Auckland Transport



Variation to the Auckland Regional Public Transport Plan: Statement of Proposal: May 2015

Auckland Transport

Adapted in accordance with Section 69 of the Copyright Act 1994 by the Royal New Zealand Foundation of the Blind, for the sole use of persons who have a print disability.

Produced 2015 by Accessible Format Production, Blind Foundation, Auckland, New Zealand.

Transcriber's Note

Images have been omitted in this e-text edition. A full description has been given for Figure 6.1: Fare Zone Boundaries, courtesy of Auckland Transport. It can be found at the end of this document in two sections, titled "AIFS Simplified Fare Zones" and "Zone Overlaps". Brief descriptions have been given for the remaining figures.

Notes from the e-text transcriber are indicated with the abbreviation tn (transcriber's note). Minor variations to the original text have been indicated with square brackets.

Empty cells in tables in the print edition are indicated by the word "blank".

Contents

1. Introduction: Page 3

2. Simplified zone fares: Page 4

2.1. Summary of proposal: Page 4

2.2. Background: Page 4

2.3. Proposed RPTP amendments: Page 5

3. Light rail: Page 6

3.1. Summary of proposal: Page 6

3.2. Background: Page 6

3.3. Proposed RPTP amendments: light rail: Page 9

4. Ferry development plan: Page 10

4.1. Summary of proposal: Page 10

4.2. Background: Page 10

4.3. Proposed RPTP amendments: ferries: Page 10

5. New Network service descriptions: Page 12

5.1. Summary of proposal: Page 12

5.2. Background: Page 12

5.3. Proposed RPTP amendments: Page 12

6. Other RPTP amendments proposed: Page 13

Attachment A: Proposed replacement RPTP Section 6.5 (fares and ticketing): Page 14

Attachment B: Proposed amendments to enable light rail: Page 19

Attachment C: Proposed future service network: Page 23

Attachment D: Replacement network maps (RPTP Chapter 5): Page 57

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1. Introduction

Auckland Transport (AT) proposes a variation to the Auckland Regional Public Transport Plan (RPTP). The RPTP is a statutory document that describes the services that are integral to the Auckland's public transport network, and the policies and procedures that apply to those services. The proposed variation is intended to amend the RPTP to provide for the following public transport initiatives:

• The proposed introduction of simplified zone fares

• Proposals for a new light rail transit (LRT) network on some major arterial routes

• Service and infrastructure changes arising from the Ferry Development Plan which was approved by the AT Board in December 2014

• Revised service descriptions arising from community consultation on the new bus network

The scope of the proposed RPTP variation is limited to the matters listed above, together with some amendments that are needed to address material in the existing RPTP that is now out of date. Further amendments are likely as part of a more comprehensive review of the RPTP planned for next year.

This document sets out the proposed amendments to the RPTP for each of the four matters outlined above. It also identifies the amendments to the RPTP that are proposed to update and correct information in the existing RPTP that is now out of date.

The proposed RPTP variation will be released for public consultation on 11 May 2015. Submissions are invited until the closing date of 5 June 2015. Following analysis of feedback from the consultation process, AT intends to finalise the RPTP variation in July 2015.

Written submissions on the RPTP variation can be made online at ; by email to rptp@t.nz; or by post to:

Freepost Authority No. 233462

RPTP Variation

Auckland Transport

Private Bag 92250

Victoria Street West

Auckland 1142

For further information on the RPTP variation and the submission process, please visit our website () or contact the AT RPTP variation team at:

• Email: dirk.osborne@t.nz

• Telephone: (09) 447 4409

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2. Simplified zone fares

2.1. Summary of proposal

To support the new, connected public transport network being rolled out across Auckland, AT is proposing the introduction of simplified zone fares across the Auckland public transport network. This will involve the introduction of a new zone-based fare system, which will allow customers using AT HOP cards to pay one fare for their entire journey on bus or rail, regardless of whether or not they need to transfer between services to complete the journey.

Amendments to the RPTP are proposed to formalise the policy framework for the new fares system. This will mainly involve amendments to the fares and ticketing policies and actions in Section 6.5 of the existing RPTP.

2.2. Background

The move to simplified zone fare system was foreshadowed in the fares and ticketing policies in section 6.5 of the existing RPTP. This required AT to investigate a zone-based fare system, and to determine the appropriate way to implement it. That policy was developed in response to feedback on the Draft RPTP in 2012, which supported a zone-based structure, but raised concerns about the equity of the neighbourhood zones that were proposed at the time.

Since that time, AT has evaluated a range of different fare options, and settled on a new, simpler zone-based fare system. Further detail on the options considered, and the rationale behind the proposed zonal system is available on the AT website. Having completed these investigations, AT now proposes to update the RPTP to reflect its preferred approach.

A map of the proposed fare zones is included in Attachment A. The zone boundaries outside the city zone have been drawn at approximately 10 km intervals from the city centre, taking account of major travel destinations. The new system will calculate fares according to the number of zones travelled through.

A key feature of the new fare system is the introduction of journey-based fares. This means that instead of being charged a separate fare for each ride, the fare will be calculated for the total journey from A to B, regardless of whether the passenger needs to transfer between different bus or metro rail services, or, potentially, light rail (see next section).

The new journey-based fares will initially only apply for customers using AT HOP cards on buses and trains. Separate "point-to-point" fares will remain for ferries. AT will continue to work with ferry operators with a view to extending the new system to ferry travel as soon as possible.

Along with the new fare zones, AT is proposing a much simpler set of fare products. Cash tickets will still be available for single trips, but they will not allow for journey-based fares. AT HOP card users will have the choice of using the stored value on their card to pay for each journey, or a simple monthly pass that will allow unlimited bus and train travel across all zones. A day pass is also proposed, allowing unlimited all-zone travel on buses and trains,

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plus inner-harbour ferries. In the longer term, AT intends to introduce daily and weekly fare caps for AT HOP customers, which would replace the daily and monthly passes.

2.3. Proposed RPTP amendments

AT proposes to update Section 6.5 of the RPTP to formalise the policy framework for its simplified zone fares proposals, as outlined above. The proposed revision of Section 6.5 is attached as Attachment A. This includes:

• Amendments to the introductory text to explain the background to the policy and how the new fare system will work

• Inclusion of the new fare zone map

• Changes to the policies and actions to reflect the shift from investigation to implementation of simplified zone fares

• Amendments to the policy and actions on fare products to reflect the proposed simpler product range, as outlined above.

A separate consultation process on the detailed implementation of simplified zone fares is being undertaken concurrently with the RPTP variation process. Further details are available at the project website:

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3. Light rail

3.1. Summary of proposal

Investigations into alternative public transport options for those parts of the Auckland isthmus that cannot be served by the metro rail network have concluded that light rail is the best option to provide for increased capacity, reliability and speed. As a result, AT has undertaken further detailed investigations on the possible introduction of light rail on some critical routes, which identified provisional preferred routes and priorities. Further technical investigations and analyses of delivery options and timing are being carried out.

Subject to the outcome of these investigations, and approval to proceed including funding, AT proposes a staged implementation of light rail. The initial stages, which may be implemented during the 10 year planning period of the RPTP would likely include Queen Street and Dominion Road—potentially including a link to Wynyard Quarter. A route extension to the Airport is also possible, subject to investigation of light rail and metro rail options. Other corridors (Sandringham Road, Manukau Road and Mt Eden Road) could be implemented at a later stage, subject to feasibility and funding. If implemented, light rail would replace the existing bus services on these routes.

Should a decision be made to proceed with the light rail proposal, changes to the RPTP will be needed, including changes to the network, unit and service descriptions to provide for the new light rail services, and to amend some existing bus units. Amendments to policies on network structure, infrastructure, procurement, and vehicle standards will also be required, as well as changes to the implementation plan.

Whilst light rail is still being assessed and no final decisions have been taken, AT believes that it is good practice to signal the possibility and allow engagement on it, before it commits to the proposal.

3.2. Background

The 2012 City Centre Future Access Study (CCFAS) concluded that a combination of the City Rail Link (CRL) and surface bus improvements would be needed to provide for future access to the city centre. The CCFAS also highlighted the potential for future capacity issues in the city centre, particularly from the central and southern parts of the isthmus not served by the metro rail network.

While the metro rail network with the CRL in place provides substantial improvements in accessibility to the city centre from rail-served areas, it still does not address the issue of over-capacity bus corridors in and approaching the city centre for highly-patronised central isthmus services. There are already very high numbers of buses on these corridors during peak periods, with only limited opportunities to increase capacity in the short-term, for example by using double-decker buses.

Future demand growth from these areas will result in bus routes on major arterials such as Symonds Street and Dominion Road being significantly over-capacity in the future. The concentration of buses in the city centre is also expected to result in area-specific impacts on urban amenity in sensitive city centre locations.

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To address these issues, AT has undertaken further studies of alternative public transport options for those parts of the Auckland isthmus that cannot be served by the metro rail network. This work has concluded that light rail is the best option to provide for increased capacity in a way that supports the city's development, protects city centre amenity, and enables the reallocation of buses to improve bus service in growth areas not served by light rail.

Light rail is a type of passenger transit system based around modern train-style vehicles that run on rail tracks generally within the roadway. It is a similar concept to the historic tram system of Auckland, but with modern technology and vehicles that are much faster, bigger and more efficient.

Light rail can generally provide faster and more reliable trips with more passenger capacity than buses in the same corridor, especially where dedicated light rail lanes are provided. However, as the infrastructure for light rail can be built within the street corridor it is usually much cheaper to develop than regular metro rail, which requires a totally separate railway line.

Because they run on fixed tracks and have relatively compact platform style stops, light rail vehicles can move large numbers of people in less space than would be required by a busway system of the same capacity. This is an important consideration for Auckland's city centre and dense historic suburbs, where widening roads for more bus or traffic capacity is generally impossible. Light rail vehicles also do not need to be turned around at the terminal stop, which requires much less land in the city centre than an equivalent bus station.

Light rail vehicles can hold three to six times the number of passengers in one vehicle run by one driver. This makes them more efficient with more cost effective operation on very busy routes, and increases the ability to provide priority at intersections without excessive delays to other traffic. However building the vehicles and tracks does require a significant investment, so light rail is usually not a cost effective solution on less busy corridors.

AT is investigating the introduction of light rail in the following major public transport corridors:

• Queen Street (with a potential link to Wynyard Quarter)

• Symonds Street

• Dominion Road (with a possible extension to the Airport, subject to investigations of light rail and metro rail options)

• Sandringham Road

• Manukau Road

• Mount Eden Road

These corridors not only target the busiest suburban bus lines directly, they also provide improved connectivity in and around the city centre, including key areas such as the Queen Street valley, the waterfront, the universities and the hospital. These lines would be closely integrated with the rest of the bus, train and ferry system as a single connected network.

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Figure 1 shows how the rapid transit network could look in the future if light rail were developed on all of the corridors under investigation.

Subject to the outcome of the investigations, approval to proceed and funding, AT proposes a staged implementation of light rail on these corridors. The initial stages, which are being considered for construction during the 10 year planning period of the RPTP, would be likely to include Queen Street and Dominion Road (and, potentially, a link to Wynyard Quarter). The other routes could be implemented at a later stage, subject to funding and approvals.

Diagram:

Figure 1: Potential long term light rail corridors and rapid transit network

tn: The route maps shows: Southern & Eastern Train Line (Pukekohe—Panmure [via Britomart]); Western & Onehunga Train Line (Swanson—Onehunga [via Britomart]); Crosstown Train Line (Henderson—Otahuhu [via Grafton]); Northern Busway (Silverdale—Britomart); Northwestern BRT (Westgate—Britomart); Eastern Busway (Pakuranga—Panmure); Light Rail Transit (Potential alignment); Potential Airport LRT [multiple routes shown].

Also labelled on the route map are the following features: Metropolitan Centre; Major Interchange; Interchange Station; Train or Bus Station; Rail or Bus Station; Rail or Busway RTN; BRT lanes/priority; Non-RTN connections. End tn.

End Diagram.

If implemented, light rail would replace the existing bus services in these corridors. This would enable the reallocation of substantial numbers of buses to improve bus service in areas not served by light rail, including Special Housing Areas and other rapidly expanding

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growth areas. The introduction of light rail would also necessitate changes to the bus network to ensure that adequate feeder services to light rail are maintained.

Further details on the light rail proposal can be found at:



3.3. Proposed RPTP amendments: light rail

A decision to proceed with particular light rail lines and confirmation of the timing would necessitate amendments to the following parts of the RPTP. These are set out in detail in Attachment B.

• Network structure descriptions in Chapter 5 (Key directions)

• Policies and actions in Chapter 6, including network structure (section 6.1), integrated service network (6.2), infrastructure (6.3), service quality (6.4), procurement (6.8), funding and prioritisation (6.9) and monitoring (6.10)

• Unit and service descriptions in Chapter 7 and Appendix 1

• Implementation plan (Chapter 8)

• Consequential amendments to other parts of the RPTP

The changes to public transport units and other RPTP amendments would go ahead once the necessary details have been confirmed.

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4. Ferry development plan

4.1. Summary of proposal

Amendments to the RPTP are proposed to give effect to the Ferry Development Plan prepared in 2014. The Ferry Development Plan identifies actions needed to better integrate ferry services into the wider public transport network, and outlines proposed improvements to ferry infrastructure and service levels.

4.2. Background

The 2013 RPTP identified the need for a review of the role that ferries should play in the Auckland public transport network, and the preparation of a Ferry Plan to set out the actions needed to better integrate ferries into the network. The RPTP also called for these actions to be incorporated into the RPTP by variation.

Following a collaborative process with ferry operators and other stakeholders, this work has now been completed, and the resulting Ferry Development Plan was approved by the AT Board in December 2014.

The Ferry Development Plan focuses on improving existing services and infrastructure and on greater integration of the current ferry network with local bus routes and supporting feeder services. It calls for service level improvements on existing ferry services to reach the minimum levels specified in the RPTP, with further increases to be implemented in response to demand. It also identifies a number of ferry infrastructure improvements and renewals that are needed to address capacity and customer amenity and safety issues at key ferry wharves.

The Plan also evaluated proposals for extensions to the existing ferry network, including new services to Browns Bay, Takapuna and Te Atatu. It concluded that due to the high infrastructure costs involved with new services, the priority for additional resources should be on improving the frequency and capacity of existing ferry routes, rather than network expansion.

4.3. Proposed RPTP amendments: ferries

In line with the existing RPTP policy, it is proposed to incorporate the actions identified in the Ferry Development Plan into the RPTP. This includes the following changes:

Chapter 5 Key directions: replace the penultimate paragraph on page 42 with the following:

Given the Auckland maritime environment, the potential for ferries to play a greater role in the public transport system is recognised. This needs to acknowledge the specific characteristics of Auckland's ferry market: a strong tourism component, and the fact that some ferry services, as noted above, are deemed to be exempt services under the LTMA). The Ferry Development Plan focuses on improving existing services and infrastructure and on greater integration of the current ferry network with local bus routes and supporting feeder services.

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• Section 6.2: Integrated service network:

o Delete paragraph in preamble (page 52) referring to ferry review

o Replace Policy 2.4 and associated actions with the following:

2.4 Integrate ferry services into the public transport networks

a) Ensure bus and ferry route and timetable planning will facilitate reliable integration

b) Where demand justifies, implement specific ferry feeder bus routes

c) Provide infrastructure and information to ensure bus—ferry connections are easy to plan and access

d) Take steps to better integrate ticketing and fares with the bus and train services (see Policy 5.3)

o Add a new action to Policy 2.5: Assess proposals for new ferry terminal sites and services using the assessment criteria set out in the Ferry Development Plan to determine their likely viability and suitability

• Section 6.7: Transport disadvantaged: Add the following text and policy/actions relating to ferry services to the Hauraki Gulf Islands:

With the exception of the Rakino Island service, the main ferry links with the Hauraki Gulf Islands, for passengers, freight and vehicles are deemed exempt services. They play an important role in Auckland's tourist industry and the connections they provide are essential to the islands they serve. Auckland Transport supports these services by providing and managing the terminals used by these services on Great Barrier, Waiheke, Rakino and Kawau Islands, and at Sandspit and Half Moon Bay.

***

7.7 Support the efficient provision of ferry services and infrastructure to serve the Hauraki Gulf Islands

a) Encourage and prioritise commercially provided ferry services

b) By agreement with operators, provide access to the existing publicly-owned ferry terminals for Hauraki Gulf Island services

c) In the event that an exempt service is withdrawn, review the need for the service and where necessary take measures to ensure that cost-effective services are provided

d) Assess the need for service support based on the potential impact on the island population, value for money and availability of funding

• Amend unit service level descriptions in Appendix 1 to reflect frequencies identified in the Ferry Development Plan (see Attachment C for details):

• Amend the implementation plan (Chapter 8) to include ferry terminal improvements in Table 8-1.

• Minor corrections to descriptions of existing services (Appendix 2 of the RPTP)

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5. New Network service descriptions

5.1. Summary of proposal

To enable implementation of the New Network in areas where community consultation has been completed, changes to the unit descriptions in the RPTP are proposed.

5.2. Background

The 2013 RPTP set out the policy framework for significant changes to the Auckland public transport network, with the staged introduction of a new integrated network structure which will provide a city-wide connected network of frequent and reliable services. The RPTP provided for the detailed implementation of the new network following an assessment of the specific route structures in each area, with input from local communities.

This community consultation process has now been completed in South Auckland (2013), Green Bay—Titirangi (2013), Hibiscus Coast (2014), Pukekohe and Waiuku (2014) and West Auckland (2014). The Green Bay—Titirangi New Network was implemented in August 2014, and further rollouts of the New Network are planned for Hibiscus Coast before the end of 2015, South Auckland by mid-2016, and the rest of the region in stages by the end of 2017.

5.3. Proposed RPTP amendments

To enable implementation of the New Network in areas where community consultation has been completed, changes to the unit descriptions in Appendix 1 of the RPTP are required. These are listed in Attachment C. Consequential amendments to the implementation plan, indicative start dates and route maps will also be needed. Proposed replacement maps are shown at Attachment D.

Because these changes have already been subject to extensive public consultation, it is not proposed that this part of the RPTP variation will be open to further public input.

Attachment C also includes some proposed amendments to future bus units in other areas, which will be subject to detailed community consultation during 2015-2016.

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6. Other RPTP amendments proposed

As part of the RPTP variation process, AT also proposes to update the RPTP by making amendments that are necessary to bring the document up to date, and to correct any errors or omissions that have been identified. These changes, which are generally minor in nature, are listed below.

Table:

|RPTP Section |Proposed amendment |

|Executive summary |Consequential amendments to reflect changes elsewhere in the RPTP |

|1.2 |Amend to include reasons for this variation |

|1.4 |Amend to include consultation process for this variation |

|2.1 |Correct references to Appendix 3 (which contains less detail than indicated) |

|2.1 |Add RLTP to Table 2-1 Strategic Influences; and delete Regional Land Transport Strategy |

|2.3 |Revise to take account of approved RLTP |

|3.2 |Update Table 3-1 to include public transport developments since 2013 |

|3.2 |Update patronage data in text and Figure 3-1 |

|4 |Update Table 4-1 current performance column with most recent data, and correct errors |

|5 |Update Table 5-1 and related text references to show Current 2015, Transitional 2018 and Mature 2025 |

|5 |Amend Figures 5-2 to 5-6 to show proposed 2018 and 2025 networks; and add a new map showing the |

| |current (2015) network to allow comparisons. Examples of these maps are shown at Attachment D |

|5 |Amend Figure 5-7 to show updated route proposals |

|6.2 |Add text deleted in error from actions in Policy 2.7 |

|8.1 |Amend text and Tables 8-1 and 8-2 to update implementation programme and timeframes, and include |

| |references to light rail and ferry developments |

|Appendix 2 |Amend schedule to show currently operated services (2015) |

|Appendix 4 |Add reference to RLTP and delete Regional Land Transport Strategy |

|All |Other consequential amendments, errata, out of date information, and cross-references |

End Table.

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Attachment A: Proposed replacement RPTP Section 6.5 (fares and ticketing)

6.5 Fares and ticketing: Objective 5: A fares and ticketing system that attracts and retains customers while balancing user contributions against public funding

Following a detailed investigation of alternative fare structures, Auckland Transport proposes to introduce a simpler, zone-based integrated fare structure. This builds on the improvements that have already been implemented to the fares and ticketing system from late 2012 as part of the Auckland Integrated Fare System (AIFS) project.

AIFS has addressed a number of shortcomings that previously existed in Auckland's fare and ticketing system by:

• Significantly reducing the number of fare products

• Providing a single ticket that can be used across different operators

• Reducing the financial penalty incurred for transfers (by providing a 50 cent discount on onward trips)

Auckland Transport's approach to fares and ticketing is based on the following principles:

• Simplicity: a system that is easy for existing and potential users to understand and use

• Integration: a system that enables easy travel across the network, is responsive to the journeys that people need to make, and reinforces other improvements in the public transport system

• Affordability: a system that represents value for money for users, and encourages more trips by public transport

• Efficiency: a system that minimises administrative and compliance costs, and ensures that funders receive value for money

Following a detailed investigation of alternative fare structures, Auckland Transport proposes to introduce a simpler, zone-based integrated fare structure. This will enable the fares system to fully support the new network structure outlined in this Plan, by providing simpler journey-based fares for travel on different bus and train services, with no penalties for transfers between services.

The proposed zone boundaries are illustrated in Figure 6.1. For HOP card users, fares will be based on the number of zones travelled in as part of a journey. A journey may involve travel on up to three different services, provided the transfer between services is made within the prescribed transfer time limit.

The zonal fare structure will apply across all bus, train and future light rail services. For ferries, the existing point-to-point fares will be retained, subject to further investigation of how they should be incorporated into the integrated zonal structure in future. The different approach to ferry fares reflects the fact that some ferry services are deemed exempt services, and not subject to the policies in this Plan. It also reflects the higher operating costs and premium quality of ferry travel.

A monthly pass product will be available, which will enable regular users to make unlimited bus and train (and in future, light rail) travel during a 1-month period for a fixed price. Subject to the

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successful resolution of a revenue settlement and apportionment mechanism with operators, it is intended to replace the monthly pass with a weekly cap, which will limit the amount that customers will be charged for travel in any calendar week (Monday to Sunday). The cap will be applied automatically, and will not require any specific action by the customer.

Fare levels will be set by Auckland Transport, and will be subject to regular review and adjustment, at least annually, to ensure that user charges keep pace with changes in operating costs, and that the farebox recovery targets in Section 6.9 are achieved. Auckland Transport will continue to review these targets to ensure that they achieve an optimum revenue balance between fares and patronage. As discussed in Section 6.9, it is intended to achieve improvements in farebox recovery through increasing patronage and carefully managing operating costs, with fare increases accorded a lower priority.

Fare levels will be set to incentivise use of the HOP card in preference to cash fares. HOP card stored value fares will be set at a discount of at least 33% from the equivalent cash fare. The ability for HOP card users to transfer between services without financial penalty will further incentivise HOP card uptake.

Increased use of HOP cards will reward customer loyalty and improve boarding speeds, with associated improvements in reliability and operating costs. It will also reduce cash handling costs and security risks.

The existing fares system in Auckland provides fare concessions for specific target groups. These will be retained during the transition to integrated fares.

A review of concession levels and eligibility is proposed, including a possible change to SuperGold card use during the evening peak period (this is not available outside of Auckland) and tertiary discounts (these are often unavailable outside Auckland).

Auckland Transport will continue to explore the use of specific products to reward customer loyalty and encourage off-peak use, especially where this will help to stimulate additional patronage without increasing operating costs.

Table:

tn: The table content has been listed. End tn.

Policy: 5.1 Implement a fares and ticketing system that supports public transport service integration

Actions:

a. Implement an integrated branded fare and ticketing scheme (AT HOP) across all public transport operators, contracted services, and deemed exempt services to allow the use of a single smartcard (or near-field contactless information exchange technology) across train, bus, ferry and light rail services

b. Require partner payment schemes to share a single public transport payment device to segregate a public transport stored value purse or storage capacity

Policy: 5.2 Provide integrated fares and ticketing across all bus, rail, and ferry services

Actions:

a. Implement a central fare revenue allocation system that meets the National Integrated Ticketing Standards (NITIS) and the AIFS interoperability specification

b. Require service operators to procure and implement electronic integrated ticketing equipment, and to provide an electronic fare collection system that interfaces with the Auckland Transport central fare allocation system, and meets AIFS and NITIS specifications

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c. Require all fare revenues collected by an operator's integrated ticketing equipment to be transferred, processed, and apportioned to eligible service providers by the Auckland Transport central fare allocation system

d. Ensure that all fare revenues collected by Auckland Transport, operators, and third parties are auditable and available for apportionment

e. Require that all public transport stored value be held by Auckland Transport in a dedicated public transport storage capacity

Policy: 5.3 Introduce a zone-based fare structure, with standard fares across bus and train operators

Actions:

a. Introduce a geographic zone-based fare structure, based on the zones in Figure 6.1, with standard fares across bus and train operators based on the number of zones travelled through on a journey

b. Remove fare penalties for transfers between services for customers using HOP cards

c. Review ferry fares to determine how they can be integrated into the zonal fare structure

d. Undertake a review of the fare structure at least once every six years

Policy: 5.4 Simplify the range of fare products available

Actions:

a. Remove 10-trip tickets and most operator-specific ticket products, and replace with HOP card stored value (with at least a 33 per cent discount over cash fares) for single trips with a HOP card monthly pass or weekly maximum fare cap

b. Transition the range of fare products to HOP card stored value time-based options (2 hours, daily, monthly) unlimited travel on a HOP card, and single-trip cash fares.

c. Subject to satisfactory resolution of revenue settlement and apportionment issues, introduce a weekly fare cap to reward customer loyalty and frequent users

d. Introduce 24/72 hour pass options to encourage off-peak travel by residents and visitors

e. Provide fare incentives for weekend family travel

Policy: 5.5 Maintain fares at a level that will achieve farebox recovery targets

Actions:

a. Set a standard fare schedule for all contracted and deemed exempt services participating in the Concessionary Fares Scheme prior to full PTOM implementation

b. Conduct regular annual reviews of operating costs and NZTA indexation levels to determine the extent of any fare adjustments required to maintain farebox recovery targets in Policy 9.2

c. Implement an annual standard fare adjustment on 1 January

d. Implement actions to reduce operating costs and/or increase patronage

Policy: 5.6 Provide incentives to use integrated tickets

Actions:

a. Set prices for HOP card stored value and monthly passes at a level that encourages their use in preference to cash

b. Adjust the AT HOP card stored value discount for travel through differential adjustments to cash and AT HOP card fares at the annual fare reviews, as appropriate

c. Improve the range of options for customers to purchase and top-up AT HOP cards to improve uptake

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Policy: 5.7 Provide concession fares for target groups

Actions:

a. Retain existing fare concessions for target groups, including:

• Children under 5: free

• Seniors: free off-peak

• Discounts for full-time school students, full-time tertiary students, legally blind members of the Royal New Zealand Foundation of the Blind, and Total Mobility cardholders

b. Review concessionary fare levels and affordability annually

c. Review concession levels and eligibility to ensure these are fair, affordable, and consistent with national policy direction, and implement any changes arising from this review. The review will consider a possible change to SuperGold card availability (to remove free travel during the evening peak period); a review of tertiary discounts and eligibility; and consideration of options for concession fares or discount schemes for low income earners

d. Regularly review Total Mobility subsidy rates, in consultation with stakeholders, to determine whether they continue to meet user needs.

e. Consider short-term promotional fare discounts to support new or improved services or new infrastructure

Policy: 5.8 Provide off-peak discounts to spread peak demand and improve operational efficiency

Actions:

a. Actively investigate and implement off-peak fare discount options to spread peak demand and encourage off-peak trip making, whilst maintaining Auckland Transport's overall farebox recovery targets

Policy: 5.9 Ensure that all users pay the correct fare

Actions:

a. Continue to advocate for the introduction of legislative change to enable the Police Commissioner to delegate enforcement powers to Auckland Transport staff to enforce fines for fare evasion

b. Implement a fare inspection, enforcement, and auditing regime through a roving revenue protection team across all modes and operators, to ensure that all passengers pay the correct fare and to minimise the opportunity for fraud

End Table.

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Map:

Figure 6.1: Fare zone boundaries

tn: Refer to the sections "AIFS Simplified Fare Zones" and Zone Overlaps" added to the end of this document. End tn.

End Map.

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Attachment B: Proposed amendments to enable light rail

A decision to proceed with light rail would necessitate the following changes to the RPTP.

Network structure

Chapter 5 of the RPTP (Key directions) provides an outline of the new network structure, including the proposed service categories which form the basis of the network structure and service level policies in Chapter 6.

To facilitate the replacement of bus services with light rail on some major arterial routes, the following amendments to Chapter 5 are proposed:

• Include reference to light rail in the introductory text to Chapter 5, before Table 5-1:

Auckland Transport is also investigating the introduction of light rail on selected arterial routes to provide additional public transport capacity and improved performance without compromising city centre street capacity and amenity. Subject to the outcome of these investigations, approval to proceed and funding, AT proposes a staged implementation of light rail, with completion of the initial stages (Queen Street and Dominion Road, with a possible link to Wynyard Quarter) within the 10-year planning horizon of this Plan. A possible extension of this route to the airport is also under investigation, along with metro rail options.

• Add a new row to Table 5-1 Anticipated changes in the public transport network (See Footnote 1):

Table:

|blank |Current (2015) |Transitional (by 2018) |Mature (by 2025) |

|Light rail |Investigations under way |Light rail investigations |Initial stages (Queen Street and |

| | |complete |Dominion Road) operational |

End Table.

• Replace Figure 5-1: New network service categories with the following diagram, and make consequential amendments to the supporting text.

Diagram:

tn: The diagram has been presented as a table. End tn.

|Service Layers |Rapid |Frequent |Connector |Local |

|Defining features |All-day network |All-day network |All-day network |All-day network |

|Minimum frequency |15 minutes |15 minutes |30 minutes |60 minutes |

|Operating hours |7am-7pm, frequency may be |7am-7pm, frequency may be |7am-7pm, frequency may be |7am-7pm, frequency may be |

| |less outside these hours |less outside these hours |less outside these hours |less outside these hours |

|Achieving speed and |Dedicated right of way |Priority measures |Some priority measures |Generally no priority |

|reliability | | | |measures |

In addition, there will be some targeted services such as peak-only, school, rural and other single-destination services with frequency and service span determined by demand.

End Diagram.

• Amend network diagrams in Figures 5-2 to 5-6 to include proposed light rail routes

Page 20

Policies and actions

The introduction of light rail services will require amendments to a number of the policies and actions listed in Chapter 6 of the RPTP, including network structure, infrastructure, procurement, and vehicle standard policies. The proposed amendments are outlined below.

Table:

tn: The table content has been listed. End tn.

RPTP Policy Section: 6.1 Network structure

Proposed amendments:

• Include reference to light rail in preamble, and in the description of rapid services in Policy 1.1

RPTP Policy Section: 6.2 Integrated service network

Proposed amendments:

• Include references to light rail in preamble, including a new paragraph relating to the addition of new services: An example of a new service in this RPTP is the proposal to introduce light rail on selected arterial routes, commencing with Queen Street and Dominion Road

• Include reference to light rail in the service layer descriptions in Policy 2.1

• Add a new policy and actions: Policy: Introduce light rail services to increase capacity on selected arterial routes; Actions: a. Subject to funding and planning consents, introduce light rail services to replace buses on selected arterial routes, commencing with Queen Street and Dominion Road (with a possible link to Wynyard Quarter); b. Investigate an extension of the Dominion Road light rail corridor between Mt Roskill interchange and the Airport as a possible alternative to metro rail options also under investigation; c. Make provision for future extensions to the light rail network including the Sandringham Road, Manukau Road and Mt Eden Road corridors

RPTP Policy Section: 6.3 Infrastructure

Proposed amendments:

Include reference to light rail in preamble

Add construction of light rail infrastructure on the Queen Street, and Dominion Road routes to the actions in Policy 3.1 (subject to technical investigations and funding arrangements being satisfactorily completed)

Add reference to light rail in Policy 3.3 actions a, d and g.

Add reference to light rail priority in Policy 3.4

RPTP Policy Section: 6.4 Service quality

Proposed amendments:

Include reference to light rail in preamble

Add reference to light rail priority in Policy 4.2 action c

Add a new action to Policy 4.4 (vehicle standards): Prepare vehicle quality standards for light rail vehicles that adhere to industry best practice, and ensure that all light rail vehicles used on contracted services conform to those standards

RPTP Policy Section: 6.8 Procurement

Proposed amendments:

Include reference to light rail in preamble

Include a new policy and actions relating to procurement of light rail services: Prepare a procurement strategy for light rail infrastructure and services that ensures value for money

Include a new action in Policy 8.6 to provide for the transition from existing bus services to light rail on affected routes and bus units: Work with bus operators to develop a strategy for the transition from bus services to light rail services on affected bus routes and bus units

Page 21

RPTP Policy Section: 6.9 Funding and prioritisation

Proposed amendments:

Include reference to light rail funding requirements in preamble

Add a new action to Policy 9.2: Develop farebox recovery targets for light rail

RPTP Policy Section: 6.10 Monitoring and review

Proposed amendments:

Add light rail patronage growth to the list of monitoring in Policy 10.1 b.

End Table.

Unit and service descriptions

The RPTP must include a description of the public transport network that AT proposes to be provided in the Auckland region, including an outline of the routes, frequency, and hours of operation of proposed services. The RPTP must also group these services into units, which form the basis of procurement.

The current RPTP includes an overview of public transport units in Chapter 7, with detailed service descriptions in Appendix 1.

To facilitate light rail on Queen Street and Dominion Road routes, the following additional unit is proposed:

• Light rail Unit—services using Queen Street (include route, frequency, hours of operation, indicative start date (subject to approvals and funding)

In addition to the new light rail unit, changes are proposed to the bus units in the existing RPTP that would be affected by the new light rail service. Amendments to the following bus units are proposed:

• Bus Unit 1—City Link: this unit would be either amended or discontinued once the Queen Street light rail service is operational

• Bus Unit 8—Dominion Road: some of the bus services in these units would be discontinued once light rail service is operational. Remaining bus services at the outer ends of the existing routes would be continued as feeders to the light rail service, at higher frequencies than the existing services.

It is also proposed to add an annotation to identify bus units on other corridors which are likely to be affected by planned future extensions to the light rail network, beyond the 10-year planning period covered by this RPTP. This includes Unit 7—Sandringham Road, Unit 9—Mt Eden Road, and Unit 10—Manukau Road.

These proposed changes to service descriptions are included in the proposed replacement to Appendix 1 of the RPTP, which is attached as Attachment C. Further consultation on these routes is planned as part of the central area New Network consultation process later in 2015.

Implementation plan

The introduction of light rail would involve the construction of fixed infrastructure, including tracks, power supply systems, passenger platforms, and vehicle stabling facilities. Provision for priority for light rail vehicles along the routes would also be required, to ensure reliable travel times.

Page 22

These infrastructure investments will need to be reflected in Chapter 8 of the RPTP, which sets out the implementation plan and includes public transport infrastructure requirements and an indicative timetable for their development. The amendments will include provision for light rail and related infrastructure on the Queen Street and Dominion Road routes.

Other consequential amendments

The following schedule sets out the additional amendments that will also be required to incorporate the light rail proposals into the RPTP:

Table:

|Section |Pages |Changes Required |

|Foreword |4-5 |Include reference to light rail |

|Executive Summary |6-15 |Include reference to light rail on pages 10 and 15 |

|2.3 Public transport funding |26-27 |Refer to light rail in funding model on page 27, and "future |

| | |investment" on page 28 |

|3.3 Issues and challenges |30-33 |Include reference to city centre bus congestion and light rail in Table|

| | |3-2 on pages 32-33 |

|6.5 Fares and ticketing |64-66 |Add "light rail" to 5.1a in the table |

|Glossary |100-102 |Add applicable light rail terms |

|Acronyms |103 |Add applicable light rail acronyms |

|Appendix 6: Farebox recovery assessment |174-177 |Add target farebox recovery for light rail to table on page 176 |

End Table.

Pages 23–52

Attachment C: Proposed future service network

It is proposed to replace Appendix 1 of the RPTP with the following:

Appendix 1: Proposed Future Service Network (frequencies are targets and subject to funding)

Bus Services—scheduled services and school services

Notes:

1. Route numbers for scheduled services will be confirmed post-tendering of services.

2. Late night services are to be confirmed for unit allocation purposes at a later date.

3. All School bus services subject to further review in accordance with the policies in the RPTP.

4. There will be potential further changes within the next ten years due to need to increase frequency due to demand, the Northern Busway extension and new Busway stations, Te Atatu Bus Interchange, North-western Busway, Light Rail, AMETI Busway, CRL and land use development particularly in the Greenfield areas.

Table:

tn: The table has been split into multiple tables by Unit. End tn.

Unit 1—City LINK—Pre Light Rail

The route will be subject to more detailed consultation in 2015

|Route Descriptions |Time of Day (school |Mon-Fri Peak Frequency |Mon-Fri Off-Peak Frequency|Mon-Fri evening Frequency |Sat Frequency day/evening |

| |services) | | | | |

|AIRBUS EXPRESS. Airport to|10 |10 (15 early morning) |20 (evng)/30 (night) |15/20/30 (night) |15/20/30 (night) |

|Ferry Terminal Downtown | | | | | |

|via Mt Eden or Dominion Rd| | | | | |

|Devonport Ferry. Devonport|15 |15 |30 |15/30 |15/30 |

|Ferry Terminal to Downtown| | | | | |

|Ferry Terminal | | | | | |

|Stanley Bay Ferry. Stanley|30 |- |- |- |- |

|Bay Ferry Terminal to | | | | | |

|Downtown Ferry Terminal | | | | | |

|Waiheke Ferry. Matiatia |30 |30 |60 |30/60 |30/60 |

|Ferry Terminal to Downtown| | | | | |

|Ferry Terminal (Fullers | | | | | |

|and Explorer) | | | | | |

|Kennedy Point, Waiheke to |blank |12 per day |blank |10 per day |9 per day |

|Half Moon Bay (Vehicle | | | | | |

|Ferry with passengers) | | | | | |

|Kennedy Point, Waiheke to |blank |blank |2 Friday only |3 per day |3 per day |

|Wynyard Quarter (Vehicle | | | | | |

|Ferry with passengers) | | | | | |

|Great Barrier Island to |blank |5 trips per week |blank |blank |blank |

|Wynyard Quarter (Vehicle | | | | | |

|Ferry with passengers) | | | | | |

|Great Barrier Island to |blank |occasional | blank |- |- |

|Wynyard Quarter (Passenger| | | | | |

|Ferry) | | | | | |

End Table.

On-demand services

Total Mobility services for people with disabilities (refer Appendix 7)

Page 57

Attachment D: Replacement network maps (RPTP Chapter 5)

tn: The following three network maps display the following features: Rapid Network; Frequent Network; Connector Network; Local Network; Major Interchange; Intermediate Interchange; Minor Interchange.

The trend visible across the maps is a shift from predominantly Local services to Frequent services supported by Connector services, with the Rapid Network extending over time.

Brief descriptions are given below, listing the major interchanges and the extent of the Rapid Network. End tn.

Map:

Current (2015) Network

tn: The major interchanges listed are: Albany; Constellation; Manukau; New Lynn; Onehunga; Otahuhu; Panmure; Smales Farm. Rapid Network sections shown are: Constellation to Harbour Bridge; City Centre to Penrose. End tn.

End Map.

Page 58

Map:

Proposed 2018 Network

tn: The major interchanges listed match the previous map. Rapid Network sections shown are: Constellation to Harbour Bridge; City Centre to Swanson (via New Lynn); City Centre to Papakura (via Otahuhu); City Centre to Otahuhu (via Glen Innes and Panmure). End tn.

End Map.

Page 59

Map:

Proposed 2025 Network

tn: The major interchanges listed are: Albany; Constellation; Henderson; New Lynn; Newmarket; Onehunga; Otahuhu; Panmure; Smales Farm; Te Atatu; Wynyard; Manukau. Rapid Network sections shown are: Albany to Harbour Bridge; City Centre to Swanson (via New Lynn); City Centre to Owairka (via Mt Roskill); City Centre to Pukekohe (via Otahuhu); City Centre to Botany (via Glen Innes and Panmure). End tn.

End Map.

***

AIFS Simplified Fare Zones

1. Zone City

Northern boundaries include:

• Auckland Harbour Bridge

• Coastline

Eastern Boundaries include:

• Tamaki Dr bridge west of Ngapipi Road

• Shoreline Hobson Bay

• Brighton Road

• Intersection Shore Road/Arney Road

• Railway line between Parnell Road and Remuera Road

• Mt Eden Domain

• Mt Eden Road to Mt Eden village (Stokes Road)

Southern Boundaries include:

• SH1 between St Marks Rd and Mountain Road

• Mountain Road north of Glenfell Pl

• Valley Road from Mt Eden Rd to Dominion Rd

• Valley Road Shops

• Walters Road

• Sandringham Road north of Walters Rd

Western boundaries include:

• New North Road at Central Rd

• Grey Lynn Shops, intersection Great North Rod & Surrey Crescent

• Surrey Crescent to browning St

• Browning St to Allen Rd

• Allen Rd to Richmond Rd

• Richmond Rd from Allen Rd to Warnock St

• Warnock St to William Denny Ave

• West End Road at 30 West End Road

2. Zone Isthmus

Northern boundaries include:

• West End Rd at Cox's Bay Reserve 30 West End Rd

• Richmond Rd from Wamock St and Surrey Crescent to Grey Lynn Shops

• Kingsland Shops (new North Rd between Bond Street and Central Rd, Sandringham Rd between Walters Rd and New North Road)

• Valley Rd Shops (Dominion Rd and Valley Rd)

• Valley Rd from Dominion Road Mt Eden Rd

• Stokes Rd, Owens Rd and Mountain Road to Mountain Rd at Lion Place

• Seccombes Rd, Crowhurst St and Khyber Pass to Western Line on Broadway

• Middleton Rd/Bassett Rd to Ayr Reserve (Shore Rd)

• Hobson Bay

• Tamaki Dr/Ngapipi Rd

Eastern Boundaries include:

• Tamaki River

Southern Boundaries include:

• Manukau Harbour

• Mangere Bridge

• Otahuhu Train Station to Otahuhu Bus Station along Station Road and Mason Ave

• Atkinson Ave between Luke St and Princes St

• Panama Road

Western boundaries include:

• Northwestern Motorway at Patiki Road

• Rosebank Road Peninsula

• Rata Street to Great North Road

• New Lynn Transport Interchange

• Portage Road from Clark St to Green Bay

• Godley Road at Bishop Street

3. Zone Waitakare

Northern boundaries include:

• Upper Harbour Bridge

• Coastline

Eastern Boundaries include:

• Portage Road from Clark St to Green Bay

• New Lynn Transport Centre

• Rata Street

Southern Boundaries include:

• Laingholm

• Coastline Manukau Harbour

Western boundaries include:

• Waitakare township

• Scenic Drive

• Waiatarua

• Start of Huia Road (northeast of Laingholm)

4. Zone Lower North Shore

Northern boundaries include:

• Upper Harbour Highway, Constellation Dr and Maxwelton Dr to Beach Road

• Coastline north of Beach Haven

Eastern Boundaries include:

• Coastline

Southern Boundaries include:

• Auckland Harbour Bridge

• Coastline

Western boundaries include:

• Coastline

• Upper Harbour Dr between Emily Lane and Dene Court lane

5. Zone Upper North Shore

Northern boundaries include:

• Dairy Flat Highway—south of intersection Bawden Road

• East Coast Road—south of intersection Bawden Road

Eastern Boundaries include:

• Coastline

Southern Boundaries include:

• Upper Harbour Dr between Emily Lane and Dene Court lane

• Upper Harbour Highway

• Carribean Dr to Sunset Rd

• Sunset Rd to Constellation Station

• Constellation Dr and Maxwelton Dr to Beach Road

Western boundaries include:

• Upper Harbour Bridge

• Lucas Creek

6. Zone Hibiscus Coast

Northern boundaries include:

• Waiwera river

• Weranui Rd (Waiwera) east from SH1/Northern Gateway Toll Rd

• Waiwera Rd

• Hibiscus Coast Highway south from Waiwera River intersection with Waiwera Rd

Eastern Boundaries include:

• Coastline

Southern Boundaries include:

• Dairy Flat Highway—north of intersection Bawden Road

• East Coast Road—north of intersection Bawden Road

Western boundaries include:

• SH1/Northern Gateway Toll Rd south from Weranui Rd (Waiwera) to intersection with Hibiscus Coast Highway and Dairy Flat Highway

• SH17 Dairy Flat Highway between intersection with Hibiscus Coast Highway and north of intersection Bawden Road

7. Zone Manukau North

Northern boundaries include:

• Coastline from Whitford to Seaside Park

• Manukau Harbour

• Otahuhu Station via Station Rd to Otahuhu Bus Station

• Atkinson Ave between Luke St and Princes St

• Lagoon Dr, Church Crescent, Queens Road and bus stops at Panmure Transport Centre

Eastern Boundaries include:

• Whitford

Southern Boundaries include:

• Southwestern Motorway SH20 and Redoubt Rd

• Wiri Station Rd from Plunket Ave to SH20

• Puhinui Rd

Western boundaries include:

• Manukau Harbour

8. Zone Manukau South

Northern boundaries include:

• Cavendish Dr and Te Irirangi Dr to SH1

• Great South Rd between Cavendish Dr and Ryan Pl

• Redoubt Rd

Eastern Boundaries include:

• Red Hill Road, Settlement Rd, Dominion Rd, Clevedon Rd, Cosgrave Rd then Mill Rd to Redoubt Rd

Southern Boundaries include:

• Great South Road at Waihoehoe Rd (Drury)

• Boundary Rd and Red Hill Rd

• Drury Creek

Western boundaries include:

• Hingaia Rd at Drury Creek

• Southern Motorway between Papakura and Drury

• Coastline from Pahuhehure to Puhinui Reserve

9. Zone Beachlands

Beachlands and Maraetai with zone boundary at Turanga Creek on Whitford-Maraetai Rd east of Whitford

Northern boundaries include:

• Coastline

Eastern Boundaries include:

• Maratai Coast Road at Magazine Bay

Western boundaries include:

• Turanga Creek on Whitford-Maraetai Rd east of Whitford

10. Zone Franklin

Stops in Franklin southwest of Drury (Pukekohe, Paerata, Karaka, Waiuku)

Northern boundaries include:

• Manukau Harbour

• Drury Creek on Linwood Road

Eastern Boundaries include:

• SH1 at Karaka Road

• Drury Creek on Linwood Road

Southern Boundaries include:

• Boundary Waikato Region (except stops in Tuakau and Port Waikato)

Western boundaries include:

• Waiuku River

11. Zone Warkworth

All areas north of Zone Hibiscus Coast; north of Waiwera River to Auckland Region northern boundary

12. Zone Helensville

Stops in Helensville and Parakai

Eastern Boundaries include:

• Peak Road

Southern Boundaries include:

• SH16 at Wharepapa

Western boundaries include:

• Coastline

13. Zone Huapai

Stops along SH16 between Wharepapa and intersection SH16/Fred Taylor Dr/Brigham Creek Road

(Includes Kumeu, Huapai, Waimauku, Reweti and Woodhill)

14. Zone Waiheke

All of Waiheke Island

Zone Overlaps

15. Zone Overlap—City/Isthmus

Grey Lynn

• Stops in vicinity of Grey Lynn Shops on Great North Road and Williamson Ave

• Richmond Rd between Tutanekei St and Allen Rd

• West End Rd between Jervois Rd and Coxs Bay

Kingsland

• New North Rd between Bond St and Central Rd

• Sandringham Rd between Bond Street and Walters Rd

Newmarket

• Mountain Rd between Lion Pl and Glenfell Pl

• Gillies Ave between SH1 and Seccombes Rd

• Khyber Pass between Crowhurst St and Broadway

• Broadway between Western Rail Line and SH1

• Nuffield St

• Remuera Road between Nuffield St and Broadway

Thomas Bloodworth Park

• From 19 Shore Road to Ayr St

Mount Eden

• Stops in Mt Eden Shops

Orakei

• Stops on Tamaki Dr at Parnell Baths

Dominion Road

• Stops in the vicinity of intersection Dominion Rd/Valley Rd

• All stops on Valley Rd from Dominion Rd to Mt Eden Road

16. Zone Overlap—Upper North Shore/Lower North Shore

• Stops at Constellation Station

• Albany Highway—Stops between Bush Rd Ashby Pl

• Upper Harbour Dr between Emily Ln and Dene Court Ln

• Constellation Dr (and East Coast Rd) between SH1 and 351 East Coast Rd

• Maxwelton Dr to (and including stops at) Mairangi Bay shops

• Unsworth Heights defined by Upper Harbour Highway, SH1, Sunset Rd and Caribbean Dr

17. Zone Overlap—Isthmus/Waitakare

• All stops and platforms at New Lynn Transport Interchange

18. Zone Overlap—Isthmus/Manukau North

Onehunga

• Onehunga Transport Centre

• Onehunga Mall between Church St and SH20

• Church St between Spring St and Onehunga Mall, includes stops at Onehunga Train Station

Otahuhu

• Otahuhu Bus Station (between King St and Avenue Rd)

• Bus stops adjacent to Otahuhu train station

• Station Rd East

• Mason Ave

Panmure

• Bus stops at Panmure Transport Centre

• Queens Road (Panmure shops)

• Church Crescent

19. Zone Overlap—Manukau North/Manukau South

Northern boundaries include:

• Cavendish Dr (and Te Irirangi Dr) between SH20 and SH1

• Great South Rd between Cavendish Dr and Ryan Pl

Southern Boundaries include:

• SH 20 from Puhinui Rd to Plunket Ave

• Plunket Ave between SH20 and Wiri Station Rd

• Wiri Station Rd between Plunket Ave and SH20

• SH20 from Wiri Station Rd to SH1

Eastern boundaries include:

• SH1

End of Variation to the Auckland Regional Public Transport Plan

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