Environmental Engineering Reference
In-Depth Information
Public transit investment is critical for the future development of sustainable travel behaviours
in Auckland, with a current network and patronage levels well below what can be expected
for a city of this size. Patronage has dropped consistently since the 1950s, though there has
been a recent increase in boardings (Abusah and de Bruyn, 2007). There are complications
in terms of the ownership of transit services (contracted and commercial), which make
improving service provision difficult. Recent discussions about improving farebox recovery
also seem to ignore the wider city liveability, social, economic and environmental benefits of
public transit investment. Public transport needs to be viewed as an essential part of the
sustainable transport solution, not just as a cost-effective means to provide a minimal service
for those without a car.
Providing for effective public transit in low-density urban areas such as Auckland is difficult,
but there are options (Pharoah and Apel, 1995; Mees, 2010). Zurich, for example, shows how
high-quality transport, usually only found in dense urban centres, can be extended into the
low-density urban areas, suburbs and even rural areas. Public transport networks are reconfigured
to serve cross-city, off-peak (as well as the conventional peak) and even recreational trips. The
network effect means people can easily transfer, 'pulse' scheduling improves connections, and
public transport becomes possible beyond the usual key radials. Levels of walking and cycling
also increase in support of a high-quality public transport service.
Mees (2010) illustrates how effective public transport can work even where the urban
structure doesn't particularly help. The network approach is important in providing the
'anywhere to anywhere' service, allowing passengers to travel between all parts of the city
by transferring from one line to another, just as motorists navigate on a road by turning at
junctions. The interchange becomes critical, with the transfer viewed as an opportunity rather
than a penalty. The transfer has to be free, resulting in a multi-modal and integrated system.
Network and timetable design is also important in allowing random frequent service transfer
(a maximum 15-minute headway, such as Zurich trams in the central urban area, Paris Metro,
Toronto Subway, and London Underground) and timed infrequent service transfer (Zurich
trams in the suburban area and Swiss National Rail). This latter approach allows a move away
from the costly high frequencies at all times, with networks laid out on a hub-and-spoke
pattern rather than the usual grid. The 'pulse' of service integration can occur at regular intervals,
say every 10, 15, 30 or (in rural areas) 60 minutes, but this requires very effective service
planning and optimisation. Regular clockface timing (repeated every hour) can also assist in
service legibility. Cross-subsidy is required, with the popular services funding the less popular,
but even in the remote areas high occupancies need to be ensured. Networks in rural areas
tend to be simple and legible, but sparse, allowing higher frequencies, and move us beyond
the common bewildering 'tangle' of low-quality lines. Services can also act as 'trunk and
feeder', along the lines of Curitiba, where the main routes use high-capacity vehicles. Hence
the objective: 'our customer wishes to set off from a place of his own choosing, travel quickly,
comfortably, cheaply, and in safety to his destination, and arrive there at a time set by himself;
nothing else will do' (Brändli, 1990, cited in Mees, 2010).
The current policy approach in Auckland is to develop a rapid transit network (RTN),
providing high-speed, high-frequency services connecting regional areas to the CBD; a quality
transit network (QTN), including buses and ferries to regional centres, assisted by prioritisation
measures to reduce congestion; and a local connector network (LCN) providing wider coverage
over the city. New Zealand's first dedicated busway opened in 2008, offering fast access to
Auckland's CBD from the North Shore. Future RTN services will include: a 3-5 minute
headway, which allows 'turn up and go' travel; smart card ticketing, real-time travel information,
high-quality rolling stock (potentially including metro-style underground rail), stations located
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