electrification to speed up the rail system, development of a rapid and frequent service network to reduce waiting and connection times, improved pedestrian access to train stations or from Park-and-Ride facilities, and bus priorities to reduce bus travel times (as discussed below).
Current Situation: As traffic volumes grow, the ability of the public transport system to offer an attractive alternative to private-vehicle travel can be compromised when services are affected by traffic congestion. This increases bus travel times, reduces reliability and makes connections between services difficult to achieve. It also adds to the resources needed to operate the service.
Proposed response: This Plan highlights the need to develop a clear policy framework for bus-priority measures, and when and where these will be necessary to ensure are liable and efficient bus service. This will be particularly important to help achieve the reliable connections needed for the success of the new network design.
Current Situation: The cost-effective provision of transport services to areas of low demand is a common challenge for public transport providers and funders. Services to rural communities are currently very limited. Within urban Auckland, the timely provision of services to newly developing residential areas is also a challenge.
Proposed response: The new service network design is intended to provide flexibility to enable expansion into newly developing areas when appropriate. By initially connecting these growth areas into key activity centres and/or by providing Park-and-Ride opportunities, access to a wider range of destinations will be provided via the rapid and frequent service network. This Plan also provides for community transport services in areas where scheduled bus services are not cost effective.
Current Situation: Public transport offers the potential for a more energy-efficient transport system, by carrying more people in fewer vehicles. However, the public transport system itself needs to be as energy efficient as possible.
Proposed response: The Plan provides for a change to the network that is designed to deliver more trips within the existing level of resources, which will deliver energy efficiencies. Vehicle-quality policies provide for newer, cleaner, well-patronised diesel buses and electric trains, and the investigation of alternative fuel technologies for buses.
End Table.
This chapter sets out the future vision for public transport in Auckland, together with supporting outcomes and objectives. It also sets out measures and targets that we can use to track our progress.
Pages 35–36An integrated, efficient and effective public transport network that caters for a wider range of trips and is valued by Aucklanders.
To achieve this vision, Auckland's public transport system needs to deliver:
Services that align with future land-use patterns
Services that meet customer needs
Increased passenger numbers
Increased public transport mode share
Improved value for money.
Auckland Transport has identified a series of measures that will help to measure our progress towards achieving these outcomes. Key measures are outlined below, with an indication of current performance, and future projected targets that reflect both the Auckland Plan targets and those considered achievable over the next 10 years within current funding provision. They will be supported by more-detailed performance indicators, which are described in the monitoring policies in Section 6.10.
Table:
Table 4 1: Key outcomes and measurements
Outcome |
Measure |
Current performance |
Auckland Plan Target |
Funded Target 2022 (See Footnote 2) |
Services that align with Auckland's future land-use pattern |
Percentage of households within 500 metres' walk of the rapid and frequent service network |
14% |
32% (2040) |
40% |
Services that meet customer needs (a) |
Percentage of households within 500 metres' walk of a public transport stop |
Approximately 80% in urban area |
n.a. |
90% |
Services that meet customer needs (b) |
Percentage of customers satisfied with their public transport service |
87% TBA |
n.a.; 140.0 |
>90%; 103.0 |
Increased passenger numbers (a) |
Total passenger boardings per annum |
69.1 million |
140 million (2022) |
103 million |
Increased passenger numbers (b) |
Annual passenger boardings per capita |
48.7 (urban area) |
100 (2040); 100.00 |
57; 57.00 |
Increased public transport mode share |
Percentage of peak-period trips to central city made by public transport |
47% |
70% (2040) |
55% |
Improved value for money (a) |
Farebox Recovery Ratio |
45% |
n.a. |
50% |
Improved value for money (b) |
Operating subsidy per passenger kilometre |
$0.27 |
n.a. |
$0.25; (CPI adjusted) |
Footnote 2: The 'funded target 2022' shows the target level of performance that Auckland Transport aims to achieve by 2022 with the level of public transport funding expected to be available over the next 10 years, as outlined in Section 2.3. These may differ from the Auckland Plan targets, which are generally longer term (2040). End Footnote.
End Table.
Achieving future targets is contingent on realising assumed land-use growth patterns, sufficient investment in public transport over the period and the positive response of the general public to service proposals.
To help deliver the vision and associated outcomes, Auckland Transport has developed the following objectives for Auckland's public transport system:
1. A permanent network of connected frequent services that supports Auckland's future growth
2. Simple, integrated services that connect people with where they want to go
3. A high standard of public transport infrastructure that supports service provision and enhances the customer experience
4. A convenient and reliable public transport system using modern vehicles
5. A fares and ticketing system that attracts and retains customers, while balancing user contributions against public funding
6. Simple, visible and intuitive customer information and service
7. Improved access for communities and groups whose needs are not met by the regular public transport system
8. A procurement system that supports the efficient delivery of public transport services
9. Effective and efficient allocation of public transport funding
10. A system of monitoring and review that supports continuous improvement.
These are discussed in more detail in Chapter 6, together with supporting policies and actions
Page 38This chapter sets out the key directions that this Plan is taking to achieve its objectives, and provides an overview of the new network concept.
Pages 39–40The Auckland Plan has set a number of challenging targets for public transport. It recognises that the ability of Auckland's transport system to meet the future growth in travel demand will depend on further investment in the public transport system to improve its capacity and service levels.
To achieve this, Auckland Transport proposes to implement a range of improvements to services and supporting infrastructure. These improvements aim to retain and grow the existing customer base, and attract new customers to public transport.
The planning horizon for the RPTP is up to 10 years. The approach taken towards network planning in this Plan has been to:
Focus on the improvements needed to achieve an integrated public transport network before the completion of the City Rail Link (which is planned to be operational towards the end of the planning period)
Ensure that network improvements can be successful regardless of the timing of the City Rail Link
Identify those changes that are needed to maximise the benefits of the City Rail Link and to ensure its successful implementation.
This approach builds on the momentum being delivered by recent system improvements and others that are currently being delivered, including rail electrification, the new electric rail units, and integrated ticketing. The challenge is to do this in a way that better meets customer demands while making best use of our limited transport resources.
The approach outlined in this Plan responds to this challenge by setting out a refined, integrated network structure for Auckland's public transport system which allows improved levels of service through better utilisation of the current level of operating resources. This will deliver more frequent and reliable services and more travel choices in a cost-effective manner. It will also support Auckland's future growth by providing a permanent network of frequent services and infrastructure that will give greater certainty for land-use development decisions.
When the timing of the City Rail Link is more certain, further changes to the supporting public transport system will probably be needed. These will be reflected in future versions of this Plan.
The table below shows the expected transition towards the mature public transport system that will be in place by 2022.
Table:
Table 5-1: Anticipated changes in the public transport network
Transcriber's Note: The table has been converted to text. Table headings were: Current (2013); Transitional (by 2016); Mature (by 2022). End Note.
Current (2013): Complex system of about 40 routes with emphasis on point-to-point and peak services
Transitional (by 2016): Implementation of a simpler, more connective network of about 130 routes before the City Rail Link
Mature (by 2022): Completion of simpler, more connective network based on high-frequency services maximised by the operational City Rail Link
Current (2013): Radial route structure provides good access to city centre but access to other key destinations is patchy
Transitional (by 2016): Good access to city centre retained but connected network offers easier access to a wide range of additional destinations, and facilitates crosstown travel
Mature (by 2022): Connected network and enhanced capacity from City Rail Link offers very good access to city centre and easier access to a wide range of additional destinations, and facilitates crosstown travel
Current (2013): Begin negotiating alignment with operator contracts through the PTOM
Transitional (by 2016): Let progressive PTOM contracts for all public transport services to implement the connected service network
Mature (by 2022): Continued service procurement and management through the PTOM performance-based contracts
Current (2013): Integrated ticket implementation (AT HOP branded)
Transitional (by 2016): Develop and finalise the appropriate integrated fare system without transfer penalties
Mature (by 2022): Integrated ticket and fare system allows seamless passenger transfers between operators and modes without transfer penalties
Current (2013): Identify and programme infrastructure requirements
Transitional (by 2016): Investment in infrastructure and customer facilities upgrades, especially on the rapid and frequent service network
Mature (by 2022): Completed infrastructure and customer facilities allow seamless passenger connections between services, and reliable and cost efficient operation of services
Current (2013): Route structure impacts reliable service delivery; Timetable run-time update to reflect the operating environment; GPS tracking option to performance-manage services under development
Transitional (by 2016): Simpler, connected service structure improves reliability; High frequency services reduce waiting time; Interactive customer use of real time tracking service information; PTOM contracts performance manage service delivery, and GPS tracking provides continuous improvement; Consistent system branding and presentation
Mature (by 2022): Continuous improvement through PTOM contract performance management
Current (2013): Complex route structure results in complex information; Limited early use of GPS tracking system to provide real-time information
Transitional (by 2016): Simple and intuitive public transport information and network-wide way-finding; Intuitive and customer interactive use of GPS service tracking real-time information
Mature (by 2022): Continued improvement through technology where possible
Current (2013): Procurement of new train fleet completed and design underway; Network electrification underway
Transitional (by 2016): New train fleet implemented and operational
Mature (by 2022): City Rail Link provides an expanded rail network and optimum use of the rail network
Current (2013): Route protection underway
Transitional (by 2016): Land purchase and detailed design
Mature (by 2022): City Rail Link is operational, expanding system capacity and improving access by public transport
End Table.
The new service network structure will be built around a core network of rapid and frequent services. These include the existing rapid transit services on rail and the Northern Busway, supplemented by a number of high-frequency bus routes connecting major centres. The rapid and frequent service network will deliver at least a 15-minute service operating all day (initially from 7am to 7pm with reduced frequencies outside those hours). It will be complemented by a network of connector routes that operate all-day services every half-hour. In addition, a supporting network of local, peak-only, and targeted services will cater to specific market needs. The new network structure is shown below:
Page 41Diagram:
Figure 5-1: New network: service categories
Transcriber's Note: The diagram text is listed below. End Note.
Defining features: All Day Network
Minimum Frequency: 15 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Dedicated Right of Way
Defining features: All Day Network
Minimum Frequency: 15 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Priority measures required
Defining features: All Day Network
Minimum Frequency: 30 minutes
Operating Hours: 7am–7pm, lower frequencies outside these hours
Achieving Speed & Reliability: Priority measures required
Defining features: Supporting Network
Minimum Frequency: Driven by demand
Operating Hours: Driven by demand
Achieving Speed & Reliability: Limited priority measures
End Diagram.
The main change from the current network pattern will be the much stronger focus on integration between services. This requires an equally strong focus on the development of convenient interchange facilities, high frequency services and a simple integrated fare system.
Although some passengers will need to transfer between services to complete a particular trip, the impact will be minimised by the provision of good interchange facilities, integrated ticketing and fares, and improved frequencies. An additional benefit results from access to a much wider set of destinations.
Figure 5-2 shows a conceptual map of rapid and frequent services highlighting the advantages of a connective network providing all-day accessibility across many destinations in the region.
Figure 5-3 shows its planned geographic spread after the initial implementation is completed by 2016, while Figure 5-4 shows the proposed core network in 2022, which includes the changes that will be made to support the City Rail Link.
In the longer term, further extensions to the rapid and frequent service network are likely to accommodate Auckland's growth. For example, the extension of the rapid transit network to connect to Auckland Airport is currently under investigation. Once confirmed, such network extensions will be incorporated into this Plan through a variation.
The rapid and frequent service network will be supported by connector services operating at 30-minute intervals. This combination of rapid, frequent and connector services will form the all-day network, which will provide good coverage throughout the urban area. The proposed coverage of the all-day network in 2016 is shown in Figure 5-5, while Figure 5-6 shows it in 2022, following completion of the City Rail Link.
It is important to note that Figures 5-2 to 5-6 do not show all of the services that will be available in the future. In addition to the rapid, frequent and connector services illustrated in the maps, a supporting network of local, peak-only and targeted services will be available (including services in the outer parts of the region that are not covered by the maps in Figures 5-2 to 5-6). These services are described in Appendix 1 (See Footnote 3), and details of regional services proposed in the outer parts of the region are shown in Figure 5.7.
Footnote 3: Maps of proposed local, peak-only and targeted services will be prepared as part of the local consultation process, and finalised once that process has been completed and the routes confirmed. End Footnote.
Some of the services shown in Figures 5-2 to 5-6 and described in Appendix 1 are existing services that are deemed to be exempt services under Section 153 (2) of the LTMA. These include the Airbus service, and ferry services to Devonport, Stanley Bay and Waiheke. These services are integral to the regional public transport network, as they provide important public transport connections within the urban area and are integrated with other services in the network. As exempt services, however, they are not provided under contract with Auckland Transport.
Should any of these deemed exempt services cease to be operated by the relevant public transport operator, the relevant service will be deregistered with effect on and from one day following the date that the relevant public transport operator ceases to operate it. The relevant route description of the deemed exempt service will then become a unit for the
Page 42purposes of the LTMA. Unless specifically identified, the policies and procedures in Chapter 6 do not apply to exempt services.
In addition to the new services described in this Plan, improvements to the connectivity of walking and cycling networks with proposed public transport interchanges and stops are essential to improve access to the proposed simplified public transport network. These improvements would extend opportunities to benefit from the improved public transport services as part of a wider 'whole journey' approach.
The future role of ferry services within the new network is in need of further review. Until now, ferry services have been provided through a mix of commercial and contracted services, and their fare structures have differed from those offered on bus and rail. Given the Auckland maritime environment, the potential for ferries to play a greater role in the public transport system is recognised, but this needs to be carried out in a way that integrates with the rest of the network, while acknowledging the specific characteristics of Auckland's ferry market (including a strong tourism component, and the fact that some ferry services, as noted above, are deemed to be exempt services under the LTMA). The review outlined in this Plan will consider options for achieving greater integration, potential new ferry connections and supporting feeder services.
The policies and actions set out in the next chapter have been designed to give effect to the new network structure. They are also designed to address the challenges that are inherent with the implementation of the new network, especially in relation to the need for interchange between services. In this regard, the policies associated with infrastructure and integrated fares will be particularly important in the successful implementation of the new system.
Map:
Figure 5-2: Metro-style conceptual map of a rapid and frequent service network
Transcriber's Note: The map encompasses the Auckland region from Albany (to Silverdale) in the north, Howick in the east, Papakura (to Pukekohe) in the south and Swanson in the west. There is no key present. End Map.
Map:
Figure 5-3: Proposed rapid and frequent service network, 2016
Transcriber's Note: The map encompasses Northcross in the north, Howick in the east, Papakura in the south and Swanson in the west.
Major Interchanges (in alphabetical order):
Akoranga
Britomart
Henderson
Manukau
New Lynn
Newmarket
Onehunga
Panmure
Takapuna
University
Wynyard
Map key follows. End Note.
Major Interchange; Intermediate Interchange; Minor Interchange; Station or Locality; Ferry Wharf
End Map.
Map:
Figure 5-4: Proposed rapid and frequent service network, 2022
Transcriber's Note: The scope and key of the map match Figure 5-3. There are two additional Major Interchanges: Aotea; Newton.
End Map.
Map:
Figure 5-5: Proposed all-day service network, 2016
Transcriber's Note: The map encompasses Albany (to Orewa and Whangaparoa) in the north, Howick in the east, Papakura (to Pukekohe) in the south, Swanson in the west and Westgate (to Huapai, Waimaku and Helensville) in the northwest. Major interchanges: See Figure 5-3. Map key follows. End Note.
Rapid Network; Frequent Network; Connector Network; Major Interchange; Intermediate Interchange; Minor Interchange; Station or Locality; Ferry Wharf.
Note: map does not show proposed local peak-only and targeted services.
End Map.
Map:
Figure 5-6: Proposed all-day service network, 2022
Transcriber's Note: The scope and key of the map match Figure 5-5. Major interchanges: See Figure 5-4. End Note.
Note: map does not show proposed local peak-only and targeted services.
End Map.
Maps:
Figure 5-7: Proposed regional services
Transcriber's Note: A full list of interchanges and stations follows.
Map 1: North Regional Services:
Gulf Harbour
Manly
Silverdale
Waiwera
Warkworth
Map 2: West Regional Services:
Helensville
Henderson
Huapai
Swanson
Waimaku
Waitakere Village
Westgate
Whenuapai
Map 3: East Regional Services:
Maraetai
Matiatia Wharf
Pine Harbour
Map 4: South Regional Services:
Drury
Papakura
Pukekohe
Waiuku
A key to the maps follows. End Note.
Rapid Network; Connector Network; Local Network; Major Interchange; Intermediate Interchange; Minor Interchange; Station or Locality.
End Maps.
This chapter sets out the policies that apply to public transport services in the Auckland region, and the actions that Auckland Transport proposes to take to implement those policies.
Page 49The vision and outcomes in Chapter 4 describe the longer-term direction for public transport in Auckland, and what it aims to deliver. This chapter sets out the policies that will be followed in order to progress towards this longer-term vision and these outcomes. It also describes the actions that Auckland Transport intends to take to implement those policies.
Ten policy areas are outlined in the following sections:
6.1 Network structure
6.2 Integrated service network
6.3 Infrastructure
6.4 Service quality
6.5 Fares and ticketing
6.6 Customer interface
6.7 Assisting the transport-disadvantaged
6.8 Procurement and exempt services
6.9 Funding and prioritisation
6.10 Monitoring and review.
Each section has the following format:
Objective: a statement describing the aim of the policy area
Discussion: a summary of the context for the policy area, including the issues it is addressing and the outcomes that it affects
Policies: the general course of action that Auckland Transport will follow to achieve each objective and guide its decisions on the future delivery of public transport services in Auckland
Actions: the specific actions that Auckland Transport intends to take to implement each policy.
Implementation of the policies and actions depends on whether funding is available.
Auckland Transport's expectation is that the objectives, policies and actions in this chapter are reflected in the provisions of PTOM unit contracts with public transport operators. In particular, the following policies and actions apply to units:
Table:
Transcriber's Note: The Table has been converted to text. The following headings have been omitted: Policy no.; Subject. End Note.
2.7 Minimum levels of service (frequency and hours of operation)
2.8 (a) Adjustments to levels of service
3.3 (a) Use of infrastructure and access agreements
4.3 Reliability and punctuality standards, monitoring and driver training
4.4 Vehicle and vessel standards
4.5 Performance-based contracts
4.6 Information required to monitor service performance
5.1 Integrated fares and ticketing system
5.2 Participation in integrated fares and ticketing
5.5 Setting and reviewing fares
5.7 Concession fares
5.9 (b) Revenue protection and inspection
6.2 (b) Branding on vehicles and vessels
6.6 Customer service and quality
7.1 (c) Services to be operated with accessible vehicles
8.1 Establishment of units and PTOM framework
8.2 Service continuity provisions
8.4 PTOM agreements and partnership approach
8.5 Rail units
8.6 Transition to PTOM contracts
10.1 Unit performance monitoring
10.2 Service reviews
End Table.
In addition, Policy 7.2 applies to taxi and shuttle services for which Auckland Transport intends to provide financial assistance.
Unless specifically identified, the policies and actions outlined in this chapter do not apply to exempt services.
Page 50Auckland Transport proposes to use an improved approach to public transport provision, based on a simplified route structure. The core of the new system will be an integrated network of high-frequency, all-day services that will provide connections between key locations, including the city centre, metropolitan centres and major town centres. By providing strong and permanent links between growth centres, the rapid and frequent service network and its supporting infrastructure will support intensification and development at key locations. This, in turn, will provide certainty for developers, investors, businesses and residents.
The core rapid and frequent service network will provide services at least every 15 minutes throughout the day. It will consist of the existing rapid services (rail and busway) that operate on their own rights of way, plus an extensive network of high-frequency bus routes which will provide connections between key activity centres, and to and from the city centre. The proposed rapid and frequent service network in 2016 is shown in Figure 5-2 and Figure 5-3.
The target operating period for the rapid and frequent service network is between 6am and 9pm, seven days a week (with lower frequencies outside these times). This will be phased in, depending on funding and demand. The initial target for the all-day rapid and frequent services is 7am to 7pm, seven days a week, by 2016, with future extensions of the time span subject to resources and service demand.
The rapid and frequent service network will be complemented by a range of other services, as outlined in Section 6.2. These include a network of connector services, with bus services operating at least every 30 minutes throughout the same operating period as that of the rapid and frequent service network. The proposed connector services in 2016 are shown in Figure 5-5. As demand grows over time, the aim is to have some of these services become part of the frequent service network.
A core network that is permanent provides significant longer-term benefits for Auckland, notably:
Efficient use of infrastructure, as it is used more intensively throughout the day
Support for land-use intensification along key corridors and centres as people choose to be close to the rapid and frequent services. As the frequent services tend to operate on regional arterials, decongestion benefits are likely to result on these roads.
A virtuous circle is created, whereby quality public transport supports land-use intensification, which in turn supports further increases in service frequency and hours of operation as demand grows over time.
Investing in this type of network is expected to achieve better value-for money outcomes for Auckland Transport and its funders.
Page 51Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
Plan and procure services on the rapid and frequent service network (Figure 5-2 and Figure 5-3) to provide frequent connections between key growth centres, and to and from the Auckland city centre. The rapid and frequent service network includes two components:
Rapid services that have dedicated access to their own rights of way along high-density corridors (i.e. rail and Northern Busway services)
Frequent services provided by a network of frequent bus or ferry services operating along medium to high-density corridors, with bus-priority measures and connections to key activity and employment centres.
Design the rapid and frequent service network so that at least 40 per cent of the population within the Rural-Urban Boundary reside or work within 50 metre walk of a rapid or frequent service stop
Design interchanges on the rapid and frequent service network to facilitate convenient connections to and between rapid and frequent services
a. Work with the Auckland Council to ensure that the Unitary Plan includes land-use policies that support intensification at locations on the rapid and frequent service network
b. Promote transit-oriented development around key interchange locations on the rapid and frequent service network
c. Work with Auckland Council to ensure that the value added by investment in the rapid and frequent service network is part of apportioning costs for the adjoining land-use development proposals
d. Actively encourage and provide guidance to developers with greenfield and urban intensification proposals to complete an Integrated Transport Assessment to ensure land use is integrated with the rapid and frequent service network
e. Work with Auckland Council to ensure that the Unitary Plan and this Plan are mutually supportive
f. Work with Auckland Council to ensure that Integrated Transport Assessment guidelines are included in the Unitary Plan to ensure adequate consideration of public transport in development proposals
a. Promote the complementary design of public transport services and parking regulations and policies, including pricing
b. Design parking and Park-and-Ride pricing policies in manner that is supportive of public transport services, given prevailing fare strategies
c. Review area parking strategies and pricing policies to effectively manage parking around transport interchanges and to encourage usage of feeder bus services
End Table.
The rapid and frequent service network described in Section 6.1 will be the core of a simplified route structure that will provide an integrated network of services. This will allow more convenient access to a wider range of destinations across a longer time span.
The network will be based on a hierarchy of route categories differentiated by their frequency and hours of operation, as shown in Figure 5-1. Routes will be designed to provide strong links between growth centres, with services and infrastructure providing support for intensification and development around key transport nodes.
The core of the new system will be the rapid and frequent service network, which will provide all-day, high frequency services at least every 15 minutes. This network will be complemented by a network of connector services that will extend all-day service coverage but at a lower frequency (generally half-hourly).
In addition, local, peak-only and targeted services will be tailored to meet specific demands, and to ensure a reasonable level of geographic coverage across the city.
Where possible, local and targeted services will be routed to enable passengers to make connections to the rapid and frequent service network at key interchanges, such as train and busway stations, and town centres. This will allow more passengers to access a wider range of destinations across a longer time span and will provide greater mobility.
This network of services will provide a simpler and better-integrated system, with improved opportunities for connections to more destinations. By focusing on what is important to most customers (i.e. improved service frequency and longer hours of operation), accelerated growth in overall patronage is likely to result.
In future, passengers may need to transfer between services to complete their journey, even though a lower frequency, point-to-point service may have operated previously. The success of the new network therefore depends upon enabling customers to move easily between the different services, particularly at key interchanges, and providing good quality customer information.
This approach is predicated on investment in improved interchanges and ticketing systems to enable easier transfers to be made without fare penalties. The policy framework for these changes is set out in Sections 6.3 and 6.5. Higher service frequencies and reliable on-time services are also required to deliver on this policy, with agreed business operating rules between connecting service providers.
The changing nature of demand means that there will be an ongoing need to consider new and innovative responses. The policies and actions below provide the opportunity for new services to be added to the network where these meet identified demand in a cost-effective and integrated manner. (See Footnote 4)
Footnote 4: For example, possible future connections between the Wynyard Quarter and Britomart are currently under review. End Footnote.
A review of the future role of ferry services within the new network is to be undertaken. This will consider options for improving existing services to provide better integration with the wider public transport network, as well as considering potential new ferry connections and supporting feeder services. The Ferry Plan will identify any changes that will need to be incorporated through future variations to the RPTP.
Chapter 7 and Appendix 1 provide more detail on the services that Auckland Transport has identified as being integral to the public transport network.
Implementation of the new network structure will require some significant changes to the bus service network. Auckland Transport intends to implement these changes in a staged programme of bus service network reviews, as detailed in Chapter 8.
Pages 53–55Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
Plan and procure services using the following integrated service layers:
Rapid services: frequent connections on the rail network and Northern Busway
Frequent services: core network of bus services that provide frequent connections between key growth centres, and to and from the Auckland city centre
Connector services: moderate-frequency services (generally half-hourly) with connections to metropolitan and town centres, employment and activity centres
Local services: access to metropolitan or town centres for areas without direct access to frequent or connector services
Peak-only services: point-to-point services to meet specific commuter demands and improve coverage or provide more direct services where required
Targeted services: services with flexible frequencies and time spans suited to demand, generally connecting residential area with their town centres and providing connections to the rapid and frequent service network
Design routes so that at least 90 per cent of the population within the rural-urban boundary lives or works within 50 metre walk of a rail, bus or ferry stop
a. Design routes, interchanges and timetables to provide convenient connections between services and to minimise total journey time, including waiting time for connections
b. Design routes, interchanges and timetables to ensure that connections between services involve waiting time of no more than15minutes
a. Work with key stakeholders and service providers to review the role that ferries currently play in the integrated public transport network, and the way in which this should evolve in the future
b. In collaboration with ferry operators and Auckland Council, prepare Ferry Plan by June 2014 that sets out the actions needed to better integrate ferry services, including deemed exempt services, into the Auckland public transport network, including provision for new and improved services, infrastructure, fare structures and feeder services as appropriate; and incorporate these actions into the RPTP by variation
a. Evaluate public transport infrastructure requirements and service demands in urban development areas
b. Where appropriate, introduce public transport services and infrastructure in new and developing urban areas in a timely and cost-effective manner
c. Encourage planning decision-makers and authorities to ensure that public transport corridors are identified and provided for in all significant new developments
d. Actively encourage and provide guidance to developers with greenfield and urban intensification proposals to complete an Integrated Transport Assessment to ensure adequate consideration is given to public transport requirements
a. Identify the needs of existing and potential public transport customers through research and demand analyses then consider these during service planning, reviews and procurement
b. Consult operators, customers and the public in the affected area during the service planning and reviews prior to procurement
c. Work with representatives of target groups to identify the potential for scheduled or demand-responsive services to particular facilities with regular travel demands, and implement appropriate improvements
d. Consider options for new services or modes where these are shown to meet customer demand in a cost-effective and integrated manner and introduce such changes as variation to this Plan where appropriate.
Provide the following minimum service levels for each service layer:
Rapid and frequent: 15 minutes or better between 7am and 7pm on weekdays and at weekends (phased subject to demand)
Connector: 30 minutes or better between 7am and 7pm, weekdays and weekends (phased subject to demand)
Local, peak-only and targeted services (and services on rapid, frequent and connector routes
a. Put mechanisms in place within the PTOM contracting environment to allow service provisions to be adjusted efficiently and effectively to match demand, fare revenue and service yield changes and respond to new service opportunities by taking into account the following thresholds for patronage levels that trigger a service review:
Maximum loading thresholds: frequencies and capacity are monitored and adjusted to ensure that average loadings at the peak loading point on any route do not exceed 85 per cent of total capacity (including standing space) in any 15-minute period during the peak period or 60 per cent of total capacity (including standing space) in any 60-minute period during off-peak periods
Minimum demand thresholds: frequencies and hours of operation are monitored for persistently low loadings (i.e. where patronage at the maximum load point on a route is less than 50 per cent of seated capacity (averaged by the number of trips operated during any 20-minute period) during peak periods, or less than 30 per cent of seated capacity during off-peak periods), with revision and adjustments made to ensure that the PTOM contract continues to perform in an appropriate manner against relevant key performance indicators(KPIs)
b. Put mechanisms in place to enable efficient communication with public transport customers, to ensure that services can continue to respond to demand
a. Work with event venues and managers of major events to help create and market combined event and public transport packages and ticketing
b. Create an attractive public transport alternative for special events to encourage users on to the public transport system
c. Seek flexible system that obtains value from the supplier market when sourcing capacity
d. Where possible, create an annual calendar of planned major events to assist with the planning and provision of public transport and provide information for operators
e. Liaise with operators to understand their capacity, coverage availability and anticipated demand
f. Contract services, if necessary, to meet anticipated demand for special events
g. Ensure appropriate traffic-management measures are in place to help with successful service delivery
a. Work with Auckland Council, Waikato District Council, Waikato Regional Council and NZTA to investigate provision of services to connect communities outside the regional boundary (e.g. Tuakau) with their nearest public transport interchanges, and to determine appropriate funding arrangements
b. Work with Auckland Council, Waikato District Council, Waikato Regional Council and NZTA to investigate the feasibility, costs and funding options for an extension of rail services to Tuakau
End Table.
An efficient and effective public transport system relies on the provision of well-designed and well-maintained facilities including:
Roads
Bus stops and shelters
Transport interchanges
Rail tracks with associated equipment and stations
Ferry terminals and wharves
Park-and-Ride facilities
Cycle paths
Footpaths.
All of the above require clear, consistent branding, with service levels and information to meet customers' needs for an integrated, easy-to-use, customer-focused system.
Their design also needs to provide good access, safety and personal security at all stages of the journey, particularly for people with disabilities.
Since Auckland Transport was established in 2010, responsibility for public transport services and infrastructure provision now lies mainly within a single organisation, enabling the provision of infrastructure to be more closely integrated with changes to services. Auckland Transport has prepared an Integrated Transport Programme, in conjunction with NZTA, to ensure a coordinated approach to all transport investments in the Auckland region.
The new service network structure described in this Plan places considerable emphasis on good-quality interchange facilities to enable passengers to conveniently connect between services. It will also require selected improvements to other infrastructure such as bus priorities, to ensure that services are as reliable as possible.
These improvements will require an increased level of capital expenditure, which will need to be carefully prioritised. The key interchange facilities and other infrastructure improvements that are needed, in advance of the new network implementation, are identified in Chapter 8 as 'essential'.
Through the current service network planning process, Auckland Transport will identify a programme of further interchange developments and supporting improvements to bus stop locations, intersection designs and bus priorities that will enable connections to be made more easily in future.
These key projects will be incorporated into the RLTP in an appropriate sequence to support the new service network roll out. This will be followed by an ongoing programme to further improve journey time reliability and connection environments over time.
Auckland Transport will try to ensure that all customer touch-points are well-branded and have consistent service quality standards, in order to provide clearly integrated end-to-end customer experiences.
To extend the catchment area for the public transport network, Park-and-Ride facilities will continue to be developed at strategic locations, especially on the rapid and frequent service network.
Pages 57–59Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Develop an ongoing programme of infrastructure improvements base on level of service indicators, with upgrades to improve journey times, reliability, safety and the connection environment for the customer
b. Ensure alignment between the service rollout programme and the RLTP, so that infrastructure requirements align with service procurement an implementation
c. Work with KiwiRail to ensure the rail network has sufficient capacity and reliability
d. Work with Auckland Council and (as required) KiwiRail to implement the City Rail Link
e. Work with bus operators and the Auckland Council to make provision for terminal layover facilities as necessary to ensure the efficient and reliable operation of bus services
f. Incorporate public transport service requirements and infrastructure requirements into corridor-management plans
g. Ensure that infrastructure projects that are necessary for the successful implementation of the new network are funded in a timely manner, by applying the prioritisation principles in Policy 9.3 to infrastructure funding decisions
a. Locate and design transport interchanges to allow fast and convenient connections between services
b. Using the principles outlined in Appendix 5, develop guidelines for the design and operation of new and upgraded transport interchanges that are appropriate to their role in the network and the centres they serve, and ensure that existing and new interchanges are safe and comfortable for users, and that, wherever feasible, other traffic is excluded
c. Ensure that a consistent strategy for network branding, naming, way-finding and information is applied to all public transport facilities and infrastructure
d. Provide multi-modal real time passenger information and other network and local service information at transport interchanges and bus stops
a. Provide bus, rail and ferry facilities that comply with design guidelines and which are appropriate for existing and future land use
b. Make central city and key interchange bus access, departure and interchange points easy for customers to understand and access
c. Ensure that bus stops and interchange facilities focus on providing appropriate amenity and shelter, while maximising their attractiveness as network access points from a customer perspective
d. Locate bus stops in a way that allows for quick and convenient access, especially for transferring passengers
e. Require public transport services to use the facilities and infrastructure provided through appropriate access agreements
f. Ensure that infrastructure enhances customer safety and security by meeting or exceeding the safety requirements set out in design guidelines, as appropriate to the location
g. Investigate the provision of off-board ticketing machines at high-demand bus interchanges and stops
h. Work with operators to develop and implement an appropriate charging regime for access to public transport infrastructure
a. Using the triggers and principles in Auckland Transport's Code of Practice, develop and implement guidelines for the provision of bus-priority measures, and identify those that are to be implemented at different locations across the rapid and frequent service network
b. Use monitoring information on service frequency, passenger volumes, level of service delays and service reliability to inform the development of a bus-priority implementation programme
c. Promote 'Buses First' campaign that encourages motorists to give way to a bus leaving a stop
a. Complete Park-and-Ride strategy that clarifies the role of Park and Ride within the public transport network, and sets clear priorities for future investment, funding and pricing
b. Take steps to develop and operate Park-and-Ride facilities at selected peripheral locations to extend the catchment area of the public transport network and encourage patronage growth
c. Investigate and, where appropriate, develop Park-and-Ride facilities using the following criteria to determine investment priorities:
Park-and-Ride is planned as an integral part of the public transport network, extends the public transport customer base and encourages public transport patronage
Potential sites are located to intercept commuter trips from catchment areas that have high Park-and-Ride potential, based on assessed demand
Park-and-Ride facilities are located to relieve congestion by intercepting commuter traffic, and to ensure that vehicles accessing the facilities do not worsen local traffic congestion
New Park-and-Ride facilities are focused on outer areas where public transport services are limited, or to serve areas that are beyond the walk-up catchment of the rapid and frequent service network
Park-and-Ride provision is avoided in metropolitan and town centres, except as part of a staged transition to other uses
Park-and-Ride locations take fare zone boundaries into account
d. Where appropriate, introduce charges for Park-and-Ride facilities to manage demand and ensure that facilities complement the wider public transport system, and integrate charges with public transport fares, using the AT HOP card where practical
a. Ensure integration between active modes and public transport services at both facility design and delivery stages, as appropriate
b. Include secure bicycle facilities at all interchanges, especially on the rapid and frequent service network, as appropriate
c. Provide convenient connections and visible signage between public transport, and cycling and walking networks
d. Work with public transport operators to provide on-vehicle facilities to improve the ease of passenger transfer between cycling and public transport services
e. Ensure appropriate design solutions to reduce the conflict between cyclists and buses in shared bus lanes. These should consider, in particular, network function, bus service frequency and the safety of cyclists
End Table.
A high-quality public transport system gets passengers quickly to where they want to go, and provides reliable whole-of-journey travel times.
Surveys and research show that the most important consideration for public transport users – and potential users – is reliability: a trip leaves on time and arrives at (or very close to) the scheduled time. This will be even more important with the transition to the new network structure outlined in this Plan, where some trips will require connections to be made with other services. Ensuring the reliability of connections will, therefore, be an important ingredient in the success of the new network.
Operational and fleet improvements, especially those on the rail network, will reduce journey times and increase service reliability. The increased frequencies, proposed as part of the core rapid and frequent service network, will reduce waiting times and mean that passengers can rely on making convenient connections between services.
Where bus services mix with traffic, journey times and reliability are affected by a number of external factors. An important tool for improving journey times and service reliability is the provision of measures that give priority to public transport services, such as bus lanes and traffic signal priority. As far as possible, Auckland Transport will provide these measures on major routes. Auckland Transport will also provide Real-Time Passenger Information System (RTPIS) links to the displays at public transport stations and stops, and links to the traffic-control system to provide priority for buses at traffic signals.
All new and used passenger service vehicles entering the bus fleet on contracted services within Auckland are required to conform to NZTA's Requirements for Urban Buses – a nationwide set of standards for bus quality and accessibility. Research with other stakeholders will be undertaken on future alternative fuel and bus traction vehicles.
Auckland Transport has prepared a Ferry Standard for new ferries used in urban passenger service for modern, low-emission ferries, and will ensure that vessels used on future contracts for ferry services conform to this standard.
Best-practice quality standards for rail rolling stock have also been identified and been incorporated into the specifications for new electric trains.
These requirements, along with rail electrification, will contribute to improved air quality and, consequently, improved public health.
Through achieving patronage growth (via mode shift), investment in electric trains and via a reduction in the average age of the bus fleet, Auckland Transport will contribute significantly to Auckland Plan targets to reduce transport-related (CO2) emissions. As modern buses replace the old fleet, and diesel locomotives are replaced with electric trains, the improved fuel efficiencies will reduce costs and improve environmental sustainability.
The new integrated network is expected to provide opportunities for more innovative and cost-effective approaches to service provision, including smaller vehicles such as mini-buses on feeder services and in situations where the terrain or demand characteristics mean that conventional buses are less suitable.
The PTOM provides for a partnering approach, where Auckland Transport works with operators to monitor service delivery, seek ongoing improvements and ensure that quality and reliability standards are being met. The prospect of a negotiated contract extension for consistent good performance provides an incentive for operators to initiate improvements.
Auckland Transport will also monitor trends in patronage to facilitate systematic improvement of the network through improved planning and operational and cost efficiencies.
Pages 61–63Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Develop new timetables using actual monitored travel times and test reliability before service implementation
b. Work with operators to monitor actual travel times using GPS real-time tracking and performance-measurement systems, and modify timetables as required to provide customers with a high standard of service reliability
c. Provide priority and, where appropriate, specific measures such as headway timetabling, to increase service reliability and reduce travel times, particularly on parts of the network that have high-frequency services
d. Prioritise funding applications for priority measures to support action (c) above
a. Introduce electric trains across the Auckland network to improve rail journey times
b. Increase AT HOP card usage and off-board payments to reduce boarding times
c. Provide bus-priority measures along key corridors to reduce bus journey times
d. Identify and eliminate significant delay points for public transport services
e. Consider specific measures to reduce the operating time of services, such as bus stop rationalisation or bus-priority signage, where appropriate
a. Specify whole-network standards for reliability and punctuality, and incentivise good service performance through the PTOM service agreements
b. Use RTPIS or other information for service performance management, and make this available to operators for performance monitoring and fleet management
c. Work in partnership with operators to continually improve reliability, punctuality, safety and all aspects of customer service
d. Effectively and efficiently monitor services and manage performance through appropriate contractual methods, as required
e. Identify failures in performance across the network and work in partnership with operators to rectify any identified problems in a timely manner
f. Work with operators to carry out driver and staff training, including customer-service training, to ensure a consistent high standard of presentation and performance
Specify driver, crew and staff training as a condition of any contract with Auckland Transport
Require operators to ensure that training and performance includes the safety of the public, both on and off the vehicle, including the safety of cyclists in bus lanes
Require the inclusion of disability-awareness training, and training on the needs of passengers with special needs, for all staff who are in contact with customers
a. Ensure that all contracted bus services in Auckland contracts comply with NZTA Requirements for Urban Buses and any approved additional requirements for air conditioning that Auckland Transport has put in place
b. Ensure that all new electric train fleet cars conform to the EMU – Technical Specifications stipulated by Auckland Transport at time of purchase
c. Ensure that all ferries used on contracted services comply with the Ferry Standard – for Vessels used in Urban Passenger Service, July 2010
d. Work with stakeholders to research opportunities for alternative bus vehicle fuels and traction methods, including electric buses
e. Specify vehicle size to match local service route geography and loadings, as required
f. Investigate methods to enable cyclists to better access the public transport system, including provision for bicycles on selected services
a. Incorporate specifications and a KPI regime, including service reliability and punctuality, quality, compliance, customer service and safety, in all PTOM service agreements
b. Terminate contracts for consistently poor performance
c. Where performance is consistently high and patronage has increased, ensure that appropriate reward mechanisms exist within contracts or through the PTOM framework
a. Work with operators to access operational information in a timely fashion, and include conditions for timely operational reporting in PTOM contracts
b. Require contracted service operators to provide operational information, as required, including:
Reliability (early running)
Reliability (cancellation)
Punctuality (late running)
Patronage and passenger kilometres
Service inputs (in-service kilometres and hours delivered)
Farebox revenue
Safety and security
Driver training.
c. Until the roll-out of PTOM contracts is completed, encourage operators of commercial services that will form part of a unit to provide Auckland Transport with detailed planning, cost, revenue and service information, in addition to the information types listed under Section 127 of the LTMA, to enable Auckland Transport to plan a more efficient and effective network
d. Ensure that suppliers have sufficient information about service performance across the whole network, so that they can continually improve services offered to customers
e. Utilise shared, centrally accessed service specifications, performance and measurement data between Auckland Transport and operators to improve service performance
f. Use information from the RTPIS (or other systems for monitoring service delivery and managing service performance including through PTOM contracts)
g. Work with operators to agree on a monthly reporting framework for all contracted services, having regard to commercial confidentiality requirements
h. Collect customer feedback on service quality and performance (through surveys, customer complaint processes and other methods) including information about:
Bus loading (crowding)
Reporting timeliness
Customer satisfaction
Passenger facilities (on bus)
Complaints (including number resolved)
i. Publish service performance information, including PTOM league tables
End Table.
Auckland's existing fare and ticketing system is complex, discourages connections between services and contains a number of inefficiencies – particularly in relation to the relatively high use of cash fares.
The Auckland Integrated Fare System (AIFS) project, which has been implemented from late 2012, is addressing many of these shortcomings. The AIFS will:
Significantly reduce the number of fare products
Allow the use of a single ticket across different operators
Reduce the financial penalty that is currently incurred for transfers (by initially providing a 50-cent discount for onward trips).
Fare products will be limited to discounted stored value for stage-based trips, monthly passes on
AT HOP-branded cards or single-trip cash fares.
Existing 10-trip stage-based tickets will be removed, as AT HOP stored value will provide the same discounts.
A daily cap is proposed when all transport modes are part of the AT HOP integrated ticketing system.
The new system will greatly simplify the range of fare products available in Auckland. However, Auckland Transport will continue to explore the use of specific products to encourage off-peak use, especially where this will help to stimulate additional patronage without increasing operating costs, and to reward customer loyalty.
The fares and ticketing system needs to reflect the following principles in order to contribute to the vision and outcomes of this Plan:
Simplicity: is easy for existing and potential users to understand and use
Integration: provides easy travel across the network, is responsive to the trips that people need to make and reinforces other improvements in the public transport system
Affordability: represents value for money for users and encourages more trips by public transport
Efficiency: minimises administrative and compliance costs and ensures that funders receive value for money.
While the AIFS project will significantly improve current arrangements, this Plan sets out the framework for further enhancements to the fares and ticketing system, to bring it into line with these principles.
Auckland Transport is investigating the introduction of a geographic, zone-based integrated bus and rail fare structure after completion of the AIFS project. This would enable the fares system to fully support the new network structure outlined in this Plan.
A zonal fare system would provide standard fares across different modes, with no penalties for transfers between services.
Proposed zone boundaries were published in the draft RPTP in October 2012. Submissions to the draft RPTP highlighted a number of issues with the proposed zones; this has prompted Auckland Transport to undertake a more-thorough review to ensure that the future fare structure meets the principles outlined above. The review will also include consideration of ferry fares and distance-based fares. Once the review and further consultation is completed, the new fare structure will be included in the RPTP as a variation.
Fares will be subject to regular review and adjustment, at least annually, to ensure that user charges keep pace with changes in operating costs, and that the farebox recovery targets in Section 6.9 are achieved. Auckland Transport will continue to review the targets to ensure that an optimum revenue balance between fares and patronage has been realised. As discussed in Section 6.9, it is intended to achieve improvements in farebox recovery through increasing patronage and carefully managing operating costs, with fare increases accorded a lower priority.
Fare levels will be set to incentivise the use of the AT HOP card and monthly passes in preference to cash fares. This will be achieved through differential adjustments to cash and AT HOP card fares during the annual fare reviews, allowing a progressive increase in the differential between AT HOP cards and cash.
Increased use of AT HOP cards will reward customer loyalty and improve boarding speeds, with associated improvements in reliability and operating costs. It will also reduce cash-handling costs and security risks.
The existing fares system in Auckland provides fare concessions for specific target groups. These will be retained during the AIFS transition period.
When integrated ticketing is in place, a review of concession levels and eligibility is proposed, including a possible change to SuperGold card use during the evening peak period (this is not available outside of Auckland) and tertiary discounts (these are often unavailable outside Auckland).
NZTA has sought a review of the evening peak senior concession with a view to its removal, on the grounds that it is nationally inconsistent and unaffordable.
Pages 65–66Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Implement an integrated branded fare and ticketing scheme (AT HOP card) across all public transport operators, contracted services and deemed exempt services to allow the use of a single smartcard (or near-field contactless information exchange technology) across train, bus and ferry services
b. Require partner payment schemes to share a single public transport payment device to segregate a public transport stored-value purse or storage capacity
a. Implement a central fare revenue allocation system that meets the National Integrated Ticketing Interoperability Standards (NITIS) and the AIFS interoperability specification
b. Require service operators to procure and implement electronic integrated ticketing equipment, and to provide an electronic fare collection system that interfaces with the Auckland Transport central fare revenue allocation system and meets AIFS and NITIS specifications
c. Require all fare revenues collected by an operator's integrated ticketing equipment to be transferred, processed, and apportioned to eligible service providers by the Auckland Transport central fare allocation system
d. Ensure that all fare revenues collected by Auckland Transport, operators, and third parties are auditable and available for apportionment
e. Require that all public transport stored value be held by Auckland Transport in a dedicated public transport storage capacity
a. Review options for a geographic zone-based fare structure, with standard fares across bus and rail operators
b. Remove fare penalties for transfers between bus and rail services
c. Determine how ferry fares can be integrated into the fare structure
d. Undertake a review of the fare structure at least once every six years
a. Remove 10-trip tickets and most operator-specific ticket products, and replace with AT HOP card stored value (with an initial 10 per cent discount over cash fares) for single trips with a daily maximum fare cap, or a AT HOP card monthly pass
b. Transition the range of fare products to AT HOP card stored value time-based options (two hours, daily, monthly) for unlimited travel on a AT HOP card and single-trip cash fares
c. Investigate loyalty and high-use products including a monthly fare cap
d. Investigate off-peak daily and weekly travel pass options to encourage off-peak travel by residents and visitors, and provide fare incentives for off-peak family travel
a. Set a standard fare schedule for all contracted and deemed exempt services participating in the Concessionary Fares Scheme prior to full PTOM implementation
b. Conduct regular annual reviews of operating costs and NZTA indexation levels to determine the extent of any fare adjustments required to maintain farebox recovery targets in Policy 9.2 (see Section 6.9)
c. Implement an annual standard fare adjustment on 1 January
d. Implement actions to reduce operating costs and/or increase patronage
a. Set prices for AT HOP card stored value and monthly passes at a level that encourages their use in preference to cash
b. Progressively increase the AT HOP card stored value discount for travel through differential adjustments to cash and AT HOP card fares at the annual fare reviews, as appropriate
c. Improve the range of options for customers to purchase and top up AT HOP cards to improve uptake
a. Retain existing fare concessions for target groups, including:
Children under five: free
Seniors: free off-peak
Discounts for full-time school students, full-time tertiary students, legally blind members of the Royal New Zealand Foundation of the Blind and Total Mobility cardholders
b. Review concessionary fare levels and affordability annually
c. Review concession levels and eligibility when integrated ticketing is implemented to ensure these are fair, affordable and consistent with national policy direction, and implement any changes arising from this review. The review will consider: a possible change to SuperGold card availability (to remove free travel during the evening peak period); a review of tertiary discounts and eligibility; and consideration of options for concession fares or discount schemes for low-income earners
d. Regularly review Total Mobility subsidy rates, in consultation with stakeholders, to determine whether they continue to meet user needs.
e. Consider short-term promotional fare discounts to support new or improved services or new infrastructure
a. Actively investigate and implement off-peak fare discount options to spread peak demand and encourage off-peak trip-making, whilst maintaining Auckland Transport's overall farebox recovery targets
a. Continue to advocate for the introduction of legislative change to enable the Police Commissioner to delegate enforcement powers to Auckland Transport staff to enforce fines for fare evasion
b. Implement a fare inspection, enforcement and auditing regime through a roving revenue protection team across all modes and operators, to ensure that all passengers pay the correct fare and to minimise the opportunity for fraud
End Table.
The move to a more-connected network needs to be accompanied by a more customer-focused approach to public transport. This includes:
A better understanding of, and response to, customer needs
A more proactive approach to dealing with complaints
Using customer feedback to identify opportunities for improvement
The provision of training at all levels
A stronger focus on customer service in contracts and supplier relationships.
A consistently branded network, integrated end-to-end service, and relevant and accurate customer information gives users confidence that they will reach their destinations on time or be able to make a timely and convenient change to another service.
A consistent brand will help customers to identify the network so it is easy to use, and clearly integrates all elements of the network into a single multi-modal system.
Auckland Transport recognises the need to provide customer information and communications material, in order to attract new customers and to encourage existing customers to continue or expand their use of public transport.
Auckland Transport will ensure that customers have access to relevant, accessible and easy-to-use information on services and timetables through a variety of media.
Marketing and promotion of the public transport network should not occur only when a new or revised product is launched into the market place. Recognising this, Auckland Transport will continue to promote the Auckland public transport system, both at a city-wide scale and at local levels, to continually raise awareness and knowledge of the services available to Aucklanders.
Current and potential users of the system often have very useful information to contribute to the service-planning process. Auckland Transport will develop mechanisms to better harness and utilise this information with regard to possible future changes to the service network or supporting infrastructure.
In addition to the policies listed in this section, customer service will be enhanced through the application of the policies and actions outlined in other sections, especially the infrastructure policies in Section 6.3, vehicle quality standards in Section 6.4 and integrated ticketing and fares in Section 6.5.
Pages 68–70Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Develop and publicise a streamlined process for dealing with customer complaints, to provide for a 'one-stop-shop' approach, a clear escalation process and clarity on the respective responsibilities of Auckland Transport and operators
b. Develop better mechanisms for recording and using customer feedback, to provide a flow of market intelligence that feeds directly into continuous service-improvement processes and periodic service reviews
c. Increase the use of focus groups and other market-research techniques to improve Auckland Transport's understanding of the customer
a. Develop, implement and manage a consistent brand across all of Auckland Transport's functions throughout the region
b. Develop, implement and manage a clear, simple and intuitive public transport service brand (including infrastructure, vehicles and all customer touch-points) to help customers with identification and way-finding throughout the service network
c. Ensure that Auckland Transport's brand is consistently displayed and clearly visible on all vehicles, vessels and appropriate infrastructure so that customers can easily identify this
d. Provide for Auckland Transport and operator brands to be co-branded, as appropriate
a. Ensure that appropriate marketing resources are put in place to meet the requirements of the new public transport system
b. Work with operators to provide excellent customer information to market their public transport products
c. Work with operators to build a strong public transport brand and on-road presence which highlights the levels of service offered by different elements of the network, and emphasises frequencies and ease of use
d. Work with operators to market the public transport system throughout the Auckland region on an on-going basis
e. Proactively market service improvements to key market segments, using a range of approaches and communication channels that are relevant to each group
f. Ensure that service changes are communicated to affected areas and groups before implementation, using a variety of communication channels, as appropriate
g. Promote and facilitate the use of public transport through business and school travel plans
a. Provide up-to-date timetable information at all bus stops, ferry terminals and rail stations in a standardised format with the network brand described in Policy 6.2 above
b. Continue to provide information in formats that are accessible for people with impaired vision or hearing, including Braille maps and audio information at key sites and, in conjunction with operators, provide audio announcements on key routes, as appropriate
c. Provide information in languages other than English in locations where market analysis/customer feedback suggests this to be appropriate
d. Provide a call centre service for passenger information and feedback
e. Maintain – and continually improve – a public transport information and journey planner website
f. Continue to develop and roll out new and innovative technological solutions for accessing public transport service network and fare information (including the provision of data to third-party information suppliers and access to information technology at public transport facilities), with cost-effective provision as a driver in their development
g. Provide way-finding signs in the appropriate brand formats
h. Ensure that external vehicle destination displays comply with the requirements of NZTA's Requirements for Urban Buses
i. Provide appropriate travel information to promote journeys that better integrate active modes and public transport
a. Install and maintain real-time display units at all interchanges and major stops across the network and at other sites, as appropriate
b. Install and maintain GPS tracking equipment on all public transport service vehicles with secure data downloads to provide accurate communications with RTPIS electronic displays and other real-time information products, and to monitor and manage service performance in real-time
c. Ensure that staff training on the use of interfaces to the RTPIS is carried out and remains up to date
d. Ensure real-time GPS-based systems and data are linked to monitoring and performance management
a. Ensure that high-quality customer-service standards are maintained by all drivers on public transport services
b. Work with operators to provide excellent customer information through a range of on-board media
c. Ensure drivers are trained in the need for smooth acceleration and braking, which will have the multiple benefits of: improving the comfort and safety of passengers, reducing fuel consumption and decreasing vehicle emissions
a. Work proactively with funding partners to continuously improve the connection experience for customers at key locations, through ongoing investments in the appropriate infrastructure, information and way-finding
b. Undertake an ongoing monitoring programme to assess and enhance the connection environment across the network
a. Maintain high-quality standards at the Auckland Transport call centre
b. Aim to respond to customer feedback within 10 working days
c. Monitor feedback on service performance and convey this to operators, as appropriate, for onward action
End Table.
An important focus of this Plan is to meet the needs of those who are least able to travel to basic community activities and services – the transport-disadvantaged.
Appendix 7 summarises Auckland Transport's assessment of the accessibility needs of the transport-disadvantaged in the Auckland region.
Providing a comprehensive network of public transport services goes some way to meeting these needs. However, it is recognised that some groups have specific needs that may be met more effectively by access to specialised passenger transport services and/or concessionary fares. Subject to continued funding availability, Auckland Transport will therefore continue to support specific services such as the Total Mobility service for people with disabilities, fare concession schemes and school bus services.
Auckland Transport will work with disability groups to ensure that the principles outlined in the Human Rights Commission report The Accessible Journey are reflected in the development of public transport services and infrastructure.
Auckland Transport will also work closely with representatives of target groups to identify the potential for scheduled or demand-responsive services to particular facilities with regular travel demands, and implement appropriate improvements.
Auckland Transport will also seek innovative and cost-effective ways to deal with accessibility problems in areas of low demand where scheduled public transport services may not always be appropriate (e.g. isolated and rural communities).
Pages 71–73Table:
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a. Identify target groups and areas where service planning can help the transport-disadvantaged, particularly vulnerable users such as children, senior citizens and people with disabilities
b. Work with stakeholders to identify and resolve accessibility and safety issues
c. Specify services (or specific elements of services) that must be operated by accessible vehicles which conform to NZTA guidelines and Auckland Transport requirements
d. Ensure that accessible information is widely available by using appropriate formats and media, including audio and visual (see Section 6.4)
e. Specifically consider the needs of the transport-disadvantaged when network changes are proposed and implemented, and take proactive steps to communicate changes to groups who may find the changes difficult to adapt to
a. Locate and design facilities to ensure safe access for all customers to and around transport stops, stations and interchanges, with particular attention to the needs of people with disabilities
b. Facilitate participation in the Transport Accessibility Advisory Group (TAAG) (See Footnote 5)
Footnote 5: The Transport Accessibility Advisory Group (TAAG) is a regional group facilitated by Auckland Transport. Members include representatives of Auckland Transport, Auckland Council, accessibility interest groups (such as disability -sector organisations) and contracted public transport operators in the Auckland region. End Footnote.
c. Investigate better design of infrastructure and vehicles to improve access and usability for the transport-disadvantaged
d. Work with operators and Auckland Transport facilities managers to ensure that training for drivers, crew and other staff in contact with the public includes appropriate assistance for customers who have difficulty using public transport
e. Develop and support demand-responsive services in order to provide transport options for those who are unable to use regular public transport services
f. Continue to fund the Total Mobility scheme, including:
Establishing eligibility assessment processes
Contracting taxi and specialist operators to provide targeted services
Providing a discount on qualifying travel (up to a specified limit)
In eligible cases, assisting with the installation of hoists in specialist vehicles so that wheelchairs can be carried
Requiring all drivers on Total Mobility services to have specialist training in order to provide adequate and appropriate assistance to mobility-impaired people.
a. Consider providing school buses in urban areas to schools not served by the regular bus network, or where capacity on that network cannot meet demand
b. As the public transport network is developed, review school bus routes in relation to the new network to avoid duplicating services and to manage resources
c. Improve the urban school bus network, in consultation with target schools, by adding services which carry 20 or more people to their nearest or zoned school on each trip (within budget constraints) (See Footnote 6)
Footnote 6: School buses in rural areas are supplied and funded by the Ministry of Education. End Footnote.
d. Consult with community transport planners when carrying out service reviews that affect school travel
e. Help schools to identify infrastructure requirements for safe school bus boarding and alighting areas, and ensure that suitable on-street facilities are provided and where practicable, provide for school bus transfers at safe locations where supervision is available
f. Work with the Ministry of Education to periodically review any issues that arise on the urban/rural fringes of the Auckland region, to ensure that effective and non-duplicative provision of bus services is achieved
a. Fund concessionary fares for the target groups identified in Policy 5.7
b. Subject to a review to ensure consistency with national policy directions, continue to support the SuperGold card free off-peak travel scheme for senior citizens, while adequate funding is available
c. Work with relevant government departments and Crown agencies to investigate opportunities to improve the affordability of travel for low-income earners and beneficiaries
a. Identify appropriate public transport services and facilities for rural areas by:
Engaging with local communities to develop proposals for community-driven initiatives to design and implement tailored public transport services on a trial basis
Working with local communities to identify and resolve funding and procurement issues
Working with local communities to explore the longer-term viability of services that have been trialled successfully
a. As part of the service design reviews and general route planning, consider the local socio-economic characteristics including the deprivation index, and any greater need to provide public transport access within, to and from particular communities
b. Identify appropriate public transport services and facilities to such areas
c. Work with social agencies to promote understanding of the smartcard and its associated benefits for low-income and beneficiary households, including the need for registration to obtain access to concessionary fares (where eligible)
End Table.
Amendments to the LTMA in 2013 have introduced a new policy and operating framework for the procurement and management of urban bus, rail and ferry services. This new framework, known as the Public Transport Operating Model (PTOM), seeks to build a commercially based partnership between procuring authorities (including Auckland Transport) and public transport operators. It is also designed to provide opportunities for competitors to access the public transport market, to provide incentives to reduce reliance on subsidies by promoting increased commerciality of service provision, and to provide a more-transparent approach to service planning and procurement.
In future, all public transport services (except for exempt services) will be procured through performance-based service contracts, replacing the previous mix of contracted and registered commercial services. This will create an environment where goals and objectives are aligned through collaborative planning, joint investment, performance incentives, and shared risks and rewards.
All public transport services described in this Plan (other than exempt services) will be required to be provided under contract to Auckland Transport as part of a unit, in order to implement the policies and actions described in this Plan. In summary, units have been determined by grouping services around geographic catchments and taking into account the need for units to be of sufficient size to ensure a competitive service supplier market and to deliver efficient and effective services which can lead to increased patronage.
A transition plan will be developed by Auckland Transport in conjunction with incumbent operators and providers of previously registered commercial services that will form part of a unit, to transition those existing services to the fully contracted public transport framework under the PTOM.
The transition process will follow the one developed through the PTOM Working Group and chaired by the Ministry of Transport. Participants are NZTA, Auckland Transport, Greater Wellington Regional Council, Bus and Coach Association, NZ Bus, and Ritchies Transport Holdings. The policies in this section are designed to support this process and give effect to the requirements of the LTMA.
Procurement of rail services recognises that the Auckland passenger rail system is undergoing significant change during this period. Changes include the introduction of integrated off-board ticketing, electrification and associated new trains, and the full roll-out of real-time passenger information systems for rail. A variation – and extension – of the current rail contract until June 2016 provides continuity during this period but procurement of services beyond June 2016 will be subject to a competitive tender process.
In line with the principles set out in Section 115 of the LTMA (see Section 2.1), the PTOM adopts a partnership approach, while also recognising the other principles: towards increasing commerciality (the contribution of fare revenue to total operating costs), reducing reliance on public subsidies and increasing patronage while giving the public confidence in competitive pricing for public transport provision.
Growing the business in this manner requires a two-tiered process – through improvements to the network as a whole, or through improvements within a particular PTOM unit (a group of routes bundled together for contracting purposes).
All services in Auckland will be subject to a PTOM contract, with the exception of exempt services. Exempt services will continue to operate outside the PTOM and these will be specifically identified in the transition plan.
In addition, there will be a transition period between the adoption of this Plan and full implementation of the PTOM contracting environment. Existing contracts will be managed in accordance with Auckland Transport's procurement strategy, with required changes (either to manage capacity issues or to address matters related to the roll-out of PTOM contracts) managed through the variation processes defined in existing contractual arrangements.
Pages 74–78Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Work with operators, suppliers and funders to implement the PTOM to deliver an efficient and effective range of public transport services across the region, resulting in increased patronage and fare revenues that cover a greater proportion of operating costs and reduce reliance on subsidies. Specifically:
All public transport services that are integral to the regional public transport network described in this Plan (other than deemed exempt services) will be grouped into units, based around geographic catchments, serving identifiable sets of existing or potential customers and taking into account the need for units to be of sufficient size to ensure a competitive service supplier market and deliver efficient and effective services which can lead to increased patronage
All public transport services described in this Plan (other than exempt services) will operate under a contract with Auckland Transport, in order to implement the policies and actions in this Plan
Each unit will form the basis of an individual PTOM contract with Auckland Transport
The risk/reward model that will be incorporated into the PTOM contracts will describe a shared responsibility between the operator and Auckland Transport for growing the business, and sharing the fare revenue risk and reward
The PTOM contracts will include KPIs around service performance, quality, cost-effectiveness and safety
The PTOM contracts will provide incentives to grow patronage and service commerciality and reduce subsidies through the publication of 'league tables', which rank the commerciality, patronage growth and other performance indicators of each unit. Auckland Auckland Regional Public Transport Plan: 2013 Policies Actions Transport's expectation is that higher-ranking contracts may be offered an extended term through negotiation, and lower-ranking contracts may be competitively tendered (subject to performance and overall satisfactory operation of PTOM contractual arrangements)
b. Explicitly set out a structured process for the use and sharing of information as part of the PTOM implementation phase – including a clear description of rights and obligations – so that appropriate access to, and treatment of, all information is ensured
c. Adhere to the NZTA guidelines on PTOM implementation once these are available
a. Incorporate appropriate service continuity provisions into the PTOM unit contracts that include appropriate mechanisms for eliciting changes to a unit when network or service review processes deem this necessary
b. Provide appropriate lead times for all service provision to allow operators sufficient time to secure resources
a. Provide for the following deemed exempt services to operate within the Auckland region without PTOM contracts:
Inter-regional services that operate without a direct subsidy from Auckland Transport
Existing registered commercial ferry services, in operation at 30 June 2011, where the service comprised all of the trips conducted on every route operated by the service
Existing registered commercial bus services in operation at 30 June 2011 that did not offer fares set by Auckland Transport
a. Use the PTOM contracting model to enter and manage contractual relationships with operators. Each PTOM unit will form an individual PTOM contract with Auckland Transport. Each PTOM contract will have three tiers of agreement: a Regional Agreement, a Partnering Agreement and a Unit Agreement
b. Enter into a Regional Agreement with all contracted operators, and on a voluntary basis with operators of exempt services, to provide a partnership approach towards network planning, service procurement and delivery management including consideration of:
Management of the PTOM transition to a fully contracted service model with discontinued registered commercial services
Service change management
Service performance management
Network management including customer service, experience, branding, information and marketing
Note: These operator engagement processes will not replace the service review process outlined in Section 6.10 but will be used to develop the service change proposals to a level where they can be released for public consultation
c. Enter into a Partnering Agreement with all operators of PTOM units to provide regional consistency for service contract terms and conditions
d. Enter into a Unit Agreement with each PTOM unit following a competitive market tender or through incumbent operator negotiation using tendered prices for benchmarking purposes
e. Wherever possible, implement significant network changes at the start of the PTOM contract tendering/negotiation rounds. If this is not possible, or if the need for significant change arises during an existing contract, the following procedure will be used:
Proposals will be developed by Auckland Transport to cover all impacted PTOM units, with detailed forecast cost and revenue consequences
Affected operators will be consulted, with a view to negotiating an amendment to the PTOM unit structure to allow the changes to be implemented
If all operators of affected PTOM units cannot agree a negotiated solution, following mediation, Auckland Transport reserves the right to tender the affected PTOM units
f. Work with contracted operators to develop a business plan for each PTOM unit that aims to grow its commerciality and passenger demand, subject to the overall network development plans and targets in the RPTP; the business plan will be jointly owned by Auckland Transport and the unit operator, and will clearly define individual and joint responsibilities
g. Revisit the business plan at regular intervals (at least annually)
h. Publish an annual report of performance league tables showing PTOM unit patronage growth and commerciality
i. Ensure that information exchanged between Auckland Transport and operators under PTOM contracts includes:
Reliability and punctuality of services
Patronage, passenger kilometres and farebox revenues (on a tag-on, tag-off basis for integrated ticketing customers and on a pre-stage basis for others)
Safety and security
Staff training
j. In consultation with operators, agree on protocols for the exchange of information on service inputs and cost efficiency, while ensuring appropriate arrangements are in place to protect data confidentiality
a. Competitively tender rail services when the introduction of electric trains is completed
b. Combine rail PTOM units (see Table 7-2) into PTOM contracts, where appropriate, to provide improved efficiency and effectiveness of services
a. Procure PTOM contracts for bus services (other than deemed exempt services) in accordance with a procurement strategy approved by NZTA and in accordance with the PTOM transition model developed by Auckland Transport in consultation with the PTOM Working Group and detailed in Appendix 8
b. De-register any previously registered commercial service that forms part of a unit on the date on which the new unit contract takes effect (as indicated in Table 7-2)
c. Procure PTOM unit contracts for ferry services (other than deemed exempt services) in accordance with a procurement strategy approved by NZTA and in accordance with the PTOM ferry model and transition model (under development by the PTOM Ferry Working Group)
d. Where appropriate, combine ferry PTOM units in Table 7-2 into PTOM contracts to provide improvements in service efficiency and effectiveness
e. Manage variations to existing contracts, to address capacity issues and/or matters related to the PTOM unit roll out, in accordance with the provisions in existing service contracts
a. Assess all applications to operate or vary exempt services according to the statutory requirements. Auckland Transport may decline to register an exempt service, or vary the route or routes of an exempt service, where the service or variation is:
Likely to have a material adverse effect on the financial viability of any unit
Likely to increase the net cost to Auckland Transport of any unit
Contrary to sound traffic management or any environmental factor identified by Auckland Transport as important to the region
A service that is identified in this Plan as being integral to the public transport network in the region
b. Encourage operators of deemed exempt services that Auckland Transport considers to be integral to the regional public transport network, as described in Table 7-2, to meet the minimum service levels for frequency and hours of operation specified in Appendix 1
c. Require a minimum notice period of 65 days for the variation or withdrawal of any exempt service described in Table 7-2. (Note: This notice period may be waived for exempt services that are not integral to the regional network)
d. Should any deemed exempt service described in Table 7-2 cease to be operated by the relevant public transport operator, the relevant service will be deregistered with effect on and from one day following the date on which the relevant route description of the deemed exempt service will then become a unit for the purposes of the LTMA
e. Where appropriate, charge operators of exempt services and units a reasonable infrastructure access charge, in addition to charges to recover the costs of customer information, customer services and management services to ensure equitable treatment between exempt services and units
End Table.
In preparing this Plan, Auckland Transport has reviewed the amount of public transport funding that is likely to be available within the region over the next 10 years (see Section 2.3).
In the short to medium term, funds are expected to be similar to current levels, although additional funds will be available to meet the operating costs associated with current commitments to integrated ticketing and rail system improvements.
Although NZTA is maintaining investment for existing services at current levels, the 2012–2015 National Land Transport Programme (NLTP) increases the amount of funding for public transport. Most of the increase will be used to cover existing commitments including running costs associated with the Auckland Integrated Fares System (AIFS) and rail rolling stock, and to track access charges. Beyond this, any additional funds will be targeted at peak services that help to relieve severe congestion (based on robust business cases yet to be developed).
Auckland Transport has responded to this situation by developing a new network structure that is intended to provide enhanced levels of service within the existing resources. In addition, introducing the PTOM is expected to further enhance efficiency, through improved route design, contracting with marketable units and increased market competition. Any savings generated by these changes can be reinvested into additional services.
Auckland Transport has also adopted a farebox recovery policy, in line with NZTA requirements for such a policy to be included in the Plan. The farebox recovery policy aims to increase the proportion of user fares to operating costs from the current 44.3 per cent, to approximately 50 per cent by 2015–18, to contribute to the national target of 50 per cent. To achieve this, Auckland Transport will give priority to actions that grow patronage (especially where spare capacity is available) and reduce operating costs, in preference to simply raising fares. See Appendix 6 for further details on the development of the farebox recovery policy.
While these changes are expected to deliver significant improvements in the effectiveness and efficiency of the public transport system, achieving the longer-term objectives of the Auckland Plan will require additional investment.
In particular, additional funds will be needed to develop the City Rail Link and to support the operating costs associated with increasing the system capacity to meet the Auckland Plan patronage and mode-share targets. Auckland Transport will continue discussions with its funders to seek appropriate funding allocations for public transport, to deliver its short- and long-term objectives.
Auckland Transport is conscious of the need to ensure that the public funds used to support the public transport system are used wisely and within required time frames, in order to deliver cost-effective transport solutions for the region.
Auckland Transport will continue to seek cost efficiencies in the delivery of public transport services, and implement adjustments to services where financial performance is poor.
Auckland Transport also recognises that choices need to be made on how to best to deliver public transport enhancements if the required funding is not available in future. Therefore, Auckland Transport has established a set of strategic priorities for expenditure on the public transport system that identify where available funds should be directed.
These strategic priorities focus on incorporating existing services into the new connected service network, introducing integrated ticketing and fares, and improving the rail system through more-frequent services and electrification. They also prioritise an increase in the capacity of the rapid and frequent service network, where funding allows.
Pages 79–81Table:
Transcriber's Note: The table has been converted to text, except for the section of tabular data. The following headings have been omitted: Policies; Actions. End Note.
a. Implement the new network structure outlined in Chapter 5 and detailed in Sections 6.1 and 6.2
b. Maximise the use of additional rail capacity through the new network structure
c. Implement the PTOM changes outlined in Section 6.8
d. Undertake regular reviews of service effectiveness and value for money
e. Promote and market a simple and intuitive public transport product
a. Take steps to achieve the following Farebox Recovery Ratio (FRR) targets:
Mode |
2012 FRR |
Target FRR 2013–14 |
Target FRR 2015–18 |
---|---|---|---|
Bus |
47.7% |
47–50% |
49–52% |
Rail |
26.3% |
28–33% |
40–45% |
Ferry (See Footnote 7) |
78.4% |
75–80% |
75–80% |
Total |
44.3% |
45–48% |
49–52% |
Footnote 7: The ferry FRR includes a number of significant exempt services, which may be excluded from the FRR definition in future. End Footnote.
b. Take the following actions to achieve the FRR targets:
i. Work with operators to deliver increased fare revenue through measures to increase patronage, particularly where spare capacity exists on current services
ii. Identify and implement opportunities for improvements to procurement arrangements for public transport, including implementation of the PTOM where this has the potential to reduce operating costs
iii. Deliver increased rail patronage and reduced rail operating costs as a result of electrification
iv. Continue to undertake regular reviews of service cost-effectiveness and implement improvements, where appropriate, to reduce average unit operating costs
v. Continue to promote improvements to infrastructure and services that contribute to more-efficient operating conditions for public transport and to lower operating costs (e.g. bus-priority measures)
vi. Continue an annual fare review and adjustment process, and ensure that fare increases at least keep pace with increased operating costs (as measured through NZTA indexation) with additional modest increases when necessary to maintain progress towards the FRR target
c. Closely monitor the impact of fare changes on patronage, and review the farebox recovery policy if growth in patronage is threatened by fare increases
d. Work with funding agencies to review the economic value of public transport to non-users, and ensure that the farebox recovery policy is consistent with this over time
e. Review the level and availability of concession fares, and eligibility criteria to ensure these are cost-effective and consistent with national policy directions
a. Use the four-stage intervention process from the Integrated Transport Programme to prioritise and phase investments:
i. Ensure optimal operation, maintenance and renewal of infrastructure
ii. Make better use of networks
iii. Manage demand efficiently and effectively
iv. Invest in new infrastructure, services and technology
b. Ensure that the available capital funding is directed to public transport infrastructure projects that will make the most effective contribution to the new network structure
c. Allocate available funding according to the following priorities:
i. Complete the implementation of integrated ticketing, integrated fares and rail electrification
ii. Implement changes to the network to maintain or improve service levels within existing resource levels
iii. Improve rail capacity as a result of electrification
iv. Improve public transport infrastructure to enable more cost effective provision of services (e.g. bus priorities and improved network connectivity)
v. Further increase capacity on the rapid and frequent service network
vi. Improve frequencies on connector and local services
vii. Introduce new routes and increase service coverage beyond existing areas
viii. Implement initiatives to improve customer service and information
a. Support the examination of potential new funding and financing mechanisms for transport in Auckland
End Table.
The Auckland Plan has identified a set of medium- and long-term targets for public transport, and the policies and actions in this Plan are designed to help achieve these targets.
The targets include:
Double public transport from 70 million trips in 2012 to 140 million trips by 2022 (subject to additional funding)
Increase the proportion of trips made by public transport into the city centre during the morning peak from 47 per cent of all vehicular trips in 2011 to 70 per cent by 2040
Increase annual public transport trips per person from 44 to 100 by 2040
Increase the proportion of people living within walking distance of frequent public transport stops from 14 per cent in 2011 to 32 per cent by 2040.
Auckland Transport will regularly monitor progress towards these Auckland Plan targets. It will also monitor the implementation of this Plan and use a series of KPIs to determine how well the public transport system is achieving its objectives. This information will be regularly published to ensure that the public has access to up-to-date information on service performance.
The LTMA requires Auckland Transport to ensure that the RPTP is kept current for a period of not less than three years in advance, but not more than 10 years, in advance. The RPTP may be reviewed or varied from time to time, but it must be reviewed, and varied if necessary, when the public transport components of the Regional Land Transport Plan are approved or varied.
Auckland Transport has developed a policy to determine whether or not any proposed variation to the RPTP is significant (see Appendix 9). If the proposed variation to the RPTP is significant, Auckland Transport must consult on such variation in accordance with the requirements of Section 125 of the LTMA.
As noted in Chapter 8, Auckland Transport will undertake a staged programme of service reviews across the region to implement the new network design.
Table:
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Policies; Actions. End Note.
a. Implement monitoring, reporting and analysis of service trip and unit performance (including patronage, ticket sales and type, travel time, punctuality and reliability, passenger wait time and other matters) against patronage, farebox recovery, service level and service performance targets
b. Prepare a regular public report on progress using the following KPIs, segregated where possible by weekday peak, inter-peak, evening and weekend time periods:
Total public transport boardings
Passenger kilometres travelled
Public transport share of peak trips to the city centre
Proportion of residents within 500 metres walk of a stop on the rapid and frequent service network
Proportion of jobs located within 500 metres walk of a stop on the rapid and frequent service network
Patronage growth on the rail network
Patronage growth on the Northern Busway
Patronage growth on all other bus services
Patronage growth on ferry services
Patronage growth on school bus services
Journey times on selected rapid and frequent service network routes relative to equivalent journeys by car
Service improvements delivered to schedule within agreed budgets
Customer satisfaction ratings for public transport services
Customer rating of public transport value for money
Reliability: late running and cancelled services
Punctuality: proportion of services 'on time' (i.e. arriving within five minutes of scheduled time at timing points)
Proportion of timed connections arriving within 15 minutes of connecting service
Proportion of services with disability access
Seat utilisation
Operating subsidy per passenger kilometre
Farebox Recovery Ratio
a. Undertake a staged programme of service reviews and incorporate any necessary amendments to service descriptions through a variation to the RPTP
b. Use the monitoring information collected as part of Policy 10.1 above and work with operators to introduce variations to services where required to improve efficiency and effectiveness, following consultation with affected parties; and incorporate any required amendments to service descriptions through a variation to the RPTP
c. Maintain an up-to-date register of RPTP service descriptions, including a record of any variations
d. Complete a full review of the RPTP at the same time as, or as soon as practicable after, the adoption of the next Regional Land Transport Plan, to determine whether any variation is needed to take account of changing circumstances
a. Use the policy on significance in Appendix 9 to determine the appropriate level of consultation undertaken for any proposed variation to the RPTP
End Table.
This chapter details the services that Auckland Transport has identified as being integral to the Auckland regional public transport network. These services (other than deemed exempt services) have been grouped into geographically defined units, and include the different types of public transport services that will be procured and provided by Auckland Transport under this Plan. Given the transitional nature of the RPTP – from the current mix of services to an integrated service network that will provide a connected set of frequent services – the details below focus largely on the new network, with the current network described in broad terms only.
Pages 85–86Auckland Transport inherited from the Auckland Regional Transport Authority (ARTA) a range of scheduled public transport services in the Auckland region.
In time, these services will be replaced with those listed in the new network described in the following section but in the interim, they will continue to be provided as described here.
Service descriptions are provided for 68 geographically-defined route groups as listed in Table 7-1 below. These generally include all of the services in a specific area and/or corridor, with at least part of their route in common.
Table:
Table 7-1: Route groups – current network
Transcriber's Note: The table has been converted to text. End Note.
1. Waiheke
2. Mt Eden Rd
3. Gillies Ave
4. Dominion Rd
5. Sandringham Rd
6. New North Rd
7. Pt Chevalier
8. CBD circuits
9. Herne Bay
10. Richmond Rd
11. New Lynn locals
12. Glen Innes and Ellerslie
13. Airbus Express
14. Mt Wellington
15. Glendowie
16. Tamaki Drive
17. St Heliers – Newmarket
18. Isthmus crosstowns
19. Remuera
20. Devonport
21. Hibiscus Coast
22. Northern Express
23. Beach Haven
24. Albany
25. Beach Rd
26. Forrest Hill
27. Sunnynook
28. Bayview
29. Windy Ridge
30. Glenfield
31. Northcote
32. Bayswater
33. Pukekohe
34. Manukau – Airport
35. Onehunga
36. Papakura
37. Manurewa
38. Gt South Rd and Otara
39. Puhinui
40. Mangere
41. Botany
42. Botany – CBD
43. Bucklands Beach
44. Howick
45. Ranui and Swanson
46. Te Atatu
47. Glen Eden
48. Kelston
49. Titirangi and Laingholm
50. Green Bay
51. Massey and Hobsonville
52. Gulf Harbour ferry
53. Devonport ferry
54. Stanley Bay ferry
55. Bayswater ferry
56. Pine Harbour ferry
57. Rakino ferry
58. Half Moon Bay ferry
59. West Harbour ferry
60. Birkenhead ferry
61. Waiheke ferry
62. Great Barrier ferry
63. Hobsonville
64. Beach Haven ferry
65. Western rail
66. Eastern rail
67. Southernrail
68. Onehunga rail
Detailed descriptions for the services contained within these route groups are contained in Appendix 2. These descriptions include detail on route numbers, suburbs and destinations served, indicative service frequencies and hours of operation.
End Table.
The defining features of the new network are described in Section 6.2 and include the frequency and time span of services (hours of operation across days of the week).
A further distinction is drawn between rapid services that operate in their own right-of-way (rail and busway services) and other services which occupy general road space, with priority measures applied as appropriate.
Table 7-2 below summarises the scheduled public transport services that Auckland Transport has identified as being integral to the new network. The services have been grouped into units based around geographic catchments serving identifiable sets of existing or potential customers. The grouping of services has also taken into account the need for units to be of sufficient size to ensure a competitive service supplier market and to deliver efficient and effective services that can increase patronage.
Table 7-2 also includes four route descriptions of services which are currently in operation that are deemed exempt services. While these services are integral to the public transport network, as deemed exempt services they are not provided under contract with Auckland Transport. Should any deemed exempt services cease to be operated by the relevant public transport operator, the relevant service will be deregistered one day following the date that the relevant public transport operator ceases to operate it. The relevant route description of the deemed exempt service will then become a unit for the purposes of the LTMA.
With the exception of deemed exempt services, the route descriptions listed in Table 7-2 are units for which Auckland Transport intends to provide financial assistance (subject to improved commerciality of the unit over time) where required, through PTOM contracts. Table 7-2 also shows the indicative start dates for services in each of the units.
Table:
Table 7-2: Public transport units and deemed exempt services – proposed 2016 network
Transcriber's Note: The table has been converted to text. The following headings have been omitted: Unit number; Route description; Indicative start date. Note to table follows. End Note.
Although the allocation of specific routes to units is still subject to a period of ongoing negotiation with public transport operators in the region, the individual services that make up each unit, together with their proposed target frequencies and indicative hours of operation, are listed in Appendix 1.
1: City LINK: Q4 2015 – Q2 2016
2: Inner LINK: Q4 2015 – Q2 2016
3: Richmond Rd: Q4 2015 – Q2 2016
4: Great North – Tamaki: Q4 2015 – Q2 2016
6: New North Rd: Q4 2015 – Q2 2016
7: Sandringham Rd: Q4 2015 – Q2 2016
8: Dominion Rd: Q4 2015 – Q2 2016
9: Mt Eden Rd: Q4 2015 – Q2 2016
10: Manukau Rd: Q4 2015 – Q2 2016
12: Remuera Rd: Q4 2015 – Q2 2016
14: Glen Innes: Q4 2015 – Q2 2016
16: Epsom: Q4 2015 – Q2 2016
17: Hospitals: Q4 2015 – Q2 2016
18: Mt Eden Crosstown: Q4 2015 – Q2 2016
19: Balmoral Rd Crosstown: Q4 2015 – Q2 2016
20: Mt Albert Rd Crosstown: Q4 2015 – Q2 2016
21: Hillsborough Road Crosstown: Q4 2015 – Q2 2016
24: Waiheke: Q4 2015 – Q2 2016
25: Titirangi: Q4 2015 – Q2 2016
26: Waikumete: Q4 2015 – Q2 2016
27: Te Atatu: Q4 2015 – Q2 2016
28: Ranui: Q4 2015 – Q2 2016
29: Hobsonville: Q4 2015 – Q2 2016
30: North Western Motorway: Q4 2015 – Q2 2016
31: Upper Harbour Crosstown: Q4 2015 – Q2 2016
32: Albany: Q2 2015 – Q4 2016
33: Glenfield Rd: Q2 2015 – Q4 2015
34: Wairau Valley: Q2 2015 – Q4 2016
35: Akoranga West: Q2 2015 – Q4 2015
36: Highbury Local: Q2 2015 – Q4 2016
37: Birkenhead: Q2 2015 – Q4 2015
40: Northern Express: 1 Q2 2015 – Q4 2015
41: Northern Express: 2 Q2 2015 – Q4 2015
42: Albany to Newmarket via Ponsonby: Q2 2015 – Q4 2015
43: Devonport: Q2 2015 – Q4 2015
44: Lower East Coast Bays: Q2 2015 – Q4 2015
45: Upper East Coast Bays: Q2 2015 – Q4 2015
46: Hibiscus Coast: Q2 2015 – Q4 2015
47: Hibiscus Coast Schools: Q2 2015 – Q4 2015
46: Warkworth: Q2 2015 – Q4 2015
50: Ti Rakau Drive: Q4 2015 – Q2 2016
52: Howick to Panmure: Q4 2015 – Q2 2016
53: Botany Crosstown: Q4 2015 – Q2 2016
55: Pakuranga Rd: Q4 2015 – Q2 2016
60: Auckland Airport: Q2 2014 – Q1 2015
61: Mangere Bridge: Q2 2014 – Q1 2015
62: Otahuhu: Q2 2014 – Q1 2015
63: Papatoetoe/Otara: Q2 2014 – Q1 2015
64: Manurewa: Q2 2014 – Q1 2015
55: Papakura: Q2 2014 – Q1 2015
67: Pukekohe: Q2 2015 – Q4 2015
Deemed Exempt: Airbus Express: Current
TBC: Pine Harbour ferry: TBC
TBC: Birkenhead ferry: TBC
TBC: West Harbour ferry: TBC
TBC: Hobsonville/Beach Haven ferry: TBC
TBC: Bayswater ferry: TBC
TBC: Gulf Harbour ferry: TBC
TBC: Half Moon Bay ferry: TBC
TBC: Rakino ferry: TBC
Deemed Exempt: Devonport ferry: Current
Deemed Exempt: Stanley Bay ferry: Current
Deemed Exempt: Waiheke ferry: Current
N/A: Southern rail line: Current; new tender 2016
N/A: Eastern rail line: Current; new tender 2016
N/A: Western rail line: Current; new tender 2016
N/A: Onehunga rail line: Current; new tender 2016
N/A: Pukekohe rail line: Current; new tender 2016
End Table.
In addition to the scheduled services already mentioned in this chapter, Auckland Transport proposes to provide financial support to the following targeted services.
Total Mobility is a demand-responsive service for people with disabilities who are registered users of the scheme. The Total Mobility scheme helps people who are unable to use regular public transport services to enhance their participation in the community by providing access to appropriate transport.
Total Mobility services are provided in the form of subsidised door-to-door transport services by taxi and specialist transport operators under contract to Auckland Transport in areas where scheme transport providers operate. Eligible users carry an ID card that is swiped through a card-reader connected to the taxi-meter so the correct fare is recorded. All vehicles used on Total Mobility contracts must be equipped with approved card-readers and meet Auckland Transport quality standards and all drivers must complete an Auckland Transport-approved specialist training course.
In addition to subsidising passenger trips, Auckland Transport each year provides an opportunity for operators to apply for a subsidy for installing wheelchair hoists and making the associated modifications to vehicles. Total Mobility services may be provided using taxis or small passenger-service vehicles (shuttles).
Auckland Transport funds a number of school bus services that are used exclusively to transport students to schools. These services are designed to meet an identified demand for school travel in situations where scheduled services cannot provide sufficient capacity or route coverage to meet the demand and/or where a school bus service provides the most cost-effective alternative to private vehicle use.
Auckland Transport's provision of school services is restricted to the urban area of the Auckland region, as the Ministry of Education is responsible for services in the rural areas of the region. In addition, Auckland Transport has no responsibility for school services that are procured commercially between individual schools and bus operators.
Auckland Transport's current school services are described in Appendix 2. As part of the transition from the current contracting environment to the PTOM, these school bus services will be allocated to individual PTOM units, as described in Appendix 1.
When the future service network has been rolled out across the region, there will be a comprehensive review of supported school bus services to ensure that the new network meets the requirements for school travel.
The driving factors behind this review will be to ensure that demand for contracted services remains strong, that the services represent good value for money and that a more efficient way of serving the demand through the scheduled public transport network does not exist.
Policy 7.3 details the approach to the planning and procurement of school bus services.
Auckland Transport and Auckland Council recognise that the public transport network described in this Plan, including the scheduled services described in Appendix 1, may not provide adequate coverage for all parts of the region.
Rural communities, in particular, receive limited service from the public transport network as extending regular scheduled services into these areas is not generally cost-effective.
Policy 7.5 describes how Auckland Transport will work with local communities to identify appropriate public transport solutions that can be self-sustaining in the longer term.
Page 92This chapter sets out a proposed timetable for the implementation of the major actions in this RPTP, including the staging of changes to the service network, and associated infrastructure investments. It also shows how Auckland Transport intends to involve the public in the detailed process of service changes.
The changes to the network structure outlined in this Plan represent a significant change to the way in which public transport services are delivered in the Auckland region.
Implementation across the whole region will require a detailed assessment of the specific route structure in each area. This will require input from communities to ensure that local needs are identified and taken into account. To achieve this, a staged implementation of the new network structure is proposed, with three main stages to be designed, procured, and implemented over a three-year period:
Stage 1 (2014–15): South Auckland
Stage 2 (2015): North Auckland
Stage 3 (2014–2016): Central, East and West Auckland
When the three-stage implementation of the new service network is complete, an integrated all day network of services (see Figure 5-5) will be in place.
Beyond 2016, significant further improvements will be enabled by the implementation of the City Rail Link. This will provide an underground rail connection from Britomart to the Western Line near Mt Eden and enable rail services to be through-routed
Page 93in the central city. This will deliver a major boost in rail system capacity and dramatically improve the accessibility of the city centre and other key centres by public transport. When complete, the City Rail Link will enable further changes to be made to the wider public transport network, including:
Increased service frequencies to the rail network as journey times from areas such as Manurewa, New Lynn and Henderson improve
Some reduction of growth in bus numbers as rail access to the city centre improves
These changes are illustrated in the indicative 2022 all-day network (see Figure 5.6). The service changes outlined above are indicative only, and will be incorporated into a new RPTP that will be prepared when the initial three-stage implementation of the new service network is in place.
Table 8-1 below indicates the timing of the key components required to deliver an integrated network of services over the 10-year life of the RPTP. Staging of the key components is contingent on receiving funding in time.
Page 94Table:
Table 8-1: Integrated network staging: key components
Transcriber's Note: The table has been converted to text. Note to table follows. End Note.
*'essential infrastructure' means infrastructure required in advance in order to operate proposed services.
Integrated ticketing (AIFS) implementation: 2013–2014
Introduce appropriate fare structure (subject to business case and funding): 2014
Stage 1 network changes: 2013–2014
Stage 2 network changes: 2014–2015
EMU introduction, rail capacity and service increase: 2014–2016
Stage 3 network changes: 2014–2016
Implement essential infrastructure* for Stages 1 to 3: 2013–2016
Implement essential infrastructure* towards mature 2022 service network: 2016–2022
Service network changes towards 2022 network (dependent on City Rail Link implementation): 2019–2022
Panmure to Pakuranga busway operational (AMETI): 2019–2022
City Rail Link operational, rail capacity and service increase (subject to funding) 2021–2022
Ongoing interchange and selected infrastructure improvements: 2013–2022
Selected bus priority and operational improvements to maximise the benefits of the new service network: 2013–2022
Selected customer improvements: 2013–2022
End Table.
In addition to the projects outlined in Table 8-1, route protection is being undertaken for the following projects during the life of this RPTP:
Rail to Auckland Airport
Waitemata Harbour Crossing
Rail to the North Shore
Avondale–Southdown rail corridor.
Table 8-2 below shows the integrated infrastructure programme required to deliver the proposed new network over a 10-year period. The table has a particular focus on the prioritised requirements of Stages 1 to 3 of the proposed service network changes. Each infrastructure project is filtered by the level of relative priority within a constrained funding environment:
a. 'Essential' means required in advance in order to run the proposed services or the project significantly enhances patronage growth
b. 'Highly desirable' means crucial projects to maximise the benefits of the proposed services in terms of patronage growth and/or enhanced connection environment between services
c. 'Desirable' means useful projects that complement the proposed services, e.g. by improving customer experience.
However, it should be noted that all these projects are required to enable the full benefits of the proposed service changes to be realised.
Table 8-2 also shows the delivery date by which the infrastructure project needs to be operational to align with the planned staging of proposed service changes. The table does not purport to be fully comprehensive but does cover all public transport modes, and includes Park-and-Ride.
Page 95The proposed new network is to be delivered within the middle of the Regional Land Transport Programme 2012–2015 cycle. Table 8-2 below shows the estimated capital funding implications associated with the delivery of the new network. Whether or not the required project is reflected in the current Regional Land Transport Programme is indicated. In many cases, the identified project is so recent that projects have not been fully scoped, but capital costs are estimated based on current knowledge. These projects will be further scoped as part of the development of the new Regional Land Transport Plan to be prepared in 2015. The current Regional Land Transport Programme funding component is subject to change via the Regional Land Transport Programme variation process.
Including the City Rail Link, Table 8-2 signals that more than $3.8b of public transport investment is required over the next 10 years, excluding land costs. With the exclusion of City Rail Link-related projects and any land costs, over $1.0b of investment is needed during the next decade to support the proposed service changes.
Pages 96–99Table:
Table 8-2: proposed infrastructure programme for new network (prioritised)
Transcriber's Note: The table has been split into six tables by region. The number of columns have been rationalised. End Note.
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Integrated ticketing (AIFS) |
Essential |
Delivers integrated ticketing solution across Auckland for all bus, rail and ferry services |
2014/15 |
Y1–3; Y4–10 |
$31m |
Electric trains |
Essential |
Improved efficiency and effectiveness of rail services on the network spine |
2014/15–2016/17 |
Y1–3; Y4–10 |
$500m |
Electric train depots |
Essential |
Essential infrastructure associated with electric trains |
2014/15 |
Y1–3 |
$178m |
Integrated fares |
Essential |
Remove financial transfer penalties that currently exist in the system, thus encouraging connections |
2014/15 |
Not present |
$3m |
City Rail Link (subject to funding) |
Essential |
Maximises rail network capacity supporting a transformative increase in rail services across the region. The bus network is being redesigned to take full advantage of the benefits that City Rail Link will bring to overall Auckland public transport network |
2021/22–2022+ |
Y1–3; Y4–10 |
$2,800m |
Bus priority measures |
Highly desirable |
Ongoing programme to enhance bus-service reliability through provision of selected bus lanes, intersection priority and other interventions |
2013/14–2022+ |
Y1–3 In part; Y4–10 In part |
$20m |
Public transport customer experience improvement |
Highly desirable |
Ongoing programme of selected customer facilities upgrades to improve connection/waiting environments and information provision |
2013/14–2022+ |
Y1–3 In part; Y4–10 In part |
$10m |
Designation and land purchase |
Highly desirable |
Future-proofing selected parts of permanent network (Rapid and Frequent) for efficient and effective delivery, as appropriate |
2013/14–2022+ |
Not present |
Not scoped |
Park and Ride investigations |
Highly desirable |
Ongoing programme of investigation into feasibility of new/expanded Park and Ride facilities to enhance patron growth |
2013/14–2022+ |
Not present |
$2m |
Rail station upgrade programme |
Desirable |
Ongoing programme of 14 rail station upgrades to enhance customer environment |
2013/14–2015/16 |
Y1–3 |
$50m |
Bus stop and shelter capital programme |
Essential |
Ongoing programme to improve, upgrade and relocate bus stops and shelters across Auckland to facilitate good-quality access, better connection environment and enhanced waiting facilities |
2013/14–2015/16 |
In part |
$30m |
Footnote 8: Estimates based on current pre-feasibility planning adjusted by Auckland Transport Infrastructure Assets Revaluation 2011 report figures, where appropriate. Land cost is not included. End Footnote.
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Otahuhu Bus–Train Interchange |
Essential |
Essential element to allow implementation of Southern Network. Off-road bus-to-train interchange facility |
2014/15 |
Y1–3 |
$8m |
Otahuhu Town Centre bus stops |
Essential |
On-street replacement facilities for current Otahuhu Bus Station |
2014/15 |
Y1–3; Not present |
$1.5m |
Pukekohe Station |
Essential |
Essential element to allow full implementation of Southern Network. Pedestrian overbridge and bus interchange required on western side of Pukekohe rail station |
2014/15 |
Y1–3 |
$10m |
Middlemore Interchange |
Highly desirable |
Supports the implementation of Southern Network. Improved western access to train station and bus-to-train interchange facilities upgrade |
2014/15 |
Not present |
$0.5m |
Manukau Bus Interchange |
Highly desirable |
Supports effective implementation of Southern Network. Off-road bus-to-bus interchange facility, adjacent to rail station |
2014/15 |
Y1–3 |
$10m |
Papatoetoe Station |
Highly desirable |
Supports the implementation of Southern Network. Upgraded bus stop facilities to improve bus to train interchange environment |
2014/15 |
Not present |
$1m |
Mangere Town Centre |
Highly desirable |
Supports implementation of Southern Network through easier connections. Upgraded bus-to-bus connection and waiting environment |
2014/15 |
Not present |
$2m |
Mangere Bridge |
Highly desirable |
Supports implementation of Southern Network. Upgraded bus-to-bus connection and waiting environment |
2014/15 |
Not present |
$0.4m |
Manurewa Station |
Highly desirable |
Supports implementation of Southern Network. Upgraded bus-to-train connection and waiting |
2014/15 |
Not present |
$0.2m |
Papakura Station |
Highly desirable |
Supports implementation of Southern Network. Bus-to-train connection environment enhancement as part of station upgrade |
2013/14 |
Y1–3 |
$0.4m |
Drury Station and Park and Ride |
Essential |
New rail station and Park and Ride facility to support major growth area. Park and Ride upstream of motorway congestion with good access to Rapid rail services. Dependent upon electric train services reaching Drury |
Blank |
Blank |
$6m |
Homai Station Interchange |
Highly desirable |
Enhanced bus–train connection facilities at Homai Station |
2014/15 |
Not present |
$1.5m |
Takanini Station |
Desirable |
Supports implementation of Southern Network. Bus turning circle and waiting area at end of Station Road |
2014/15 |
Not present |
$1m |
Massey Road – Buckland Road Neighbourhood Interchange |
Highly desirable |
Amendments to bus stop locations at this intersection and creation of a neighbourhood interchange to facilitate connection between Frequent bus services |
2014/15 |
Not present |
$2m |
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Te Atatu Bus Interchange |
Essential |
Essential for full implementation of Western Network. Off-road bus-to-bus interchange. To be developed as part of NZTA Te Atatu Motorway Interchange project |
2016/17 |
Y1–3 |
$10m |
Triangle Road Bus Interchange |
Essential |
Essential for full implementation of Western Network. Off-road/on-road bus-to-bus interchange |
2015/16 |
Y1–3 |
$4m |
Westgate Bus Interchange |
Essential |
Significant for full implementation of Western Network. Off-road bus-to-bus interchange integrated into new Westgate Town Centre as part of the town centre redevelopment project |
2015/16 |
Y1–3 |
$8m |
SH16 bus lanes – Waterview to Te Atatu |
Highly desirable |
Bus shoulder lanes, enhancing service capacity being delivered as part of NZTA Causeway Upgrade project |
2015/16 |
Blank |
NZTA funded |
Henderson Bus Interchange |
Highly desirable |
Supports full implementation of Western Network. Upgrade of existing bus interchange facilities to improve customer waiting/connection |
2013/14 |
Not present |
$0.2m |
Bus connection improvements |
Highly desirable |
Range of projects to allow for better bus-to-bus connection environments in town centres (Glendene and Glen Eden) and at rail stations (Sunnyvale and Ranui) |
Blank |
Not present |
$1m |
Westgate Park and Ride |
Essential |
New Park and Ride facility to support major growth area upstream of road congestion with access to Frequent bus services |
Blank |
Not present |
$1.2m |
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Wynyard Quarter Bus Interchange |
Essential |
Essential element for full implementation of Central Network. Off-road bus-to-bus interchange in vicinity of Fanshawe Street/Halsey Street |
2015/16 |
Y1–3 In part |
$30m |
City Centre bus infrastructure |
Essential |
Various projects currently being scoped to support successful bus operations of the new network in the Central City |
2013/14–2015/16 |
Y1–3 |
$3m |
Panmure Interchange (AMETI) |
Essential |
Significant project for full implementation of Central and Eastern Networks. Bus-to-train and bus-to-bus interchange at Panmure Station. Part of Auckland – Manukau Eastern Transport Initiative project. |
2016/17 |
Y1–3; Y4–10 |
$17.5m |
Britomart Interchange |
Essential |
Essential long-term project to support City Rail Link project. Better bus to train interchange at Britomart and large bus layover facilities. |
2021/22–2022+ |
Not present |
Not scoped |
Aotea Interchange |
Essential |
Essential long-term project to support City Rail Link project. Better bus-to-train interchange at proposed Aotea City Rail Link Station |
2021/22–2022+ |
Not present |
Not scoped |
Karangahape Road Interchange |
Essential |
Essential long-term project to support City Rail Link project. Better-bus-to train interchange at proposed Karangahape City Rail Link Station |
2021/22–2022+ |
Not present |
Not scoped |
Newton Interchange |
Essential |
Essential long-term project to support City Rail Link project. Better bus-to-train interchange at proposed Newton City Rail Link station |
2021/22–2022+ |
Not present |
Not scoped |
Newmarket Interchange |
Highly desirable |
Support full implementation of Central Network Better bus-to-train interchange at Newmarket train station |
2016/17 |
Not present |
$2m |
Grafton Interchange |
Highly desirable |
Supports full implementation of Central Network Better bus-to-train interchange at Grafton Train Station as part of The University of Auckland's campus development project |
2015/16 |
Not present |
$5m |
Blockhouse Bay Town Centre |
Highly desirable |
Project to allow for a better-bus-to bus connection environment |
2015/16 |
Not present |
$0.5m |
St Lukes Road |
Highly desirable |
Supports implementation of Central Network. Better bus-to-bus interchange environment at St Lukes Mall and bus-priority measures on Morningside Drive/St Lukes Road |
2015/16 |
Not present |
$3m |
Onehunga Interchange |
Highly desirable |
Supports implementation of Central/Southern Networks. Upgrade of existing bus interchange and enhanced interchange at Onehunga Train Station |
2013/14 |
Not present |
$0.7m |
Sylvia Park |
Highly desirable |
Supports implementation of Central/Southern Networks. Upgrade of existing bus interchange and enhanced bus interchange at Sylvia Park Train Station |
2014/15 |
Y1–3; Y4–10 |
$1m |
Balmoral Road bus connection improvements |
Highly desirable |
Supports implementation of Central Network Redesign intersections at Dominion, Mt Eden and Manukau Roads to facilitate better bus-to-bus connection environment |
2015/16 |
Not present |
$3m |
Mt Albert Road bus connection improvements |
Highly desirable |
Supports implementation of Central Network. Redesign intersections at Dominion, Mt Eden and Sandringham Roads to facilitate better bus-to-bus connection environment. |
2015/16 |
Not present |
$3m |
Pt Chevalier Shops |
Highly desirable |
Supports implementation of Central Network Redesign of Great North Road/Carrington Road intersection to facilitate better bus to bus connection environment |
2015/16 |
Not present |
$1m |
Avondale Interchange and Park and Ride |
Highly desirable |
Supports full implementation of Central/Western Networks. Off-road bus-to-train interchange with adjacent Park and Ride |
2015/16 |
Y4–10 |
$3m |
Ellerslie Town Centre |
Highly desirable |
Supports implementation of Central Network Enhance bus-to-bus connection environment in town centre |
2014/15 |
Not present |
$0.4m |
Glen Innes Interchange |
Highly desirable |
Supports implementation of Central Network Enhance bus-to-train connection environment at Glen Innes Station |
2015/16 |
Not present |
$0.5m |
Parnell Station |
Highly desirable |
New train station |
2016/17 |
Y1–3 |
$18m |
Waterview Green Bridge |
Desirable |
Great North Road public transport, walk and cycle overbridge to provide better connectivity to Unitec |
2015/16 |
Not present |
$6m |
Downtown Ferry Terminal |
Desirable |
Enhancements to Downtown Ferry Terminal |
2016/17 |
Y1–3; Y4–10 |
$7m |
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Panmure to Pakuranga Busway (AMETI) |
Essential |
Construction of dedicated busway between Panmure and Pakuranga |
2019/20 |
Y1–3; Y4–10 |
$14m |
Pakuranga Plaza (AMETI) |
Essential |
Significant project for full implementation of Eastern Network. Upgrade of existing bus interchange facilities at Pakuranga Town Centre |
2016/17 |
blank |
$5m |
Botany Town Centre |
Highly desirable |
Supports implementation of Eastern Network Upgrade of existing bus interchange facilities at Botany Town Centre |
2014/15 |
Y1–3 |
$0.5m |
Half Moon Bay Ferry Terminal |
Highly desirable |
Improvements to passenger and vehicular ferry terminals |
2016/17 |
Y1–3; Y4–10 |
$11m |
Project |
Priority |
Functional requirement |
Delivery target |
Regional land transport programme 2012–2015 status |
Estimated capital cost in 10-year programme (See Footnote 8) |
---|---|---|---|---|---|
Hibiscus Coast Busway Station and Park and Ride |
Essential |
Essential element for full implementation of Northern Network. Bus-to-bus interchange and Park and Ride at Silverdale. Park and Ride to support major growth area upstream of road congestion with access to Frequent bus services. |
2014/15 |
Y1–3 |
$5m |
Constellation to Albany Busway |
Highly desirable |
Extension of dedicated busway between Constellation and Albany stations for significant improvements to Northern Busway operations |
Blank |
Not present |
NZTA funded |
Akoranga Busway Station improvements |
Highly desirable |
Significant for full implementation of Northern Network. Provides for northbound access to Akoranga Station from Esmonde Road to allow for greater operational flexibility |
2015/16 |
Not present |
$1m |
Takapuna Bus Interchange |
Highly desirable |
Supports full implementation of Northern Network Upgrade of current facility to allow better connection environment between bus services in Takapuna |
2014/15 |
Not present |
$0.5m |
Bus connection improvements |
Highly desirable |
A range of projects to support better bus-to-bus connection environments in Milford, Northcote, Highbury, Glenfield and Albany Centre |
Blank |
Not present |
$3m |
Silverdale bus interchange |
Highly desirable |
On-road bus-to-bus interchange to facilitate implementation of Northern Network |
2015/16 |
Y1–3 |
$0.15m |
Devonport Ferry Terminal |
Desirable |
Enhancements to Devonport Ferry Terminal |
2016/17 |
Y1–3; Y4–10 |
$4.5m |
Northern Busway – additional stations |
Desirable |
New busway stations to improve catchment of Northern Busway services |
2022+ |
Y4–10 |
$5m |
End Table.
Implementing the network changes described above will require significant public consultation.
The statutory consultation undertaken on this Plan provided an opportunity for key stakeholders, interest groups and the wider public to provide feedback and input on the core structure of the new network in broad terms (but not on specific local details such as detailed routing, the mixture of local services, location of stops and other infrastructure matters).
Feedback on specific local details will be sought through local targeted engagement exercises that will be undertaken prior to procurement of services as part of the PTOM contracting process.
The detailed service specifications will be prepared in collaboration with key stakeholders, operators and Auckland Transport. These will be made more widely available to other stakeholders, existing and potential users, and persons who may be affected by, or have an interest in, the proposed service design in the affected areas.
Following these targeted engagement exercises, refined service proposals will be evaluated for their affordability and then procured through the PTOM process.
The PTOM partnership between Auckland Transport and the service operator provides the opportunity for regular performance reviews and continuous improvement. Information from this process will be used to monitor the performance of individual routes, PTOM units, and the network as a whole.
Where minor amendments to service levels, timings and/or routings cannot address identified problems, a route or group of routes may be subjected to a more comprehensive service review process.
This service review process would essentially follow the process described above for the initial local-level service planning exercise, with an additional final step to secure approval from the Auckland Transport Board and NZTA for any changes that have financial implications for total expenditure and/or cost-recovery ratios.
Page 100All-day network: The network of rapid, frequent, connector services that operate at the minimum stated frequency throughout the day. The target all-day operating period for frequent services is between 6am and 9pm, seven days a week (with lower frequencies outside these times). This will be phased in as funding and demand allow, with an initial target by 2016 of 7am to 7pm on weekdays, and specific time coverage at weekends subject to service demand.
AT HOP card: A stored-value smartcard that can be used to pay fares on buses, trains and ferries participating in Auckland Transport's integrated ticketing system.
Auckland Plan: A comprehensive long-term strategy, required by legislation, that directs Auckland's growth and development up to 2040. It includes social, economic, environmental and cultural goals and identifies existing and future locations of critical infrastructure facilities, including transport. It was adopted by Auckland Council in May 2012.
City Rail Link: A proposed 3.5 kilometre double-track underground rail tunnel beneath the city centre from Britomart to the Western Line near Eden Terrace, with three city-centre underground stations.
Connector Network: Bus and ferry corridors with some priority measures connecting with activity centres, town centres and metropolitan centres. Provides access to more frequent services.
Council Controlled Organisation: An organisation in which a local authority controls 50 per cent or more of the votes, or has the right to appoint 50 per cent or more of the directors or trustees.
Exempt service: A public transport service that is exempt under Section 130(2) of the LTMA or deemed exempt under Section 153(2) of the LTMA. Exempt services are not provided under contract to Auckland Transport and, unless specified otherwise, are not subject to the objectives and policies in this Plan.
Farebox recovery: A policy that provides for public transport operating costs to be shared equitably between users and funders, to reflect the private and public benefits received, having regard to the objectives and circumstances of their region.
Farebox Recovery Ratio: The proportion of total operating costs recovered from users through fares and SuperGold card payments.
Ferry Standard: A standard for new vessels to be used in future contracts for the provision of ferry services.
Frequent Network: A network of major bus and ferry corridors connecting the city centre, metropolitan centres and other major centres, providing at least a 15-minute service all day (initially from 7am to 7pm), with significant priority measures.
Page 101Government Policy Statement: A document that highlights the Government's outcomes and priorities for the land transport sector, and sets out its broad transport funding allocations over the next decade.
Integrated Transport Programme: A plan produced by Auckland Transport and NZTA with the support of Auckland Council. It coordinates, prioritises and sequences the strategic activities of Auckland's transport network providers, over the next 30 years, that are required to deliver the spatial development needs set out in the Auckland Plan.
National Energy Efficiency and Conservation Strategy: A strategy to promote energy efficiency, energy conservation and renewable energy in New Zealand.
National Land Transport Programme: A prioritised nationwide three-year programme of roading and transport projects that allocates central government funding.
Partnering Agreement: A mid-level contract document between Auckland Transport and operators, specific to each operator. It contains the key deliverables associated with working in a PTOM environment and includes a greater level of detail than the Regional Agreement.
Public Transport Operating Model: A framework for building a long-term public-private partnership between regional councils and public transport operators with two overarching objectives: to grow the commerciality of public transport services and create incentives for services to become fully commercial, and to grow confidence that services are priced efficiently and that competitors have access to public transport markets.
Rapid Network: Rail and busway corridors providing dedicated right-of-way connections between the city centre and other selected centres, providing frequent and reliable services (at least a 15-minute service all day, initially from 7am to 7pm).
Real-Time Passenger Information System: An electronic system linked to automatic vehicle location devices on public transport vehicles that provides real-time arrival information on electronic displays at transport interchanges and stops.
Regional Agreement: The highest level of commercial agreement between Auckland Transport and providers of public transport services. It sets the overall framework for the provision of PTOM-contracted public transport services and is signed by all operators.
Regional Land Transport Plan: A statutory plan that will be prepared by Auckland Transport under the LTMA, which sets out the region's land transport objectives, policies and measures for at least 10 years; includes a statement of priorities and provides a financial forecast of anticipated revenue and expenditure on activities. The plan forms the basis of Auckland Transport's request for funding allocations in the National Land Transport Programme. It replaces the previous Regional Land Transport Programme.
Regional Land Transport Strategy: A statutory document that sets regional objectives and policies for the region's transport system from 2010 to 2040. It was adopted by (former) Auckland Regional Council in 2010. Following the recent amendment to the LTMA, the RLTS is no longer required, and any RPTP adopted after 30 June 2015 will no longer be required to give effect to the public transport components of the RLTS.
Regional Public Transport Plan: A statutory document describing how Auckland Transport will give effect to the public transport components of the 2010 Auckland Regional Land Transport Strategy. It also specifies the public transport services proposed for the region, and the policies that apply to those services.
Requirements for Urban Buses: New Zealand's common standard for urban bus quality. It sets out the common dimensions and features of an urban bus and is used by Auckland Transport in urban bus contracts.
SuperGold card: A national identification card that provides free off-peak travel on bus, rail and ferry services to people aged 65 or older.
Total Mobility: A subsidised transport scheme for those with impaired mobility who have difficulty with, or are unable to use, scheduled public transport services.
Unit: As defined in Section 5 of the LTMA, a public transport service, or group of public transport services:
a. that Auckland Transport identifies as integral to the region's public transport network and
b. that operates, or will operate, on the entire length of 1 or more routes specified in RPTP and
c. that includes all of the public transport services operating to a timetable that applies to the entire route or routes specified for the unit
Unit Agreement: The lowest level of contractual document between Auckland Transport and operators. It contains the details and targets for the operation of each specific unit (e.g. the routes, timetables, vehicle requirements and KPI goals for each unit).
Unitary Plan: A Resource Management plan that will replace District Plans, setting out rules and regulations controlling all planning activities and development in Auckland which will give effect to the strategic direction of the Auckland Plan.
Vehicle Quality Standards: Standards that may be set by Auckland Transport for specific services, in addition to the national Requirements for Urban Vehicles.
Pages 103–104AIFS: Auckland Integrated Fare System
AMETI: Auckland Manukau Eastern Transport Initiative
ARTA: Auckland Regional Transport Authority
CRL: City Rail Link
EMU: Electric Multiple Unit
FRR: Farebox recovery ratio
GPS: Global Positioning System
ITP: Integrated Transport Programme
KPI: Key performance indicator
LCN: Local Connector Network
LTMA: Land Transport Management Act 2003
NEECS: National Energy Efficiency and Conservation Strategy
NITIS: National Integrated Ticketing Interoperability Standards
NZTA: New Zealand Transport Agency
PTOM: Public Transport Operating Model
QTN: Quality Transit Network
RLTP: Regional Land Transport Plan
RLTS: Regional Land Transport Strategy
RPTP: Regional Public Transport Plan
RTN: Rapid Transit Network
RTPIS: Real-Time Passenger Information System
TAAG: Transport Accessibility Advisory Group
Pages 105–126Transcriber's Note: Print Page 124 is a duplicate of Page 122 and has been omitted. End Note.
This appendix presents details of proposed future services that are integral to the Auckland public transport network. It includes descriptions of the routes, frequencies and hours of operation of units. Four deemed exempt services are also included in this appendix: these are integral to the regional network, but are not part of any unit. Total Mobility taxi/shuttle service providers are also listed.
The service levels described in this appendix are targets for 2016, and are subject to funding.
All frequencies are in minutes unless otherwise stated.
Route numbers for scheduled services will be confirmed post-tendering of services
Nite Rider services are to be confirmed for unit allocation purposes at a later date
Table:
Transcriber's Note: The table has been broken into separate tables by unit. Note that units are not necessarily consecutive. End Note.
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
City Link. Wynyard Quarter to Karangahape Rd via Queen St |
blank |
5 |
7.5 |
10 |
7.5/10 |
7.5/10 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
Inner Link. Britomart, Three Lamps, Ponsonby, Grafton, Newmarket, Parnell and to Britomart |
blank |
10 |
15 |
15 |
15 |
15 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Grey Lynn to Auckland University via Richmond Rd and Grey Lynn |
blank |
10 |
15 |
30 |
30 |
30 |
St Lukes to Auckland University via Richmond Rd and Grey Lynn |
blank |
30 |
30 |
30 |
30 |
30 |
Westmere to Auckland University via Williamson Ave and Freemans Bay |
blank |
15 |
30 |
30 |
30 |
30 |
Benson Rd to Karangahape Rd via Remuera, Hobson Bay, Eastern Parnell, Auckland University, Freemans Bay and Howe St |
blank |
30 |
60 |
60 |
60 |
60 |
008 – Parnell to Auckland Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
011 – Newton to Mt Albert Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
012 – Downtown to St Marys College |
Morning |
blank |
blank |
blank |
blank |
blank |
015 – Britomart to Auckland Girls Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
029 – Parnell to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
062 – Ponsonby to Western Springs College |
Morning |
blank |
blank |
blank |
blank |
blank |
008 – Auckland Grammar to Parnell |
Afternoon |
blank |
blank |
blank |
blank |
blank |
012 – St Marys College to Downtown |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Western Springs College to Herne Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
029 – Epsom Schools to Parnell |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
New Lynn to City via Great North Rd |
blank |
6 |
10 |
15 |
15 |
15 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Avondale Peninsula to Wynyard Quarter via Rosebank Rd, St Lukes and Auckalnd University |
blank |
5 |
12 |
15 |
15 |
15 |
001 – Mt Albert Grammar to Midtown |
Afternoon |
blank |
blank |
blank |
blank |
blank |
014 – Mt Albert Grammar to Downtown |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
New Lynn to Wynyard Quarter via Sandringham Rd and Auckland University |
blank |
10 |
15 |
15 |
15 |
15/30 |
Avondale, New Windsor to Wynyard Quarter via St Lukes and Auckland University 15 Avondale, New Windsor to St Lukes |
blank |
30 |
30 |
60 |
30 |
30 |
010 – Sandringham to Ponsonby Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
041 – Mt Albert to Mt Albert Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
202 – New Windsor to Auckland Girls Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
010 – Ponsonby Intermediate to Sandringham |
Afternoon |
blank |
blank |
blank |
blank |
blank |
041 – Mt Albert Grammar to Mt Albert |
Afternoon |
blank |
blank |
blank |
blank |
blank |
202 – Auckland Girls Grammar to New Windsor |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
New Lynn to Wynyard Quarter via White Swan Rd Dominion Rd and Auckland University |
blank |
10 |
15 |
15 |
15 |
15 |
Lynfield to Wynyard Quarter via Dominion Rd Extension, Dominion Rd and Auckland University |
blank |
10 |
15 |
15 |
15 |
15 |
Mt Roskill to Wynyard Quarter via Dominion Road |
blank |
10 |
15 |
blank |
blank |
blank |
019 – Lynfield to Waikowhai Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
267 – Mt Roskill Grammar to Lynfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Waikowhai via Hillsborough Rd to Britomart via Mt Eden Rd and Symonds St |
blank |
5 |
15 |
15 |
15 |
15 |
Waikowhai via Melrose Rd to Britomart via Mt Eden Rd and Symonds St |
blank |
5 |
15 |
15 |
15 |
15 |
031 – Mt Roskill to Epsom and Remuera Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
099 – Lynfield to Auckland Grammar and St Peters |
Morning |
blank |
blank |
blank |
blank |
blank |
022 – Waikowhai Intermediate to Lynfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
031 – Remuera/Epsom Schools to Mt Roskill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
032 – Epsom Girls to Waikowhai |
Afternoon |
blank |
blank |
blank |
blank |
blank |
099 – St Peters & Auckland Grammar to Lynfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
099 – St Peters & Auckland Grammar to Lynfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
Onehunga to Wynyard Quarter via Manukau Rd |
blank |
5 |
10 |
15 |
15 |
15 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Mt Albert to Glen Innes via Pt Chevalier, Herne Bay, Auckland University, Parnell and Remuera Rd |
blank |
15 |
15 |
15 |
15 |
15 |
Pt. Chevalier Beach to City and Auckland University, via Jervois Road |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Meadowbank to Ponsonby via City and Auckland University |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
009 – Remuera to Auckland Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
010 – Remuera to Auckland Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
017 – Kohimarama to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
017 – Downtown to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
019 – Ellerslie to Remuera Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
020 – Remuera to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
023 – Herne Bay to Epsom Girls Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
028 – Remuera to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
051 – Kohimarama to Kadimah College |
Morning |
blank |
blank |
blank |
blank |
blank |
073 – Meadowbank to St Thomas Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
074 – Remuera to Selwyn College |
Morning |
blank |
blank |
blank |
blank |
blank |
009 – Epsom Schools to Glen Innes |
Afternoon |
blank |
blank |
blank |
blank |
blank |
009 – Auckland Grammar to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
010 – Auckland Grammar to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
017 – Sacred Heart College to Parnell |
Afternoon |
blank |
blank |
blank |
blank |
blank |
019 – Remuera Primary to Ellerslie |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Sacred Heart College to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
023 – Epsom Girls Grammar to Herne Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
028 – Epsom Schools to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
045 – Selwyn College to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
051 – Kadimah College to Kohimarama |
Afternoon |
blank |
blank |
blank |
blank |
blank |
055 – Selwyn College to Meadowbank |
Afternoon |
blank |
blank |
blank |
blank |
blank |
071 – Glendowie College to Ellerslie |
Afternoon |
blank |
blank |
blank |
blank |
blank |
072 – Glendowie College to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
073 – St Thomas Primary to Remuera |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Otahuhu to Sylvia Park via Panama Rd |
blank |
15 |
30 |
30 |
30 |
30 |
Sylvia Park to Ellerslie |
blank |
15 |
30 |
30 |
30 |
30 |
Ellerslie to Glen Innes |
blank |
15 |
30 |
30 |
30 |
30 |
Sylvia Park to Glen Innes |
blank |
15 |
30 |
30 |
30 |
30 |
Panmure to Glen Innes to Meadowbank (St John's circuit) |
blank |
15 |
30 |
30 |
30 |
30 |
022 – Panmure to Baradene College |
Morning |
blank |
blank |
blank |
blank |
blank |
061 – Panmure Town Centre to Ellerslie/Penrose Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
062 – Mt Wellington to Ellerslie/Penrose Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
063 – Mt Wellington to St Marys School (Ellerslie) |
Morning |
blank |
blank |
blank |
blank |
blank |
071 – Ellerslie to Glendowie College |
Morning |
blank |
blank |
blank |
blank |
blank |
022 – Baradene College to Panmure |
Afternoon |
blank |
blank |
blank |
blank |
blank |
027 – Glendowie College to Otahuhu Transport Centre |
Afternoon |
blank |
blank |
blank |
blank |
blank |
036 – De La Salle College to Pt England |
Afternoon |
blank |
blank |
blank |
blank |
blank |
046 – Selwyn College to Panmure |
Afternoon |
blank |
blank |
blank |
blank |
blank |
047 – Selwyn College to Panmure |
Afternoon |
blank |
blank |
blank |
blank |
blank |
061 – One Tree Hill College to Panmure Town Centre |
Afternoon |
blank |
blank |
blank |
blank |
blank |
062 – One Tree Hill College to Mt Wellington South |
Afternoon |
blank |
blank |
blank |
blank |
blank |
063 – Ellerslie Primary to Mt Wellington |
Afternoon |
blank |
blank |
blank |
blank |
blank |
063 – One Tree Hill College to Mt Wellington |
Afternoon |
blank |
blank |
blank |
blank |
blank |
065 – Panmure District School to Mt Wellington |
Afternoon |
blank |
blank |
blank |
blank |
blank |
065 – One Tree Hill College to Bailey Road School – Penrose |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Glen Innes to City via St Heliers and Tamaki Drive |
blank |
30 |
30 |
30 |
30 |
30 |
Riddell Rd to City via St Heliers and Tamaki Drive |
blank |
30 |
30 |
30 |
30 |
30 |
Glen Innes to city via Wai-o-toki Bay and Kepa Rd |
blank |
15 |
30 |
30 |
30 |
30 |
Glen Innes to City via Long Drive |
blank |
15 |
30 |
blank |
blank |
blank |
Glen Innes to Mission Bay via Long Drive |
blank |
blank |
30 |
30 |
30 |
30 |
Bastion Pt to Glen Innes via Mission Bay |
blank |
20 |
30 |
60 |
30/60 |
30/60 |
007 – Glen Innes to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
014 – St Heliers to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
015 – St Heliers to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
016 – St Heliers to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
019 – Mission Bay to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
021 – St Heliers to Baradene College |
Morning |
blank |
blank |
blank |
blank |
blank |
055 – Kohimarama to Remuera Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
625 – Glen Innes Centre to Glendowie College |
Morning |
blank |
blank |
blank |
blank |
blank |
001 – Epsom Schools to Kohimarama |
Afternoon |
blank |
blank |
blank |
blank |
blank |
002 – Epsom Schools to St Heliers |
Afternoon |
blank |
blank |
blank |
blank |
blank |
003 – Epsom Schools to St Heliers |
Afternoon |
blank |
blank |
blank |
blank |
blank |
004 – Epsom Schools to St Heliers |
Afternoon |
blank |
blank |
blank |
blank |
blank |
005 – Epsom Schools to Glendowie |
Afternoon |
blank |
blank |
blank |
blank |
blank |
007 – Epsom Schools to Mission Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
007 – Sacred Heart College to Glen Innes Village |
Afternoon |
blank |
blank |
blank |
blank |
blank |
008 – Orakei Primary to Kohimarama |
Afternoon |
blank |
blank |
blank |
blank |
blank |
011 – St Ignatius School to Glendowie |
Afternoon |
blank |
blank |
blank |
blank |
blank |
021 – Baradene College to St Heliers |
Afternoon |
blank |
blank |
blank |
blank |
blank |
055 – Remuera Intermediate to Kohimarama |
Afternoon |
blank |
blank |
blank |
blank |
blank |
056 – Remuera Intermediate to Kohimarama |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
Hospitals. Remuera to Britomart via Ascot, Greenlane and Auckland Hospitals |
blank |
60 |
60 |
60 |
60 |
60 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Mt Eden Crosstown. Wynyard Quarter to Mission Bay via Kingsland, Mt Eden Village, Remuera and Orakei Station |
blank |
15 |
20 |
30 |
30 |
30 |
006 – St Lukes to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
006 – Epsom Schools to St Lukes |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
Balmoral Road Crosstown. Pt. Chevalier to Orakei |
blank |
10 |
15 |
15 |
15 |
15/30 |
007 – Epsom to Mt Albert Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Balmoral to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
030 – Balmoral to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Sacred Heart College to Balmoral |
Afternoon |
blank |
blank |
blank |
blank |
blank |
007 – Mt Albert Grammar to Epsom |
Afternoon |
blank |
blank |
blank |
blank |
blank |
030 – Epsom Schools to Mt Eden |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Mt Albert Rd Crosstown. Mt Albert to Pakuranga via Onehunga |
blank |
10 |
15 |
15 |
15 |
15/30 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Stoddard Rd Crosstown. Triangle Rd to Onehunga via Rosebank Rd and Avondale |
blank |
15 |
30 |
30 |
30/60 |
30/60 |
Avondale to New Lynn via Avondale Peninsula |
blank |
30 |
30 |
60 |
60 |
60 |
248 – Blockhouse Bay to Blockhouse Bay Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
022 – Lynfield to Blockhouse Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Hillsborough Rd Crosstown. New Lynn to Onehunga and Sylvia Park |
blank |
15 |
30 |
30 |
30/60 |
30/60 |
Hillsborough Rd Crosstown. New Lynn to Onehunga and Otahuhu |
blank |
15 |
30 |
60 |
60 |
60 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
O'Brien Rd. Omiha Bay to Matiatia Ferry Terminal |
blank |
30 |
60 |
60 |
60 |
60 |
Donald Bruce Rd. Kennedy Point to Matiatia Ferry Terminal |
blank |
30 |
60 |
60 |
60 |
60 |
Seaview Rd. Onetangi to Matiatia Ferry Terminal |
blank |
30 |
60 |
60 |
60 |
60 |
094 – Palm Road to Waiheke Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
094 – Waiheke Primary to Palm Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
New Lynn to Avondale via Green Bay and Blockhouse Bay |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Golf Road to New Lynn |
blank |
30 |
60 |
60 |
60/120 |
60/120 |
French Bay to New Lynn via Golf Rd |
blank |
30 |
60 |
60 |
120 |
120 |
South Titirangi Rd to New Lynn via Titirangi Rd |
blank |
60 |
60 |
60 |
60 |
|
Glen Eden Station to New Lynn via Titirangi Village and Titirangi Rd |
blank |
60 |
60 |
60 |
60 |
60 |
Woodlands Park Rd to New Lynn via Titirangi Village and Titirangi Road |
blank |
60 |
60 |
60 |
60 |
60 |
Brains Park to New Lynn via Nikau St |
blank |
30 |
30 |
60 |
30/60 |
30/60 |
Titirangi Shops to City via Green Bay and Blockhouse Bay Rd |
blank |
20 |
N/A |
N/A |
N/A |
N/A |
006 – New Lynn/Titirangi to Remuera Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Glen Eden to Green Bay High |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Kaurilands to Green Bay High |
Morning |
blank |
blank |
blank |
blank |
blank |
008 – New Lynn Transport Centre to Blockhouse Bay Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
025 – Green Bay to Glen Eden Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
179 – Titirangi Village to Avondale College |
Morning |
blank |
blank |
blank |
blank |
blank |
179x – Titirangi to Avondale College |
Morning |
blank |
blank |
blank |
blank |
blank |
006 – Remuera Schools to Titirangi/New Lynn |
Afternoon |
blank |
blank |
blank |
blank |
blank |
008 – Blockhouse Bay Intermediate to New Lynn |
Afternoon |
blank |
blank |
blank |
blank |
blank |
009 – Blockhouse Bay Intermediate to Green Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
013 – Green Bay High to New Lynn Transport Centre |
Afternoon |
blank |
blank |
blank |
blank |
blank |
025 – Glen Eden Intermediate to Green Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
179 – Avondale College to Titirangi Village |
Afternoon |
blank |
blank |
blank |
blank |
blank |
179x – Avondale College to Titirangi |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
New Lynn to Triangle Rd via Great North, Henderson and Lincoln Rd |
blank |
10 |
12 |
15 |
15 |
15/30 |
New Lynn to Westgate via Great North Rd, Henderson, Lincoln Rd, Triangle Rd Interchange and Massey |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Henderson to New Lynn via Glengarry Rd and Glen Eden |
blank |
30 |
60 |
60 |
60 |
60 |
Henderson to New Lynn via Rosier Rd and Glen Eden |
blank |
30 |
60 |
60 |
60 |
60 |
Henderson to New Lynn via Glendene |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Henderson circuit via Sunnyvale and McLaren Park |
blank |
60 |
60 |
N/A |
60 (day) |
60 (day) |
007 – Henderson Valley to Green Bay High |
Morning |
blank |
blank |
blank |
blank |
blank |
021 – Henderson Valley to Kelston Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
063 – Henderson to Avondale College |
Morning |
blank |
blank |
blank |
blank |
blank |
072 – Glendene to Waitakere Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
Ls7 – Parrs Park to Liston College/Holy Cross School |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Green Bay High to Henderson Valley |
Afternoon |
blank |
blank |
blank |
blank |
blank |
012 – Kelston Schools to Henderson |
Afternoon |
blank |
blank |
blank |
blank |
blank |
013 – Kelston Schools to Glen Eden |
Afternoon |
blank |
blank |
blank |
blank |
blank |
017 – Kelston Schools to Te Atatu South |
Afternoon |
blank |
blank |
blank |
blank |
blank |
021 – Kelston Schools to Henderson Valley |
Afternoon |
blank |
blank |
blank |
blank |
blank |
030 – Waitakere Schools to Kelston |
Afternoon |
blank |
blank |
blank |
blank |
blank |
063 – Avondale College to Henderson |
Afternoon |
blank |
blank |
blank |
blank |
blank |
115 – Waitakere Schools to New Lynn Transport Centre |
Afternoon |
blank |
blank |
blank |
blank |
blank |
156 – Avondale College to Forest Hill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
189 – Kelston Boys-Girls and Intermediate to New Lynn |
Afternoon |
blank |
blank |
blank |
blank |
blank |
LS7 – Liston College to Oratia |
Afternoon |
blank |
blank |
blank |
blank |
blank |
TP1 – Tirimoana Primary to Sabulite Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Te Atatu Peninsula to Henderson via Te Atatu Rd |
blank |
15 |
15 |
15 |
15 |
15/30 |
Te Atatu Peninsula to Henderson via Edmonton Rd |
blank |
30 |
60 |
60 |
60 |
60 |
Te Atatu Peninsula to City via Northwestern Motorway |
blank |
10 |
N/A |
N/A |
N/A |
N/A |
Glendene roundabout to City via Te Atatu Rd and Northwestern Motorway |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Henderson to City via Edmonton Road and Northwestern Motorway |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
013 – New Lynn to Rutherford College |
Morning |
blank |
blank |
blank |
blank |
blank |
014 – Henderson to Rutherford College |
Morning |
blank |
blank |
blank |
blank |
blank |
020 – Te Atatu Peninsula to Kelston Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
022 – Henderson to Rangeview Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
RU812 – Swanson to Rutherford College |
Morning |
blank |
blank |
blank |
blank |
blank |
013 – Rutherford College to New Lynn |
Afternoon |
blank |
blank |
blank |
blank |
blank |
014 – Rutherford College to Henderson |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Kelston Schools to Te Atatu Peninsula |
Afternoon |
blank |
blank |
blank |
blank |
blank |
022 – Rangeview Intermediate to Henderson and Glendene |
Afternoon |
blank |
blank |
blank |
blank |
blank |
040 – Waitakere Schools to Te Atatu South |
Afternoon |
blank |
blank |
blank |
blank |
blank |
LS1 – Holy Cross School to Liston College |
Afternoon |
blank |
blank |
blank |
blank |
blank |
RU812 – Rutherford College to Swanson |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Henderson West Circuit. Via Henderson Valley Rd, Summerland Dr, Simpson Rd and Sturges Rd |
blank |
20 |
30 |
60 |
30/60 |
30/60 |
Ranui to Henderson via Birdwood Rd loop, Universal Drive and Triangle Rd Interchange |
blank |
20 |
30 |
60 |
30/60 |
30/60 |
Waitakere to Henderson via Swanson Station and Rathgar Rd |
blank |
30 |
60 |
60 |
60 |
60 |
Ranui to City via Universal Drive and Northwestern Motorway |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
018 – Ranui to Kelston Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
LS6 – Candia Rd to Liston College/Holy Cross School |
Morning |
blank |
blank |
blank |
blank |
blank |
AV1 – Opanuku Rd to Avondale College |
Morning |
blank |
blank |
blank |
blank |
blank |
AV2 – Ranui to Avondale College |
Morning |
blank |
blank |
blank |
blank |
blank |
MA 8 – Swanson Station to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA 14 – Falls Rd/Anzac Valley to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA 100 – Te Atatu Peninsula to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA 200 – Rathgar Rd to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
018 – Kelston Schools to Ranui |
Afternoon |
blank |
blank |
blank |
blank |
blank |
LS6 – Liston College to Candia Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
AV1 – Avondale College to Garelja Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
AV2 – Avondale College to Ranui |
Morning |
blank |
blank |
blank |
blank |
blank |
MA 8 – Massey High to Swanson |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA 14 – Massey High to Falls Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA 100 – Massey High to Te Atatu |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA 200 – Massey High to Ranui |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Westgate to Hobsonville Ferry Terminal via West Harbour and Hobsonville |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Westgate to Hobsonville Ferry Terminal via Whenuapai and Herald Island |
blank |
30 |
60 |
60 |
60 |
60 |
Royal Heights loop. Royal Heights to Westgate |
blank |
30 |
60 |
60 |
60 |
60 |
Westgate to Triangle Rd via Don Buck Dr and Universal Dr. |
blank |
10 |
N/A |
N/A |
N/A |
N/A |
050 – West Harbour to Holy Cross School |
Morning |
blank |
blank |
blank |
blank |
blank |
HP1 – Massey West to Hobsonville Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
MA5 – Luckens Rd to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA6 – Hobsonville Rd to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA10a – Royal Heights to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
RU810 – Westgate to Rutherford High School |
Morning |
blank |
blank |
blank |
blank |
blank |
050 – Holy Cross School to West Harbour |
Afternoon |
blank |
blank |
blank |
blank |
blank |
HP1 – Hobsonville Primary to Massey West |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA5 – Massey High to Luckens Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA6 – Massey High to Hobsonville Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA10a – Massey High to Royal Heights |
Afternoon |
blank |
blank |
blank |
blank |
blank |
MA10b – Massey High to Westgate |
Afternoon |
blank |
blank |
blank |
blank |
blank |
RU810 – Rutherford High to Westgate |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Northwestern Motorway. Westgate to Britomart via Triangle Rd interchange, Te Atatu motorway interchange and Great North Rd |
blank |
7.5 |
15 |
15 |
15 |
15 |
Huapai to Westgate |
blank |
30 |
60 |
60 |
60 |
60 |
Helensville to Westgate |
blank |
30 |
60 |
60 |
60 |
60 |
MA13 – Waimauku to Massey High |
Morning |
blank |
blank |
blank |
blank |
blank |
MA13 – Massey High to Waimauku |
Afternoon |
blank |
blank |
blank |
blank |
blank |
116 – Greenhithe to Albany Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
116x – Greenhithte to Albany Junior High (Express) |
Morning |
blank |
blank |
blank |
blank |
blank |
116x – Greenhithe to Albany Schools (Express) |
Morning |
blank |
blank |
blank |
blank |
blank |
122 – Whenuapai to Albany Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
116 – Albany Junior High to Greenhithe |
Afternoon |
blank |
blank |
blank |
blank |
blank |
116 – Albany Senior High to Greenhithe |
Afternoon |
blank |
blank |
blank |
blank |
blank |
116 – Albany Junior High to Greenhithe |
Afternoon |
blank |
blank |
blank |
blank |
blank |
116x – Albany Junior High to Greenhithe (Express) |
Afternoon |
blank |
blank |
blank |
blank |
blank |
122 – Albany Schools to Whenuapai |
Afternoon |
blank |
blank |
blank |
blank |
blank |
042 – Albany to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
060 – Meadowood Drive to Albany Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
060 – Meadowood Drive to Albany Senior High |
Morning |
blank |
blank |
blank |
blank |
blank |
061 – Albany Heights to Albany Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
070 – Oakway Drive to Upper Harbour Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
013 – Rangitoto College to Unsworth Heights |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Westlake Schools to Albany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
042 – Westlake Schools to Albany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
060 – Albany Schools to Meadowood Drive |
Afternoon |
blank |
blank |
blank |
blank |
blank |
060 – Albany Senior High to Meadowood Drive |
Afternoon |
blank |
blank |
blank |
blank |
blank |
061 – Albany Schools to Albany Heights |
Afternoon |
blank |
blank |
blank |
blank |
blank |
070 – Upper Harbour Primary to Oakway Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Henderson to Constellation Station via Don Buck Rd, Hobsonville Rd and Greenhithe |
blank |
20 |
30 |
60 |
30/60 |
30/60 |
Greenhithe to Constellation and City |
blank |
20 |
N/A |
N/A |
N/A |
N/A |
008 – Bayview to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
012 – Spinella Dr. to Glenfield Intermediate and Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
008 – Westlake Schools to Bayview |
Afternoon |
blank |
blank |
blank |
blank |
blank |
011 – Glenfield College to Bayview |
Afternoon |
blank |
blank |
blank |
blank |
blank |
015 – Northcote College to Wairau Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
036 – St Marys College to Bayview |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Birkenhead Wharf to Albany via Highbury, Glenfield, Constellation and Massey University |
blank |
30 |
30 |
30 |
30 |
|
Constellation Station to Albany via Massey University |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Constellation Station to Takapuna via Unsworth |
blank |
30 |
30 |
30 |
30 |
30 |
Constellation Station to Albany via Snapper Rock and Albany Highway |
blank |
15 |
30 |
30 |
30/60 |
30/60 |
Constellation Station to Albany via Rosedale Road |
blank |
15 |
30 |
60 |
60 |
60 |
Constellation Station to City (continuation of full buses from Snapper Rock or Rosedale) |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Bayview to City via Highbury |
blank |
15 |
30 |
30 |
30/60 |
30/60 |
Windy Ridge to City via Highbury |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
009 – Glenfield to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
018 – Wairau Valley to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
021 – Northcote to Northcote Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
035 – Glenfield to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
037 – Glenfield to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
053 – Unsworth to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
074 – Glenfield Shops to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
078 – Unsworth to Glenfield College |
Morning |
blank |
blank |
blank |
blank |
blank |
081 – Hillcrest to Northcote Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
009 – Westlake Schools to Glenfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
032 – St Marys and Northcote Intermediate to Hillcrest |
Afternoon |
blank |
blank |
blank |
blank |
blank |
046 – Carmel College and Westlake Girls to Glenfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
048 – Westlake Boys to Totaravale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
055 – Westlake Schools to Wairau Corner |
Afternoon |
blank |
blank |
blank |
blank |
blank |
056 – Carmel College to Totaravale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
072 – Northcote College to Hillcrest |
Afternoon |
blank |
blank |
blank |
blank |
blank |
074 – Westlake Schools to Glenfield Shops |
Afternoon |
blank |
blank |
blank |
blank |
blank |
078 – Glenfield College to Totaravale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
081 – Northcote College to Hillcrest |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Beach Haven to Takapuna via Windy Ridge and Glenfield |
30 |
30 |
60 |
30/60 |
30/60 |
|
006 – Beach Haven to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Salisbury Rd to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
009 – Onewa Road to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
020 – Beach Haven to Rosmini, St Josephs and Takapuna Normal |
Morning |
blank |
blank |
blank |
blank |
blank |
077 – Verrans Corner to Glenfield Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
003 – Carmel College and Westlake Girls to Chatswood |
Afternoon |
blank |
blank |
blank |
blank |
blank |
006 – Westlake Boys to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
009 – Westlake Girls to Verrans Corner Via Northcote Point |
Afternoon |
blank |
blank |
blank |
blank |
blank |
010 – Westlake Girls to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Rosmini College & Takapuna Normal to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
027 – Carmel College to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
033 – Rosmini College & Takapuna Normal to Verrans Corner |
Afternoon |
blank |
blank |
blank |
blank |
blank |
077 – Glenfield Schools to Verrans Corner |
Afternoon |
blank |
blank |
blank |
blank |
blank |
077 – Glenfield Schools to Verrans Corner |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Smales Farm, Glenfield, Coronation, Sunnybrae, Akoranga, Takapuna |
blank |
30 |
30 |
60 |
30/60 |
30/60 |
Akoranga to Constellation via Northcote, Hillcrest, Link Drive |
blank |
30 |
30 |
60 |
30/60 |
30/60 |
Hillcrest to circuit to city |
blank |
30 |
30 |
60 |
30/60 |
30/60 |
Sylvan Avenue to city |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Beach Haven to Takapuna via Highbury, Northcote and Akoranga |
blank |
30 |
30 |
60 |
30/60 |
30/60 |
001 – Beach Haven to Birkenhead College and Birkdale Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
002 – Coronation Rd to Birkenhead College and Birkdale Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
14 – Beach Haven to Northcote Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
079 – Chatswood to Birkenhead Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
080 – Chatswood to Northcote Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
001 – Birkenhead College to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
002 – Birkenhead College & Birkdale Intermediate to Coronation Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
004 – Birkenhead College to Highbury |
Afternoon |
blank |
blank |
blank |
blank |
blank |
005 – Birkenhead Primary to Maritime Tce |
Afternoon |
blank |
blank |
blank |
blank |
blank |
014 – Northcote College to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
023 – Birkdale Intermediate to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
025 – Birkdale Intermediate to Highbury |
Afternoon |
blank |
blank |
blank |
blank |
blank |
028 – St Marys & Northcote Intermediate to Chatswood |
Afternoon |
blank |
blank |
blank |
blank |
blank |
029 – St Marys & Northcote Intermediate to Maritime Tce |
Afternoon |
blank |
blank |
blank |
blank |
blank |
030 – Northcote College to Chatswood |
Afternoon |
blank |
blank |
blank |
blank |
blank |
035 – St Marys to Beach Haven |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Highbury to North Shore Hospital via Northcote and Smales Station |
blank |
30 |
60 |
60 |
60 |
60 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Birkdale Rd to the City |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Rangatira Rd to the City |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Chatswood to Highbury |
blank |
30 |
60 |
60 |
N/A |
N/A |
Verbena Road to Highbury |
blank |
30 |
60 |
60 |
N/A |
N/A |
Highbury to City (full bus from either Chatswood or Vebena Road) |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Highbury to Newmarket via Ponsonby Rd |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Northern Express 1. Albany Station to Britomart via Busway and Fanshawe St |
blank |
5 |
10 |
15 |
10/15 |
15/30 |
Northern Express 1. Silverdale Station to Britomart via Busway and Fanshawe St |
blank |
10 |
30 |
30 |
30 |
30 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Northern Express 2. Albany Station to Universities via Wellesley St |
blank |
7.5 |
15 |
30 |
15 |
15 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
Albany Station to Newmarket via Ponsonby Rd and Auckland City Hospital |
blank |
10 |
30 |
n/a |
n/a |
n/a |
064 – Albany to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
064 – Epsom Schools to Albany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Devonport Ferry Terminal to Constellation Station via Takapuna and Smales Farm Station |
blank |
10 |
15 |
30 |
15/30 |
15/30 |
Bayswater Ferry Terminal to Milford via Hauraki, Takapuna, Smales Farm Station and Nile Road |
blank |
30 |
30 |
60 |
30 |
30 |
Stanley Point to Devonport Ferry Terminal and Vauxhall |
blank |
30 |
60 |
60 |
60 |
60 |
Belmont to City |
blank |
30 |
N/A |
N/A |
N/A |
N/A |
017 – Devonport to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
017 – Bayswater to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
062 – Takapuna to Takapuna Grammar |
Morning |
blank |
blank |
blank |
blank |
blank |
080 – Devonport to Belmont Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
081 – Stanley Bay to Belmont Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
082 – Stanley Bay to Belmont Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
083 – Devonport to Belmont Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
087 – Stanley Bay to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
017 – Westlake Schools to Devonport |
Afternoon |
blank |
blank |
blank |
blank |
blank |
080 – Takapuna Grammar to Devonport |
Afternoon |
blank |
blank |
blank |
blank |
blank |
081 – Belmont Intermediate to Stanley Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
082 – Takapuna Grammar to Stanley Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
083 – Takapuna Grammar to Devonport |
Afternoon |
blank |
blank |
blank |
blank |
blank |
084 – Belmont Intermediate to Devonport |
Afternoon |
blank |
blank |
blank |
blank |
blank |
087 – Westlake Schools to Stanley Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
089 – Takapuna Normal Intermediate to Devonport |
Afternoon |
blank |
blank |
blank |
blank |
blank |
813 – Takapuna Grammar to Takapuna |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Mairangi Bay to Auckland University via Beach Rd, Milford, Takapuna and Akoranga Station |
blank |
30 |
30 |
30 |
30 |
30 |
Constellation Station to Auckland University via East Coast Rd, Milford, Takapuna and Akoranga Station |
blank |
30 |
30 |
30 |
30 |
30 |
Mairangi Bay to Britomart via Beach Rd, Milford and Smales Farm Station |
blank |
20 |
N/A |
N/A |
N/A |
N/A |
East Coast Rd to Britomart via Forrest Hill and Smales Farm Station |
blank |
20 |
N/A |
N/A |
N/A |
N/A |
Albany to Takapuna via East Coast Rd, Forrest Hill and Smales Farm Station |
blank |
30 |
30 |
30 |
30/60 |
30/60 |
014 – Mairangi Bay to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
016 – Rothesay Bay shops to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
023 – Takapuna to East Coast Bays Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
027 – Milford to East Coast Bays Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
028 – Sunnynook to East Coast Bays Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
042 – Milford to Campbells Bay Primary |
Morning |
blank |
blank |
blank |
blank |
blank |
051 – Sunnynook to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
052 – Wairau Valley to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
053 – Campbells Bay to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
054 – Sunnynook to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
014 – St Josephs School to Sunnynook |
Afternoon |
blank |
blank |
blank |
blank |
blank |
022 – St Josephs School to Milford and Takapuna |
Afternoon |
blank |
blank |
blank |
blank |
blank |
023 – Westlake Schools to Totaravale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
028 – Rangitoto College to Sunnynook |
Afternoon |
blank |
blank |
blank |
blank |
blank |
029 – Westlake Schools to Rothesay Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
034 – Westlake Boys High to Milford and Takapuna |
Afternoon |
blank |
blank |
blank |
blank |
blank |
042 – Campbells Bay Primary to Milford |
Afternoon |
blank |
blank |
blank |
blank |
blank |
052 – Westlake Schools to Sunnynook |
Afternoon |
blank |
blank |
blank |
blank |
blank |
053 – Westlake Schools to Campbells Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
054 – St Johns School to Milford |
Afternoon |
blank |
blank |
blank |
blank |
blank |
057 – Westlake Schools to Glenfield |
Afternoon |
blank |
blank |
blank |
blank |
blank |
066 – Rangitoto College to Takapuna |
Afternoon |
blank |
blank |
blank |
blank |
blank |
073 – Westlake Schools to Totaravale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Albany to Constellation Station via Browns Bay and Mairangi Bay |
blank |
10 |
15 |
15 |
15/30 |
15/30 |
Albany Station to Constellation Station via Long Bay, Browns Bay and Rosedale Rd |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Constellation Station to City |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Long Bay to Albany via Glenvar |
blank |
15 |
N/A |
N/A |
N/A |
N/A |
Oaktree Ave. Long Bay to Albany Station via Beach Rd and Browns Bay |
blank |
30 |
60 |
60 |
60 |
60 |
Fairview Loop circuit. Lonely Track Rd loop |
blank |
30 |
60 |
60 |
60 |
60 |
028 – Long Bay College to Northcross Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
031 – Pinehill to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
033 – Long Bay to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
041 – Torbay to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
048 – Northcross to East Coast Bays Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
049 – Kowhai Rd to Long Bay College |
Morning |
blank |
blank |
blank |
blank |
blank |
071 – Pinehill to Long Bay College |
Morning |
blank |
blank |
blank |
blank |
blank |
015 – Long Bay Primary to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
025 – Westlake Schools to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
026 – Westlake Girls to Pinehill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
028 – Northcross Intermediate to Long Bay College |
Afternoon |
blank |
blank |
blank |
blank |
blank |
031 – St Johns School to Forrest Hill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
032 – Westlake Boys to Browns Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
033 – Westlake Boys to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
045 – Long Bay College to Windsor Park |
Afternoon |
blank |
blank |
blank |
blank |
blank |
049 – St Josephs School and Rosmini College to Browns Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
050 – Westlake Schools to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
053 – Long Bay College to Murrays Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
058 – Torbay School to Long Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
059 – Rangitoto College to Browns Bay shops (via East Coast Rd) |
Afternoon |
blank |
blank |
blank |
blank |
blank |
060 – St Johns School to Pinehill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
061 – Rangitoto College to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
062 – Rangitoto College to Browns Bay shops(via Beach Rd) |
Afternoon |
blank |
blank |
blank |
blank |
blank |
063 – Northcross Intermediate to Torbay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
069 – St Johns School to Albany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
070 – Long Bay College to Browns Bay Shops |
Afternoon |
blank |
blank |
blank |
blank |
blank |
071 – Long Bay College to Pinehill |
Afternoon |
blank |
blank |
blank |
blank |
blank |
875 – Westlake Girls to Browns Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Whangaparaoa Rd. Gulf Harbour to Orewa via Silverdale |
blank |
30 |
60 |
60 |
60 |
60 |
Hibiscus Coast Highway. Manly to Waiwera via Silverdale |
blank |
30 |
60 |
60 |
60 |
60 |
Dairy Flat Highway. Silverdale to Albany Station |
blank |
30 |
60 |
60 |
60 |
60 |
Whangaparaoa circuit. Polkinghornes Bay to Silverdale via Vipond Rd and Red Beach |
blank |
30 |
60 |
60 |
60 |
60 |
Millwater circuit. Orewa to Silverdale via Millwater |
blank |
30 |
60 |
60 |
60 |
60 |
002 – Hatfields Beach to Orewa Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
004 – Army Bay to Orewa College |
Morning |
blank |
blank |
blank |
blank |
blank |
005 – Arkles Bay/Manly to Orewa College |
Morning |
blank |
blank |
blank |
blank |
blank |
006 – Stanmore Bay/Vipond Rdto Orewa College |
Morning |
blank |
blank |
blank |
blank |
blank |
007 – Brightside Rd to Orewa College |
Morning |
blank |
blank |
blank |
blank |
blank |
017 – Silverdale to Whangaparaoa College |
Morning |
blank |
blank |
blank |
blank |
blank |
018 – Orewa to Whangaparaoa College |
Morning |
blank |
blank |
blank |
blank |
blank |
019 – Army Bay to Whangaparaoa College |
Morning |
blank |
blank |
blank |
blank |
blank |
019 – Whangaparaoa College to Gulf Harbour School |
Morning |
blank |
blank |
blank |
blank |
blank |
020 – Gulf Harbour to Whangaparaoa College |
Morning |
blank |
blank |
blank |
blank |
blank |
021 – Orewa Via Hatfields Beach to Stella Maris School |
Morning |
blank |
blank |
blank |
blank |
blank |
022 – Gulf Harbour to Stella Maris School |
Morning |
blank |
blank |
blank |
blank |
blank |
002 – Orewa Schools to Hatfields Beach |
Afternoon |
blank |
blank |
blank |
blank |
blank |
004 – Orewa College to Army Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
005 – Orewa College to Arkles Bay/Manly |
Afternoon |
blank |
blank |
blank |
blank |
blank |
006 – Orewa College to Stanmore Bay/Vipond Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
007 – Orewa College to Brightside Rd |
Afternoon |
blank |
blank |
blank |
blank |
blank |
017 – Whangaparaoa College to Silverdale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
018 – Whangaparaoa College to Orewa |
Afternoon |
blank |
blank |
blank |
blank |
blank |
019 – Whangaparaoa College to Army Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
019 – Gulf Harbour School to Whangaparaoa College |
Afternoon |
blank |
blank |
blank |
blank |
blank |
020 – Whangaparaoa College to Gulf Harbour |
Afternoon |
blank |
blank |
blank |
blank |
blank |
021 – Stella Maris School to Orewa Via Hatfields Beach |
Afternoon |
blank |
blank |
blank |
blank |
blank |
022 – Stella Maris School to Gulf Harbour |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
024 – Manly to Takapuna Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
025 – Orewa to Long Bay College, Northcross Intermediate and Rangitoto College |
Morning |
blank |
blank |
blank |
blank |
blank |
026 – Gulf Harbour to Long Bay College |
Morning |
blank |
blank |
blank |
blank |
blank |
027 – Stanmore Bay to Northcross Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
045 – Orewa to Westlake Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
046 – Orewa to Westlake Boys and Rosmini College |
Morning |
blank |
blank |
blank |
blank |
blank |
047 – Gulf Harbour to Westlake Girls and Carmel College |
Morning |
blank |
blank |
blank |
blank |
blank |
024 – Takapuna Schools to Manly |
Afternoon |
blank |
blank |
blank |
blank |
blank |
025 – Long Bay College, Northcross Intermediate and Rangitoto College to Orewa |
Afternoon |
blank |
blank |
blank |
blank |
blank |
026 – Long Bay College to Gulf Harbour |
Afternoon |
blank |
blank |
blank |
blank |
blank |
027 – Northcross Intermediate to Stanmore Bay |
Afternoon |
blank |
blank |
blank |
blank |
blank |
044 – Westlake Girls to Silverdale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
045 – Westlake Schools to Silverdale |
Afternoon |
blank |
blank |
blank |
blank |
blank |
046 – St Josephs School and Rosmini College to Orewa |
Afternoon |
blank |
blank |
blank |
blank |
blank |
047 – Carmel College and Westlake Girls to Gulf Harbour |
Afternoon |
blank |
blank |
blank |
blank |
blank |
049 – Westlake Boys to Manly |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Warkworth to Silverdale Park and Ride Station |
blank |
60 |
120 |
120 |
120 |
120 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Britomart to Howick via Ti Rakau Drive, Botany Town Centre and Whitford Road |
blank |
15 |
30 |
30 |
30 |
30 |
Britomart to Ormiston Town Centre via Ti Rakau Drive, Botany Town Centre, Kilkenny Drive and Mission Heights |
blank |
15 |
30 |
30 |
30 |
30 |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Panmure to Howick Beach via Half Moon Bay Ferry Terminal |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Howick to Sylvia Park via Wellington St, Cascade Drive and Reeves Rd |
blank |
30 |
60 |
60 |
60 |
60 |
Bucklands Beach to Panmure |
blank |
30 |
N/A |
N/A |
N/A |
N/A |
014 – Botany Downs to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
016 – Howick to Sacred Heart College |
Morning |
blank |
blank |
blank |
blank |
blank |
313 – Star Of The Sea School to Highland Park |
Morning |
blank |
blank |
blank |
blank |
blank |
321 – Glen Innes to Edgewater College |
Morning |
blank |
blank |
blank |
blank |
blank |
016 – Sacred Heart College to Howick |
Afternoon |
blank |
blank |
blank |
blank |
blank |
019 – Sacred Heart College to Dannemora |
Afternoon |
blank |
blank |
blank |
blank |
blank |
021 – Sacred Heart College to Bucklands Beach |
Afternoon |
blank |
blank |
blank |
blank |
blank |
080 – Macleans College to Panmure |
Afternoon |
blank |
blank |
blank |
blank |
blank |
085 – St Marks School to Pakuranga |
Afternoon |
blank |
blank |
blank |
blank |
blank |
320 – Edgewater College to Glen Innes |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Manukau to Howick via Botany Town Centre and Meadowland Drive |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Manukau to Bucklands Beach via Botany Town Centre and Highland Park |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Botany Town Centre to Manukau via Ormiston Town Centre |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
018 – Highland Park to Sancta Maria College |
Morning |
blank |
blank |
blank |
blank |
blank |
072 – Highland Park to Howick Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
078 – Golflands to Farm Cove Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
088 – Pakuranga to Sancta Maria College |
Morning |
blank |
blank |
blank |
blank |
blank |
089 – Botany Downs to Sancta Maria College |
Morning |
blank |
blank |
blank |
blank |
blank |
302 – Dannemora to Macleans College |
Morning |
blank |
blank |
blank |
blank |
blank |
314 – Botany to Howick Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
315 – Smales Rd to Somerville Intermediate and Howick College |
Morning |
blank |
blank |
blank |
blank |
blank |
317 – Dannemora to Somerville Intermediate |
Morning |
blank |
blank |
blank |
blank |
blank |
317 – Accent Dr to Howick Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
317 – Redcastle Drive to Howick Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
317 – Baverstock Rd to Howick Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
322 – Smales Rd to Somerville Intermediate and Howick College |
Morning |
blank |
blank |
blank |
blank |
blank |
018 – Sancta Maria College to Highland Park |
Afternoon |
blank |
blank |
blank |
blank |
blank |
075 – Bucklands Beach Intermediate to Highland Park |
Afternoon |
blank |
blank |
blank |
blank |
blank |
078 – Farm Cove Intermediate to Golflands |
Afternoon |
blank |
blank |
blank |
blank |
blank |
081 – Macleans College to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
082 – Macleans College to Dannemora |
Afternoon |
blank |
blank |
blank |
blank |
blank |
082 – Macleans College to Botany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
088 – Sancta Maria College to Pakuranga |
Afternoon |
blank |
blank |
blank |
blank |
blank |
089 – Sancta Maria College to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
309 – Howick College to Kilkenny Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
310 – Howick College to Mirrabooka & Burswood Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
311 – Howick College to Dannemora Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
314 – Owairoa Primary to Botany |
Afternoon |
blank |
blank |
blank |
blank |
blank |
314 – Somerville Intermediate to Golflands |
Afternoon |
blank |
blank |
blank |
blank |
blank |
315 – Somerville Intermediate to Dannemora |
Afternoon |
blank |
blank |
blank |
blank |
blank |
316 – Somerville Intermediate to Kilkenny And Middlefield Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
317 – Somerville Intermediate to Redcastle Dr |
Afternoon |
blank |
blank |
blank |
blank |
blank |
318 – Somerville Intermediate to Kilkenny |
Afternoon |
blank |
blank |
blank |
blank |
blank |
319 – Aviemore Dr to Burswood |
Afternoon |
blank |
blank |
blank |
blank |
blank |
323 – Howick Intermediate to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
324 – Farm Cove Intermediate to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
325 – Star Of The Sea School to Cockle Bay & Golflands |
Afternoon |
blank |
blank |
blank |
blank |
blank |
326 – Macleans College to Bucklands Beach |
Afternoon |
blank |
blank |
blank |
blank |
blank |
700 – Sancta Maria College to North Park |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Botany Town Centre to Middlemore Hospital via Highbrook and Otara |
blank |
15 |
30 |
60 |
30/60 |
30/60 |
Botany Town Centre to Manukau via Preston Rd |
blank |
30 |
30 |
30 |
30/60 |
30/60 |
Panmure to Manukau via Highbrook |
blank |
15 |
30 |
N/A |
N/A |
N/A |
013 – Otara to Edgewater College |
Morning |
blank |
blank |
blank |
blank |
blank |
305 – Edgewater College to Otara |
Afternoon |
blank |
blank |
blank |
blank |
blank |
Route description |
Time of day (school services) |
Mon–Fri peak frequency |
Mon–Fri off-peak frequency |
Mon–Fri evening frequency |
Sat frequency day/evening |
Sun frequency day/evening |
---|---|---|---|---|---|---|
Britomart to Howick via Pakuranga Rd |
blank |
5 |
15 |
15 |
15 |
15/30 |
010 – Botany Downs to Epsom Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
011 – Bucklands Beach to Remuera Schools |
Morning |
blank |
blank |
blank |
blank |
blank |
010 – Epsom Schools to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
011 – Baradene College to Bucklands Beach |
Afternoon |
blank |
blank |
blank |
blank |
blank |
012 – Baradene College to Dannemora |
Afternoon |
blank |
blank |
blank |
blank |
blank |
071 – Diocesan School to Botany Downs |
Afternoon |
blank |
blank |
blank |
blank |
blank |
303 – Howick College to Panmure |
Afternoon |
blank |
blank |
blank |
blank |
blank |
304 – Sommerville Intermediate to Highland Park |
Afternoon |
blank |
blank |
blank |
blank |
blank |
327 – Pakuranga College to Pakuranga |
Afternoon |
blank |
blank |
blank |
blank |