Transport network optimisation

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5. A selection of New Zealand initiatives

• 5.1   Land use and transport planning integration
• 5.2   Attitudinal and behavioural measures
• 5.3   Optimising traffic operations
• 5.4   Public transport
• 5.5   Walking and cycling
• 5.6   Freight
• 5.7   Pricing and charging measures

There are many examples of local network optimisation initiatives successfully operating around New Zealand. While they represent often creative solutions to individual transport problems, New Zealand is still in its infancy in terms of applying comprehensive packages of solutions in a town or city.

These local examples are briefly described here. They should be viewed as examples of measures that could form part of a multi-pronged approach to network optimisation. Further information can in many cases be gained by contacting the appropriate local authority or searching its internet website.

5.1   Land use and transport planning integration

1.   Western Bay of Plenty SmartGrowth

The Western Bay of Plenty (including Tauranga City) had a population of about 146,000 in 2006 and is one of the fastest growing regions in New Zealand (29% increase in population between 1996 and 2006). It recently adopted a “SmartGrowth” strategy aimed at managing this growth in a sustainable way. SmartGrowth differs from earlier strategies in that it has a long-term focus on collaboration amongst key agencies and the community. The strategy involves voluntary participation from the Western Bay of Plenty District Council, Tauranga City Council, Environment Bay of Plenty, tangata whenua and local community groups.

The SmartGrowth strategy, which is designed for a time-frame of 50 years, aims to achieve higher residential densities, while protecting and enhancing the natural and cultural environment. The strategy takes an integrated approach across all elements (one of which is transportation) of the region. It is expected that the region will need to provide new roading infrastructure, consider travel demand management (TDM), introduce road charging, and install bus priority measures, park and ride facilities, cycleways and enhanced pedestrian facilities. Rail is likely to be used only for freight in the short term. The strategy aims to achieve a mode share target of 21% of travel by modes alternative to private motor vehicle by 2021.

Figure 6: Western Bay of Plenty location

2.   Wakatipu transportation strategy

Queenstown Lakes District Council, Otago Regional Council and Transit New Zealand developed the Wakatipu Transportation Strategy to deal with the high growth rate and ensure the delivery of an effective long-term integrated transportation system for the Queenstown Lakes District that retains and enhances the unique amenity values of the district. The population of the district increased 61% between 1996 and 2006, to nearly 23,000 people, making it the fastest growing district in New Zealand. It has been predicted that if no changes are made to the district’s transportation system, Frankton Road (Queenstown’s main arterial) will experience extreme congestion and average travel speeds of 20 km/h by 2026.

The strategy considers four complementary measures – public transport, travel demand management, roading and parking management. These four measures each consist of several elements and are combined in a package approach. A detailed implementation plan for a 20 year period has been developed to ensure delivery of the measures. The achievement of project objectives will be gauged by key indicators and extensive monitoring.

3.   The greater Christchurch urban development strategy

The population of the Greater Christchurch region is expected to grow 14% between 2001 and 2021. With this growth comes increased demand for housing and residential land, increased environmental effects, changes to community identities and more demand for transportation. To counter and mitigate these effects the three local councils and the regional council, as well as Transit New Zealand, developed the Greater Christchurch Urban Development Strategy.

The draft strategy presented three different options for managing growth in terms of how existing urban areas should be redeveloped, how urban densities would change and the amount of spread each urban area should be allowed. The effects on the transportation network, such as congestion, travelling times, vehicle emissions and fuel costs, were key criteria in assessing the three options. The transport requirements of each option, such as improved public transport systems, road widening and walking and cycling facilities were also identified.

The option involving least “greenfield”¹ development and highest urban densities was preferred by the vast majority of residents engaged in the extensive public consultation process. The Greater Christchurch Urban Development Strategy has attempted to integrate land use planning and transportation planning and it shows that other aspects (for example community values and environmental considerations) can also be integrated into the planning process to develop a more holistic solution to growth.

¹ Greenfield development is development on land that has not previously been developed. “Brownfield” development uses land which has previously been used for urban (often industrial) purposes.

5.2   Attitudinal and behavioural measures

4.   Workplace travel plans, Auckland

In 2006 the Auckland Regional Transport Authority (ARTA) began a workplace travel plan programme aimed at encouraging employers to develop plans for employees to use sustainable travel methods of commuting. The programme covers a wide variety of employers, from a single business to a group or cluster of businesses in a particular area or site that have agreed to combine their travel planning activities.

In 2006 the Auckland Regional Transport Authority (ARTA) began a workplace travel plan programme aimed at encouraging employers to develop plans for employees to use sustainable travel methods of commuting. The programme covers a wide variety of employers, from a single business to a group or cluster of businesses in a particular area or site that have agreed to combine their travel planning activities.

For workplaces, the programme aims to change travel behaviour through a series of identified actions developed through a five stage process. These actions tend to be localised, including changes to on-site infrastructure and facilities as well as improvements to information, education and awareness that will result in positive behaviour change. For larger, institutional, travel plans ARTA works in partnership with the institution and the relevant territorial local authority. Together they consider changes to facilities, infrastructure, services, ticketing information and marketing, to achieve benefits for all travellers and other commuters going to and around the institution.

Figure 7: ARTA travel plan 5 steps

5.   “Getting around Wellington” — travel demand management programme

With funding from the Ministry for the Environment and in partnership with Wellington City Council, the Sustainability Trust is delivering the “Getting Around” project in the southern and eastern wards of the city. The project encourages people to consider the many benefits of getting around without their cars.

One of the main ways of contacting participants for Getting Around Wellington is by delivering free travel behaviour advice sessions to community groups, workplaces and individuals. The programme includes making sure people have all the information and things they need to make travel behaviour changes – like a working bicycle, advice on a safe bike route, or an up-to-date bus timetable.

The ‘Getting Around’ project was piloted in areas of Lower Hutt in 2006, in a joint initiative with Hutt City Council and Greater Wellington Regional Council. Findings showed that 83% of participants in the project reduced their kilometres travelled by car – an outstanding result!

6.   Auckland's walking school buses

The walking school bus programme aims to encourage children to walk to school in the hope that they will continue these habits later in life and parents will also re-evaluate their travel choices. A walking school bus is led by one or more adult volunteers, who walk along an official route to school, collecting children along the way at designated locations. After school the children return home using the same process.

The Auckland Regional Transport Authority (ARTA) and/or the relevant local council within the Auckland region provides guidance and support for schools and adult volunteers, undertakes hazard identification of the routes and assists with the implementation of walking school buses. Community and/or private organisations often supply useful items such as fluorescent clothing, flags and maps. Many walking buses now operate throughout Auckland and are seen as a safe and healthy option for travelling to school.

Figure 8: Walking school bus in Auckland

7.   Canterbury active transport forum

The Canterbury Active Transport (CAT) Forum first met in early 2007 to encourage information sharing and cross sector action in Canterbury amongst agencies with an interest in active transport. Participants include representatives from the education, environment, health, disability, recreation, sport, tourism and transport sectors. National, regional and local government are represented, as well as consultants, non-profit groups and advocacy groups. The forum has been modelled on successful walking and cycling or active transport forums in Auckland and Wellington. The CAT Forum works in collaboration with the regional Active Transport Working Group (ATWG) which was established by the Regional Land Transport Committee (RLTC). CAT Forums are held quarterly. Agendas, minutes and presentations from the forums are accessible on the Environment Canterbury website.

5.3   Optimising traffic operations

8.   Auckland City's liveable arterials

Auckland City Council’s Liveable Arterials Plan (2007) aims to improve Auckland’s arterial roads by developing a systems-based network rather than a conventional hierarchical network. That is, the surrounding network and land use must be considered when determining the function of an arterial road. The plan is underpinned by sustainable transport concepts. Arterial roads are each assigned a particular emphasis – freight, passenger transport, general vehicle or community.

The plan places emphasis on dispersal of traffic throughout the network, rather than road widening (which reduces the amenity to non-motorised modes and lessens the chance of people stopping en-route at small businesses) or bypasses (which require land acquisition and promote urban sprawl).

9.   Self explaining roads

Transport Engineering Research New Zealand (TERNZ) is carrying out a research project called “Self Explaining Roads”. The research is being funded by the Foundation for Research Science and Technology (New Zealand Government) and participating local authorities are funding the physical works required for the research.

The aim of the research is to improve the safety and sustainability of the urban environment by managing driver behaviour through the use of “Self Explaining Roads” (SER). These are road treatments that can be retrofitted to the existing urban road infrastructure. SER design involves the systematic manipulation of perceptual features within the driving environment to control driver behaviour.

SER treatments are being developed for a hierarchy of road functions and their effectiveness will be evaluated through controlled trials in existing urban environments. Effectiveness will be measured by comparing road user behaviour and residents’ perceptions (including willingness to use local roads for non-vehicle use) in the trial and associated control areas.

SER treatments are being developed for a hierarchy of road functions and their effectiveness will be evaluated through controlled trials in existing urban environments. Effectiveness will be measured by comparing road user behaviour and residents’ perceptions (including willingness to use local roads for non-vehicle use) in the trial and associated control areas.

TERNZ will develop guidelines on the development of SER treatments as well as workshops on “Self Explaining Road Design”. These workshops will be aimed at local authorities and their consultants so that the findings of the research can reach the widest possible audience. Auckland City Council is also updating its guidelines for addressing road safety in neighbourhoods using SER principles.

10.   T3 lane — Onewa Rd, North Shore

Onewa Road, on Auckland’s North shore, connects to the northern motorway. It has two inbound lanes, one of which is specified as a T3 transit lane (meaning that vehicles using this lane must have at least three occupants) and the other remains a “general” lane that can be used by any vehicle. The T3 lane carries approximately two thirds of the inbound commuters on Onewa Road – 28% of the total in high occupancy vehicles and 40% in buses – but accounts for only 27% of all vehicles on Onewa Road. This gives an average of 2.7 people per vehicle across both lanes as opposed to Auckland’s overall average of 1.1 people per vehicle.

Enforcement ensures that motorists comply with the T3 regulations. It has been shown that travel times for those using the T3 lane are significantly lower than for those using the general lane and the overall capacity of the road has been increased. The decreased travel times and increased reliability of bus services using Onewa Road have resulted in increasing bus patronage and customer satisfaction.

11.   SCATS, Christchurch

SCATS (Sydney Coordinated Adaptive Traffic System) helps optimise traffic flows, reduce delay and minimise fuel consumption and CO2 emissions. Christchurch City is known to have an active approach to its use of SCATS to coordinate its nearly 250 signalised intersections. SCATS is often used in just a passive or reactive role – for example identifying blockages in the network or defective hardware.

Christchurch, however, has a high degree of coordination amongst intersections based on volume observations. At one point, the city’s signals engineer developed a mobile SCATS monitor so that he could move around the city and alter phasing times at intersections based on real-time, first-hand observations.

Christchurch also caters for non-motorised modes using SCATS. Several mid-block cycle crossings, where the crossing phase is called by detections from SCATS cycle loops, are in place throughout the city. Cyclists and pedestrians have their own signal hardware so that the crossing phase can have a shorter duration if only cyclists are present. SCATS monitors have also been used to give information on the demand for pedestrian and cycle crossings at intersections throughout the city.

12.   Creyke Road, Christchurch

The environment on Creyke Rd has been changed from a “car” place to more of a “people” place. Initial indications are that road safety has been significantly enhanced. Design and extensive consultation through the Living Streets programme commenced in 2001. Construction occurred during 2004. This project shows that a conventional minor arterial road with 13,000 vehicles per day in a busy urban environment can be transformed to better accommodate pedestrians and cyclists, without reducing functionality for cars.

The project included extensive collaboration with external stakeholders, council staff and consultants on the traffic engineering, traffic calming, sustainable drainage design, urban design and landscape architecture aspects of the project. The design narrows the road, removes a significant amount of on-street parking, and provides cycle lanes, wide footpaths and numerous street trees. Three central islands with trees at significant locations make it easier for pedestrians to cross the road. Traffic speeds are expected to reduce as the trees grow and reduce visibility along the street, improving conditions for non-motorised road users.

Figure 10: Creyke Road has been narrowed and fitted with pedestrian refuges, cycle lanes and numerous new street trees to improve conditions for pedestrians, cyclists and residents

13.   Queen Street redevelopment

A new road user hierarchy has been adopted that aligns with the Auckland City Council’s Central Area Access Strategy, prioritising pedestrians and then public transport users over private motor vehicle drivers in Queen Street. The redevelopment of Queen Street reinforces this priority by increasing footpath widths, enhancing the streetscape including art works and other visual features. Facilities such as seating and three new pedestrian crossings have been added and signal phasings have been improved to suit pedestrian travel. A “pedestrian countdown timer clocks” trial has also been introduced that advises pedestrians how many seconds remain for the pedestrian phase of the signals, improving the quality of information for pedestrians. In addition, consultation is under way to authorise reduction of the speed limit for traffic on Queen Street to 30 km/h. The phasing of all traffic signals in Queen St is currently being reviewed to provide pedestrian priority.

For an area such as Queen Street with high pedestrian traffic flows, it is important that motor vehicle speeds should be reduced to more closely match the needs (and speeds) of pedestrians. This reduction in speed limit (and associated signal progression speeds to match pedestrian needs) is expected to make Queen Street more pedestrian-friendly. Lower traffic speeds increase pedestrian safety by reducing the risk and consequences of crashes. Reduced speeds result in less noise and vibration from traffic and therefore also improve pedestrian comfort.

Figure 11: Queen Street pedestrian crossing

5.4   Public transport

14.   New Lynn transit oriented development

A range of inter-related transit orientated development (TOD) initiatives has been pursued by Waitakere City Council since the council’s 1995 Greenprint Strategy, reflected in the City’s Growth Management Strategy and City Transport Strategy (2006-16). New Lynn was confirmed as a growth centre by the Auckland Regional Growth Strategy (ARGS; and its recent review), by the requirements of the Local Government (Auckland) Amendment Act 2004 and by subsequent changes to the region’s regional policy statement. New Lynn is located about 10 km southwest of the Auckland CBD, in Waitakere City.

The focus on New Lynn as a TOD reflects the strategic aims of growth management in Waitakere to integrate land use and transport and to promote urban and rural villages that emphasise thriving town centres for people to “live, work and play”. A primary transport aim is to reduce the proportion of people who commute out of Waitakere City from the current 56% to 40%.

The focus on New Lynn as a TOD reflects the strategic aims of growth management in Waitakere to integrate land use and transport and to promote urban and rural villages that emphasise thriving town centres for people to “live, work and play”. A primary transport aim is to reduce the proportion of people who commute out of Waitakere City from the current 56% to 40%.

Figure 12: Artist’s impression of future New Lynn station

In line with the growth direction set in the ARGS, New Lynn was identified as a sub-regional centre. Major increases in bus services and the increased train service will make the town centre a major destination and interchange point. Waitakere City Council, ARTA and ONTRACK are working collaboratively to redevelop the public transport system in New Lynn. An integrated rail and bus interchange, new road connections across the rail corridor at Memorial Drive and Hetana Street, new walking and cycling facilities and public circulation spaces and plazas will be developed. This project calls for the railway to be double-tracked and placed (with the station), in a trench; to have a new bus terminal located above, new and upgraded road connections and to include a variety of other improvements to the associated public spaces.

The interchange and integrated ticketing system proposed at New Lynn will encourage greater bus to bus and bus to rail interchanges. This is expected to reduce the vehicle trips to New Lynn that would have otherwise arisen.

15.   Northern Busway, North Shore

The Northern Busway opened in December 2007 and now forms the central spine of a bus rapid transit system for the North Shore area and beyond to Rodney District. The busway, a 6 km dedicated two-way roadway for buses, is effectively a train system on rubber wheels – with interconnecting local services linking to the busway stations and the high frequency busway services. Park’n’ride facilities are provided at two stations. In the future, High Occupancy Vehicles (HOVs) with three or more occupants will have southbound access on the busway in the morning peak.

The busway and its stations are complemented by upgraded suburban bus stations and shelters, bus priority lanes on local streets, new bus routes, real-time information signs informing passengers when they can expect the next bus, and improved timetable information.

The busway has made it possible to re-plan the way bus services operate on Auckland’s North Shore. This improved public transport network provides a real alternative to private car use. This is particularly useful for people visiting or working in the Auckland CBD where access is congested and parking is becoming more scarce and expensive.

By making bus travel more attractive and efficient it is anticipated that public transport will carry an increasing proportion of travellers. The projected volume of bus passengers will mean that one lane of buses will carry as many people as three lanes of general traffic. The busway is therefore increasing the people-carrying capacity of the SH1 motorway corridor and the Auckland Harbour Bridge. Since opening in December 2007 patronage has increased significantly.

Figure 13: Buses on the Northern Busway

16.   Christchurch bus priority

Christchurch City Council is currently introducing bus priority measures. Some measures have been in place for some years, including bus, taxi and cycle lanes and bus only traffic signals at strategic locations in the central city where buses can move in a direction unavailable to other traffic. A trial of “bus boarders” along one bus route has also been implemented. The bus boarders allow buses to stop at bus stops in the roadway to pick up or drop off passengers, while other traffic must wait behind the bus. This ensures that the bus is not delayed getting back into the traffic stream and waiting drivers are made aware that bus users are given priority.

The boarder design also accommodates cyclists with a cycle lane by-pass, so that cyclists do not have to wait for a stopped bus in the same way that motorists do. A recent decision has been made to remove the bus boarders and replace them with bus lanes; this will provide even better priority for buses.

Figure 14: Bus stopped at bus boarder on Hills Road, Christchurch

17.   Wellington bus lanes

Bus lanes have been installed to improve bus service and reliability. The lanes are next to the kerb and allow buses to move past banked-up traffic to the front of the queue, ensuring bus delays are minimised. Bus lanes have been installed on Lambton Quay, Hunter Street, Customhouse Quay, Willis Street, Thorndon Quay, Manners Street, Glenmore Street, Chaytor Street, Adelaide Road and Kaiwharawhara Road progressively since 2002.

Wellington City Council is working with the Wellington Regional Council to expand the bus lane programme. Bus lanes are mainly for buses, but motorcycles and cycles can use them too. Some bus lanes are marked “Buses Only” – motorcycles and cycles are prohibited there. In April 2008, use of the lanes by taxis was authorised on four streets for a year-long trial.

In general, bus lanes should be designed to accommodate cycles too – otherwise there is no safe place for cycling on these routes. In practice, this means that bus lanes should be at least 4.2 m wide. If this width is not available, then bus lanes should be about 3.2 m wide to ensure that cyclists can “hold” the lane and not be squeezed by buses. This option is undesirable and should be accompanied by 30 km/h speed limits to enhance pedestrian and cyclist safety.

5.5   Walking and cycling

18.   Bay of Plenty regional walking and cycling strategy

The Bay of Plenty Regional Council (Environment BOP) has developed a walking and cycling strategy for the region; the vision of which is “walking and cycling are an integral part of daily life in the Bay of Plenty”. Generally, walking and cycling strategies are provided at a local government level but this regional document enables sharing of knowledge, activity coordination, support and consultation amongst the six Bay of Plenty districts and a variety of other agencies in diverse sectors.

A regional cycle network plan has been proposed. An implementation plan outlines future walking and cycling projects and programmes and the agencies responsible for achieving them. The strategy also calls for continued monitoring and revision so that walking and cycling projects and programmes are kept up to date.

Figure 15: Environment Bay of Plenty’s walking and cycling strategy helps co-ordinate activity across six districts, two health boards and Sport Bay of Plenty, amongst others

19.   Bikes on Buses trial in Canterbury

Bike racks have been fitted to buses on the Christchurch to Lyttelton bus route, helping cyclists get through the Lyttelton tunnel from which they are otherwise prohibited. The project has been authorised as a trial by Land Transport NZ and began operations in November 2007. Initial indications are that the service is popular, safe and easy to use.

The bike racks can hold two bikes and are visible to bus passengers and the driver during travel, allaying fears of theft that would exist if the racks were rear-mounted. There is now demand for bike racks on all bus routes in Christchurch. This would provide opportunities for residents in more distant suburbs of Christchurch to cycle to their local bus stop and travel by bus to the city or other suburb, then continue their journey by bike. Some 50,000 bus trips are done per day in Christchurch (population 340,000) and a similar number of cycle trips is also undertaken.

Figure 16: Bike racks have been installed on Christchurch to Lyttelton buses allowing cyclists to travel through the Lyttelton Tunnel

20.   Cycle lanes, Christchurch

Christchurch City Council provides a comprehensive network of over 130 km of on-road cycle lanes and off-road cycle paths. The network is intended to cater for journeys by providing a connected network. Cycle lanes are designed according to standards from the NZ Supplement to Austroads Guide to Traffic Engineering Practice Part 14: Bicycles, which specifies appropriate widths depending on the speed environment and presence of adjacent car parking. Intersection treatments including coloured surfacing, advanced stop boxes, hook turns and special cycle traffic signals are provided at appropriate locations.

Figure 17: Cycle lanes on Fendalton Rd provide space for cyclists alongside 25,000 motor vehicles per day. The Railway Cycleway, shown here at Fendalton Rd, parallels the railway for more than 6 km through Christchurch’s northern suburbs

21.   Contra-flow cycle lane, Christchurch

Contra-flow cycle facilities have been provided on Tuam Street and Antigua Street in central Christchurch, along with a walking and cycling bridge across the Avon River. Special features at two sets of traffic signals in the area improve access and safety for cyclists and pedestrians. These facilities improve the “permeability” for walking and cycling relative to cars, making these travel options more favourable.

Figure 18: Contra-flow cycle lane allows eastbound cyclists to travel on a short section of Tuam Street which is one-way westbound

Figure 19: Cyclists cross the Oxford Tce/Riccarton Av intersection at protected signal crossing to access contra-flow cycle lane on Tuam Street

22.   Shared use path, Hawke’s Bay

The Napier Rotary Pathway Trust, an organisation formed with the specific intent of developing Napier’s shared-use pathways, has been working with the Napier City Council, Transit New Zealand and the Hawke’s Bay Regional Council since 2002. The group has raised money from community and corporate organisations and in 2003 began a $2.4 million, 10-year project to build a regional cycle network.

A series of off-road coastal paths and coastal bridges for cycling and walking has been constructed. Mobility-impaired users are also accommodated and the paths include features such as rest areas, rubbish bins, information and route guidance.

The project connects and circumnavigates the two cities of Napier and Hastings. The Rotary club’s involvement and motivation of the wider community and technical support from the Napier City Council are seen as key factors in the project’s success.

Figure 20: Rotary pathway, Napier

23.   Off-road cycle path, Christchurch

Matai Street West is a short local street in Christchurch that has been recently redeveloped. Originally the street had a wide carriageway (about 14 m), excessive for its purpose. To reduce traffic volumes and speeds it was decided to reduce the width of carriageway provided to motor vehicles and reallocate road space for cyclists and pedestrians. The street is an important link between the railway cycle path and Straven Road, with many nearby homes, schools and activities.

The street now includes a dual-way cycle path at the same level as the rest of the road but separated by a grass berm and kerb. On the other side of the path is the original footpath, at a higher elevation and separated from the cycle path by a kerb. This gives cyclists increased protection from motor traffic without compromising pedestrian safety.

Figure 21: Matai Street West off-road cycle path

24.   Little River Rail Trail, Canterbury

The Little River Rail Trail is a joint initiative between a trust set up specifically for the project and a number of stakeholders, including Christchurch City Council and Selwyn District Council. It is planned to extend from Hornby (10 km southwest of Christchurch) to Little River on Banks Peninsula, some 40 km away. Two sections, comprising over half of the total planned length, have been available for use since the first section was opened in 2006.

The Motukarara to Little River section (20 km) is an off-road path well away from State Highway, the main route from Christchurch to Little River and Akaroa, and offers excellent views of Lake Ellesmere and Banks Peninsula. The Prebbleton to Lincoln section (6 km) is well used as both a commuting route to the university town of Lincoln and as a recreational route. It is also off-road, but is located adjacent to Birchs Road, a main road joining the towns.

The two sections are estimated to carry about 30 cyclists per day and 120 cyclists per day respectively, based on a series of automatic counts undertaken between October 2007 and March 2008, adjusted for seasons over the year. From these counts it has been estimated that about 10,000 and 43,000 cyclists respectively used these path sections between July 2007 and June 2008.

Off-road cycle paths are generally expensive compared to cycle lanes but are well-liked by users as they provide a traffic-free experience. It is expected that the recreational component of the Little River Rail Trail will help to increase people’s enjoyment and confidence with cycling and result in more people choosing to commute via cycle.

Figure 22: Little River Rail Trail – Motukarara to Little River section

Figure 23: Bicycle counting on the Prebbleton to Lincoln section

25.   BikeCentral bike station, Auckland

The BikeCentral station was formed in January 2008 after an investigation by Cycle Action Auckland, the Auckland Regional Transport Authority (ARTA) and the Auckland City Council. BikeCentral is located in Auckland’s CBD, near the Britomart public transport station. Cyclists can hire a secure bicycle storage facility as well as shower and locker facilities at daily, weekly or yearly rates. The centre also has a café and a wireless internet connection available for customers. Cycle repairs, maintenance, spare parts and accessories are available on site, as well as bicycle rentals for half-day or full-day hire.

Figure 24: BikeCentral

5.6   Freight

26.   Wiri Inland Port, Auckland

Ports of Auckland Ltd (POAL) has recently established an “inland port” on land it owns close to Wiri station on the North Island Main Trunk rail line in South Auckland. Currently container traffic is moved from Wiri to the main port by truck (usually at night) but the port authority has proposed that the bulk of this traffic be transferred to rail. In the early years the use of rail would not be financially viable but the proposal would have “public good” benefits.

The volume moved through Wiri is expected to grow at around 10% annually and as this happens, in the absence of a rail alternative, more trucks would travel by day since there is a limit to the extent of night time operation possible.

Wiri is well suited as the location for this type of facility. It is accessible by road and rail, especially once the SH20 connection to SH1 is complete. The site itself has future growth options and is close to the main industrial area of Auckland (approximately 80% of export and import traffic through the port is from south Auckland) as well as other potential users such as freight forwarders and the airport.

The site has existing rail sidings but these would need to be upgraded if the rail proposal is to go ahead. A hard standing area where containers can be loaded onto trains is also needed. The capital works necessary for this would be funded by Ontrack and the cost recovered from POAL over 15 years.

27.   Auckland Freight strategy

The Auckland Regional Council (ARC) sees freight transport as a vital part of its economy. As population and economic growth are both predicted to increase in the region and environmental concerns are growing, ARC has developed a freight strategy to ensure the efficient and sustainable movement of freight.

The freight strategy covers regional, inter-regional and international freight movements carried via road, rail, sea, air and pipeline transport. It includes six strategic policies: improve information and communications; supportive funding and regulatory framework; relief of congestion; strategic freight network, local area freight management; and a clean, quiet and safe freight system. These policies are to be achieved according to a detailed implementation plan that outlines individual policy components, the required action, organisations responsible for delivery and the time frame for completion. The strategy acknowledges that data acquisition and monitoring is vital in understanding and therefore improving freight transport. Consolidation of goods, hub networks, flexible delivery hours and freight access routes are among the actions to be used and it is recognised that freight transport should be considered in all travel demand management and pricing projects developed for Auckland’s road network.

5.7   Pricing and charging measures

28.   Tauranga toll road

Takitimu Drive (also known as “Route K”) links State Highway 29, south of Tauranga to State Highway 2, which progresses through central Tauranga and links via the harbour bridge to Mount Maunganui. It is a two-lane expressway (with the possibility of being upgraded to a four lanes) and was completed in 2003 as part of a project aimed at catering for the significant growth in the Tauranga region.

It was expected that the benefits of operating Route K as a toll road would be double the costs of provision, however volumes of traffic using the road were significantly lower than predicted and the capital cost of construction was significantly higher, resulting in Route K being identified as an uneconomic project in 2005. It was also identified that Route K gave benefits to users of alternative routes due to reduced congestion on these route but Route K users were effectively double-charged as they paid tolls in addition to road user charges and petrol taxes (which did not contribute to the financing of Route K). This highlights the importance of identifying and using the correct pricing structures in road pricing schemes. Cameras with automatic number recognition technology have been trialled at the Route K toll booths as a replacement for manually operated toll collection.

Figure 25: Tauranga’s Route K toll booth

29.   Wellington inner residential parking management

Wellington operates a parking management scheme within the inner residential areas surrounding the CBD. This is aimed at increasing amenity to local residents and limiting the supply of commuter parking (thus attempting to dissuade commuters from travelling by private motor vehicle). As well as standard parking management techniques such as short-term parking outside dairies and bus stops, two parking regimes are used: residential parking and coupon parking.

Residents can purchase residential permits which allow them to use residential parking. Coupon parking is open to anyone and is free for the first two hours (thus allowing short stays). Residents in the area can purchase coupon exemptions (which are cheaper than residential permits) to allow them to use coupon parks. Other groups who meet certain criteria but do not reside in the area can also purchase the exemptions. Some free coupon exemptions are given to community groups, schools or business owners with special circumstances.

 

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Page created: 10 October 2008