Recommended
Recommended
More Related Content
What's hot
What's hot (20)
Viewers also liked
Similar to NZ Ridesharing Institute to Auckland Council
Similar to NZ Ridesharing Institute to Auckland Council (20)
Recently uploaded
Recently uploaded (9)
NZ Ridesharing Institute to Auckland Council
- 1. On August 15, 2011 The New Zealand Ridesharing Institute presented to the Auckland Council Transport Committee, proposing partnership in an applied research programme targeted at improving the effectiveness of Auckland’s transportation system. The following are the slides, and the speaker notes were the content of the presentation. THE NZ RIDESHARING INSTITUTE MAKING AUCKLAND’S TRANSPORTATION SYSTEM THE MOST EFFECTIVE IN THE WORLD
- 2. ANDY SMITH (LIVING STREETS AOTEAROA, PRESIDENT) BRIAN NELSON (PROJECT MANAGEMENT CONSULTANT, PRIVATE CITIZEN) KEVIN FREE (CARPOOL VETERAN) MARK ROBERTS (SUSTAINABLE BUSINESS NETWORK, GREENFLEET MANAGER) PAUL MINETT (TRIP CONVERGENCE LTD, MANAGING DIRECTOR) TOM MORTON (PULSE TRAFFIC, CONSULTANT) VICTORIA CARTER (CITYHOP, FOUNDER) MEMBERS here today
- 3. THE TRANSPORTATION SYSTEM HAS ENOUGH CAPACITY WE JUST NEED TO USE IT BETTER
- 4. WHAT IS THE CAPACITY OF A LANE OF ROAD? 2,000 IF IT IS 2,000 CARS PER HOUR, IS IT 2,000 PEOPLE PER HOUR? CAPACITY IN PEOPLE PER LANE HOUR SOV
- 5. WHAT IS THE CAPACITY OF A LANE OF ROAD? 6,000 IS IT 6,000PEOPLE PER HOUR? CAPACITY IN PEOPLE PER LANE HOUR 2,000 SOV HOV3
- 6. WHAT IS THE CAPACITY OF A LANE OF ROAD? 12,000 IS IT 12,000PEOPLE PER HOUR? 6,000 CAPACITY IN PEOPLE PER LANE HOUR 2,000 SOV HOV3 30% SOV + MIX
- 7. 75,000 ARE WE CURRENTLY USING ONLY 4% OF CAPACITY? (3,000/75,000) 12,000 IS IT 75,000PEOPLE PER HOUR? 6,000 CAPACITY IN PEOPLE PER LANE HOUR 3,000 2,000 SOV HOV3 30% SOV + MIX 100% 45 pax BUS BEST
- 8. THE CURRENT SITUATION: 1,200,000 EMPTY SEATS ALONG FOR THE RIDE 400,000 DRIVE ALONE TRIPS TO WORK
- 9. RIDESHARING IS ABOUT DRIVERS BECOMING PASSENGERS SOME OF THE TIME
- 10. AUCKLAND’S PROBLEM IS NOT THE SINGLE OCCUPANT CAR.
- 11. AUCKLAND’S PROBLEM IS NOT THE SINGLE OCCUPANT CAR. AUCKLAND’S PROBLEM IS THE PEAK PERIOD VOLUME OF SINGLE OCCUPANT CARS.
- 12. ROAD-BASED COMMUTER DEMAND IN AUCKLAND ADDITIONAL COMMUTERS OVER 2011 NOT ON BUSES THOUSANDS OF ROAD BASED COMMUTERS CURRENT BUS RIDERS + 4.5% p.a. CURRENT HOV DRIVERS AND RIDERS CURRENT DRIVE ALONE COMMUTERS
- 13. A WORTHWHILE TARGET: DRIVERS BECOME PASSENGERS ONE TRIP IN FOUR. RESULT: 100,000 FEWER CARS.
- 14. AUCKLAND’S BILLION DOLLAR COST OF CONGESTION WOULD BE RESET TO ZERO
- 15. “HOW DO WE GET PEOPLE TO MAKE BETTER USE OF EXISTING TRANSPORT CAPACITY?”
- 16. RESEARCH PROGRAMME TO ANSWER THE QUESTION THE NZ RIDESHARING INSTITUTE LEADING THINKERS UNIVERSITY OF AUCKLAND TRANSPORTATION RESEARCH CENTRE
- 17. RESEARCH PROGRAMME BEST PRACTISE AND AUCKLAND PROPOSALS STAGE 1 IMPLEMENT AUCKLAND TRIALS STAGE 2 REPLICATE SUCCESS STAGE 3
- 18. RESEARCH STAGE 1: THE OPTIMAL COMBINATION OF ENABLING SOLUTIONS POLICY ENVIRONMENT PUBLIC ENGAGEMENT FACTORS FOR AUCKLAND, AND PROPOSALS
- 20. Ride Matching
- 21. HOV Lanes and HOV Parking
- 22. Circulator Buses
- 23. Car Share
- 25. Incentives
- 26. Tolls
- 27. Legislation
- 29. Parking Pricing
- 31. Preferences
- 32. Accountability
- 33. Stewardship
- 35. RECYCLE LANDFILL LESS WASTE GOING TO LANDFILL
- 36. LESS ENERGY USED FOR LIGHTING
- 37. FEWER PLASTIC SHOPPING BAGS
- 39. WHAT THESE ALL HAVE IN COMMON: ENABLING SOLUTIONS BELIEF PUBLIC ENGAGEMENT “THE RIGHT THING TO DO.”
- 40. BRINGS INDEPENDENCE AND OBJECTIVITY RESEARCH RESOURCES FINANCIAL MANAGEMENT
- 41. PROGRAMME GOVERNANCE STEERING COMMITTEE AUCKLAND COUNCIL TRANSPORT COMMITTEE MEMBER AUCKLAND TRANSPORT CHIEF EXECUTIVE NZTA NORTHERN DIRECTOR UNIVERSITY OF AUCKLAND TRANSPORTATION RESEARCH CENTRE OTHER FUNDING PARTNERS (1 MEMBER EACH) THE RIDESHARING INSTITUTE (3 MEMBERS)
- 42. PROGRAMME BUDGET BEST PRACTISE AND AUCKLAND PROPOSALS $100,000 STAGE 1 IMPLEMENT AUCKLAND TRIALS CALCULATE IN STAGE 1 STAGE 2 REPLICATE SUCCESS CALCULATE IN STAGE 2 STAGE 3
- 43. Auckland Council, Auckland Transport, EECA, MFE, MED, NZTE, NZTA, Treasury, MOT, MSI, NZBCSD, Chamber Of Commerce, Heart Of The City, Corporate Entities (Couriers, Freight Companies, Carmakers, Etc.), Professional And Cause Related Orgs (SBN, IPENZ, Etc.) POTENTIAL PARTNERS
- 44. PLEASE SHARE THE RIDE WITH US AS A PARTNER: PUT A COMMITTEE MEMBER ON OUR STEERING COMMITTEE $20,000 TOWARDS THE $100,000 STAGE 1 BUDGET
- 45. “TO ACHIEVE THE IMPOSSIBLE; IT IS PRECISELY THE UNTHINKABLE THAT MUST BE THOUGHT” – Tom Robbins QUESTIONS AND DISCUSSION THE NZ RIDESHARING INSTITUTE
Editor's Notes
- These are the members of the non-profit New Zealand Ridesharing Institute so far. The folks here today are highlighted in red. I’d just like to acknowledge each of them. Andy Smith from Living Streets Aotearoa. Kevin Free, a carpooling veteran. Mark Roberts from the Sustainable Business Network. Paul Minett from Trip Convergence Ltd and Raspberry Express. Tom Morton from Pulse Traffic. And Victoria Carter from City Hop, a car share service provider. We thank you for the opportunity to present to you today.We are here to inviteyou to join us as a partner in an applied research programme that could help make Auckland’s transportation system the most effective in the world.
- We begin with the proposition that the transportation system has enough capacity. We need to use it better rather than expand it.By the transport system we mean the roads, railways, buses, trains, and the private fleet of 800,000 cars and commercial vehicles. Our focus is mainly on the motorised use of the roads.Our main metric for effectiveness is that people and goods get where they want, when they want, in a reasonable amount of time and at the best possible total system cost.The most recent measure of effectiveness that I have heard estimates a $1 billion annual economic cost of congestion for Auckland.So what do we mean when we say there is enough capacity?
- It all depends on how you view capacity. Some of our roads can average 2,000 vehiclesperlanehour. If those vehicles are allcars, all with one person, 2,000 people are getting through that lane in an hour.
- If those 2,000 cars all had three people in them, 6,000 people would get through in an hour.
- If there was a mix of 30% drive alone, some carpools, some vanpools, and some buses, 12,000 people could get through in an hour. How about if all the vehicles were 45 seat buses?
- Full45 seat buses could move75,000 people per lane hour. As far as I am aware, the best we are achieving in Auckland is about 3,000 people per lane hour on the Northern Motorway. On that basis you could say we are currently using only about 4% of capacity and that is only in the bestlocation. If real capacity is two, four, or even twentyfivetimes as much as the currentlevel, is there an opportunity to improve the effectiveness of the transportationsystemwithoutlargecapitalexpenditure?
- I’m sure you know that about 400,000 Aucklandersdrivealoneto workeachday. They take 1.2 millionempty seats with them. The logicalquestion to askis, “could those empty seats be better used as a way to fightcongestionmore cost effectively than the other seemingly expensiveoptions of expanding the road network, or adding more public transport?”We have formed the RidesharingInstitute to focus our efforts on finding the answer to thisquestion.
- When we say ridesharing, we mean drivers becoming passengerssome of the time, using those empty seats in cars, vans, orbuses. Of course, we support people teleworking, walking, cycling, and getting on trains as well. In ourview the transport system needs lots of modal choices to helppeople get out of their single occupant cars.
- So it is going to surprise you to hear me say this, that Auckland’s problem is not the single occupant car.
- Auckland’s problem is the peak period volume of single occupant cars.Thosepeopledrivingalone make up about 90% of all the vehicles on the road. At peak times they consumeall the road space. There are so many of them trying to travel at the same time that they jam up the roads. They get in the way of higher occupancy vehicles such as buses, carpools, and vanpools. Looking at cities overseas we see that this pattern of 90% of the road space being used by single occupant vehicles seems to continue to apply, no matter how much people are enticed away by alternatives. That is largely because no one has figured out how to change this behaviour.
- Unless we figure out how to get morepeople to sharemore often, we will never make a dent in congestion. Here you can see that public transport growth in absolute numbersisforecast to be smaller than total commuter growth, over the coming decades, so the need to figure this out will get more and more pressingeverypassingyear. You can see that evenallowing for 4.5% annual growth of public transport, by 2031 there will be an additional125,000commuters trying to get to work on Auckland’sroads.
- So here is our bigidea. If everyone of the 400,000 people currently driving alone became a passenger just onedayout offour there would be 100,000fewervehicles on Auckland’s roads at peak times. Wethinkthis is a worthwhile target. Just imagine the impact if this was achieved.
- Auckland’s billion dollar annual cost of congestion Would be reset to zero.Existing buses could run on time and there would be room for more of them; and manyother benefitsas well.
- So, you might ask, how would we do this with Auckland’s transportation system?How do we getpeople to make better use of existing transport system capacity, at the best possible cost?
- We set out to define the researchneeded to answer that question. We have had input from leading thinkers from around the world, and we have teamed up with the University of AucklandTransportation Research Centre to deliver the research programme.The research will draw on existing knowledge, and then use Kiwi ingenuity to develop solutionsandpolicy recommendations that can be tested, revised, and tested again until the agreed target has been achieved.
- The research programme has three Stages.Stage 1 is about gathering existing knowledge from around the world and designing trials for Auckland. Stage 2 is about implementing those trials on some congested corridors in Auckland, learning from the results, and looping through the applied research process, until success is achieved.Stage 3 is about extending successful results to new corridors.
- The results of our research will determine the optimal combination of factors that can remove traffic congestion through increased ridesharing. As with the change programs we mentioned earlier, we expect these factors to fit into three categories: enabling solutions; policy environment; and commuter engagement.
- Enablingsolutions include factors such as: carpool formation systems; HOV lanes; circulator buses; and car sharing among others. We expect these solutions will all have a role to play, but they will not be enough on their own.
- Policyenvironment includes factors such as tolls, incentives, parking charges, and land use and other regulations. As with enabling solutions, these policies are unlikely to bring enough change on their own.
- Publicengagement includes allfactors that might be involved in a marketingsense in getting more people to think that being a passenger at least some of the time is the right thing to do.
- We gainconfidence that a change programmecan succeed by looking at some recent examples. We see:
- Less waste going to landfill
- Less energy being used for lighting
- Fewer plastic shopping bags being used.
- And less exposure to second hand smoke.
- What these all have in common to varying degrees isEnabling solutions, such as provision of recycling bins, subsidised distribution of light bulbs, or free distribution of nicotine patches.Official belief in the programme based on solid research.And public engagement through extensive marketing campaigns.Through these campaigns people have developed a new sense of what is the right thing to do.
- Our research will be lead by the University of Auckland. This will ensure independence, objectivity, access to research resources, and solid financial management through Uniservices.
- As well,we are setting up a steering committee. We are inviting the CEO of Auckland Transport, the Regional Director of NZTA, and a member from your Committee to sit on it. Each organisation that co-funds the research will also have a seat on the steering committee, along with three members from the Ridesharing Institute, and one from the University.
- Stage 1 of the research is going to cost $100,000. The output will be proposals for pilot projects for Auckland. The costs of Stages 2 & 3 will be determined as each prior Stage is completed, and will be supported by a comprehensive business case.
- We are asking a number of organisations, listed here, to help fund Stage 1. The benefits from success extend beyond transportation, so we feel it is appropriate to seek funding from a broader range of interest groups. We’d also like the wider community to feel a sense of ownership in the results of the work.
- In conclusion, our request to you is that your committeebecomes a partner with us in this important research programme. Most important for us is that you appoint a member of the committee to sit on oursteering committee. Of slightly less importancebut still very important is that you contribute some funds towards Stage 1 of the research. We suggest$20,000, but leave it open for you to decide how much, more or less, once you have decided it is a good idea to support the project. We will treat any amount you provide as seed funding to challenge others in the community to contributeas well. Eachpassingday our Auckland commuterswaste significant amounts of energy, emissions, time, and economic competitiveness as they drive alone and jam up Auckland’s arterials. Please help us to helpmakeAuckland’s transportation system the most effective in the world. This would make Auckland a global leader in sustainable transportation, and the envy of every othermajor city.
- We are happy to answer any questions you might have.