Strategic fit for public transport services

Introduction

For the latest information, please see the Assessment Framework for the 2015-18 NLTP.

This section sets out the guidance on assessing strategic fit for activities within the public transport services activity class.

The public transport services activity class includes:

• Work category 511:  Bus services
• Work category 512:  Passenger ferry services
• Work category 515:  Passenger rail services
• Work category 514:  Public transport facilities operations and maintenance
• Work category 524:  Public transport information supply, operations and maintenance
• Work category 517:  Total mobility operations
• Work category 519:  Wheelchair hoists
• Work category 521:  Total mobility wheelchair hoist use payments

Links to planning

The NZTA expects public transport programmes to be well linked to long-term planning documents, particularly Regional Public Transport Plans (RPTPs) and Long Term Plans Plans describe the tactics to give effect to a strategy. They are specific in content, action oriented and outputs focussed, resulting in a tangible set of activities to be delivered within a clear timeframe. (LTPs).  These documents should describe the assumptions underlying the programme and forecasts.

The forward programme and funding plan, including the impacts of the proposed services, ongoing operation costs and any major investment in public transport infrastructure required within the network, must be derived from the RPTP A plan which specifies how the regional council intends to give effect to the public transport service components of the regional land transport plan that applies to the region. As of June 2013, the contents and management of the plan is defined by Part 5 of the Land Transport Management Act 2003. .

Approved Organisations must demonstrate how the proposed activities will help optimise the public transport network ensuring it is both effective and efficient.

Information provided to support public transport programmes should make reference to the relevant parts of these planning documents.

Default strategic fit

By default, the strategic fit rating for the public transport programme is low.

Requirements for medium rating

A component of a public transport programme may be given a medium rating for strategic fit if there is potential for a significant contribution to economic growth and productivity by linking people to employment or improving access to economic opportunities through significant improvements in one or more of:

• providing more transport choice Transport choice means making available to transport users, particularly those with limited access to a car or who are vulnerable to changes in fuel prices, alternative means of transport. in major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin.  , particularly for those with limited access to a car 
• transport interconnections and ease of changing modes in major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin. 
• safety and personal security Personal security means the reduction of risks or perceived risks for users of land transport services and facilities in respect of their personal wellbeing. of users of the public transport system
• reductions in adverse environmental effects from land transport

Requirements for high rating

A high rating for strategic fit must only be given to a component of a public transport programme if there is potential for a nationally significant contribution The combination of volume or quantity of demand or probability and consequence or magnitude makes the potential or delivery of the impact or outcome nationally significant. E.g. high impact high volume vs. low impact low volume to economic growth and productivity by linking people to employment or improving access to economic opportunities through significant improvements in one or more of:

• Peak time
  Peak vs off-peak hours for public transport are defined as those pertaining to the operation of the Supergold Card scheme
  Peak time hours are defined as:
  
  
  * The commence of services at the start of the day to 9:00am Monday to Friday, excluding public holidays
  * From 3:00pm to 6:30pm Monday to Friday, excluding public holidays
  All services commencing outside of these hours and days are considered off-peak services, i.e. 9am to 3pm and beyond 6:30pm on weekdays excluding public holidays and all hours of operation on Saturdays and Sundays. public transport patronage in major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin.  for easing of severe congestion Severe congestion congestion is where the volume to capacity ratio exceeds 80% for 5 days per week over at least a 1 hour time period that affects at least 1.5 km of a route.  For information on the volume to capacity ratio, see Appendix A3 of the NZTA's Economic Evaluation Manual is where the volume to capacity ratio exceeds 100% for 5 days per week over at least 1 hour in a time period on at least 3 km of a route and the average annual daily traffic (AADT) is greater than 20,000 vehicles per day.
  For information on the volume to capacity ratio, refer to Appendix A3 of the NZTA's Economic Evaluation Manual
• Optimising public transport services and infrastructure Optimisation of public transport services and infrastructure involves rational analysis of:
  
  
  * passenger transport demand forecasts
  
  * passenger transport policies and measures, including farebox recovery policy
  
  * related strategies, e.g. land use, demand management, walking and cycling
  
  * service level targets
  
  * whole-of-life costs
  
  * risks and mitigation
  
  * decision-making processes, and
  
  * reducing the government cost per passenger in the medium to long-term,
  
  * through the consideration of making better use Making better use of existing services and infrastructure means fully considering and analysing existing services and use of infrastructure and identifying opportunities for change without significant additional expenditure. of existing services and infrastructure, and extracting maximum value Extracting maximum value from existing services and infrastructure includes optimising services and the use of existing infrastructure to realise the full potential capacity and benefits. from existing services and infrastructure. (including fare box recovery rates)