Auckland Council Transport Committee Agenda - 5 September 2012

Note: The reports contained within this agenda are for consideration and should not be construed as Council policy

unless and until adopted. Should Members require further information relating to any reports, please contact the relevant manager, Chairperson or Deputy Chairperson.

I hereby give notice that an ordinary meeting of the Transport Committee will be held on: Date: Time: Meeting Room: Venue:

Wednesday, 5 September 2012 10.00 am Reception Lounge Auckland Town Hall 301-305 Queen Street Auckland

Transport Committee

OPEN AGENDA

MEMBERSHIP Chairperson Cr Mike Lee Deputy Chairperson Cr Hon Chris Fletcher, QSO Mr James Brown Cr Dr Cathy Casey Cr Sandra Coney, QSO Cr Des Morrison Cr Richard Northey, ONZM Cr Dick Quax Cr Sharon Stewart, QSM Cr Wayne Walker Cr Penny Webster Mr Glenn Wilcox Cr George Wood, CNZM Ex-Officio His Worship the Mayor, Len Brown, JP

Deputy Mayor, Penny Hulse Independent Maori Statutory Board Alternate

Chairperson, Independent Maori Statutory Board, Mr David Taipari

(Quorum 7 members) Desiree Tukutama

Committee Secretary 30 August 2012 Contact Telephone: (09) 307 7576 Email: [email protected] Website: www.aucklandcouncil.govt.nz

Transport Committee 05 September 2012

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TABLE OF CONTENTS ITEM PAGE 1 Apologies 5

2 Declaration of Interest 5

3 Confirmation of Minutes 5

4 Petitions 5

5 Public Input 5

5.1 Auckland Manukau Eastern Transport Initiative - Auckland Transport 5

5.2 Central Motorway Junction Performance and the Wellington Street On-ramp 6

6 Local Board Input 6

6.1 Transport Issues in the Mangere - Otahuhu Local Board Area 6

7 Extraordinary Business 7

8 Notices of Motion 7

9 Central Motorway Junction Walking and Cycling Masterplan 2012 and the Grafton Gully Cycleway 9

10 Transport Monitoring Update 81

11 Integrated Public Transport Fares 101

12 Transport Update 107

13 Results of the Public Perceptions of Safety from Crime in the Auckland Region 143

14 Auckland Transport Issues Update to 30 June 2012 and Matters of Interest to the Devonport-Takapuna Local Board 145

15 Correspondence 147

16 Consideration of Extraordinary Items

PUBLIC EXCLUDED 17 Procedural Motion to Exclude the Public 151

C1 Regional Public Transport Plan 151


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1 Apologies

At the close of the agenda no apologies had been received. 2 Declaration of Interest

Members are reminded of the need to be vigilant to stand aside from decision making when a conflict arises between their role as a member and any private or other external interest they might have.

3 Confirmation of Minutes

That the minutes of the Transport Committee held on Wednesday, 1 August 2012 and the minutes of the Confidential Meeting of the Transport Committee held on Wednesday, 1 August 2012, be confirmed as a true and correct record.

4 Petitions

At the close of the agenda no requests for petitions had been received. 5 Public Input

Standing Order 3.21 provides for Public Input. Applications to speak must be made to the Committee Secretary, in writing, no later than two (2) working days prior to the meeting and must include the subject matter. The meeting Chairperson has the discretion to decline any application that does not meet the requirements of Standing Orders. A maximum of thirty (30) minutes is allocated to the period for public input with five (5) minutes speaking time for each speaker. 5.1 Auckland Manukau Eastern Transport Initiative - Auckland Transport

Purpose

1. Rick Walden, Manager Projects & PMO, Auckland Transport, will provide an update to the Transport Committee on the Auckland Manukau Eastern Transport Initiative (AMETI) project.

Recommendations That the Transport Committee:

a) Recieves the Auckland Manukau Eastern Transport Initiative - Auckland Transport presentation.

b) Thanks Rick Walden, Manager Projects & PMO, Auckland Transport for his presentation.


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5.2 Central Motorway Junction Performance and the Wellington Street On-ramp

Purpose 1. Steve Mutton, Regional Asset Manager, New Zealand Transport Agency, will

provide an update to the Transport Committee on:

(a) The performance of the Central Motorway Junction on State Highway 1 since the operation of Victoria Park Tunnel and the new Newmarket Viaduct; and

(b) The decision to re-open the Wellington Street On-ramp.


a) Recieves the Central Motorway Junction Performance and the Wellington Street on-ramp presentation.

b) Thanks Steve Mutton, Regional Asset Manager, New Zealand Transport Agency for his presentation.

6 Local Board Input

Standing Order 3.22 provides for Local Board Input. The Chairperson (or nominee of that Chairperson) is entitled to speak for up to five (5) minutes during this time. The Chairperson of the Local Board (or nominee of that Chairperson) shall wherever practical, give two (2) days notice of their wish to speak. The meeting Chairperson has the discretion to decline any application that does not meet the requirements of Standing Orders. This right is in addition to the right under Standing Order 3.9.14 to speak to matters on the agenda. 6.1 Transport Issues in the Mangere - Otahuhu Local Board Area

Purpose

1. Peter Skelton, Chairman, Mangere – Otahuhu Local Board, will present to the Transport Committee on transport issues in the Mangere - Otahuhu Local Board area.


a) Receives the That the Transport Issues in the Mangere - Otahuhu Local Board area presentation.

b) Thanks Peter Skelton, Chairman, Mangere – Otahuhu Local Board for his presentation.


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7 Extraordinary Business

Section 46A(7) of the Local Government Official Information and Meetings Act 1987 (as amended) states: “An item that is not on the agenda for a meeting may be dealt with at that meeting if- (a) The local authority by resolution so decides; and (b) The presiding member explains at the meeting, at a time when it is open to the

public, - (i) The reason why the item is not on the agenda; and

(ii) The reason why the discussion of the item cannot be delayed until a

subsequent meeting.”

Section 46A(7A) of the Local Government Official Information and Meetings Act 1987 (as amended) states: “Where an item is not on the agenda for a meeting, - (a) That item may be discussed at that meeting if -

(i) That item is a minor matter relating to the general business of the local authority; and

(ii) the presiding member explains at the beginning of the meeting, at a time

when it is open to the public, that the item will be discussed at the meeting; but

(b) no resolution, decision or recommendation may be made in respect of that item

except to refer that item to a subsequent meeting of the local authority for further discussion.”

8 Notices of Motion At the close of the agenda no requests for notices of motion had been received.

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Central Motorway Junction Walking and Cycling Masterplan 2012 and the Grafton Gully Cycleway Page 9

Central Motorway Junction Walking and Cycling Masterplan 2012 and the Grafton Gully Cycleway File No.: CP2012/13540

Purpose 1. To update the Committee on the Grafton Gully Cycleway project and Central Motorway

Junction Walking and Cycling Masterplan 2012 document (see attached) and to seek the Committee’s support for developing a cycleway along Grafton Gully.

Executive Summary 2. The Central Motorway Junction (CMJ) Walking and Cycling Masterplan 2012 document (the

Masterplan) has been developed by staff at Auckland Council, Auckland Transport and New Zealand Transport Agency (NZTA) in response to the release of the draft City Centre Masterplan (CCMP) earlier this year. This document has been developed to identify ways in which a coordinated approach to existing and planned projects could help realise greater benefits for all customers. The Masterplan document responds to the severance impact of the CMJ on access to and from the city centre by recognising the constraints, and exploring opportunities for new and improved outcomes through a coordinated approach.

3. As a result, the Grafton Gully Cycleway project (the Cycleway), in partnership with Auckland Council, will now be delivering an interim “gateway” treatment (which uses visual cues to signal entrance into the city centre) for Upper Queen Street and improved connections to the western section of Symonds Street Cemetery; while Auckland Transport plan to extend the cycle facility along Beach Road to Quay Street, thereby closing the final gap between the current Northwestern Cycleway and the waterfront.

4. Detailed design of the Cycleway is currently underway, including the interim “gateway” treatment along Upper Queen Street. In parallel, Auckland Council’s Parks, Sports and Recreation Department will be designing the new and improved connections for the Symonds Street Cemetery. The Cycleway and related improvements are expected to be completed by mid to late 2014 at the latest.

Recommendations a) That the Transport Committee support the development of cycling and walking access

along Grafton Gully.

b) That the Transport Committee provide any relevant feedback on the final draft Central Motorway Junction Walking and Cycling Masterplan 2012 document.

c) That the Transport Committee request this report and the Central Motorway Junction Walking and Cycling Masterplan 2012 document be provided to the Waitemata Local Board.

Discussion 5. The Grafton Gully Cycleway is the extension of the Northwestern Cycleway into the heart of

Auckland’s central city. Previously referred to as the CMJ Cycleway, this project will enable an almost entirely off-road cycle route from Te Atatu to Auckland’s city centre and waterfront. The project extends from the northern end of Ian McKinnon Drive, across the Upper Queen Street Bridge, runs along the southern and eastern edge of Symonds Street Cemetery, then follows the general motorway alignment through Grafton Gully, and eventually terminating at Beach Road where it will link in with a planned cycle facility being developed by Auckland Transport.

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6. With the release of the draft CCMP in early 2012 (now adopted), there was the potential for early delivery on some of the key outcomes the CCMP was seeking to achieve through a coordinate approach to the NZTA’s Grafton Gully Cycleway project. The CCMP classified the points where the transport network crossed the CMJ as “gateways” and suggested a targeted approach to improving the pedestrian environment of these entry and exit points to the city centre. There was also recognition in the CCMP of a lack of high quality and attractive green spaces in and around the city centre, while those that were available were generally poorly connected to each other.

7. The Cycleway presented an opportunity to trial a gateway treatment while also improving the accessibility and connections to both the Symonds Street Cemetery and the Auckland Domain. By employing best practice design principles and incorporating a coordinated approach across the agencies, the Cycleway could activate areas of the Cemetery and Grafton Gully that are currently isolated and poorly used.

8. Key features of the CMJ Walking and Cycling Masterplan include:

�� Grafton Gully Cycleway in the short term, with potential future improvements including increased urban reserve and footpaths, along with improved connections to the eastern section of Symonds Street Cemetery;

�� Legalised access across Wellesley Street East for cyclists, plus new potential off-road connections for pedestrians and cyclists;

�� Reclamation of the old Nelson Street off-ramp for use as a temporary space or a more permanent use as a pedestrian and cycle link or new green space; and

�� Gateway treatments for each of the structures crossing the CMJ to provide improved amenity for walking and cycling.

9. Due to funding constraints, certain aspects of the projects outlined in the Masterplan have been delayed. Through the development of the Masterplan, priorities for pedestrians and cyclists have been identified, and trade-offs have been considered to fit within the available budget without impacting on safety, heritage or amenity. For example, the development of a segregated cycle path along Ian Mackinnon Drive and additional “gateway” treatments for Upper Queen Street Bridge will both be delivered at a later stage.

10. Key features of the Grafton Gully Cycleway include:

�� Cycleway width of 3m;

�� On-street car parking removed along the western side of Upper Queen Street Bridge;

�� Intersection improvements at both ends of Upper Queen Street Bridge to provide new crossing points, and improved circulation and holding space for both pedestrians and cyclists;

�� Access points onto Symonds Street and Wellesley Street East;

�� Motorway fencing between the Cycleway and motorway;

�� A 5m wide underpass under Wellesley Street East with good visibility and sightlines; and

�� Urban design, landscaping and lighting that is both responsible and sensitive to the special character of the surrounding area.

11. The NZTA are currently working on addressing the legalisation of walking and cycling in key locations within the motorway designation. It is currently illegal to walk within the motorway designation, hence the name of this project is the Grafton Gully Cycleway. However, in reality, it will be a walk and cycle way. This is the current situation along the Northwestern Cycleway.

12. Construction of the Cycleway project is expected to begin by the end of 2012.

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13. In conclusion, officers have reviewed the Masterplan and support this work and the integrated approach undertaken by staff in the three agencies. The Masterplan is consistent with the Auckland Plan and the CCMP. While some trade-offs have occurred due to funding constraints, on balance the Masterplan, and the projects outlined within it, will provide a robust and workable solution. The Masterplan will increase walking and cycling options and improve the amenity in this area, and the integration between projects will result in significant benefits in terms of cost saving and unified design. The Cycleway itself will complete an important missing link between the current end of the Northwestern Cycleway and the city centre.

Consideration

Local Board Views 14. The CMJ Walking and Cycling Masterplan is located within the Waitemata Local Board area.

Officers from Auckland Council, Auckland Transport and NZTA presented to the Waitemata Local Board on the proposed Cycleway, Upper Queen Street, Symonds Street Cemetery and Beach Road cycle facility in early August 2012. The Local Board is generally supportive of these projects.

Maori Impact Statement 15. NZTA is leading engagement with Maori. This is currently underway as an integral part of

the cycleway project.

General 16. The CMJ Walking and Cycling Masterplan 2012 document has been developed by a

Working Group with key staff from Auckland Council, Auckland Transport and NZTA. The document has been presented to and endorsed by a Steering Group comprised of senior management at each of the relevant agencies.

17. The Grafton Gully Cycleway and associated projects have been discussed with a wider group of Auckland Council, Auckland Transport and NZTA staff members, along with representatives from key stakeholder groups such as Cycle Action Auckland, New Zealand Historic Places Trust, University of Auckland, Auckland University of Technology and New Zealand Police. The wider cycling community has also been consulted through a workshop hosted by Cycle Action Auckland in May 2012 which was attended by an audience with a diversity of interests, including members of the Waitemata Local Board.

Implementation Issues 18. There are no implementation issues associated with this report. The Grafton Gully

Cycleway is currently identified as the top priority walking and cycling project nationally for the NZTA and the following funding has been allocated for the next three years - $8.8 million for stages 1-2 of the Grafton Gully Cycleway and $50 thousand for off-road recreational trails in Grafton Gully.

19. The financial and resourcing implications of the “gateway” improvements for Upper Queen Street, as set out in the CCMP, have been considered by the Council in other reports and in setting the budget in the Long Term Plan. Approximately $800 thousand has been allocated for this work over the next three years. Funding for Old Nelson Street off-ramp project has been allocated $250 thousand over the next three years. Any works in the Symonds Street Cemetery would be subject to separate funding from the Local Board and approvals from the New Zealand Historic Places Trust.

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Attachments No. Title Page A Final Draft Central Motorway Junction Walking and Cycling Masterplan

2012 13

Signatories Authors Marguerite Pearson - Transport Planner Authorisers Ree Anderson - Manager Regional Strategy, Community & Cultural Policy

Roger Blakeley - Chief Planning Officer

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Transport Monitoring Update Page 81

Transport Monitoring Update File No.: CP2012/12970

Purpose 1. The purpose of this report is to update the Committee on the results of recently completed

mode share monitoring undertaken by Council and Auckland Transport, and progress in achieving the Auckland Plan’s public transport targets.

Executive Summary 2. Results of recent mode share surveys indicate continued growth in public transport

patronage and mode share (i.e. growth in travel by public transport relative to private vehicle); and a positive trend towards achieving the public transport targets of the Auckland Plan. A variety of factors have resulted in this trend, including:

�� Increased investment in public transport facilities and services;

�� Rising price of fuel;

�� Congestion; and

�� Change of attitude to public transport.

3. Auckland Transport and NZ Transport Agency have reported on three months progress in implementing the major projects in the Auckland Plan.

Recommendations a) That the Committee notes the public transport patronage increases in 2011/12 and the

actions being taken to deliver on the priorities of the Auckland Plan.

Discussion 4. Auckland’s transport system is overburdened and inefficient. Over-reliance on private cars

as the primary transport mode has resulted in heavily congested roads and motorways, exposure to harmful pollutants, greenhouse gas emissions and a dependence on imported fuels. The Auckland Plan identifies three components required to address these problems, accommodate future growth and move to a single transport system:

�� Improve and complete the existing road and rail network;

�� Encourage a shift towards public transport; and

�� Support environmental and health objectives through walking and cycling.

This report outlines progress in implementing these priorities and achieving related targets, drawing on the results of recently completed regional and central area public transport patronage and mode share surveys. A detailed summary of the results of these surveys is contained in Attachment A.

Regional Travel Mode Survey 5. The Regional Travel Mode Survey counts people in vehicles and people in public transport

crossing nine screenlines (crossing points) across the region, in both an inbound (towards the Central Area) and outbound (away from the Central Area) direction, in the morning peak hour period (7:00am and 9:00am) of a single day (in March or May).

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6. Key results of this survey are that:

�� Auckland’s public transport (PT) patronage continues to grow strongly, with a 9 per cent increase in inbound (towards the Central Area) patronage across all screenlines since 2009/10; and

�� PT mode share also continues to grow strongly, with five out of nine screenlines across the region showing an increase in PT mode share of an additional 2.1% to 2.6% since 2009/2010.

Central Area Passenger Transport Survey 7. The Central Area Passenger Transport Survey, undertaken annually since 1986, focuses

on bus, train and ferry passengers entering the Auckland Central Area (Screenline 70) and since 2008 has included pedestrians and cyclists.

8. Key results of this survey are that:

�� PT patronage into the Central Area has grown by 3.4% since 2011, with most of these additional passengers travelling on buses and trains;

�� 2012 patronage is at the highest level recorded since the survey started in 1986;

�� Since 1994 patronage for all public transport has increased steadily (by 146 per cent from 1994 to 2012). Bus patronage has increased by 97 per cent and bus services by 56 per cent over the period and ferry patronage growth has been strong, with an increase of 171 per cent;

�� Rail patronage has increased by 500 per cent since the Britomart terminal opened in 2002; and

�� People walking and cycling into the Central Area has generally been increasing since 2008. Walking has increased by 27 per cent and cycling by 57 per cent over the period.

Auckland Plan PT Targets 9. One of the Auckland Plan’s six transformational shifts is to move to “outstanding public

transport within one network”. Related to achieving this shift are a number of public transport (PT) targets in the transport chapter of the Auckland Plan as well as a commitment to invest heavily in PT projects in Auckland over the next 30 years (e.g. rail electrification, City Rail Link, AMETI busway, rail to Auckland Airport, Northern Busway extension, SH16 busway etc).

10. Targets in the Auckland Plan relating to PT include:

�� Double public transport patronage from 70 million to 140 million trips by 2022 (subject to additional funding);

�� Increase the number of public transport trips per person per annum from 44 to 100 by 2040;

�� Increase the proportion of trips made by public transport into the city centre during the morning peak, from 47% of all vehicular trips in 2011 to 70% by 2040;

�� Increase the proportion of people living within walking distance of frequent public transport stop from 14% (2011) to 32% by 2040; and

�� Increase the proportion of trips across all of Auckland during the morning peak by walking, cycling or public transport from 23% to 45% by 2040.

11. Progress against the first three targets can be tracked using the PT patronage reported by Auckland Transport on a monthly basis and the pt mode share into the City Centre from the annual screenline survey. (The remaining two targets rely on population growth updates from the NZ Census.)

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Public Transport Patronage 12. Total PT patronage for the 2011/2012 financial year was 71,087,755 boardings, an increase

of 5,324,100 boardings or +8.1% on the 2010/2011 figures. A breakdown of the annual figures by mode is shown in the table below:

Mode 2010/2011 2011/2012 Numerical Change % Change Bus 51,163,334 54,736,260 3,572,926 7.0% Train 9,864,604 10,904,160 1,039,556 10.5% Ferry 4,735,717 5,447,335 711,618 15.0% Total 65,763,655 71,087,755 5,324,100 8.1%

Figure 7: Auckland Public Transport Patronage 12 Month Rolling Total

13. Patronage growth during 2011/2012 continues at the high level achieved in 2010/11 – a

significant increase over previous years:

Year Total Boardings Numerical

Change % Change 2005/2006 51,452,617 555,406 1.1% 2006/2007 52,136,067 683,450 1.3% 2007/2008 54,410,671 2,274,604 4.4% 2008/2009 58,620,788 4,210,117 7.7% 2009/2010 60,622,293 2,001,505 3.4% 2010/2011 65,786,624 5,164,331 8.5% 2011/2012 71,087,755 5,301,131 8.1%

14. Generally total patronage grew faster in the latter half of 2011 than in the first half of 2012, with patronage receiving a significant boost during the Rugby World Cup.

15. Doubling PT patronage between 2012 and 2022 will require a compounding increase in patronage of 6.6% each year over the next decade. While this target has been exceeded in recent years, as patronage grows the larger base will require increasingly larger increases for the 6.6% growth rate to be maintained. Measured in trips per year, to achieve the 2022 patronage target, an average of 6.4 million trips will need to be added each year – a higher figure than has been achieved in recent years.

16. The Auckland Plan also includes an annual boardings target of 100 trips per capita by 2040. The Statistics NZ population estimate for Auckland at 30 June 2011 (the most recent date available) was 1.486 million – translating to approximately 46-47 trips per capita (depending on what the 30 June 2012 population for Auckland is). PT trips per capita have been increasing in recent years from 37 trips per capita in 2006 (51.4 million trips and a population of 1.37 million) towards achieving the Auckland Plan target.

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Public Transport Mode Share 17. For the city centre (screenline 70) a combination of the Passenger Transport Survey and the

Private Vehicle Occupancy Survey can provide mode share results for vehicular trips to the city centre in the AM peak.

18. While the screenline survey results always fluctuate on a year to year basis, due to their nature as ‘single day counts’, there are some positive trends highlighted in the 2012 city centre counts, compared to 2011. These include:

�� An increase in rail passengers into Britomart station from 5,603 to 6,055 (+8.1%); �� An increase in bus passengers along Quay Street from 979 to 1,413 (+44%); �� An increase in PT modeshare from 46.4% to 49.8%; and �� A number of roads (Fanshawe Street, Karangahape Road, Symonds Street, Grafton

Bridge) carrying well over half their passengers through PT.

19. The results indicate a positive step towards the goal of achieving 70% modeshare from vehicular trips to the city centre by 2040, as per the Auckland Plan target. Projects such as the City Rail Link and improving Auckland’s bus network (as reported to the Committee in April) will be critical interventions in helping achieve this target.

Frequent Public Transport Coverage 20. The Auckland Plan contains a target to increase the proportion of people living within

walking distance of frequent public transport from 14% in 2011 to 32% by 2040. This target is to be measured as people living within 800 metres of a rail or busway service and within 400 metres of a bus (non-busway) or ferry service.

21. As reported to the Committee in April, Auckland Transport is undertaking a full review of the public transport network as part of its new Regional Public Transport Plan. Within this new network a significant focus has been placed on establishing a ‘frequent network’, of services operating at least once every 15 minutes, seven days a week. Preliminary analysis of the new network suggests that once it is implemented in 2016, approximately 38.6% of residents will be within 500 metres walk of a frequent service, suggesting that this Auckland Plan target could be achieved within the next 3-4 years.

Auckland Plan Transport Project and Action Implementation 22. The first Annual Implementation Update of the Auckland Plan has been prepared reporting

on progress on implementing the projects and actions in the Auckland Plan. Outlined below is a summary of key progress on implementing the transport projects and actions of the Auckland Plan. (A more detailed explanation is contained in Attachment B).

23. Major strategic documents: Substantial progress has been made on Auckland Integrated Transport Programme (Auckland Transport) – expected to be adopted by the Auckland Transport Board in September 2012.

24. Major Capital Expenditure Projects (Completed/Underway or Funding Allocated): �� City Rail Link – route protection funding allocated (AT); �� Development of regional cycling network underway (AT); �� Additional Waitemata Harbour crossing planning underway (NZTA); �� Auckland Integrated Ticketing System roll-out underway with a zone-based integrated

fare structure to follow (AT); �� Waterview Connection- EPA approval, funding allocated (NZTA); �� Electrification of Auckland Urban Rail Network underway (AT); �� Auckland Manukau Eastern Transport Initiative (AMETI) underway and East-West Link

under investigation (AT); �� Puhoi to Wellsford Road of National Significance (RONS) planning progressing (NZTA);

and �� South West Multi Modal Airport Rapid Transit investigation of route options underway.

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25. Process, Partnerships and Forums: Upper North Island Strategic Alliance (UNISA) - Auckland Council is actively involved in strategic partnership with seven member councils who have committed to a long-term collaboration for responding to and managing a range of inter-regional and inter-metropolitan issues. As part of this, UNISA is involved in the development of an Upper North Island Freight Story and in a technical study on current and future freight demand for ports and ports-related infrastructure in the upper North Island. The upper North Island Freight Story and stage one of the ports technical study are expected to be completed in approximately November 2012 and December 2012 respectively

26. Areas of Focus: 2012/2013 �� Electrification of the urban rail network and AMETI (AT/KIWI RAIL); �� Complete integrated ticketing roll-out (AT); �� City Centre transport improvements (AT); �� Alternative funding for transport investigation (AC); �� Bus services Onehunga – Mangere Airport (AT); and �� Route protection – Lodging of Notice of Requirements to protect routes of major

projects.

Consideration

Local Board Views 27. This is a regional wide issue and there are no specific Local Board implications from the

preparation of this report. The survey information covers many parts of the urban area and has specific information which may be useful for Local Boards, particularly the Waitemata Local Board.

M�ori Impact Statement 28. There are no specific M�ori implications from the preparation of this report. The survey does

not identify transport users by ethnicity.

General 29. Auckland Transport and NZ Transport Agency have been involved in the survey and have

received this information. They have identified the actions taken to progress the Auckland Plan. They have provided input to the preparation of this report.

Implementation Issues 30. Implementation of the Auckland Plan is subject to funding. There is a need for further

improvement in PT services.

Attachments No. Title Page A Auckland Regional Screenline Surveys, 2012: Summary of Results and

Trends 87

B Auckland Plan Transport Project and Action Implementation: Summary of Results

97

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Signatories Authors Jim Fraser - Principal Transport Planner Authorisers Ree Anderson - Manager Regional Strategy, Community & Cultural Policy


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ATTACHMENT A Auckland Regional Screenline Surveys, 2012: Summary of Results and Trends

INTRODUCTION This report compares the 2012 results with data from the 2001 and 2009/10 regional surveys and also reviews trends from the annual Central Area Screenline survey since 1986. Since 2008 the Auckland Central Area survey has been extended to include travel by walking and cycling and these results are also reported. This survey is undertaken on a single day and is therefore subject to day-to-day fluctuations. The strength of this survey is that it has been undertaken for a long period of time (since 1986) so a consistent time series has been built up which can offer a good comparison to previous years. It is considered that this survey is useful in showing long term trends, but the year-to-year comparisons are less useful and can be misleading.

Regional Travel Mode Survey The Regional Travel Mode Survey has been undertaken every five years since 1991. In 2001 the regional survey was extended and updated to calibrate the Auckland Transport Model. The update included additional survey stations and was the first comprehensive regional survey to incorporate all possible routes through the screenlines. The 2006 and 2009 surveys did not replicate the 2001 survey and were limited to public transport routes crossing each screenline. This means that mode share statistics cannot be derived directly from the 2006 and 2009 surveys. In order to address this, some additional counts were added to the 2010 Central Area Passenger Survey. With these additional surveys undertaken, the 2001 survey data can be compared to the 2009/10 survey data. The Regional Travel Mode Survey counts people in vehicles and people in public transport crossing nine screenlines across the region. The screenlines are chosen to represent movement between various parts of the region. The 2012 Regional Travel Mode Survey screenlines are shown on Appendix 1.

Central Area Passenger Transport Survey The Central Area Passenger Transport Survey has been undertaken annually since 1986 except for 1989 (when ARA buses were on strike for the period when the survey would normally have been undertaken.). The Central Area survey focuses on bus, train and ferry passengers entering the Auckland Central Area (Screenline 70) and since 2008 has included pedestrians and cyclists..

REGIONAL TRAVEL MODE SURVEY Regional public transport patronage There has been a 9 per cent increase in patronage across all screenlines since 2009/10, as shown in Table 1 below. The largest growth occurred across Screenlines 60 (Manukau) and 90 (East Tamaki) an increase 91 per cent and 86 per cent respectively.

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0 Transport Committee 05 September 2012


Table 1: Public Transport Passengers Surveyed in the Auckland Region, (7am-9am)

SCREENLINE 2001 PT

Passengers 2009/10 PT Passengers

2012 PT Passengers

2009/10 - 2012

Number Change

2009/10 - 2012

Percentage Change

Screenline 10 – Harbour 4,635 7,931 8,160 229 3% Screenline 20 - North Shore 1,918 5,022 4,465 -557 -11% Screenline 30 - Waitakere 887 2,345 2,253 -92 -4% Screenline 40 - West Isthmus 2,840 4,295 5,199 904 21% Screenline 50 - South Isthmus 4,139 5,907 6,529 622 11% Screenline 60 - Manukau 1,458 2,001 3,813 1,812 91% Screenline 70 - Central Area 21,483 31,347 33,484 2,137 7% Screenline 80 - Central Isthmus 13,343 17,171 18,580 1,409 8%

Screenline 90 - East Tamaki 120 771 1,435 664 86%

Total 50,823 76,790 83,918 7,128 9%

The Central Area (Screenline 70) and Central Isthmus (screenline 80) are traditionally strong areas for public transport and have shown good growth of 6 per cent and 4 per cent respectively since 2011. Strong growth is, however, also occurring in the more suburban areas, particularly Screenline 40 on the New Lynn/Green Bay area 21 per cent growth, and Screenline 50 in South East Auckland with 11 per cent growth.

Regional public transport mode share Five of the nine screenlines continue to show an increase in the number of people travelling by public transport relative to the number travelling by private vehicle (averaging 2.5%) with the significant growth (4.7%) through Manukau (Screenline 60) largely reflecting strong growth in pt passenger numbers.

The only significant decline in PT mode share was through the North Shore (Screenline 20). This reflects both a decline in PT passenger numbers and significant (18%) increase in private vehicle travel.

Table 2: Auckland Region Public Transport Mode Share, (7am-9am)

SCREENLINE

2001 PT Mode Share

2009/2010 PT Mode

Share

2012 PT Mode Share

2009/10 - 2012 Mode Share

Change

Screenline 10 - Harbour 17.9% 29.1% 27.2% -1.9% Screenline 20 - North Shore 10.3% 24.7% 19.9% -4.8% Screenline 30 - Waitakere 12.7% 24.3% 22.2% -2.1%

Screenline 40 - West Isthmus 8.5% 13.5% 15.7% 2.2% Screenline 50 - South Isthmus 9.3% 13.9% 13.8% -0.1%

Screenline 60 - Manukau 7.4% 10.2% 14.9% 4.7% Screenline 70 - Central Area 35.0% 47.7% 49.8% 2.1%

Screenline 80 - Central Isthmus 16.5% 22.4% 24.8% 2.4%

Screenline 90 - East Tamaki 3.3% 9.5% 12.1% 2.6%

Note: For comparison purposes in this table, the Central Area PT mode share figure of 49.8 per cent does not include walking and cycling counts as the 2001 and 2009/10 modeshare figures did not include walking and cycling counts. If walking and cycling counts are included in the 2012 survey, the Central Area PT mode share is 45.8 per cent.

CENTRAL AREA PASSENGER TRANSPORT SURVEY Total Public Transport Patronage

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A total of 33,484 people were counted entering the Auckland Central Area on passenger transport during the morning peak period of 7am to 9am on Tuesday 27 March 2012. There were 1,102 additional PT passengers (3.4 per cent increase since 2011) with most of these additional passengers travelling on buses and trains. The results in 2012 are also the highest patronage levels recorded since the survey started in 1986 (see Figure 2).

Figure 2: Total Public Transport Patronage into Auckland Central Area (7am-9am)

Bus Patronage Overall Bus Patronage In 2012, 23,717 passengers entered the Auckland Central Area by bus – a small increase of 593 passengers (2.6 per cent) on 2011 levels (see Figure 3).

Figure 3: Bus Patronage into Auckland Central Area (7am-9am)

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Since 1994 patronage for all public transport has increased steadily (by 146 per cent from 1994 to 2012). Bus patronage has increased by 97 per cent and bus services by 56 per cent over the period. Bus patronage is now slightly higher than in 1986, although with 21 per cent more services. Over the 26 years of the survey, the main entry points to the Central Area for buses have been Symonds Street (used mainly by bus routes from the southern Isthmus, South Auckland and Howick/Pakuranga), Fanshawe Street (North Shore buses) and Karangahape Road (buses from the west). Of those main entry points, Fanshawe Street has grown most strongly (153 per cent since 1994) and Karangahape Road least strongly (68 per cent since 1994). It should be noted that the western catchment served by Karangahape Road buses has also seen strong growth in rail patronage. The 2012 survey showed both increases and decreases in patronage at individual counting stations. Services reaching individual counting stations have fluctuated somewhat this year, as some services have been rationalised while others have been reorganised due to the opening of the Central Transport Corridor. Table 4 summarises the bus service patronage counts from 2006-2012 by survey site.

Table 4: Bus Passenger Counting Station Total & Comparison, 2006-2010 (7am-9am)

Location 2006 2007 2008 2009 2010 2011 2012 Number Change

(2011-12) % Change (2011-12)

Fanshawe Street 5697 5942 6618 7122 7570 8376 7750 -626 -7.5% Victoria Street West 547 436 488 628 607 515 649 134 26.0% Union/Nelson Street 503 315 413 435 319 801 372 -429 -53.6% K Road (incl Hopetoun) 3674 3189 3712 3020 3341 3396 3462 66 1.9% Symonds Street 8244 7938 8126 9238 6919 4271 5868 1597 37.4% Symonds Street Off-Ramp 443 703 526 633 489 535 833 298 55.7% Upper Queen Street 675 913 1003 814 863 1105 517 -588 -53.2% Grafton Bridge 115 139 n/a n/a 1665 2305 2122 -183 -7.9% Beach Road 427 408 425 429 266 305 253 -52 -17.0% Quay Street 1581 1274 1198 1588 1019 979 1413 434 44.3% Wellesley Street East 130 104 241 115 108 398 305 -93 -23.4% Grafton Road 39 29 199 119 14 138 173 35 25.4% Total Bus Patronage 22075 21390 23134 24141 23180 23124 23717 593 2.6%

Fanshawe Street - Since the Northern Busway opened in February 2008, the number of passengers entering the Auckland Central Area via Fanshawe Street has increased by 17 per cent to 7,570 passengers. Patronage on Fanshawe Street decreased 7.5 per cent (626 passengers) compared with 2011. Given the nature of this survey, this reduction is not considered to be significant.

Symonds Street & Grafton Bridge - In the 2012 survey, the number of bus services along Symonds Street increased by 7.3 per cent, resulting in patronage levels increasing 37.4 per cent to 5,868 passengers. Prior to 2010, Symonds Street was the busiest point of entry during the morning peak period into the Auckland Central Area. The decrease in passenger numbers observed at Symonds Street can be largely attributed to the rerouting of buses across Grafton Bridge. In October 2009, Grafton Bridge was reopened after undergoing structural and strengthening works. The bridge now forms a core part of the central connector public transport route between the Auckland CBD and Newmarket. In 2012, Grafton Bridge recorded 2,122 passengers, which was a small decrease of 183 passengers from 2011.

Karangahape Road - Bus services on Karangahape Road and Hopetoun Streets increased by 4 per cent, resulting in a 2 per cent increase in passengers.

Union/Nelson Street – The 53.6 % reduction in patronage reflects a 18% reduction in bus services.

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Ferry Patronage A total of 3,712 ferry passengers entered the Auckland Central Area on 27 March 2012 in the morning peak period (7-9am). This is a small 1.6 per cent increase (57 additional passengers) on 2011 levels (see Figure 4). Ferry patronage growth has been strong since 1994, with an increase of 171 per cent.

Figure 4: Total Ferry Patronage into Auckland Central Area, (7am-9am)

Since 2011 there has been modest ferry patronage increases from Stanley Bay (up 19 per cent), Pine Harbour (up 17.7 per cent), West Harbour (up 12 per cent), and Half Moon Bay (up 9.2 per cent), while passenger numbers decreased from Birkenhead / Northcote (down 10 per cent), Bayswater (down 4.6 per cent) and Devonport ferry terminal (down 2.4 per cent). Table 5 shows the total number of ferry passengers entering the Auckland Central Area from each place of origin.

Table 5: Ferry Passenger Origin Totals & Comparison into Auckland Central Area (7am-9am)

2006 2007 2008 2009 2010 2011 2012

2011-2012 passenger

number Change

2011-2012 % Change

Bayswater 328 327 257 253 268 333 317 -16 -4.8% Birkenhead 347 388 294 242 278 273

Northcote Point N/A N/A N/A 87 94

405 91

-41 -10.1%

Devonport 988 1,023 972 1,019 1,004 1043 1018 -25 -2.4% Gulf Harbour 123 156 99 86 101 114 120 6 5.3%

Half Moon Bay 453 496 412 459 400 541 591 50 9.2%

Pine Harbour 53 101 116 126 121 175 206 31 17.7% Stanley Bay 147 162 136 116 130 142 169 27 19.0%

Waiheke 789 792 853 800 750 794 806 12 1.5% West Harbour 69 93 90 77 103 108 121 13 12.0%

Total 3,297 3,538 3,229 3,265 3,249 3,655 3,712 57 1.6%

Note: Ferry data only comparable from 2006, as there was no survey stations at Northcote Point and West Harbour prior to 2006.

In 2012, the number of passengers with bicycles arriving at Downtown Ferry Terminal was also counted for the first time. A total of 167 passengers arrived with bicycles, with the majority of these

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people coming from Devonport (47%), Bayswater (17%), Waiheke (14%) and Birkenhead/Northcote Point (11%).

Train Patronage A total of 6,055 train passengers were observed disembarking at Britomart Rail Station between 7am to 9am on 27 March 2012. This is an 8 per cent increase (452passengers) on 2011 train patronage levels.

Overall, there has been good growth in train patronage for the last three years (see Figure 5). Rail patronage has increased dramatically, up by 500 per cent since the opening of the Britomart terminal in 2002 (although off a very low base).

Figure 5: Total Train Patronage into Auckland Central Area, 1986-2010 (7am- 9am)

Walking and Cycling Cyclist and pedestrian counts have been undertaken as part of the Central Area Passenger Transport Survey since 2008 (Figure 6). While there have been some fluctuations in the numbers of pedestrians

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and cyclists at selected survey stations, the overall trend of people walking and cycling in to the Central Area has generally been increasing since 2008 (by 27% and 57% respectively). The number of persons walking into the Auckland Central Area did decrease slightly when compared to the counts in 2011 (decrease of 1.4 per cent or 76 pedestrians) but given the nature of this survey, the decrease of pedestrian numbers is not considered significant.

Figure 6 – Total Walking and Cycling into Auckland Central (7am-9am)

Table 6: Walking and Cycling into Auckland Central Area, (7am-9am)

2008 2009 2010 2011 2012 2011-2012

%age change Screenline 70 -

Walking & Cycling Survey

Stations Walk Cycle Walk Cycle Walk Cycle Walk Cycle Walk Cycle Walk Cycle

Fanshawe Street 364 11 180 6 195 9 199 4 342 11 72% 175% Victoria St 659 32 415 46 386 112 547 40 746 51 36% 28% Union St/Nelson St 282 32 258 3 220 3 227 4 220 12 -3% 200% Hopetoun Street 279 32 516 54 307 40 272 49 356 55 31% 12% Karangahape Rd 462 110 424 80 532 102 419 69 554 92 32% 33% Symonds St 463 97 560 135 465 131 564 164 828 326 47% 99% Grafton Bridge 468 66 430 87 657 110 723 89 428 96 -41% 8% Grafton Road 232 14 324 26 391 15 376 11 385 19 2% 73% Wellesley St East 0 5 0 4 0 0 0 4 0 3 0% -25% Upper Queen Street 243 51 230 57 253 61 239 88 143 51 -40% -42% Beach Rd 351 23 523 15 509 34 497 34 344 22 -31% -35% Quay St 112 198 108 261 92 212 270 225 204 243 -24% 8% Constitution Hill 186 5 498 9 469 7 462 8 411 10 -11% 25% Alten Road 359 8 113 5 -69% -38%

Westhaven Drive 144 56 148 62 3% 11%

Total 4101 676 4466 783 4476 836 5298 853 5222 1058 -1.4% 24.0% Note: Alten Rd and Westhaven Drive data only collected from 2011 onwards

Review of trends The morning peak period CBD patronage survey has now been conducted since 1986, with an almost unbroken series of 26 surveys. Over that time the survey has generally been undertaken over a single day so that detailed comparisons of year by year changes can be misleading. However, over the period of the surveys, some clear trends can be identified: • There was a steep decline in both patronage (declined by 44 per cent) and services (bus services

declined by 23 per cent) between 1986 and 1994. This decline is generally attributed to the reduction in employment in the CBD (and associated increase in availability of low cost car parking)

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due to the stock market crash of 1987, and the increasing availability of relatively inexpensive second hand cars imported from Japan.

• Since 1994 patronage for all public transport has increased steadily (by 130 per cent from 1994 to 2010). Bus patronage has increased by 92 per cent and bus services by 71 per cent over the period.

• Bus patronage is now slightly higher than in 1986, although with 32 per cent more services. • Rail patronage has increased dramatically, up by 387 per cent since the opening of the Britomart

terminal in 2002 (although off a very low base). • Ferry patronage growth has also been strong, with an increase of 137 per cent since 1994. • Average bus loadings in 2010 are now 27 people per bus, 12 per cent higher than in 1994, but 25

per cent lower than in 1986. It should be noted that the cordon counts are not at the maximum load point (southern and eastern services maximum load is at Newmarket for example) so that there is no expectation that average loadings should approach full loads.

• Over the 24 years of the survey, the main entry points to the CBD for buses have been Symonds Street (used mainly by bus routes from the southern Isthmus, South Auckland and Howick/Pakuranga), Fanshawe Street (North Shore buses) and Karangahape Road (buses from the west). Of those main entry points, Fanshawe Street has grown most strongly (147 per cent since 1994) and Karangahape Road least strongly (62 per cent since 1994). It should be noted that the western catchment served by Karangahape Road buses has also seen strong growth in rail patronage.

CENTRAL AREA MODE SHARE For the city centre (screenline 70) a combination of the Passenger Transport Survey and the Private Vehicle Occupancy Survey can provide mode share results for vehicular trips to the city centre in the AM peak. The tables below show results for particular streets, and for the city centre as a whole, over the past two years:

Table 7: Auckland Central Area Mode Share,2011 (Inbound, 7:00 – 9:00am)

Fa n s hawe �St 8 376 4 ,7 67 13 ,1 4 3 6 4% 36 .3 0%

Vic to ria �St 5 1 5 2 ,0 41 2 ,5 56 2 0 .1 0% 79 .9 0%

Cook�St �Off�ram p NA 1 ,7 18 1 ,7 18 NA NA

Ne ls on �St/Hobs on �St 8 0 1 7 ,6 12 8 ,4 13 9 .5 0% 90 .5 0%

Hope toun �St 1 0 1 2 ,8 81 2 ,9 82 3 .4 0% 96 .6 0%

Ka ra nga ha pe �Rd 3 ,2 95 1 ,6 31 4 ,9 26 6 6 .9 0% 33 .1 0%

Sym onds �St 4 ,2 7 1 1 ,7 08 5 ,9 79 7 1 .4 0% 28 .6 0%

Sym onds �St �Off�Ram p 535 1 ,3 80 1 ,9 15 2 7 .9 0% 72 .1 0%

Gra fton �Brid ge 2 ,3 05 57 2 ,3 62 9 7 .6 0% 2 .4 0%

Gra fton �Roa d 13 8 2 ,2 76 2 ,4 14 5 .7 0% 94 .3 0%

W e lle s le y�St �Ea s t 3 9 8 2 ,3 88 2 ,7 86 1 4 .3 0% 85 .7 0%

Uppe r�Que e n �St 1 105 2 ,7 36 3 ,8 41 2 8 .8 0% 71 .2 0%

Be a ch �Rd 30 5 1 ,7 81 2 ,0 86 1 4 .6 0% 85 .4 0%

Qua y�St 9 7 9 4 ,4 29 5 ,4 08 1 8 .1 0% 81 .9 0%

Auckla nd �Fe rry�Te rm ina l 3 ,6 5 5 NA 3 ,6 55 NA NA

Britom a rt �Tra in �Sta t ion 5 ,6 03 NA 5 ,6 03 NA NA

Sc re en line �7 0 �Ove rall 3 2 ,3 8 2 37 ,4 0 5 69 ,7 8 7 4 6 .4 0% 53 .6 0%

SL7 0 �Surve y�Station

Pe rsons�Surve ye d �(2 0 11 ) M ode share

Pub lic �Transport

Private �V e h ic le

Total�Surve yed

Pub lic �Transport

Private �V eh ic le

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Table 8: Auckland Central Area Mode Share, 2012 (Inbound, 7:00 – 9:00am)

Fanshawe�St 7750 4,146 11,896 65% 34.90%

Victoria�St 649 876 1,525 42.60% 57.40%

Cook�St�Off�ramp NA 1,847 1,847 NA NA

Nelson�St/Hobson�St 372 5,964 6,336 5.90% 94.10%

Hopetoun�St 155 2,081 2,236 6.90% 93.10%

Karangahape�Rd 3,307 1,738 5,045 65.60% 34.40%

Symonds�St 5,868 2,448 8,316 70.60% 29.40%

Symonds�St�Off�Ramp 833 1,375 2,208 37.70% 62.30%

Grafton�Bridge 2,122 62 2,184 97.20% 2.80%

Grafton�Road 173 1,360 1,533 11.30% 88.70%

Wellesley�St�East 305 3,531 3,836 8.00% 92.00%

Upper�Queen�St 517 2,611 3,128 16.50% 83.50%

Beach�Rd 253 1,688 1,941 13.00% 87.00%

Quay�St 1,413 3,992 5,405 26.10% 73.90%

Auckland�Ferry�Terminal 3,712 NA 3,712 NA NA

Britomart�Train�Station 6,055 NA 6,055 NA NA

Screenline�70�Overall 33,484 33,719 67,203 49.80% 50.20%

SL70�Survey�Station

Persons�Surveyed�(2012) Modeshare

Public�Transport

Private�Vehicle

Total�Surveyed

Public�Transport

Private�Vehicle

While the screenline survey results always fluctuate on a year to year basis, due to their nature as ‘single day counts’, there are some positive trends highlighted in the 2012 city centre counts, compared to 2011. These include:

• An increase in rail passengers into Britomart station from 5,603 to 6,055 (+8.1%)

• An increase in bus passengers along Quay Street from 979 to 1,413 (+44%)

• An increase in PT modeshare from 46.4% to 49.8%

• A number of roads (Fanshawe Street, Karangahape Road, Symonds Street, Grafton Bridge) carrying well over half their passengers through PT.

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Appendix 1 – Screenline Locations

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ATTACHMENT B Auckland Plan Transport Project and Action Implementation: Summary of Results The Auckland Plan was adopted on 29 March 2012, and publicly launched on 29 May 2012.

The first Annual Implementation Update of the Auckland Plan has been prepared reporting on progress on implementing the projects and actions in the Auckland Plan. Outlined below is a summary of progress on implementing the transport projects and actions of the Auckland Plan.

Progress on the planning and delivery of major transport projects

City Rail Link Planning underway - LTP funding for route protection approved; Business case being developed to support the funding and implementation of the CRL. The route designation planning of the CRL project is progressing well and detailed design options are well advanced.

AMETI and East-West Link Construction underway - AMETI (Panmure section).

Investigation underway - SH1 - SH20 E/W Link alignment options.

Additional Waitemata Harbour Crossing

Planning underway - Investigation of alignment options completed. With the Auckland Plan adopted, NZTA has recommenced the route protection task. NZTA and AT are preparing Notice of Requirement documentation to protect the preferred alignment for the additional harbour crossing, including future-proofing for public transport.

Public transport infrastructure

Construction/Implementation underway - Auckland Integrated Fare System (AIFS) project moving into the next stage of roll out, the progressive piloting of limited, but increasing, system functions over the coming months; Extension of real time public information system to the train and ferry services advancing to final stage; AT working closely with KiwiRail to ensure successful electrification of Auckland’s rail network and delivery of electric trains.

Planning underway - Review of PTNP and revised Frequent Services Network; Work has commenced to provide a high level Project Feasibility Report (PFR) to finalise the preferred bus corridor route for RTN route for Henderson – Albany Rapid Transit Network.

Improvements to the regional arterial road network and selected State Highway improvements

Construction underway - The local roads improvements associated with major New Zealand Transport Agency (NZTA) projects are progressing well. SH16/Waterview: NZTA currently tendering major widening works on SH16 and upgrades of interchanges along SH16. AT is in liaison with NZTA to coordinate programming of other SH16 intersection upgrades and associated works on adjacent local roads by AT.

Route protection of major projects

Planning underway - Route protection of CRL and Rail Rapid Transit Link to the Airport (from Onehunga to Puhunui via the airport). AWHC - route protection underway.

City Centre transport improvements

Planning underway - AT working closely with Waterfront Auckland and Auckland Council on the future development and management of the waterfront area. Work well underway into agreeing a phased set of improvements to Quay St, focused on improving pedestrian accessibility and amenity; CBD Access study scope has been awarded and study is progressing.

Cycle and walk improvements

Planning underway - Additional funding for walking and cycling approved in LTP 2012/15. Review of Regional Cycle network. NZTA funding approved for detailed design and construction in 2012/13 of Grafton Gully (formerly CMJ) cycleway. Funding approved to complete investigation of walking/cycling bridge under the Auckland Harbour Bridge. Construction underway - Intersection improvements along Tamaki Drive and Local Board projects (eg Puketapapa greenways project).

Rail freight third track Planning underway - Investigation underway into need and timing for third rail freight line.

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Progress in Implementation of Actions

Plan and develop an integrated transport network of strategic roads, freight routes, passenger transport routes, cycle- and walk-ways which connect centres and neighbourhoods and facilitate the growth set out in the Auckland Plan

Planning underway - Preparation of Integrated Transport Plan; Regional Land Transport Programme (RLTP) 2012/15 prepared on integrated basis and aligned with Auckland Plan; Regional Public Transport Plan

Ensure that the Unitary Plan provides a policy framework which supports the transport functionality of international, national, Auckland-wide and local connections

Planning underway - Unitary Plan team developing high level transport policies which give effect to Auckland Plan.

Develop and implement Corridor Management Plans to give effect to the transport directions set out under Priority 2 (including a regulatory approach through the Unitary Plan)

Planning underway - CMP 's being prepared for Dominion Rd, Hibiscus Coast Highway, East Coast Road, Kyber Pass Rd corridors.

Undertake with partners a range of supporting initiatives in relation to the City Rail Link, including: protecting the route through lodgement of a designation, the City Centre Masterplan, a multimodal programme for transport in the City Centre, provision of additional park and ride sites, and changes to bus feeder services to support the rail link

Planning underway - The City Centre Future Access Study, which will determine the case for improved city centre access and the preferred option, is due for completion in July. Study has been undertaken with a high degree of consultation between Auckland Council, Auckland Transport, the Ministry of Transport, NZTA and the Treasury. Central and local government have been jointly involved in agreeing assumptions, modeling approaches and the long list of options.

Beyond the CCFAS, Auckland Transport have prepared detailed analysis around proving the case for rail investment including provision of park and ride, demonstration of intensification around rail and optimising of existing public transport activities. This work is being incorporated into a consolidated report which will be available for Council and Central Government. The report addresses the questions raised by the Minister in 2011, and will be finalised in July.

Jointly investigate the feasibility of tunnels as a potential option for an additional Waitemat� Harbour Crossing. New Zealand Transport Agency should protect the route across the Waitemat� Harbour in the first decade, in accordance with the planned construction in the third decade

Planning underway - Investigation of alignment options completed. With the Auckland Plan adopted, NZTA will be recommencing work into the future harbour crossing. AT is working with NZTA on aligning the investigations to support any road crossing with similar investigations into a passenger transport crossing.

Undertake with partners the development of an east-west strategic transport corridor linking the Western Ring Route (SH20) at Onehunga and the Southern Motorway (SH1).

Planning underway - The project mandate has been signed off by the AT Board. AT has included budget in the draft LTP to progress this project during the LTP period. The project is called Multi Modal East West Study (MMEWS). AT has commenced discussions with NZTA to discuss the scope for the first phase, the development of a sub-regional strategy. The strategy will be developed based on a thorough understanding of the transport problems in the area, and various industry organisations and the local boards will be involved throughout the project lifecycle, commencing with defining the problem.

Ensure that the Unitary Plan provides a policy framework which: - Recognises the importance of Auckland’s ports and airports, as well as the transport corridors which link up with them - Ensures that development adjacent to the ports and airports does not interfere with or restrict their current or future operations - Prevents encroachment and ensures that activities situated adjacent to Auckland’s ports and airports are compatible with and leverage off the ports and airports - Provides for the establishment of freight hubs in appropriate locations

Planning underway - policy options for parking have been developed. Analysis of other policy options underway.

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- Provides for more cruise ship facilities and passenger terminals where these are flexible and allow for appropriate alternative uses - Manages impacts related to aircraft operations and airport-related activities on the surrounding environment - Manages the location and availability of parking to encourage intensification, mixed-use development, more efficient use of land, and shifts to walking, cycling and public transport

All agencies with transport responsibilities will work together to coordinate the planning, development and management of a single transport system for Auckland, to give effect to this plan.

Planning underway - Integrated Transport Plan being prepared which includes "one network" as key component.

Develop programmes to provide for: - Maintained levels of service on rural road networks· Identifying opportunities to improve access by walking and cycling to rural schools - Reducing crashes on rural roads - Improved access to satellite centres - Park and ride facilities at the edges of the urban area and other locations on the RTN, to enable connection to the public transport system

Within a challenging funding environment, the RLTP and LTP endeavour to provide for: - Maintained levels of service on rural road networks

-Identifying opportunities to improve access by walking and cycling to rural schools - Reducing crashes on rural roads - Improved access to satellite centres - Park and ride facilities at the edges of the urban area and other locations on the RTN, to enable connection to the public transport system

Investigate the use of alternative funding mechanisms for setting in advance of commitments to an agreed package of transport improvements, including, where appropriate, public-private partnerships, as well as conventional infrastructure delivery arrangements.

Investigation underway - Officers from Auckland Council and Auckland Transport have been examining the need to apply a different mix of funding tools to ensure that Auckland's transport requirements are met over the next three decades; Funding approved for further investigation on the practicality, effectiveness, and fairness of a range of alternative funding mechanisms. Workstreams have been scoped.

Item

11


Integrated Public Transport Fares Page 101

Integrated Public Transport Fares File No.: CP2012/13823

Purpose 1. This report seeks the “in principle” support of the Committee, for a zone-based integrated

fares system that provides for free transfers between public transport services within a zone.

Executive Summary 2. As part of its review of the Regional Public Transport Plan (RPTP), Auckland Transport is

undertaking analysis to implement a zone-based integrated fares system, with free transfers between services within a zone, for Auckland’s public transport network.

3. Auckland’s current fare system, even after the implementation of integrated ticketing (the “HOP Card”) does not adequately support Auckland’s public transport goals, and therefore a new fare system is required.

4. Implementing integrated fares, in conjunction with increased service frequencies and improved stops, stations and interchange points, will help mitigate any inconvenience caused by a greater number of connections/transfers arising in the implementation of the new public transport network.

5. An Integrated Fares System, with free transfers between services within a zone, is an essential enabler of the new public transport network presented to the Committee in April 2012.

Recommendation a) That the Transport Committee support, in principle, a zone-based integrated fares system

with free transfers between services within a zone.

Discussion Auckland’s Current Public Transport Fare System

6. Auckland’s current public transport fare system includes a ‘stage-based’ system for single trip, multi-trip (e.g. 10 ride tickets) and stored value fares, and a zone based system for monthly passes. There are some additional fare options which blur these boundaries, such as the Northern Pass.

7. Under the ‘stage-based’ system, each individual trip is determined by the number of stage boundaries it crosses. Stage boundaries are typically located at town centres, and vary for each individual route. This system has a number of problems: �� Each trip needs to be paid for individually, which penalises those needing to

transfer/connect between services to complete their journey; �� The location of stage boundaries can lead to the cost of short trips being higher than

long trips. For example a train trip from Morningside to Grafton is two stages, while the much longer trip between Kingsland and Britomart is only one stage; and

�� As each route has its own stage boundaries, there are a number of anomalies in the system for trips from one point to another. For example, the trip from Sylvia Park to Britomart by train is three stages, but three to five stage by bus, depending on which bus is taken.

8. Additionally, currently each operator has its own ticketing products which are not accepted

by other operators (with some exceptions). The implementation of the HOP card will resolve this issue, but will retain the stage-based fare system – with the only further change being the application of a 50 cent discount on transfer fares. Therefore, a further step is required to implement integrated fares in addition to integrated ticketing.

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Integrated Fares and the new Public Transport Network 9. In April 2012, the Committee passed resolutions supporting Auckland Transport’s initiative to

comprehensively reorganise Auckland’s bus services (TRAN/2012/23c and TRAN/2012/28). As a result of that plan, key improvements to Auckland’s public transport network include achieving by 2016 the following:

�� An increase in the proportion of residents within 500 metres of frequent (at least every 15 minutes all day, every day) public transport services from 14.4% to 38.6%. This compares to the Auckland Plan goal of increasing access to frequent services to 32% of all residents by 2040;

�� An increase in the proportion of employment within 500 metres of frequent public transport services from 40.4% to 59.6%; and

�� Extending coverage of services that operate at least half-hourly all day every day, to 75% of the population and 77% of employment.

10. Importantly, the new public transport network achieves the above largely through a

reallocation of existing resources, rather than increasing service kilometres. One way this is achieved is through removing duplicative services and removing some of the network’s complexity.

11. A greater reliance on connections/transfers enables a far wider variety of trips to be taken on high-frequency routes than is possible at the moment. It also enables the truncation of some very lengthy services that duplicate the rapid transit network, turning those services into feeder buses. Resolution TRAN/2012/28d from the April committee meeting requested officers to work with Auckland Transport and report back to the Committee in relation to how the inconvenience of connections/transfers can be minimised. This report discusses the role of fare policy in minimising that inconvenience.

12. International experience shows that passengers are willing to make connections where the interchange facilities, fares system and service frequencies significantly reduce the inconvenience of changing between services. Work done for Auckland Transport in the development of the new public transport network, highlights the pressing need for integrated fares to be introduced1: It is also important… that connections are cost neutral for the passenger. Under Auckland’s current fare system, an additional full priced fare must be paid every time a passenger boards a new public transport vehicle. To transfer passengers must forego part of the value of the ticket they have already paid and pay once more to complete their journey, even if that journey is shorter as a result of the transfer. In effect, passengers are financially penalised for using the system as a network. Removing this ‘transfer penalty’ will allow passengers to use the network independently of its structure, paying primarily for the distance they travel rather than the number of lines they need to use.

1 MRCagney Pty Ltd (May 2012) Auckland Public Transport Network Development Plan, page 27

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Ultimately, Auckland needs an integrated fare structure, where a single fare can cover multiple trips, or where additional trips legs are charged proportional only to distance travelled. Because integrated fares allow passengers to connect between services without penalty, they can readily utilise all components of the network to complete a trip. This provides two main opportunities for users: firstly it greatly expands the range of destinations they can access via connecting lines, and secondly it allows them to freely move between services in the same corridor. An example of the latter would be connecting from a crosstown bus to radial bus travelling to the CBD.

13. To facilitate the implementation of the new public transport network, it is timely for the issue of integrated fares to be progressed. Many of the submissions opposing the implementation of a new public transport network in Wellington commented that the lack of integrated ticketing and fares was a key factor in opposing the changes2.

Integrated Fares

14. Integrated fares mean that the fare paid for a public transport trip relates to the distance covered, rather than the way in which the trip is made. The key differences between integrated fares and the current fare system, is the removal of the transfer penalty and ensuring fare alignment across all operators and modes. An integrated fares system is distinct from integrated ticketing, which focuses on enabling the same tickets (in Auckland’s case, the HOP card) to be used on all operators and modes of public transport (train, ferry and all the different bus companies).

15. Integrated fares can be implemented either in the form of pure distance-based pricing (you pay from point A to point B regardless of how you make the trip) or by allowing unlimited travel within certain zone boundaries.

16. A summary of the advantages and disadvantages of implementing integrated fares, compared to retaining the existing system, is given below:

Option Advantages Disadvantages

Retain status quo No cost implication and no changes required to fare system.

Undermines implementing new bus network. Penalises transfers. Complicated and often unfair fares charged.

Implement integrated fares

Supports new bus network, removes penalising transfers, simplifies fare structure and likely to grow patronage.

Potential costs to cover lost fares. Implementation of widespread change to fare structure will require considerable work.

Distance Based Fares 17. Distance based fares are made up of two components: a flag-fall (fixed) component and a

distance-based (variable) component – much like catching a taxi. The flag-fall is charged only when the passenger boards the first service. The distance-based component is calculated by multiplying the distance between boarding/alighting stops by the specified unit rate per kilometre.

18. The advantages of a precise distance based-fare, include avoiding the need for specifying zone boundaries and being more geographically ‘fair’ – as there are no arbitrary boundaries which result in significant fare changes.

2 Greater Wellington Regional Council (April 2012) Wellington City Bus Review: secondary public consultation findings

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19. The disadvantage of distance-based fares is that users will not know exactly how much the trip will cost beforehand, unless they have made the trip before or consulted a journey planner before travelling. Distance-based fares can be implemented for single trips or for stored value, working in conjunction with zone-based fares systems for time-based (e.g. monthly passes) fare options.

Zone Based Fares 20. Another way of implementing integrated fares is through a ‘zonal’ system, where fare

payment purchases unlimited travel within a certain number of zones across a certain time period (2-hourly, daily, weekly, monthly or even quarterly/yearly). Time-limited passes can encourage peak users to also undertake their off-peak travel by public transport. Once a user has purchased a pass to undertake a regular commute, any additional travel within the time period is effectively cost-free to the user.

21. Auckland Transport’s existing 2010 RPTP and draft 2012 RPTP provides for a zone-based

integrated fares system for Auckland, with standard fares across all modes and operators, including the removal of all penalties for transfers. This approach, developed through extensive market research and public consultation prior to the 2010 RPTP, has been preferred because of its simple structure that is easy to understand for users and because it will encourage higher levels of patronage within the zones. Auckland Transport considers that this fare system is best suited to the route structure of the new public transport network, especially for cross-town travel and for trips which require transfers/connections.

22. There will be some impact of shifting to the new zone-based fare structure on current

demand and fare levels, depending on the number of zones chosen and the specific zone boundaries. Zone boundaries may also have some land-use implications as it will be beneficial for people to travel to or from a location on a boundary (as such a location minimises the number of zones their trip will traverse). For this reason, it is beneficial for zone boundaries to be located in town centres or transformational hubs.

23. There may also be some revenue impact of the change (fare revenue from transferring

passengers that is now foregone) which will need to be managed. Over time, Auckland Transport expects the simpler fare structure and the removal of transfer penalties will increase patronage.

24. The advantages and disadvantages of distance and zone based integrated fares are shown

in the table below:

Option Advantages Disadvantages

Distance based fares Removes arbitrary zone/stage boundaries.

Complicated fare structure, passengers may not know how much their trip will cost when boarding.

Zone based fares Simple and easy to understand system used widely internationally. Promotes use of transfers.

Retains arbitrary zone boundaries (though these can be aligned with geographic boundaries).

Implementing Integrated Fares 25. The Committee’s “in principle” support of integrated fares is consistent with seeking to

achieve the Auckland Plan’s transformational shift of moving to outstanding public transport within one network, and contributing to achieving a number of the Plan’s transport targets (including the coverage of frequent public transport, public transport patronage and public transport modeshare targets).

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26. The reason for support being provided ‘in principle’ is that Auckland Transport needs to work through the detail of how a zoned-based system should be applied to the geography of Auckland, and provide a better understanding of the costs and impacts of such a system.

27. The implementation of integrated fares may have a financial implication from the loss of revenue associated with providing free transfers between services, as well as potential revenue implications from introducing a zone-based fare system. Auckland Transport is preparing a business case to assess the financial implications of changing the fare structure. Auckland Transport has informed staff that results of the business case analysis will not be known for a few months.

28. In setting the detail of fares, zone boundaries and how many zones there are, Auckland Transport will need to carefully balance the impact of different options on fare levels and on the farebox recovery rate (the proportion of operating costs covered by fares charged). Public transport service costs not covered by fares are funded by Auckland Council through the Long Term Plan, with subsidy from the New Zealand Transport Agency.

29. Auckland Transport has the statutory responsibility for managing Auckland’s public transport system, including the preparation of the Regional Public Transport Plan and the development of a public transport fares policy. Final decisions relating to the implementation of integrated fares will be made by Auckland Transport.

Consideration Local Board Views 30. This is a regional wide issue. However, the development of a zone based fare system will

have important local effects. Local Boards will have the opportunity to submit on the draft Regional Public Transport Plan, which must follow the special consultative process outlined in the Public Transport Management Act (2008) and the Local Government Act (2002).

M�ori Impact Statement 31. There are no specific M�ori implications from the preparation of this report. M�ori, along with

other citizens, would benefit from an improved public transport system. Finalisation of the exact structure of the fare system will be consulted on as part of the Regional Public Transport Plan, which M�ori will have the opportunity to submit on.

General 32. Auckland Transport has been consulted in the preparation of this report. The public will have

the opportunity to submit on the fare policies as part of public consultation on the Regional Public Transport Plan, which must follow the special consultative process outlined in the Public Transport Management Act (2008) and the Local Government Act (2002).

33. The contents of this report are not significant in terms of the Council’s Significance Policy.

Implementation Issues 34. Implementation of changes to the public transport fare structure in Auckland is the

responsibility of Auckland Transport. Auckland Transport will need to make a decision regarding integrated fares as part of the Regional Public Transport Plan. Analysis of costs and impacts of zoned based fare systems in currently occurring.

Attachments There are no attachments for this report.

Signatories Authors Joshua Arbury - Principal Transport Planner Authorisers Ree Anderson - Manager Regional Strategy, Community & Cultural Policy


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Transport Update Page 107

Transport Update File No.: CP2012/13874

Purpose 1. The purpose of this report is to update the Committee with key transport matters considered

at the 20 August 2012 Auckland Transport Board meeting and to give members the opportunity to provide feedback to Auckland Transport on matters of interest to them.

Executive Summary 2. At its meeting on 20 August 2012, the Auckland Transport Board considered in its open

agenda a range of reports including:

�� Business report on the activities for August; �� A report analysing Auckland Transport’s performance against its Statement of Intent for

2011/12; �� Road stopping proposals in Henderson and Pukekohe; �� Presentations on the Electric Multiple Unit trains/depot and the City Rail Link project; and �� The Chief Executive’s public briefing notes that the prioritisation of Beachhaven ferry

wharf is under active review (it is currently not proposed within the first three years of the Regional Land Transport Programme).

3. In addition, the Auckland Transport Board considered the following items on its closed

agenda:

�� Regional Public Transport Plan; �� Draft Integrated Transport Plan; �� Westgate-Massey North bus interchange; �� Capital Programme Update; �� Pay and Display replacement; and �� City Rail Link update.

4. All open board papers are available on the Auckland Transport website at:

http://www.aucklandtransport.govt.nz/about-us/board-members/Board-Meetings-Minutes/Pages/default.aspx

Recommendation a) That the Transport Committee request Auckland Transport to respond to any feedback

provided by the Committee, regarding the agenda of the 20 August 2012 Auckland Transport Board.

Discussion Business report on activities 5. The report on Operations includes the following highlights:

�� The identification of a further 25 schools to be investigated for the Auckland Transport safety engineering programme for this year;

�� Progressing rail and ferry ‘go-live’ of the Auckland Transport HOP card at Britomart and Newmarket stations, including the installation of ticket gates at these stations;

�� The implementation of the St Mary’s Bay Residential Parking Programme; �� Preparation for the August 25 Bledisloe Cup rugby match at Eden Park;

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�� Further work on the Regional Public Transport Plan and new public transport services contracts under the new Public Transport Operating Model. Preliminary planning has begun for an extension of route 380 (currently Manukau – Papatoetoe - Airport) to also serve Mangere and Onehunga;

�� Developing a new rail timetable for implementation in October which will reflect realistic journey and dwell times;

�� Finalising plans for the Christmas shutdown of the rail network to advance electrification works. The shutdown will involve Britomart being closed for four weeks and the full network being closed for two weeks;

�� Negotiations are underway with preferred tenderer to operate Hobsonville ferry service from fourth quarter 2012, once the terminal is constructed; and

�� The contract has been awarded for further investigation of the Beach Road cycleway in the city centre.

6. The report on Infrastructure includes an update of major projects including AMETI, Dominion

Road, NorSGA, New Lynn and the train station upgrade programme. The report notes a focus in July on ensuring a robust approach to delivering the 2012/13 annual plan while achieving optimal value for money.

7. Significant progress on AMETI has occurred, with the new Mountain Road bridge open to

traffic on 30 July. The bulk excavation for the Panmure Covered Box adjacent to the station is complete and the major concrete works associated with this are advancing to plan. Detail design work is progressing on the Panmure Station building. The design is expected to be complete in September. Construction of concourse foundations will commence in early August. The final design report for the section of the South-Eastern urban Busway between Panmure and Panmure Bridge is complete.

8. The Great North Road upgrade through New Lynn has commenced and contracts for

upgrading five train stations (Onehunga, Remuera, Penrose, Greenlane and Otahuhu) have been awarded, with contractors mobilising. Parnell Station’s planning and development has continued, with the station expected to be completed in the first half of 2014.

9. The report on Special Projects notes the electric multiple unit project has focused on

completion of Stage 2 of the design process, mindful of the Spanish train manufacturer CAF’s annual (summer) close down period in August. Addressing the outstanding design issues and preparatory building foundation work was the focus for the Depot Project in July. The City Rail Link project communicated with affected landowners throughout July, via letters, seminars and specific landowner (requested) meetings.

Other Reports

10. Analysis of Auckland Transport’s performance against its statement of intent will be

considered by the Council’s Accountability and Performance Committee.

11. A presentation to the Transport Committee about progress on the City Rail Link and the Electric Multiple Unit trains will be provided by Auckland Transport in the next few months.

12. Auckland Transport agreed to bring forward funding for a Beachhaven ferry service, to

coincide with the commencement of ferries to Hobsonville before the end of this year.

13. Extracts from the August business report are included as Appendix 1 to this report.

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Consideration

Local Board Views 14. Local Boards are involved in Auckland Transport’s consultation on major transport projects

and planning processes. The Auckland Transport monthly business report notes involvement of relevant Local Boards in relation to a variety of transport projects and other initiatives.

M�ori Impact Statement 15. Active iwi engagement is taking place in relation to infrastructure projects such as the City

Rail Link (including an initial project hui and site visits). The updated capital works programme on Auckland Transport’s website provides indicative timings when consultation is occurring which enables the public and M�ori to plan for upcoming consultations.

General 16. As this is an information item, no consultation has been done in the preparation of this

report. This update refers to communications with stakeholders on major projects.

17. Auckland Transport is responsible for taking legal advice in relation to its operations.

Implementation Issues 18. Auckland Transport is responsible for implementation of transport and the information in this

report provides highlights of how Auckland Transport is dealing with current issues.

Attachments No. Title Page A Extracts of August Business Report 111

Signatories Authors Joshua Arbury - Principal Transport Planner Authorisers Ree Anderson - Manager Regional Strategy, Community & Cultural Policy


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Results of the Public Perceptions of Safety from Crime in the Auckland Region Page 143

Results of the Public Perceptions of Safety from Crime in the Auckland Region File No.: CP2012/13030

Purpose 1. The purpose of this report is for the Community Safety Forum to refer to the Transport

Committee the results of the survey of public perceptions of safety from crime in relation to public transport especially at bus stops, train stations and ferry terminals at specific locations after dark.

Executive Summary 2. At its 31 July 2012 meeting, the Community Safety Forum resolved:

Resolution number CS/2012/20 MOVED by Cr GS Wood, seconded Cr C Penrose: a) That the report be received. b) That the Community Safety Forum notes that the survey results demonstrate that

Auckland residents perceive the region as a safe place to live. c) That this report has been simultaneously released to local boards for presentation

and discussion at their meetings throughout September 2012. d) That a work programme is developed in response to the results of this survey and

that this be presented to the Community Safety Forum in November 2012. e) That the public perceptions of safety from crime be referred to Auckland

Transport and the Auckland Council Transport Committee to point out the concerns raised in relation to public transport especially at bus stops, train stations and ferry terminals at specific locations after dark.

3. This report presents the Results of the Public Perceptions of Safety from Crime in the Auckland Region as per resolution e) above for the Committee’s information.

Recommendation a) That the Transport Committee receive the Results of the Public Perceptions of Safety from

Crime in the Auckland Region report.

Attachments No. Title Page A Attach A - Results of the Public Perceptions of Safety from Crime in the

Auckland Region (Under Separate Cover)

B Attach B - Perceptions of Safety (Under Separate Cover) C Attach C - Perceptions of Safety (Under Separate Cover)

Signatories Authors Carmen Fernandes - Committee Secretary Authorisers Warwick McNaughton - Manager: Governance Support, Democracy Services

Darryl Griffin - Manager Democracy Services Roger Blakeley - Chief Planning Officer

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Auckland Transport Issues Update to 30 June 2012 and Matters of Interest to the Devonport-Takapuna Local Board

Page 145

Auckland Transport Issues Update to 30 June 2012 and Matters of Interest to the Devonport-Takapuna Local Board File No.: CP2012/13749

Purpose 1. The purpose of this report is to provide the Transport Committee with the recent resolutions

passed by the Devonport-Takapuna Local Board at its 7 August 2012 meeting.

Executive Summary 2. At its 7 August 2012 meeting, the Devonport-Takapuna Local Board resolved:

Resolution number DT/2012/204 MOVED by Member JM Bergin, seconded Member C Darby: a) That the Auckland Transport Issues Update to 30 June 2012 and information on the

Auckland Integrated Transport Plan, consultation for Auckland’s Central City Parking Zone proposal, the new ‘Think at Intersections’ campaign, be received.

b) That the Devonport-Takapuna Local Board recommends to Auckland Council’s Transport Committee and the Auckland Transport Board that in the event of paid parking zones being considered for metropolitan and town centres, that the Auckland Council Transport Committee and the Auckland Transport Board consider allocating the net revenue derived back to the centre of collection, for the commercial area and streetscapes improvements.

c) That the Devonport-Takapuna Local Board recommends to the Auckland Council’s Transport Committee and the Auckland Transport Board, that it actively pursue the implementation of red light cameras to improve intersection safety.

d) That the Devonport–Takapuna Local board advocates to the Auckland Council’s Transport Committee and Auckland Transport Board to progress with central government law changes to give to: i. Amend Section 118 of the Land Transport Act to provide for owner/driver liability

with respect to red light infringement ii. To extend the Council’s power to prosecute moving vehicle violations to include

violations with respect to red light infringement in addition to the current power to prosecute bus lane violations.

CARRIED 3. This report presents the ‘Auckland Transport Issues Update to 30 June 2012 and Matters of

Interest to the Devonport-Takapuna Local Board’ report as per resolutions b), c) and d).

Recommendations a) That the Transport Committee receive the Auckland Transport Issues Update to 30 June

2012 and Matters of Interest to the Devonport-Takapuna Local Board report.

Attachments No. Title Page A Original report and attachment (Under Separate Cover)

Signatories Authors Sonja Tomovska - Local Board Democracy Advisor Authorisers Karen Lyons – Manager, Local Board Services

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Correspondence Page 147

Correspondence File No.: CP2012/14838

Recommendation

That the following inward correspondence be received and outward correspondence be endorsed:

29 August 2012 Letter to David Warburton, Auckland Transport re Matters Raised at the Transport Committee meeting 1 August 2012

Attachments No. Title Page A Letter to Dr David Warburton, Chief Executive, Auckland Transport 149

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Public Excluded Page 151

Exclusion of the Public: Local Government Official Information and Meetings Act 1987

The following motion is submitted for consideration:

That the public be excluded from the following part(s) of the proceedings of this meeting.

The general subject of each matter to be considered while the public is excluded, the reason for passing this resolution in relation to each matter, and the specific grounds under section 48(1) of the Local Government Official Information and Meetings Act 1987 for the passing of this resolution follows.

This resolution is made in reliance on section 48(1)(a) of the Local Government Official Information and Meetings Act 1987 and the particular interest or interests protected by section 6 or section 7 of that Act which would be prejudiced by the holding of the whole or relevant part of the proceedings of the meeting in public, as follows:

C1 Regional Public Transport Plan

Reason for passing this resolution in relation to each matter

Particular interest(s) protected (where applicable)

Ground(s) under section 48(1) for the passing of this resolution

The public conduct of the part of the meeting would be likely to result in the disclosure of information for which good reason for withholding exists under section 7.

s7(2)(c)(i) - The withholding of the information is necessary to protect information which is subject to an obligation of confidence or which any person has been or could be compelled to provide under the authority of any enactment, where the making available of the information would be likely to prejudice the supply of similar information or information from the same source and it is in the public interest that such information should continue to be supplied.

s48(1)(a)

The public conduct of the part of the meeting would be likely to result in the disclosure of information for which good reason for withholding exists under section 7.

Documents

Auckland Council Transport Committee Agenda - 5 September 2012